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      Q&A: Can the world change course on climate?

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      In this ongoing series on climate issues, MIT faculty, students, and alumni in the humanistic fields share perspectives that are significant for solving climate change and mitigating its myriad social and ecological impacts. Nazli Choucri is a professor of political science and an expert on climate issues, who also focuses on international relations and cyberpolitics. She is the architect and director of the Global System for Sustainable Development, an evolving knowledge networking system centered on sustainability problems and solution strategies. The author and/or editor of 12 books, she is also the founding editor of the MIT Press book series “Global Environmental Accord: Strategies for Sustainability and Institutional Innovation.” Q: The impacts of climate change — including storms, floods, wildfires, and droughts — have the potential to destabilize nations, yet they are not constrained by borders. What international developments most concern you in terms of addressing climate change and its myriad ecological and social impacts?

      A: Climate change is a global issue. By definition, and a long history of practice, countries focus on their own priorities and challenges. Over time, we have seen the gradual development of norms reflecting shared interests, and the institutional arrangements to support and pursue the global good. What concerns me most is that general responses to the climate crisis are being framed in broad terms; the overall pace of change remains perilously slow; and uncertainty remains about operational action and implementation of stated intent. We have just seen the completion of the 26th meeting of states devoted to climate change, the United Nations Climate Change Conference (COP26). In some ways this is positive. Yet, past commitments remain unfulfilled, creating added stress in an already stressful political situation. Industrial countries are uneven in their recognition of, and responses to, climate change. This may signal uncertainty about whether climate matters are sufficiently compelling to call for immediate action. Alternatively, the push for changing course may seem too costly at a time when other imperatives — such as employment, economic growth, or protecting borders — inevitably dominate discourse and decisions. Whatever the cause, the result has been an unwillingness to take strong action. Unfortunately, climate change remains within the domain of “low politics,” although there are signs the issue is making a slow but steady shift to “high politics” — those issues deemed vital to the existence of the state. This means that short-term priorities, such as those noted above, continue to shape national politics and international positions and, by extension, to obscure the existential threat revealed by scientific evidence. As for developing countries, these are overwhelmed by internal challenges, and managing the difficulties of daily life always takes priority over other challenges, however compelling. Long-term thinking is a luxury, but daily bread is a necessity. Non-state actors — including registered nongovernmental organizations, climate organizations, sustainability support groups, activists of various sorts, and in some cases much of civil society — have been left with a large share of the responsibility for educating and convincing diverse constituencies of the consequences of inaction on climate change. But many of these institutions carry their own burdens and struggle to manage current pressures. The international community, through its formal and informal institutions, continues to articulate the perils of climate change and to search for a powerful consensus that can prove effective both in form and in function. The general contours are agreed upon — more or less. But leadership of, for, and by the global collective is elusive and difficult to shape. Most concerning of all is the clear reluctance to address head-on the challenge of planning for changes that we know will occur. The reality that we are all being affected — in different ways and to different degrees — has yet to be sufficiently appreciated by everyone, everywhere. Yet, in many parts of the world, major shifts in climate will create pressures on human settlements, spur forced migrations, or generate social dislocations. Some small island states, for example, may not survive a sea-level surge. Everywhere there is a need to cut emissions, and this means adaptation and/or major changes in economic activity and in lifestyle.The discourse and debate at COP26 reflect all of such persistent features in the international system. So far, the largest achievements center on the common consensus that more must be done to prevent the rise in temperature from creating a global catastrophe. This is not enough, however. Differences remain, and countries have yet to specify what cuts in emissions they are willing to make.Echoes of who is responsible for what remains strong. The thorny matter of the unfulfilled pledge of $100 billion once promised by rich countries to help countries to reduce their emissions remained unresolved. At the same time, however, some important agreements were reached. The United States and China announced they would make greater efforts to cut methane, a powerful greenhouse gas. More than 100 countries agreed to end deforestation. India joined the countries committed to attain zero emissions by 2070. And on matters of finance, countries agreed to a two-year plan to determine how to meet the needs of the most-vulnerable countries. Q: In what ways do you think the tools and insights from political science can advance efforts to address climate change and its impacts?A: I prefer to take a multidisciplinary view of the issues at hand, rather than focus on the tools of political science alone. Disciplinary perspectives can create siloed views and positions that undermine any overall drive toward consensus. The scientific evidence is pointing to, even anticipating, pervasive changes that transcend known and established parameters of social order all across the globe.That said, political science provides important insight, even guidance, for addressing the impacts of climate change in some notable ways. One is understanding the extent to which our formal institutions enable discussion, debate, and decisions about the directions we can take collectively to adapt, adjust, or even depart from the established practices of managing social order.If we consider politics as the allocation of values in terms of who gets what, when, and how, then it becomes clear that the current allocation requires a change in course. Coordination and cooperation across the jurisdictions of sovereign states is foundational for any response to climate change impacts.We have already recognized, and to some extent, developed targets for reducing carbon emissions — a central impact from traditional forms of energy use — and are making notable efforts to shift toward alternatives. This move is an easy one compared to all the work that needs to be done to address climate change. But, in taking this step we have learned quite a bit that might help in creating a necessary consensus for cross-jurisdiction coordination and response.Respecting individuals and protecting life is increasingly recognized as a global value — at least in principle. As we work to change course, new norms will be developed, and political science provides important perspectives on how to establish such norms. We will be faced with demands for institutional design, and these will need to embody our guiding values. For example, having learned to recognize the burdens of inequity, we can establish the value of equity as foundational for our social order both now and as we recognize and address the impacts of climate change.

      Q: You teach a class on “Sustainability Development: Theory and Practice.” Broadly speaking, what are goals of this class? What lessons do you hope students will carry with them into the future?A: The goal of 17.181, my class on sustainability, is to frame as clearly as possible the concept of sustainable development (sustainability) with attention to conceptual, empirical, institutional, and policy issues.The course centers on human activities. Individuals are embedded in complex interactive systems: the social system, the natural environment, and the constructed cyber domain — each with distinct temporal, special, and dynamic features. Sustainability issues intersect with, but cannot be folded into, the impacts of climate change. Sustainability places human beings in social systems at the core of what must be done to respect the imperatives of a highly complex natural environment.We consider sustainability an evolving knowledge domain with attendant policy implications. It is driven by events on the ground, not by revolution in academic or theoretical concerns per se. Overall, sustainable development refers to the process of meeting the needs of current and future generations, without undermining the resilience of the life-supporting properties, the integrity of social systems, or the supports of the human-constructed cyberspace.More specifically, we differentiate among four fundamental dimensions and their necessary conditions:

      (a) ecological systems — exhibiting balance and resilience;(b) economic production and consumption — with equity and efficiency;(c) governance and politics — with participation and responsiveness; and(d) institutional performance — demonstrating adaptation and incorporating feedback.The core proposition is this: If all conditions hold, then the system is (or can be) sustainable. Then, we must examine the critical drivers — people, resources, technology, and their interactions — followed by a review and assessment of evolving policy responses. Then we ask: What are new opportunities?I would like students to carry forward these ideas and issues: what has been deemed “normal” in modern Western societies and in developing societies seeking to emulate the Western model is damaging humans in many ways — all well-known. Yet only recently have alternatives begun to be considered to the traditional economic growth model based on industrialization and high levels of energy use. To make changes, we must first understand the underlying incentives, realities, and choices that shape a whole set of dysfunctional behaviors and outcomes. We then need to delve deep into the driving sources and consequences, and to consider the many ways in which our known “normal” can be adjusted — in theory and in practice. Q: In confronting an issue as formidable as global climate change, what gives you hope?  A: I see a few hopeful signs; among them:The scientific evidence is clear and compelling. We are no longer discussing whether there is climate change, or if we will face major challenges of unprecedented proportions, or even how to bring about an international consensus on the salience of such threats.Climate change has been recognized as a global phenomenon. Imperatives for cooperation are necessary. No one can go it alone. Major efforts have and are being made in world politics to forge action agendas with specific targets.The issue appears to be on the verge of becoming one of “high politics” in the United States.Younger generations are more sensitive to the reality that we are altering the life-supporting properties of our planet. They are generally more educated, skilled, and open to addressing such challenges than their elders.However disappointing the results of COP26 might seem, the global community is moving in the right direction.None of the above points, individually or jointly, translates into an effective response to the known impacts of climate change — let alone the unknown. But, this is what gives me hope.

      Interview prepared by MIT SHASS CommunicationsEditorial, design, and series director: Emily HiestandSenior writer: Kathryn O’Neill More

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      in Environment

      Q&A: More-sustainable concrete with machine learning

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      As a building material, concrete withstands the test of time. Its use dates back to early civilizations, and today it is the most popular composite choice in the world. However, it’s not without its faults. Production of its key ingredient, cement, contributes 8-9 percent of the global anthropogenic CO2 emissions and 2-3 percent of energy consumption, which is only projected to increase in the coming years. With aging United States infrastructure, the federal government recently passed a milestone bill to revitalize and upgrade it, along with a push to reduce greenhouse gas emissions where possible, putting concrete in the crosshairs for modernization, too.

      Elsa Olivetti, the Esther and Harold E. Edgerton Associate Professor in the MIT Department of Materials Science and Engineering, and Jie Chen, MIT-IBM Watson AI Lab research scientist and manager, think artificial intelligence can help meet this need by designing and formulating new, more sustainable concrete mixtures, with lower costs and carbon dioxide emissions, while improving material performance and reusing manufacturing byproducts in the material itself. Olivetti’s research improves environmental and economic sustainability of materials, and Chen develops and optimizes machine learning and computational techniques, which he can apply to materials reformulation. Olivetti and Chen, along with their collaborators, have recently teamed up for an MIT-IBM Watson AI Lab project to make concrete more sustainable for the benefit of society, the climate, and the economy.

      Q: What applications does concrete have, and what properties make it a preferred building material?

      Olivetti: Concrete is the dominant building material globally with an annual consumption of 30 billion metric tons. That is over 20 times the next most produced material, steel, and the scale of its use leads to considerable environmental impact, approximately 5-8 percent of global greenhouse gas (GHG) emissions. It can be made locally, has a broad range of structural applications, and is cost-effective. Concrete is a mixture of fine and coarse aggregate, water, cement binder (the glue), and other additives.

      Q: Why isn’t it sustainable, and what research problems are you trying to tackle with this project?

      Olivetti: The community is working on several ways to reduce the impact of this material, including alternative fuels use for heating the cement mixture, increasing energy and materials efficiency and carbon sequestration at production facilities, but one important opportunity is to develop an alternative to the cement binder.

      While cement is 10 percent of the concrete mass, it accounts for 80 percent of the GHG footprint. This impact is derived from the fuel burned to heat and run the chemical reaction required in manufacturing, but also the chemical reaction itself releases CO2 from the calcination of limestone. Therefore, partially replacing the input ingredients to cement (traditionally ordinary Portland cement or OPC) with alternative materials from waste and byproducts can reduce the GHG footprint. But use of these alternatives is not inherently more sustainable because wastes might have to travel long distances, which adds to fuel emissions and cost, or might require pretreatment processes. The optimal way to make use of these alternate materials will be situation-dependent. But because of the vast scale, we also need solutions that account for the huge volumes of concrete needed. This project is trying to develop novel concrete mixtures that will decrease the GHG impact of the cement and concrete, moving away from the trial-and-error processes towards those that are more predictive.

      Chen: If we want to fight climate change and make our environment better, are there alternative ingredients or a reformulation we could use so that less greenhouse gas is emitted? We hope that through this project using machine learning we’ll be able to find a good answer.

      Q: Why is this problem important to address now, at this point in history?

      Olivetti: There is urgent need to address greenhouse gas emissions as aggressively as possible, and the road to doing so isn’t necessarily straightforward for all areas of industry. For transportation and electricity generation, there are paths that have been identified to decarbonize those sectors. We need to move much more aggressively to achieve those in the time needed; further, the technological approaches to achieve that are more clear. However, for tough-to-decarbonize sectors, such as industrial materials production, the pathways to decarbonization are not as mapped out.

      Q: How are you planning to address this problem to produce better concrete?

      Olivetti: The goal is to predict mixtures that will both meet performance criteria, such as strength and durability, with those that also balance economic and environmental impact. A key to this is to use industrial wastes in blended cements and concretes. To do this, we need to understand the glass and mineral reactivity of constituent materials. This reactivity not only determines the limit of the possible use in cement systems but also controls concrete processing, and the development of strength and pore structure, which ultimately control concrete durability and life-cycle CO2 emissions.

      Chen: We investigate using waste materials to replace part of the cement component. This is something that we’ve hypothesized would be more sustainable and economic — actually waste materials are common, and they cost less. Because of the reduction in the use of cement, the final concrete product would be responsible for much less carbon dioxide production. Figuring out the right concrete mixture proportion that makes endurable concretes while achieving other goals is a very challenging problem. Machine learning is giving us an opportunity to explore the advancement of predictive modeling, uncertainty quantification, and optimization to solve the issue. What we are doing is exploring options using deep learning as well as multi-objective optimization techniques to find an answer. These efforts are now more feasible to carry out, and they will produce results with reliability estimates that we need to understand what makes a good concrete.

      Q: What kinds of AI and computational techniques are you employing for this?

      Olivetti: We use AI techniques to collect data on individual concrete ingredients, mix proportions, and concrete performance from the literature through natural language processing. We also add data obtained from industry and/or high throughput atomistic modeling and experiments to optimize the design of concrete mixtures. Then we use this information to develop insight into the reactivity of possible waste and byproduct materials as alternatives to cement materials for low-CO2 concrete. By incorporating generic information on concrete ingredients, the resulting concrete performance predictors are expected to be more reliable and transformative than existing AI models.

      Chen: The final objective is to figure out what constituents, and how much of each, to put into the recipe for producing the concrete that optimizes the various factors: strength, cost, environmental impact, performance, etc. For each of the objectives, we need certain models: We need a model to predict the performance of the concrete (like, how long does it last and how much weight does it sustain?), a model to estimate the cost, and a model to estimate how much carbon dioxide is generated. We will need to build these models by using data from literature, from industry, and from lab experiments.

      We are exploring Gaussian process models to predict the concrete strength, going forward into days and weeks. This model can give us an uncertainty estimate of the prediction as well. Such a model needs specification of parameters, for which we will use another model to calculate. At the same time, we also explore neural network models because we can inject domain knowledge from human experience into them. Some models are as simple as multi-layer perceptions, while some are more complex, like graph neural networks. The goal here is that we want to have a model that is not only accurate but also robust — the input data is noisy, and the model must embrace the noise, so that its prediction is still accurate and reliable for the multi-objective optimization.

      Once we have built models that we are confident with, we will inject their predictions and uncertainty estimates into the optimization of multiple objectives, under constraints and under uncertainties.

      Q: How do you balance cost-benefit trade-offs?

      Chen: The multiple objectives we consider are not necessarily consistent, and sometimes they are at odds with each other. The goal is to identify scenarios where the values for our objectives cannot be further pushed simultaneously without compromising one or a few. For example, if you want to further reduce the cost, you probably have to suffer the performance or suffer the environmental impact. Eventually, we will give the results to policymakers and they will look into the results and weigh the options. For example, they may be able to tolerate a slightly higher cost under a significant reduction in greenhouse gas. Alternatively, if the cost varies little but the concrete performance changes drastically, say, doubles or triples, then this is definitely a favorable outcome.

      Q: What kinds of challenges do you face in this work?

      Chen: The data we get either from industry or from literature are very noisy; the concrete measurements can vary a lot, depending on where and when they are taken. There are also substantial missing data when we integrate them from different sources, so, we need to spend a lot of effort to organize and make the data usable for building and training machine learning models. We also explore imputation techniques that substitute missing features, as well as models that tolerate missing features, in our predictive modeling and uncertainty estimate.

      Q: What do you hope to achieve through this work?

      Chen: In the end, we are suggesting either one or a few concrete recipes, or a continuum of recipes, to manufacturers and policymakers. We hope that this will provide invaluable information for both the construction industry and for the effort of protecting our beloved Earth.

      Olivetti: We’d like to develop a robust way to design cements that make use of waste materials to lower their CO2 footprint. Nobody is trying to make waste, so we can’t rely on one stream as a feedstock if we want this to be massively scalable. We have to be flexible and robust to shift with feedstocks changes, and for that we need improved understanding. Our approach to develop local, dynamic, and flexible alternatives is to learn what makes these wastes reactive, so we know how to optimize their use and do so as broadly as possible. We do that through predictive model development through software we have developed in my group to automatically extract data from literature on over 5 million texts and patents on various topics. We link this to the creative capabilities of our IBM collaborators to design methods that predict the final impact of new cements. If we are successful, we can lower the emissions of this ubiquitous material and play our part in achieving carbon emissions mitigation goals.

      Other researchers involved with this project include Stefanie Jegelka, the X-Window Consortium Career Development Associate Professor in the MIT Department of Electrical Engineering and Computer Science; Richard Goodwin, IBM principal researcher; Soumya Ghosh, MIT-IBM Watson AI Lab research staff member; and Kristen Severson, former research staff member. Collaborators included Nghia Hoang, former research staff member with MIT-IBM Watson AI Lab and IBM Research; and Jeremy Gregory, research scientist in the MIT Department of Civil and Environmental Engineering and executive director of the MIT Concrete Sustainability Hub.

      This research is supported by the MIT-IBM Watson AI Lab. More

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      3 Questions: Tolga Durak on building a safety culture at MIT

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      Environment, Health, and Safety Managing Director Tolga Durak heads a team working to build a strong safety culture at the Institute and to implement systems that lead to successful lab and makerspace operations. EHS is also pursuing new opportunities in the areas of safe and sustainable labs and applied makerspace research. 

      Durak holds a BS in mechanical engineering, a MS in industrial and systems engineering, and a PhD in building construction/environmental design and planning. He has over 20 years of experience in engineering and EHS in higher education, having served in such roles as authority having jurisdiction, responsible official, fire marshal, risk manager, radiation safety officer, laser safety officer, safety engineer, project manager, and emergency manager for government agencies, as well as universities with extensive health-care and research facilities.

      Q: What “words of wisdom” regarding lab/shop health and safety would you like to share with the research community? 

      A: EHS staff always strive to help maintain the safety and well-being of the MIT community. When it comes to lab/shop safety or any areas with hazards, first and foremost, we encourage wearing the appropriate personal protective equipment (PPE) when handling potentially hazardous materials. While PPE needs depend on the hazards and the space, common PPE includes safety glasses, lab coats, gloves, clothes that cover your skin, and closed-toe shoes. Shorts and open-toe shoes have no place in the lab/shop setting when hazardous materials are stored or used. Accidents will and do happen. The severity of injuries due to accidental exposures can be minimized when researchers are wearing PPE. Remember, there is only one you!   

      Overall, be aware of your surroundings, be knowledgeable about the hazards of the materials and equipment you are using, and be prepared for the unexpected. Ask yourself, “What’s the worst thing that can happen during this experiment or procedure?” Prepare by doing a thorough risk assessment, ask others who may be knowledgeable for their ideas and help, and standardize procedures where possible. Be prepared to respond appropriately when an emergency arises. 

      Safety in our classrooms, labs, and makerspaces is paramount and requires a collaborative effort. 

      Q: What are the established programs within EHS that students and researchers should be aware of, and what opportunities and challenges do you face trying to advance a healthy safety culture at MIT? 

      A: The EHS program staff in Biosafety, Industrial Hygiene, Environmental Management, Occupational and Construction Safety, and Radiation Protection are ready to assist with risk assessments, chemical safety, physical hazards, hazard-specific training, materials management, and hazardous waste disposal and reuse/recycling. Locally, each department, laboratory, and center has an EHS coordinator, as well as an assigned EHS team, to assist in the implementation of required EHS programs. Each lab/shop also has a designated EHS representative — someone who has local knowledge of your lab/shop and can help you with safety requirements specific to your work area.  

      One of the biggest challenges we face is that due to the decentralized nature of the Institute, no one size fits all when it comes to implementing successful safety practices. We also view this as an opportunity to enhance our safety culture. A strong safety culture is reflected at MIT when all lab and makerspace members are willing to look out for each other, challenge the status quo when necessary, and do the right thing even when no one is looking. In labs/shops with a strong safety culture, faculty and researchers discuss safety topics at group meetings, group members remind each other to wear the appropriate PPE (lab coats, safety glasses, etc.), more experienced team members mentor the newcomers, and riskier operations are reviewed and assessed to make them as safe as possible.  

      Q: Can you describe the new Safe and Sustainable Laboratories (S2L) efforts and the makerspace operational research programs envisioned for the future? 

      A: The MIT EHS Office has a plan for renewing its dedication to sustainability and climate action. We are dedicated to doing our part to promote a research environment that assures the highest level of health and safety but also strives to reduce energy, water, and waste through educating and supporting faculty, students, and researchers. With the goal of integrating sustainability across the lab sector of campus and bridging that with the Institute’s climate action goals, EHS has partnered with the MIT Office of Sustainability, Department of Facilities, vice president for finance, and vice president for campus services and stewardship to relaunch the “green” labs sustainability efforts under a new Safe and Sustainable Labs program.

      Part of that plan is to implement a Sustainable Labs Certification program. The process is designed to be as easy as possible for the lab groups. We are starting with simple actions like promoting the use of equipment timers in certain locations to conserve energy, fume hood/ventilation management, preventative maintenance for ultra-low-temperature freezers, increasing recycling, and helping labs update their central chemical inventory system, which can help forecast MIT’s potential waste streams. 

      EHS has also partnered with Project Manus to build a test-bed lab to study potential health and environmental exposures present in makerspaces as a result of specialized equipment and processes with our new Applied Makerspace Research Initiative.   More

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      in Security

      Q&A: Options for the Diablo Canyon nuclear plant

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      The Diablo Canyon nuclear plant in California, the only one still operating in the state, is set to close in 2025. A team of researchers at MIT’s Center for Advanced Nuclear Energy Systems, Abdul Latif Jameel Water and Food Systems Lab, and Center for Energy and Environmental Policy Research; Stanford’s Precourt Energy Institute; and energy analysis firm LucidCatalyst LLC have analyzed the potential benefits the plant could provide if its operation were extended to 2030 or 2045.

      They found that this nuclear plant could simultaneously help to stabilize the state’s electric grid, provide desalinated water to supplement the state’s chronic water shortages, and provide carbon-free hydrogen fuel for transportation. MIT News asked report co-authors Jacopo Buongiorno, the TEPCO Professor of Nuclear Science and Engineering, and John Lienhard, the Jameel Professor of Water and Food, to discuss the group’s findings.

      Q: Your report suggests co-locating a major desalination plant alongside the existing Diablo Canyon power plant. What would be the potential benefits from operating a desalination plant in conjunction with the power plant?

      Lienhard: The cost of desalinated water produced at Diablo Canyon would be lower than for a stand-alone plant because the cost of electricity would be significantly lower and you could take advantage of the existing infrastructure for the intake of seawater and the outfall of brine. Electricity would be cheaper because the location takes advantage of Diablo Canyon’s unique capability to provide low cost, zero-carbon baseload power.

      Depending on the scale at which the desalination plant is built, you could make a very significant impact on the water shortfalls of state and federal projects in the area. In fact, one of the numbers that came out of this study was that an intermediate-sized desalination plant there would produce more fresh water than the highest estimate of the net yield from the proposed Delta Conveyance Project on the Sacramento River. You could get that amount of water at Diablo Canyon for an investment cost less than half as large, and without the associated impacts that would come with the Delta Conveyance Project.

      And the technology envisioned for desalination here, reverse osmosis, is available off the shelf. You can buy this equipment today. In fact, it’s already in use in California and thousands of other places around the world.

      Q: You discuss in the report three potential products from the Diablo Canyon plant:  desalinatinated water, power for the grid, and clean hydrogen. How well can the plant accommodate all of those efforts, and are there advantages to combining them as opposed to doing any one of them separately?

      Buongiorno: California, like many other regions in the world, is facing multiple challenges as it seeks to reduce carbon emissions on a grand scale. First, the wide deployment of intermittent energy sources such as solar and wind creates a great deal of variability on the grid that can be balanced by dispatchable firm power generators like Diablo. So, the first mission for Diablo is to continue to provide reliable, clean electricity to the grid.

      The second challenge is the prolonged drought and water scarcity for the state in general. And one way to address that is water desalination co-located with the nuclear plant at the Diablo site, as John explained.

      The third challenge is related to decarbonization the transportation sector. A possible approach is replacing conventional cars and trucks with vehicles powered by fuel cells which consume hydrogen. Hydrogen has to be produced from a primary energy source. Nuclear power, through a process called electrolysis, can do that quite efficiently and in a manner that is carbon-free.

      Our economic analysis took into account the expected revenue from selling these multiple products — electricity for the grid, hydrogen for the transportation sector, water for farmers or other local users — as well as the costs associated with deploying the new facilities needed to produce desalinated water and hydrogen. We found that, if Diablo’s operating license was extended until 2035, it would cut carbon emissions by an average of 7 million metric tons a year — a more than 11 percent reduction from 2017 levels — and save ratepayers $2.6 billion in power system costs.

      Further delaying the retirement of Diablo to 2045 would spare 90,000 acres of land that would need to be dedicated to renewable energy production to replace the facility’s capacity, and it would save ratepayers up to $21 billion in power system costs.

      Finally, if Diablo was operated as a polygeneration facility that provides electricity, desalinated water, and hydrogen simultaneously, its value, quantified in terms of dollars per unit electricity generated, could increase by 50 percent.

      Lienhard: Most of the desalination scenarios that we considered did not consume the full electrical output of that plant, meaning that under most scenarios you would continue to make electricity and do something with it, beyond just desalination. I think it’s also important to remember that this power plant produces 15 percent of California’s carbon-free electricity today and is responsible for 8 percent of the state’s total electrical production. In other words, Diablo Canyon is a very large factor in California’s decarbonization. When or if this plant goes offline, the near-term outcome is likely to be increased reliance on natural gas to produce electricity, meaning a rise in California’s carbon emissions.

      Q: This plant in particular has been highly controversial since its inception. What’s your assessment of the plant’s safety beyond its scheduled shutdown, and how do you see this report as contributing to the decision-making about that shutdown?

      Buongiorno: The Diablo Canyon Nuclear Power Plant has a very strong safety record. The potential safety concern for Diablo is related to its proximity to several fault lines. Being located in California, the plant was designed to withstand large earthquakes to begin with. Following the Fukushima accident in 2011, the Nuclear Regulatory Commission reviewed the plant’s ability to withstand external events (e.g., earthquakes, tsunamis, floods, tornadoes, wildfires, hurricanes) of exceptionally rare and severe magnitude. After nine years of assessment the NRC’s conclusion is that “existing seismic capacity or effective flood protection [at Diablo Canyon] will address the unbounded reevaluated hazards.” That is, Diablo was designed and built to withstand even the rarest and strongest earthquakes that are physically possible at this site.

      As an additional level of protection, the plant has been retrofitted with special equipment and procedures meant to ensure reliable cooling of the reactor core and spent fuel pool under a hypothetical scenario in which all design-basis safety systems have been disabled by a severe external event.

      Lienhard: As for the potential impact of this report, PG&E [the California utility] has already made the decision to shut down the plant, and we and others hope that decision will be revisited and reversed. We believe that this report gives the relevant stakeholders and policymakers a lot of information about options and value associated with keeping the plant running, and about how California could benefit from clean water and clean power generated at Diablo Canyon. It’s not up to us to make the decision, of course — that is a decision that must be made by the people of California. All we can do is provide information.

      Q: What are the biggest challenges or obstacles to seeing these ideas implemented?

      Lienhard: California has very strict environmental protection regulations, and it’s good that they do. One of the areas of great concern to California is the health of the ocean and protection of the coastal ecosystem. As a result, very strict rules are in place about the intake and outfall of both power plants and desalination plants, to protect marine life. Our analysis suggests that this combined plant can be implemented within the parameters prescribed by the California Ocean Plan and that it can meet the regulatory requirements.

      We believe that deeper analysis would be needed before you could proceed. You would need to do site studies and really get out into the water and look in detail at what’s there. But the preliminary analysis is positive. A second challenge is that the discourse in California around nuclear power has generally not been very supportive, and similarly some groups in California oppose desalination. We expect that that both of those points of view would be part of the conversation about whether or not to procede with this project.

      Q: How particular is this analysis to the specifics of this location? Are there aspects of it that apply to other nuclear plants, domestically or globally?

      Lienhard: Hundreds of nuclear plants around the world are situated along the coast, and many are in water stressed regions. Although our analysis focused on Diablo Canyon, we believe that the general findings are applicable to many other seaside nuclear plants, so that this approach and these conclusions could potentially be applied at hundreds of sites worldwide. 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