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      in Environment

      MIT appoints members of new faculty committee to drive climate action plan

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      In May, responding to the world’s accelerating climate crisis, MIT issued an ambitious new plan, “Fast Forward: MIT’s Climate Action Plan for the Decade.” The plan outlines a broad array of new and expanded initiatives across campus to build on the Institute’s longstanding climate work.

      Now, to unite these varied climate efforts, maximize their impact, and identify new ways for MIT to contribute climate solutions, the Institute has appointed more than a dozen faculty members to a new committee established by the Fast Forward plan, named the Climate Nucleus.

      The committee includes leaders of a number of climate- and energy-focused departments, labs, and centers that have significant responsibilities under the plan. Its membership spans all five schools and the MIT Schwarzman College of Computing. Professors Noelle Selin and Anne White have agreed to co-chair the Climate Nucleus for a term of three years.

      “I am thrilled and grateful that Noelle and Anne have agreed to step up to this important task,” says Maria T. Zuber, MIT’s vice president for research. “Under their leadership, I’m confident that the Climate Nucleus will bring new ideas and new energy to making the strategy laid out in the climate action plan a reality.”

      The Climate Nucleus has broad responsibility for the management and implementation of the Fast Forward plan across its five areas of action: sparking innovation, educating future generations, informing and leveraging government action, reducing MIT’s own climate impact, and uniting and coordinating all of MIT’s climate efforts.

      Over the next few years, the nucleus will aim to advance MIT’s contribution to a two-track approach to decarbonizing the global economy, an approach described in the Fast Forward plan. First, humanity must go as far and as fast as it can to reduce greenhouse gas emissions using existing tools and methods. Second, societies need to invest in, invent, and deploy new tools — and promote new institutions and policies — to get the global economy to net-zero emissions by mid-century.

      The co-chairs of the nucleus bring significant climate and energy expertise, along with deep knowledge of the MIT community, to their task.

      Selin is a professor with joint appointments in the Institute for Data, Systems, and Society and the Department of Earth, Atmospheric and Planetary Sciences. She is also the director of the Technology and Policy Program. She began at MIT in 2007 as a postdoc with the Center for Global Change Science and the Joint Program on the Science and Policy of Global Change. Her research uses modeling to inform decision-making on air pollution, climate change, and hazardous substances.

      “Climate change affects everything we do at MIT. For the new climate action plan to be effective, the Climate Nucleus will need to engage the entire MIT community and beyond, including policymakers as well as people and communities most affected by climate change,” says Selin. “I look forward to helping to guide this effort.”

      White is the School of Engineering’s Distinguished Professor of Engineering and the head of the Department of Nuclear Science and Engineering. She joined the MIT faculty in 2009 and has also served as the associate director of MIT’s Plasma Science and Fusion Center. Her research focuses on assessing and refining the mathematical models used in the design of fusion energy devices, such as tokamaks, which hold promise for delivering limitless zero-carbon energy.

      “The latest IPCC report underscores the fact that we have no time to lose in decarbonizing the global economy quickly. This is a problem that demands we use every tool in our toolbox — and develop new ones — and we’re committed to doing that,” says White, referring to an August 2021 report from the Intergovernmental Panel on Climate Change, a UN climate science body, that found that climate change has already affected every region on Earth and is intensifying. “We must train future technical and policy leaders, expand opportunities for students to work on climate problems, and weave sustainability into every one of MIT’s activities. I am honored to be a part of helping foster this Institute-wide collaboration.”

      A first order of business for the Climate Nucleus will be standing up three working groups to address specific aspects of climate action at MIT: climate education, climate policy, and MIT’s own carbon footprint. The working groups will be responsible for making progress on their particular areas of focus under the plan and will make recommendations to the nucleus on ways of increasing MIT’s effectiveness and impact. The working groups will also include student, staff, and alumni members, so that the entire MIT community has the opportunity to contribute to the plan’s implementation.  

      The nucleus, in turn, will report and make regular recommendations to the Climate Steering Committee, a senior-level team consisting of Zuber; Richard Lester, the associate provost for international activities; Glen Shor, the executive vice president and treasurer; and the deans of the five schools and the MIT Schwarzman College of Computing. The new plan created the Climate Steering Committee to ensure that climate efforts will receive both the high-level attention and the resources needed to succeed.

      Together the new committees and working groups are meant to form a robust new infrastructure for uniting and coordinating MIT’s climate action efforts in order to maximize their impact. They replace the Climate Action Advisory Committee, which was created in 2016 following the release of MIT’s first climate action plan.

      In addition to Selin and White, the members of the Climate Nucleus are:

      Bob Armstrong, professor in the Department of Chemical Engineering and director of the MIT Energy Initiative;
      Dara Entekhabi, professor in the departments of Civil and Environmental Engineering and Earth, Atmospheric and Planetary Sciences;
      John Fernández, professor in the Department of Architecture and director of the Environmental Solutions Initiative;
      Stefan Helmreich, professor in the Department of Anthropology;
      Christopher Knittel, professor in the MIT Sloan School of Management and director of the Center for Energy and Environmental Policy Research;
      John Lienhard, professor in the Department of Mechanical Engineering and director of the Abdul Latif Jameel Water and Food Systems Lab;
      Julie Newman, director of the Office of Sustainability and lecturer in the Department of Urban Studies and Planning;
      Elsa Olivetti, professor in the Department of Materials Science and Engineering and co-director of the Climate and Sustainability Consortium;
      Christoph Reinhart, professor in the Department of Architecture and director of the Building Technology Program;
      John Sterman, professor in the MIT Sloan School of Management and director of the Sloan Sustainability Initiative;
      Rob van der Hilst, professor and head of the Department of Earth, Atmospheric and Planetary Sciences; and
      Chris Zegras, professor and head of the Department of Urban Studies and Planning. More

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      in Energy

      3 Questions: Daniel Cohn on the benefits of high-efficiency, flexible-fuel engines for heavy-duty trucking

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      The California Air Resources Board has adopted a regulation that requires truck and engine manufacturers to reduce the nitrogen oxide (NOx) emissions from new heavy-duty trucks by 90 percent starting in 2027. NOx from heavy-duty trucks is one of the main sources of air pollution, creating smog and threatening respiratory health. This regulation requires the largest air pollution cuts in California in more than a decade. How can manufacturers achieve this aggressive goal efficiently and affordably?

      Daniel Cohn, a research scientist at the MIT Energy Initiative, and Leslie Bromberg, a principal research scientist at the MIT Plasma Science and Fusion Center, have been working on a high-efficiency, gasoline-ethanol engine that is cleaner and more cost-effective than existing diesel engine technologies. Here, Cohn explains the flexible-fuel engine approach and why it may be the most realistic solution — in the near term — to help California meet its stringent vehicle emission reduction goals. The research was sponsored by the Arthur Samberg MIT Energy Innovation fund.

      Q. How does your high-efficiency, flexible-fuel gasoline engine technology work?

      A. Our goal is to provide an affordable solution for heavy-duty vehicle (HDV) engines to emit low levels of nitrogen oxide (NOx) emissions that would meet California’s NOx regulations, while also quick-starting gasoline-consumption reductions in a substantial fraction of the HDV fleet.

      Presently, large trucks and other HDVs generally use diesel engines. The main reason for this is because of their high efficiency, which reduces fuel cost — a key factor for commercial trucks (especially long-haul trucks) because of the large number of miles that are driven. However, the NOx emissions from these diesel-powered vehicles are around 10 times greater than those from spark-ignition engines powered by gasoline or ethanol.

      Spark-ignition gasoline engines are primarily used in cars and light trucks (light-duty vehicles), which employ a three-way catalyst exhaust treatment system (generally referred to as a catalytic converter) that reduces vehicle NOx emissions by at least 98 percent and at a modest cost. The use of this highly effective exhaust treatment system is enabled by the capability of spark-ignition engines to be operated at a stoichiometric air/fuel ratio (where the amount of air matches what is needed for complete combustion of the fuel).

      Diesel engines do not operate with stoichiometric air/fuel ratios, making it much more difficult to reduce NOx emissions. Their state-of-the-art exhaust treatment system is much more complex and expensive than catalytic converters, and even with it, vehicles produce NOx emissions around 10 times higher than spark-ignition engine vehicles. Consequently, it is very challenging for diesel engines to further reduce their NOx emissions to meet the new California regulations.

      Our approach uses spark-ignition engines that can be powered by gasoline, ethanol, or mixtures of gasoline and ethanol as a substitute for diesel engines in HDVs. Gasoline has the attractive feature of being widely available and having a comparable or lower cost than diesel fuel. In addition, presently available ethanol in the U.S. produces up to 40 percent less greenhouse gas (GHG) emissions than diesel fuel or gasoline and has a widely available distribution system.

      To make gasoline- and/or ethanol-powered spark-ignition engine HDVs attractive for widespread HDV applications, we developed ways to make spark-ignition engines more efficient, so their fuel costs are more palatable to owners of heavy-duty trucks. Our approach provides diesel-like high efficiency and high power in gasoline-powered engines by using various methods to prevent engine knock (unwanted self-ignition that can damage the engine) in spark-ignition gasoline engines. This enables greater levels of turbocharging and use of higher engine compression ratios. These features provide high efficiency, comparable to that provided by diesel engines. Plus, when the engine is powered by ethanol, the required knock resistance is provided by the intrinsic high knock resistance of the fuel itself. 

      Q. What are the major challenges to implementing your technology in California?

      A. California has always been the pioneer in air pollutant control, with states such as Washington, Oregon, and New York often following suit. As the most populous state, California has a lot of sway — it’s a trendsetter. What happens in California has an impact on the rest of the United States.

      The main challenge to implementation of our technology is the argument that a better internal combustion engine technology is not needed because battery-powered HDVs — particularly long-haul trucks — can play the required role in reducing NOx and GHG emissions by 2035. We think that substantial market penetration of battery electric vehicles (BEV) in this vehicle sector will take a considerably longer time. In contrast to light-duty vehicles, there has been very little penetration of battery power into the HDV fleet, especially in long-haul trucks, which are the largest users of diesel fuel. One reason for this is that long-haul trucks using battery power face the challenge of reduced cargo capability due to substantial battery weight. Another challenge is the substantially longer charging time for BEVs compared to that of most present HDVs.

      Hydrogen-powered trucks using fuel cells have also been proposed as an alternative to BEV trucks, which might limit interest in adopting improved internal combustion engines. However, hydrogen-powered trucks face the formidable challenges of producing zero GHG hydrogen at affordable cost, as well as the cost of storage and transportation of hydrogen. At present the high purity hydrogen needed for fuel cells is generally very expensive.

      Q. How does your idea compare overall to battery-powered and hydrogen-powered HDVs? And how will you persuade people that it is an attractive pathway to follow?

      A. Our design uses existing propulsion systems and can operate on existing liquid fuels, and for these reasons, in the near term, it will be economically attractive to the operators of long-haul trucks. In fact, it can even be a lower-cost option than diesel power because of the significantly less-expensive exhaust treatment and smaller-size engines for the same power and torque. This economic attractiveness could enable the large-scale market penetration that is needed to have a substantial impact on reducing air pollution. Alternatively, we think it could take at least 20 years longer for BEVs or hydrogen-powered vehicles to obtain the same level of market penetration.

      Our approach also uses existing corn-based ethanol, which can provide a greater near-term GHG reduction benefit than battery- or hydrogen-powered long-haul trucks. While the GHG reduction from using existing ethanol would initially be in the 20 percent to 40 percent range, the scale at which the market is penetrated in the near-term could be much greater than for BEV or hydrogen-powered vehicle technology. The overall impact in reducing GHGs could be considerably greater.

      Moreover, we see a migration path beyond 2030 where further reductions in GHG emissions from corn ethanol can be possible through carbon capture and sequestration of the carbon dioxide (CO2) that is produced during ethanol production. In this case, overall CO2 reductions could potentially be 80 percent or more. Technologies for producing ethanol (and methanol, another alcohol fuel) from waste at attractive costs are emerging, and can provide fuel with zero or negative GHG emissions. One pathway for providing a negative GHG impact is through finding alternatives to landfilling for waste disposal, as this method leads to potent methane GHG emissions. A negative GHG impact could also be obtained by converting biomass waste into clean fuel, since the biomass waste can be carbon neutral and CO2 from the production of the clean fuel can be captured and sequestered.

      In addition, our flex-fuel engine technology may be synergistically used as range extenders in plug-in hybrid HDVs, which use limited battery capacity and obviates the cargo capability reduction and fueling disadvantages of long-haul trucks powered by battery alone.

      With the growing threats from air pollution and global warming, our HDV solution is an increasingly important option for near-term reduction of air pollution and offers a faster start in reducing heavy-duty fleet GHG emissions. It also provides an attractive migration path for longer-term, larger GHG reductions from the HDV sector. More

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      in Environment

      Climate and sustainability classes expand at MIT

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      In fall 2019, a new class, 6.S898/12.S992 (Climate Change Seminar), arrived at MIT. It was, at the time, the only course in the Department of Electrical Engineering and Computer Science (EECS) to tackle the science of climate change. The class covered climate models and simulations alongside atmospheric science, policy, and economics.

      Ron Rivest, MIT Institute Professor of Computer Science, was one of the class’s three instructors, with Alan Edelman of the Computer Science and Artificial Intelligence Laboratory (CSAIL) and John Fernández of the Department of Urban Studies and Planning. “Computer scientists have much to contribute to climate science,” Rivest says. “In particular, the modeling and simulation of climate can benefit from advances in computer science.”

      Rivest is one of many MIT faculty members who have been working in recent years to bring topics in climate, sustainability, and the environment to students in a growing variety of fields. And students have said they want this trend to continue.

      “Sustainability is something that touches all disciplines,” says Megan Xu, a rising senior in biological engineering and advisory chair of the Undergraduate Association Sustainability Committee. “As students who have grown up knowing that climate change is real and witnessed climate disaster after disaster, we know this is a huge problem that needs to be addressed by our generation.”

      Expanding the course catalog

      As education program manager at the MIT Environmental Solutions Initiative, Sarah Meyers has repeatedly had a hand in launching new sustainability classes. She has steered grant money to faculty, brought together instructors, and helped design syllabi — all in the service of giving MIT students the same world-class education in climate and sustainability that they get in science and engineering.

      Her work has given Meyers a bird’s-eye view of MIT’s course offerings in this area. By her count, there are now over 120 undergraduate classes, across 23 academic departments, that teach climate, environment, and sustainability principles.

      “Educating the next generation is the most important way that MIT can have an impact on the world’s environmental challenges,” she says. “MIT students are going to be leaders in their fields, whatever they may be. If they really understand sustainable design practices, if they can balance the needs of all stakeholders to make ethical decisions, then that actually changes the way our world operates and can move humanity towards a more sustainable future.”

      Some sustainability classes are established institutions at MIT. Success stories include 2.00A (Fundamentals of Engineering Design: Explore Space, Sea and Earth), a hands-on engineering class popular with first-year students; and 21W.775 (Writing About Nature and Environmental Issues), which has helped undergraduates fulfill their HASS-H (humanities distribution subject) and CI-H (Communication Intensive subject in the Humanities, Arts, and Social Sciences) graduation requirements for 15 years.

      Expanding this list of classes is an institutional priority. In the recently released Climate Action Plan for the Decade, MIT pledged to recruit at least 20 additional faculty members who will teach climate-related classes.

      “I think it’s easy to find classes if you’re looking for sustainability classes to take,” says Naomi Lutz, a senior in mechanical engineering who helped advise the MIT administration on education measures in the Climate Action Plan. “I usually scroll through the titles of the classes in courses 1, 2, 11, and 12 to see if any are of interest. I also have used the Environment & Sustainability Minor class list to look for sustainability-related classes to take.

      “The coming years are critical for the future of our planet, so it’s important that we all learn about sustainability and think about how to address it,” she adds.

      Working with students’ schedules

      Still, despite all this activity, climate and sustainability are not yet mainstream parts of an MIT education. Last year, a survey of over 800 MIT undergraduates, taken by the Undergraduate Association Sustainability Committee, found that only one in four had ever taken a class related to sustainability. But it doesn’t seem to be from lack of interest in the topic. More than half of those surveyed said that sustainability is a factor in their career planning, and almost 80 percent try to practice sustainability in their daily lives.

      “I’ve often had conversations with students who were surprised to learn there are so many classes available,” says Meyers. “We do need to do a better job communicating about them, and making it as easy as possible to enroll.”

      A recurring challenge is helping students fit sustainability into their plans for graduation, which are often tightly mapped-out.

      “We each only have four years — around 32 to 40 classes — to absorb all that we can from this amazing place,” says Xu. “Many of these classes are mandated to be GIRs [General Institute Requirements] and major requirements. Many students recognize that sustainability is important, but might not have the time to devote an entire class to the topic if it would not count toward their requirements.”

      This was a central focus for the students who were involved in forming education recommendations for the Climate Action Plan. “We propose that more sustainability-related courses or tracks are offered in the most common majors, especially in Course 6 [EECS],” says Lutz. “If students can fulfill major requirements while taking courses that address environmental problems, we believe more students will pursue research and careers related to sustainability.”

      She also recommends that students look into the dozens of climate and sustainability classes that fulfill GIRs. “It’s really easy to take sustainability-related courses that fulfill HASS [Humanities, Arts, and Social Sciences] requirements,” she says. For example, students can meet their HASS-S (social sciences sistribution subject) requirement by taking 21H.185 (Environment and History), or fulfill their HASS-A requirement with CMS.374 (Transmedia Art, Extraction and Environmental Justice).

      Classes with impact

      For those students who do seek out sustainability classes early in their MIT careers, the experience can shape their whole education.

      “My first semester at MIT, I took Environment and History, co-taught by professors Susan Solomon and Harriet Ritvo,” says Xu. “It taught me that there is so much more involved than just science and hard facts to solving problems in sustainability and climate. I learned to look at problems with more of a focus on people, which has informed much of the extracurricular work that I’ve gone on to do at MIT.”

      And the faculty, too, sometimes find that teaching in this area opens new doors for them. Rivest, who taught the climate change seminar in Course 6, is now working to build a simplified climate model with his co-instructor Alan Edelman, their teaching assistant Henri Drake, and Professor John Deutch of the Department of Chemistry, who joined the class as a guest lecturer. “I very much enjoyed meeting new colleagues from all around MIT,” Rivest says. “Teaching a class like this fosters connections between computer scientists and climate scientists.”

      Which is why Meyers will continue helping to get these classes off the ground. “We know students think climate is a huge issue for their futures. We know faculty agree with them,” she says. “Everybody wants this to be part of an MIT education. The next step is to really reach out to students and departments to fill the classrooms. That’s the start of a virtuous cycle where enrollment drives more sustainability instruction in every part of MIT.” More

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      in Environment

      Smarter regulation of global shipping emissions could improve air quality and health outcomes

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      Emissions from shipping activities around the world account for nearly 3 percent of total human-caused greenhouse gas emissions, and could increase by up to 50 percent by 2050, making them an important and often overlooked target for global climate mitigation. At the same time, shipping-related emissions of additional pollutants, particularly nitrogen and sulfur oxides, pose a significant threat to global health, as they degrade air quality enough to cause premature deaths.

      The main source of shipping emissions is the combustion of heavy fuel oil in large diesel engines, which disperses pollutants into the air over coastal areas. The nitrogen and sulfur oxides emitted from these engines contribute to the formation of PM2.5, airborne particulates with diameters of up to 2.5 micrometers that are linked to respiratory and cardiovascular diseases. Previous studies have estimated that PM2.5  from shipping emissions contribute to about 60,000 cardiopulmonary and lung cancer deaths each year, and that IMO 2020, an international policy that caps engine fuel sulfur content at 0.5 percent, could reduce PM2.5 concentrations enough to lower annual premature mortality by 34 percent.

      Global shipping emissions arise from both domestic (between ports in the same country) and international (between ports of different countries) shipping activities, and are governed by national and international policies, respectively. Consequently, effective mitigation of the air quality and health impacts of global shipping emissions will require that policymakers quantify the relative contributions of domestic and international shipping activities to these adverse impacts in an integrated global analysis.

      A new study in the journal Environmental Research Letters provides that kind of analysis for the first time. To that end, the study’s co-authors — researchers from MIT and the Hong Kong University of Science and Technology — implement a three-step process. First, they create global shipping emission inventories for domestic and international vessels based on ship activity records of the year 2015 from the Automatic Identification System (AIS). Second, they apply an atmospheric chemistry and transport model to this data to calculate PM2.5 concentrations generated by that year’s domestic and international shipping activities. Finally, they apply a model that estimates mortalities attributable to these pollutant concentrations.

      The researchers find that approximately 94,000 premature deaths were associated with PM2.5 exposure due to maritime shipping in 2015 — 83 percent international and 17 percent domestic. While international shipping accounted for the vast majority of the global health impact, some regions experienced significant health burdens from domestic shipping operations. This is especially true in East Asia: In China, 44 percent of shipping-related premature deaths were attributable to domestic shipping activities.

      “By comparing the health impacts from international and domestic shipping at the global level, our study could help inform decision-makers’ efforts to coordinate shipping emissions policies across multiple scales, and thereby reduce the air quality and health impacts of these emissions more effectively,” says Yiqi Zhang, a researcher at the Hong Kong University of Science and Technology who led the study as a visiting student supported by the MIT Joint Program on the Science and Policy of Global Change.

      In addition to estimating the air-quality and health impacts of domestic and international shipping, the researchers evaluate potential health outcomes under different shipping emissions-control policies that are either currently in effect or likely to be implemented in different regions in the near future.

      They estimate about 30,000 avoided deaths per year under a scenario consistent with IMO 2020, an international regulation limiting the sulfur content in shipping fuel oil to 0.5 percent — a finding that tracks with previous studies. Further strengthening regulations on sulfur content would yield only slight improvement; limiting sulfur content to 0.1 percent reduces annual shipping-attributable PM2.5-related premature deaths by an additional 5,000. In contrast, regulating nitrogen oxides instead, involving a Tier III NOx Standard would produce far greater benefits than a 0.1-percent sulfur cap, with 33,000 further avoided deaths.

      “Areas with high proportions of mortalities contributed by domestic shipping could effectively use domestic regulations to implement controls,” says study co-author Noelle Selin, a professor at MIT’s Institute for Data, Systems and Society and Department of Earth, Atmospheric and Planetary Sciences, and a faculty affiliate of the MIT Joint Program. “For other regions where much damage comes from international vessels, further international cooperation is required to mitigate impacts.” More

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      in Environment

      Global warming begets more warming, new paleoclimate study finds

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      It is increasingly clear that the prolonged drought conditions, record-breaking heat, sustained wildfires, and frequent, more extreme storms experienced in recent years are a direct result of rising global temperatures brought on by humans’ addition of carbon dioxide to the atmosphere. And a new MIT study on extreme climate events in Earth’s ancient history suggests that today’s planet may become more volatile as it continues to warm.

      The study, appearing today in Science Advances, examines the paleoclimate record of the last 66 million years, during the Cenozoic era, which began shortly after the extinction of the dinosaurs. The scientists found that during this period, fluctuations in the Earth’s climate experienced a surprising “warming bias.” In other words, there were far more warming events — periods of prolonged global warming, lasting thousands to tens of thousands of years — than cooling events. What’s more, warming events tended to be more extreme, with greater shifts in temperature, than cooling events.

      The researchers say a possible explanation for this warming bias may lie in a “multiplier effect,” whereby a modest degree of warming — for instance from volcanoes releasing carbon dioxide into the atmosphere — naturally speeds up certain biological and chemical processes that enhance these fluctuations, leading, on average, to still more warming.

      Interestingly, the team observed that this warming bias disappeared about 5 million years ago, around the time when ice sheets started forming in the Northern Hemisphere. It’s unclear what effect the ice has had on the Earth’s response to climate shifts. But as today’s Arctic ice recedes, the new study suggests that a multiplier effect may kick back in, and the result may be a further amplification of human-induced global warming.

      “The Northern Hemisphere’s ice sheets are shrinking, and could potentially disappear as a long-term consequence of human actions” says the study’s lead author Constantin Arnscheidt, a graduate student in MIT’s Department of Earth, Atmospheric and Planetary Sciences. “Our research suggests that this may make the Earth’s climate fundamentally more susceptible to extreme, long-term global warming events such as those seen in the geologic past.”

      Arnscheidt’s study co-author is Daniel Rothman, professor of geophysics at MIT, and  co-founder and co-director of MIT’s Lorenz Center.

      A volatile push

      For their analysis, the team consulted large databases of sediments containing deep-sea benthic foraminifera — single-celled organisms that have been around for hundreds of millions of years and whose hard shells are preserved in sediments. The composition of these shells is affected by the ocean temperatures as organisms are growing; the shells are therefore considered a reliable proxy for the Earth’s ancient temperatures.

      For decades, scientists have analyzed the composition of these shells, collected from all over the world and dated to various time periods, to track how the Earth’s temperature has fluctuated over millions of years. 

      “When using these data to study extreme climate events, most studies have focused on individual large spikes in temperature, typically of a few degrees Celsius warming,” Arnscheidt says. “Instead, we tried to look at the overall statistics and consider all the fluctuations involved, rather than picking out the big ones.”

      The team first carried out a statistical analysis of the data and observed that, over the last 66 million years, the distribution of global temperature fluctuations didn’t resemble a standard bell curve, with symmetric tails representing an equal probability of extreme warm and extreme cool fluctuations. Instead, the curve was noticeably lopsided, skewed toward more warm than cool events. The curve also exhibited a noticeably longer tail, representing warm events that were more extreme, or of higher temperature, than the most extreme cold events.

      “This indicates there’s some sort of amplification relative to what you would otherwise have expected,” Arnscheidt says. “Everything’s pointing to something fundamental that’s causing this push, or bias toward warming events.”

      “It’s fair to say that the Earth system becomes more volatile, in a warming sense,” Rothman adds.

      A warming multiplier

      The team wondered whether this warming bias might have been a result of “multiplicative noise” in the climate-carbon cycle. Scientists have long understood that higher temperatures, up to a point, tend to speed up biological and chemical processes. Because the carbon cycle, which is a key driver of long-term climate fluctuations, is itself composed of such processes, increases in temperature may lead to larger fluctuations, biasing the system towards extreme warming events.

      In mathematics, there exists a set of equations that describes such general amplifying, or multiplicative effects. The researchers applied this multiplicative theory to their analysis to see whether the equations could predict the asymmetrical distribution, including the degree of its skew and the length of its tails.

      In the end, they found that the data, and the observed bias toward warming, could be explained by the multiplicative theory. In other words, it’s very likely that, over the last 66 million years, periods of modest warming were on average further enhanced by multiplier effects, such as the response of biological and chemical processes that further warmed the planet.

      As part of the study, the researchers also looked at the correlation between past warming events and changes in Earth’s orbit. Over hundreds of thousands of years, Earth’s orbit around the sun regularly becomes more or less elliptical. But scientists have wondered why many past warming events appeared to coincide with these changes, and why these events feature outsized warming compared with what the change in Earth’s orbit could have wrought on its own.

      So, Arnscheidt and Rothman incorporated the Earth’s orbital changes into the multiplicative model and their analysis of Earth’s temperature changes, and found that multiplier effects could predictably amplify, on average, the modest temperature rises due to changes in Earth’s orbit.

      “Climate warms and cools in synchrony with orbital changes, but the orbital cycles themselves would predict only modest changes in climate,” Rothman says. “But if we consider a multiplicative model, then modest warming, paired with this multiplier effect, can result in extreme events that tend to occur at the same time as these orbital changes.”

      “Humans are forcing the system in a new way,” Arnscheidt adds. “And this study is showing that, when we increase temperature, we’re likely going to interact with these natural, amplifying effects.”

      This research was supported, in part, by MIT’s School of Science. More

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      in Environment

      Finding common ground in Malden

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      When disparate groups convene around a common goal, exciting things can happen.

      That is the inspiring story unfolding in Malden, Massachusetts, a city of about 60,000 — nearly half people of color — where a new type of community coalition continues to gain momentum on its plan to build a climate-resilient waterfront park along its river. The Malden River Works (MRW) project, recipient of the inaugural Leventhal City Prize, is seeking to connect to a contiguous greenway network where neighboring cities already have visitors coming to their parks and enjoying recreational boating. More important, the MRW is changing the model for how cities address civic growth, community engagement, equitable climate resilience, and environmental justice.                                                                                        

      The MRW’s steering committee consists of eight resident leaders of color, a resident environmental advocate, and three city representatives. One of the committee’s primary responsibilities is providing direction to the MRW’s project team, which includes urban designers, watershed and climate resilience planners, and a community outreach specialist. MIT’s Kathleen Vandiver, director of the Community Outreach Education and Engagement Core at MIT’s Center for Environmental Health Sciences (CEHS), and Marie Law Adams MArch ’06, a lecturer in the School of Architecture and Planning’s Department of Urban Studies and Planning (DUSP), serve on the project team.

      “This governance structure is somewhat unusual,” says Adams. “More typical is having city government as the primary decision-maker. It is important that one of the first things our team did was build a steering committee that is the decision maker on this project.”

      Evan Spetrini ’18 is the senior planner and policy manager for the Malden Redevelopment Authority and sits on both the steering committee and project team. He says placing the decision-making power with the steering committee and building it to be representative of marginalized communities was intentional. 

      “Changing that paradigm of power and decision-making in planning processes was the way we approached social resilience,” says Spetrini. “We have always intended this project to be a model for future planning projects in Malden.”

      This model ushers in a new history chapter for a city founded in 1640.

      Located about six miles north of Boston, Malden was home to mills and factories that used the Malden River for power, and a site for industrial waste over the last two centuries. Decades after the city’s industrial decline, there is little to no public access to the river. Many residents were not even aware there was a river in their city. Before the project was under way, Vandiver initiated a collaborative effort to evaluate the quality of the river’s water. Working with the Mystic River Watershed Association, Gradient Corporation, and CEHS, water samples were tested and a risk analysis conducted.

      “Having the study done made it clear the public could safely enjoy boating on the water,” says Vandiver. “It was a breakthrough that allowed people to see the river as an amenity.”

      A team effort

      Marcia Manong had never seen the river, but the Malden resident was persuaded to join the steering committee with the promise the project would be inclusive and of value to the community. Manong has been involved with civic engagement most of her life in the United States and for 20 years in South Africa.

      “It wasn’t going to be a marginalized, token-ized engagement,” says Manong. “It was clear to me that they were looking for people that would actually be sitting at the table.”

      Manong agreed to recruit additional people of color to join the team. From the beginning, she says, language was a huge barrier, given that nearly half of Malden’s residents do not speak English at home. Finding the translation efforts at their public events to be inadequate, the steering committee directed more funds to be made available for translation in several languages when public meetings began being held over Zoom this past year.

      “It’s unusual for most cities to spend this money, but our population is so diverse that we require it,” says Manong. “We have to do it. If the steering committee wasn’t raising this issue with the rest of the team, perhaps this would be overlooked.”

      Another alteration the steering committee has made is how the project engages with the community. While public attendance at meetings had been successful before the pandemic, Manong says they are “constantly working” to reach new people. One method has been to request invitations to attend the virtual meetings of other organizations to keep them apprised of the project.

      “We’ve said that people feel most comfortable when they’re in their own surroundings, so why not go where the people are instead of trying to get them to where we are,” says Manong.

      Buoyed by the $100,000 grant from MIT’s Norman B. Leventhal Center for Advanced Urbanism (LCAU) in 2019, the project team worked with Malden’s Department of Public Works, which is located along the river, to redesign its site and buildings and to study how to create a flood-resistant public open space as well as an elevated greenway path, connecting with other neighboring cities’ paths. The park’s plans also call for 75 new trees to reduce urban heat island effect, open lawn for gathering, and a dock for boating on the river.

      “The storm water infrastructure in these cities is old and isn’t going to be able to keep up with increased precipitation,” says Adams. “We’re looking for ways to store as much water as possible on the DPW site so we can hold it and release it more gradually into the river to avoid flooding.”

      The project along the 2.3-mile-long river continues to receive attention. Recently, the city of Malden was awarded a 2021 Accelerating Climate Resilience Grant of more than $50,000 from the state’s Metropolitan Area Planning Council and the Barr Foundation to support the project. Last fall, the project was awarded a $150,015 Municipal Vulnerability Preparedness Action Grant. Both awards are being directed to fund engineering work to refine the project’s design.

      “We — and in general, the planning profession — are striving to create more community empowerment in decision-making as to what happens to their community,” says Spetrini. “Putting the power in the community ensures that it’s actually responding to the needs of the community.”

      Contagious enthusiasm

      Manong says she’s happy she got involved with the project and believes the new governance structure is making a difference.

      “This project is definitely engaging with communities of color in a manner that is transformative and that is looking to build a long-lasting power dynamic built on trust,” she says. “It’s a new energized civic engagement and we’re making that happen. It’s very exciting.”

      Spetrini finds the challenge of creating an open space that’s publicly accessible and alongside an active work site professionally compelling.

      “There is a way to preserve the industrial employment base while also giving the public greater access to this natural resource,” he says. “It has real implications for other communities to follow this type of model.”

      Despite the pandemic this past year, enthusiasm for the project is palpable. For Spetrini, a Malden resident, it’s building “the first significant piece of what has been envisioned as the Malden River Greenway.” Adams sees the total project as a way to build social resilience as well as garnering community interest in climate resilience. For Vandiver, it’s the implications for improved community access.

      “From a health standpoint, everybody has learned from Covid-19 that the health aspects of walking in nature are really restorative,” says Vandiver. “Creating greater green space gives more attention to health issues. These are seemingly small side benefits, but they’re huge for mental health benefits.”

      Leventhal City Prize’s next cycle

      The Leventhal City Prize was established by the LCAU to catalyze innovative, interdisciplinary urban design, and planning approaches worldwide to improve both the environment and the quality of life for residents. Support for the LCAU was provided by the Muriel and Norman B. Leventhal Family Foundation and the Sherry and Alan Leventhal Family Foundation.

      “We’re thrilled with inaugural recipients of the award and the extensive work they’ve undertaken that is being held up as an exemplary model for others to learn from,” says Sarah Williams, LCAU director and a professor in DUSP. “Their work reflects the prize’s intent. We look forward to catalyzing these types of collaborative partnership in the next prize cycle.”

      Submissions for the next cycle of the Leventhal City Prize will open in early 2022.    More

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      in Environment

      Using graphene foam to filter toxins from drinking water

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      Some kinds of water pollution, such as algal blooms and plastics that foul rivers, lakes, and marine environments, lie in plain sight. But other contaminants are not so readily apparent, which makes their impact potentially more dangerous. Among these invisible substances is uranium. Leaching into water resources from mining operations, nuclear waste sites, or from natural subterranean deposits, the element can now be found flowing out of taps worldwide.

      In the United States alone, “many areas are affected by uranium contamination, including the High Plains and Central Valley aquifers, which supply drinking water to 6 million people,” says Ahmed Sami Helal, a postdoc in the Department of Nuclear Science and Engineering. This contamination poses a near and present danger. “Even small concentrations are bad for human health,” says Ju Li, the Battelle Energy Alliance Professor of Nuclear Science and Engineering and professor of materials science and engineering.

      Now, a team led by Li has devised a highly efficient method for removing uranium from drinking water. Applying an electric charge to graphene oxide foam, the researchers can capture uranium in solution, which precipitates out as a condensed solid crystal. The foam may be reused up to seven times without losing its electrochemical properties. “Within hours, our process can purify a large quantity of drinking water below the EPA limit for uranium,” says Li.

      A paper describing this work was published in this week Advanced Materials. The two first co-authors are Helal and Chao Wang, a postdoc at MIT during the study, who is now with the School of Materials Science and Engineering at Tongji University, Shanghai. Researchers from Argonne National Laboratory, Taiwan’s National Chiao Tung University, and the University of Tokyo also participated in the research. The Defense Threat Reduction Agency (U.S. Department of Defense) funded later stages of this work.

      Targeting the contaminant

      The project, launched three years ago, began as an effort to find better approaches to environmental cleanup of heavy metals from mining sites. To date, remediation methods for such metals as chromium, cadmium, arsenic, lead, mercury, radium, and uranium have proven limited and expensive. “These techniques are highly sensitive to organics in water, and are poor at separating out the heavy metal contaminants,” explains Helal. “So they involve long operation times, high capital costs, and at the end of extraction, generate more toxic sludge.”

      To the team, uranium seemed a particularly attractive target. Field testing from the U.S. Geological Service and the Environmental Protection Agency (EPA) has revealed unhealthy levels of uranium moving into reservoirs and aquifers from natural rock sources in the northeastern United States, from ponds and pits storing old nuclear weapons and fuel in places like Hanford, Washington, and from mining activities located in many western states. This kind of contamination is prevalent in many other nations as well. An alarming number of these sites show uranium concentrations close to or above the EPA’s recommended ceiling of 30 parts per billion (ppb) — a level linked to kidney damage, cancer risk, and neurobehavioral changes in humans.

      The critical challenge lay in finding a practical remediation process exclusively sensitive to uranium, capable of extracting it from solution without producing toxic residues. And while earlier research showed that electrically charged carbon fiber could filter uranium from water, the results were partial and imprecise.

      Wang managed to crack these problems — based on her investigation of the behavior of graphene foam used for lithium-sulfur batteries. “The physical performance of this foam was unique because of its ability to attract certain chemical species to its surface,” she says. “I thought the ligands in graphene foam would work well with uranium.”

      Simple, efficient, and clean

      The team set to work transforming graphene foam into the equivalent of a uranium magnet. They learned that by sending an electric charge through the foam, splitting water and releasing hydrogen, they could increase the local pH and induce a chemical change that pulled uranium ions out of solution. The researchers found that the uranium would graft itself onto the foam’s surface, where it formed a never-before-seen crystalline uranium hydroxide. On reversal of the electric charge, the mineral, which resembles fish scales, slipped easily off the foam.

      It took hundreds of tries to get the chemical composition and electrolysis just right. “We kept changing the functional chemical groups to get them to work correctly,” says Helal. “And the foam was initially quite fragile, tending to break into pieces, so we needed to make it stronger and more durable,” says Wang.

      This uranium filtration process is simple, efficient, and clean, according to Li: “Each time it’s used, our foam can capture four times its own weight of uranium, and we can achieve an extraction capacity of 4,000 mg per gram, which is a major improvement over other methods,” he says. “We’ve also made a major breakthrough in reusability, because the foam can go through seven cycles without losing its extraction efficiency.” The graphene foam functions as well in seawater, where it reduces uranium concentrations from 3 parts per million to 19.9 ppb, showing that other ions in the brine do not interfere with filtration.

      The team believes its low-cost, effective device could become a new kind of home water filter, fitting on faucets like those of commercial brands. “Some of these filters already have activated carbon, so maybe we could modify these, add low-voltage electricity to filter uranium,” says Li.

      “The uranium extraction this device achieves is very impressive when compared to existing methods,” says Ho Jin Ryu, associate professor of nuclear and quantum engineering at the Korea Advanced Institute of Science and Technology. Ryu, who was not involved in the research, believes that the demonstration of graphene foam reusability is a “significant advance,” and that “the technology of local pH control to enhance uranium deposition will be impactful because the scientific principle can be applied more generally to heavy metal extraction from polluted water.”

      The researchers have already begun investigating broader applications of their method. “There is a science to this, so we can modify our filters to be selective for other heavy metals such as lead, mercury, and cadmium,” says Li. He notes that radium is another significant danger for locales in the United States and elsewhere that lack resources for reliable drinking water infrastructure.

      “In the future, instead of a passive water filter, we could be using a smart filter powered by clean electricity that turns on electrolytic action, which could extract multiple toxic metals, tell you when to regenerate the filter, and give you quality assurance about the water you’re drinking.” More

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      in Energy

      Vapor-collection technology saves water while clearing the air

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      About two-fifths of all the water that gets withdrawn from lakes, rivers, and wells in the U.S. is used not for agriculture, drinking, or sanitation, but to cool the power plants that provide electricity from fossil fuels or nuclear power. Over 65 percent of these plants use evaporative cooling, leading to huge white plumes that billow from their cooling towers, which can be a nuisance and, in some cases, even contribute to dangerous driving conditions.

      Now, a small company based on technology recently developed at MIT by the Varanasi Research Group is hoping to reduce both the water needs at these plants and the resultant plumes — and to potentially help alleviate water shortages in areas where power plants put pressure on local water systems.

      The technology is surprisingly simple in principle, but developing it to the point where it can now be tested at full scale on industrial plants was a more complex proposition. That required the real-world experience that the company’s founders gained from installing prototype systems, first on MIT’s natural-gas-powered cogeneration plant and then on MIT’s nuclear research reactor.

      In these demanding tests, which involved exposure to not only the heat and vibrations of a working industrial plant but also the rigors of New England winters, the system proved its effectiveness at both eliminating the vapor plume and recapturing water. And, it purified the water in the process, so that it was 100 times cleaner than the incoming cooling water. The system is now being prepared for full-scale tests in a commercial power plant and in a chemical processing plant.

      “Campus as a living laboratory”

      The technology was originally envisioned by professor of mechanical engineering Kripa Varanasi to develop efficient water-recovery systems by capturing water droplets from both natural fog and plumes from power plant cooling towers. The project began as part of doctoral thesis research of Maher Damak PhD ’18, with funding from the MIT Tata Center for Technology and Design, to improve the efficiency of fog-harvesting systems like the ones used in some arid coastal regions as a source of potable water. Those systems, which generally consist of plastic or metal mesh hung vertically in the path of fogbanks, are extremely inefficient, capturing only about 1 to 3 percent of the water droplets that pass through them.

      Varanasi and Damak found that vapor collection could be made much more efficient by first zapping the tiny droplets of water with a beam of electrically charged particles, or ions, to give each droplet a slight electric charge. Then, the stream of droplets passes through a wire mesh, like a window screen, that has an opposite electrical charge. This causes the droplets to be strongly attracted to the mesh, where they fall away due to gravity and can be collected in trays placed below the mesh.

      Lab tests showed the concept worked, and the researchers, joined by Karim Khalil PhD ’18, won the MIT $100K Entrepreneurship Competition in 2018 for the basic concept. The nascent company, which they called Infinite Cooling, with Damak as CEO, Khalil as CTO, and Varanasi as chairperson, immediately went to work setting up a test installation on one of the cooling towers of MIT’s natural-gas-powered Central Utility Plant, with funding from the MIT Office of Sustainability. After experimenting with various configurations, they were able to show that the system could indeed eliminate the plume and produce water of high purity.

      Professor Jacopo Buongiorno in the Department of Nuclear Science and Engineering immediately spotted a good opportunity for collaboration, offering the use of MIT’s Nuclear Reactor Laboratory research facility for further testing of the system with the help of NRL engineer Ed Block. With its 24/7 operation and its higher-temperature vapor emissions, the plant would provide a more stringent real-world test of the system, as well as proving its effectiveness in an actual operating reactor licensed by the Nuclear Regulatory Commission, an important step in “de-risking” the technology so that electric utilities could feel confident in adopting the system.

      After the system was installed above one of the plant’s four cooling towers, testing showed that the water being collected was more than 100 times cleaner than the feedwater coming into the cooling system. It also proved that the installation — which, unlike the earlier version, had its mesh screens mounted vertically, parallel to the vapor stream — had no effect at all on the operation of the plant. Video of the tests dramatically illustrates how as soon as the power is switched on to the collecting mesh, the white plume of vapor immediately disappears completely.

      The high temperature and volume of the vapor plume from the reactor’s cooling towers represented “kind of a worst-case scenario in terms of plumes,” Damak says, “so if we can capture that, we can basically capture anything.”

      Working with MIT’s Nuclear Reactor Laboratory, Varanasi says, “has been quite an important step because it helped us to test it at scale. … It really both validated the water quality and the performance of the system.” The process, he says, “shows the importance of using the campus as a living laboratory. It allows us to do these kinds of experiments at scale, and also showed the ability to sustainably reduce the water footprint of the campus.”

      Far-reaching benefits

      Power plant plumes are often considered an eyesore and can lead to local opposition to new power plants because of the potential for obscured views, and even potential traffic hazards when the obscuring plumes blow across roadways. “The ability to eliminate the plumes could be an important benefit, allowing plants to be sited in locations that might otherwise be restricted,” Buongiorno says. At the same time, the system could eliminate a significant amount of water used by the plants and then lost to the sky, potentially alleviating pressure on local water systems, which could be especially helpful in arid regions.

      The system is essentially a distillation process, and the pure water it produces could go into power plant boilers — which are separate from the cooling system — that require high-purity water. That might reduce the need for both fresh water and purification systems for the boilers.

      What’s more, in many arid coastal areas power plants are cooled directly with seawater. This system would essentially add a water desalination capability to the plant, at a fraction of the cost of building a new standalone desalination plant, and at an even smaller fraction of its operating costs since the heat would essentially be provided for free.

      Contamination of water is typically measured by testing its electrical conductivity, which increases with the amount of salts and other contaminants it contains. Water used in power plant cooling systems typically measures 3,000 microsiemens per centimeter, Khalil explains, while the water supply in the City of Cambridge is typically around 500 or 600 microsiemens per centimeter. The water captured by this system, he says, typically measures below 50 microsiemens per centimeter.

      Thanks to the validation provided by the testing on MIT’s plants, the company has now been able to secure arrangements for its first two installations on operating commercial plants, which should begin later this year. One is a 900-megawatt power plant where the system’s clean water production will be a major advantage, and the other is at a chemical manufacturing plant in the Midwest.

      In many locations power plants have to pay for the water they use for cooling, Varanasi says, and the new system is expected to reduce the need for water by up to 20 percent. For a typical power plant, that alone could account for about a million dollars saved in water costs per year, he says.

      “Innovation has been a hallmark of the U.S. commercial industry for more than six decades,” says Maria G. Korsnick, president and CEO of the Nuclear Energy Institute, who was not involved in the research. “As the changing climate impacts every aspect of life, including global water supplies, companies across the supply chain are innovating for solutions. The testing of this innovative technology at MIT provides a valuable basis for its consideration in commercial applications.” More