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      in Energy

      Faculty, staff, students to evaluate ways to decarbonize MIT’s campus

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      With a goal to decarbonize the MIT campus by 2050, the Institute must look at “new ideas, transformed into practical solutions, in record time,” as stated in “Fast Forward: MIT’s Climate Action Plan for the Decade.” This charge calls on the MIT community to explore game-changing and evolving technologies with the potential to move campuses like MIT away from carbon emissions-based energy systems.

      To help meet this tremendous challenge, the Decarbonization Working Group — a new subset of the Climate Nucleus — recently launched. Comprised of appointed MIT faculty, researchers, and students, the working group is leveraging its members’ expertise to meet the charge of exploring and assessing existing and in-development solutions to decarbonize the MIT campus by 2050. The group is specifically charged with informing MIT’s efforts to decarbonize the campus’s district energy system.

      Co-chaired by Director of Sustainability Julie Newman and Department of Architecture Professor Christoph Reinhart, the working group includes members with deep knowledge of low- and zero-carbon technologies and grid-level strategies. In convening the group, Newman and Reinhart sought out members researching these technologies as well as exploring their practical use. “In my work on multiple projects on campus, I have seen how cutting-edge research often relies on energy-intensive equipment,” shares PhD student and group member Ippolyti Dellatolas. “It’s clear how new energy-efficiency strategies and technologies could use campus as a living lab and then broadly deploy these solutions across campus for scalable emissions reductions.” This approach is one of MIT’s strong suits and a recurring theme in its climate action plans — using the MIT campus as a test bed for learning and application. “We seek to study and analyze solutions for our campus, with the understanding that our findings have implications far beyond our campus boundaries,” says Newman.

      The efforts of the working group represent just one part of the multipronged approach to identify ways to decarbonize the MIT campus. The group will work in parallel and at times collaboratively with the team from the Office of the Vice President for Campus Services and Stewardship that is managing the development plan for potential zero-carbon pathways for campus buildings and the district energy system. In May 2023, MIT engaged Affiliated Engineers, Inc. (AEI), to support the Institute’s efforts to identify, evaluate, and model various carbon-reduction strategies and technologies to provide MIT with a series of potential decarbonization pathways. Each of the pathways must demonstrate how to manage the generation of energy and its distribution and use on campus. As MIT explores electrification, a significant challenge will be the availability of resilient clean power from the grid to help generate heat for our campus without reliance on natural gas.

      When the Decarbonization Working Group began work this fall, members took the time to learn more about current systems and baseline information. Beginning this month, members will organize analysis around each of their individual areas of expertise and interest and begin to evaluate existing and emerging carbon reduction technologies. “We are fortunate that there are constantly new ideas and technologies being tested in this space and that we have a committed group of faculty working together to evaluate them,” Newman says. “We are aware that not every technology is the right fit for our unique dense urban campus, and nor are we solving for a zero-carbon campus as an island, but rather in the context of an evolving regional power grid.”

      Supported by funding from the Climate Nucleus, evaluating technologies will include site visits to locations where priority technologies are currently deployed or being tested. These site visits may range from university campuses implementing district geothermal and heat pumps to test sites of deep geothermal or microgrid infrastructure manufacturers. “This is a unique moment for MIT to demonstrate leadership by combining best decarbonization practices, such as retrofitting building systems to achieve deep energy reductions and converting to low-temperature district heating systems with ‘nearly there’ technologies such as deep geothermal, micronuclear, energy storage, and ubiquitous occupancy-driven temperature control,” says Reinhart. “As first adopters, we can find out what works, allowing other campuses to follow us at reduced risks.”

      The findings and recommendations of the working group will be delivered in a report to the community at the end of 2024. There will be opportunities for the MIT community to learn more about MIT’s decarbonization efforts at community events on Jan. 24 and March 14, as well as MIT’s Sustainability Connect forum on Feb. 8. More

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      in Environment

      Q&A: A blueprint for sustainable innovation

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      Atacama Biomaterials is a startup combining architecture, machine learning, and chemical engineering to create eco-friendly materials with multiple applications. Passionate about sustainable innovation, its co-founder Paloma Gonzalez-Rojas SM ’15, PhD ’21 highlights here how MIT has supported the project through several of its entrepreneurship initiatives, and reflects on the role of design in building a holistic vision for an expanding business.

      Q: What role do you see your startup playing in the sustainable materials space?

      A: Atacama Biomaterials is a venture dedicated to advancing sustainable materials through state-of-the-art technology. With my co-founder Jose Tomas Dominguez, we have been working on developing our technology since 2019. We initially started the company in 2020 under another name and received Sandbox funds the next year. In 2021, we went through The Engine’s accelerator, Blueprint, and changed our name to Atacama Biomaterials in 2022 during the MITdesignX program. 

      This technology we have developed allows us to create our own data and material library using artificial intelligence and machine learning, and serves as a platform applicable to various industries horizontally — biofuels, biological drugs, and even mining. Vertically, we produce inexpensive, regionally sourced, and environmentally friendly bio-based polymers and packaging — that is, naturally compostable plastics as a flagship product, along with AI products.

      Q: What motivated you to venture into biomaterials and found Atacama?

      A: I’m from Chile, a country with a beautiful, rich geography and nature where we can see all the problems stemming from industry, waste management, and pollution. We named our company Atacama Biomaterials because the Atacama Desert in Chile — one of the places where you can best see the stars in the world — is becoming a plastic dump, as many other places on Earth. I care deeply about sustainability, and I have an emotional attachment to stop these problems. Considering that manufacturing accounts for 29 percent of global carbon emissions, it is clear that sustainability has a role in how we define technology and entrepreneurship, as well as a socio-economic dimension.

      When I first came to MIT, it was to develop software in the Department of Architecture’s Design and Computation Group, with MIT professors Svafa Gronfeldt as co-advisor and Regina Barzilay as committee member. During my PhD, I studied machine-learning methods simulating pedestrian motion to understand how people move in space. In my work, I would use lots of plastics for 3D printing and I couldn’t stop thinking about sustainability and climate change, so I reached out to material science and mechanical engineering professors to look into biopolymers and degradable bio-based materials. This is how I met my co-founder, as we were both working with MIT Professor Neil Gershenfeld. Together, we were part of one of the first teams in the world to 3D print wood fibers, which is difficult — it’s slow and expensive — and quickly pivoted to sustainable packaging. 

      I then won a fellowship from MCSC [the MIT Climate and Sustainability Consortium], which gave me freedom to explore further, and I eventually got a postdoc in MIT chemical engineering, guided by MIT Professor Gregory Rutledge, a polymer physicist. This was unexpected in my career path. Winning Nucleate Eco Track 2022 and the MITdesignX Innovation Award in 2022 profiled Atacama Biomaterials as one of the rising startups in Boston’s biotechnology and climate-tech scene.

      Q: What is your process to develop new biomaterials?

      A: My PhD research, coupled with my background in material development and molecular dynamics, sparked the realization that principles I studied simulating pedestrian motion could also apply to molecular engineering. This connection may seem unconventional, but for me, it was a natural progression. Early in my career, I developed an intuition for materials, understanding their mechanics and physics.

      Using my experience and skills, and leveraging machine learning as a technology jump, I applied a similar conceptual framework to simulate the trajectories of molecules and find potential applications in biomaterials. Making that parallel and shift was amazing. It allowed me to optimize a state-of-the-art molecular dynamic software to run twice as fast as more traditional technologies through my algorithm presented at the International Conference of Machine Learning this year. This is very important, because this kind of simulation usually takes a week, so narrowing it down to two days has major implications for scientists and industry, in material science, chemical engineering, computer science and related fields. Such work greatly influenced the foundation of Atacama Biomaterials, where we developed our own AI to deploy our materials. In an effort to mitigate the environmental impact of manufacturing, Atacama is targeting a 16.7 percent reduction in carbon dioxide emissions associated with the manufacturing process of its polymers, through the use of renewable energy. 

      Another thing is that I was trained as an architect in Chile, and my degree had a design component. I think design allows me to understand problems at a very high level, and how things interconnect. It contributed to developing a holistic vision for Atacama, because it allowed me to jump from one technology or discipline to another and understand broader applications on a conceptual level. Our design approach also meant that sustainability came to the center of our work from the very beginning, not just a plus or an added cost.

      Q: What was the role of MITdesignX in Atacama’s development?

      A: I have known Svafa Grönfeldt, MITdesignX’s faculty director, for almost six years. She was the co-advisor of my PhD, and we had a mentor-mentee relationship. I admire the fact that she created a space for people interested in business and entrepreneurship to grow within the Department of Architecture. She and Executive Director Gilad Rosenzweig gave us fantastic advice, and we received significant support from mentors. For example, Daniel Tsai helped us with intellectual property, including a crucial patent for Atacama. And we’re still in touch with the rest of the cohort. I really like this “design your company” approach, which I find quite unique, because it gives us the opportunity to reflect on who we want to be as designers, technologists, and entrepreneurs. Studying user insights also allowed us to understand the broad applicability of our research, and align our vision with market demands, ultimately shaping Atacama into a company with a holistic perspective on sustainable material development.

      Q: How does Atacama approach scaling, and what are the immediate next steps for the company?

      A: When I think about accomplishing our vision, I feel really inspired by my 3-year-old daughter. I want her to experience a world with trees and wildlife when she’s 100 years old, and I hope Atacama will contribute to such a future.

      Going back to the designer’s perspective, we designed the whole process holistically, from feedstock to material development, incorporating AI and advanced manufacturing. Having proved that there is a demand for the materials we are developing, and having tested our products, manufacturing process, and technology in critical environments, we are now ready to scale. Our level of technology-readiness is comparable to the one used by NASA (level 4).

      We have proof of concept: a biodegradable and recyclable packaging material which is cost- and energy-efficient as a clean energy enabler in large-scale manufacturing. We have received pre-seed funding, and are sustainably scaling by taking advantage of available resources around the world, like repurposing machinery from the paper industry. As presented in the MIT Industrial Liaison and STEX Program’s recent Sustainability Conference, unlike our competitors, we have cost-parity with current packaging materials, as well as low-energy processes. And we also proved the demand for our products, which was an important milestone. Our next steps involve strategically expanding our manufacturing capabilities and research facilities and we are currently evaluating building a factory in Chile and establishing an R&D lab plus a manufacturing plant in the U.S. More

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      in Energy

      Meeting the clean energy needs of tomorrow

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      Yuri Sebregts, chief technology officer at Shell, succinctly laid out the energy dilemma facing the world over the rest of this century. On one hand, demand for energy is quickly growing as countries in the developing world modernize and the global population grows, with 100 gigajoules of energy per person needed annually to enable quality-of-life benefits and industrialization around the globe. On the other, traditional energy sources are quickly warming the planet, with the world already seeing the devastating effects of increasingly frequent extreme weather events. 

      While the goals of energy security and energy sustainability are seemingly at odds with one another, the two must be pursued in tandem, Sebregts said during his address at the MIT Energy Initiative Fall Colloquium.

      “An environmentally sustainable energy system that isn’t also a secure energy system is not sustainable,” Sebregts said. “And conversely, a secure energy system that is not environmentally sustainable will do little to ensure long-term energy access and affordability. Therefore, security and sustainability must go hand-in-hand. You can’t trade off one for the other.”

      Sebregts noted that there are several potential pathways to help strike this balance, including investments in renewable energy sources, the use of carbon offsets, and the creation of more efficient tools, products, and processes. However, he acknowledged that meeting growing energy demands while minimizing environmental impacts is a global challenge requiring an unprecedented level of cooperation among countries and corporations across the world. 

      “At Shell, we recognize that this will require a lot of collaboration between governments, businesses, and civil society,” Sebregts said. “That’s not always easy.”

      Global conflict and global warming

      In 2021, Sebregts noted, world leaders gathered in Glasgow, Scotland and collectively promised to deliver on the “stretch goal” of the 2015 Paris Agreement, which would limit global warming to 1.5 degrees Celsius — a level that scientists believe will help avoid the worst potential impacts of climate change. But, just a few months later, Russia invaded Ukraine, resulting in chaos in global energy markets and illustrating the massive impact that geopolitical friction can have on efforts to reduce carbon emissions.

      “Even though global volatility has been a near constant of this century, the situation in Ukraine is proving to be a turning point,” Sebregts said. “The stress it placed on the global supply of energy, food, and other critical materials was enormous.”

      In Europe, Sebregts noted, countries affected by the loss of Russia’s natural gas supply began importing from the Middle East and the United States. This, in turn, drove up prices. While this did result in some efforts to limit energy use, such as Europeans lowering their thermostats in the winter, it also caused some energy buyers to turn to coal. For instance, the German government approved additional coal mining to boost its energy security — temporarily reversing a decades-long transition away from the fuel. To put this into wider perspective, in a single quarter, China increased its coal generation capacity by as much as Germany had reduced its own over the previous 20 years.

      The promise of electrification

      Sebregts noted the strides being made toward electrification, which is expected to have a significant impact on global carbon emissions. To meet net-zero emissions (the point at which humans are adding no more carbon to the atmosphere than they are removing) by 2050, the share of electricity as a portion of total worldwide energy consumption must reach 37 percent by 2030, up from 20 percent in 2020, Sebregts said.

      He pointed out that Shell has become one of the world’s largest electric vehicle charging companies, with more than 30,000 public charge points. By 2025, that number will increase to 70,000, and it is expected to soar to 200,000 by 2030. While demand and infrastructure for electric vehicles are growing, Sebregts said that the “real needle-mover” will be industrial electrification, especially in so-called “hard-to-abate” sectors.

      This progress will depend heavily on global cooperation — Sebregts pointed out that China dominates the international market for many rare elements that are key components of electrification infrastructure. “It shouldn’t be a surprise that the political instability, shifting geopolitical tensions, and environmental and social governance issues are significant risks for the energy transition,” he said. “It is imperative that we reduce, control, and mitigate these risks as much as possible.”

      Two possible paths

      For decades, Sebregts said, Shell has created scenarios to help senior managers think through the long-term challenges facing the company. While Sebregts stressed that these scenarios are not predictions, they do take into account real-world conditions, and they are meant to give leaders the opportunity to grapple with plausible situations.

      With this in mind, Sebregts outlined Shell’s most recent Energy Security Scenarios, describing the potential future consequences of attempts to balance growing energy demand with sustainability — scenarios that envision vastly different levels of global cooperation, with huge differences in projected results. 

      The first scenario, dubbed “Archipelagos,” imagines countries pursuing energy security through self-interest — a fragmented, competitive process that would result in a global temperature increase of 2.2 degrees Celsius by the end of this century. The second scenario, “Sky 2050,” envisions countries around the world collaborating to change the energy system for their mutual benefit. This more optimistic scenario would see a much lower global temperature increase of 1.2 C by 2100.

      “The good news is that in both scenarios, the world is heading for net-zero emissions at some point,” Sebregts said. “The difference is a question of when it gets there. In Sky 2050, it is the middle of the century. In Archipelagos, it is early in the next century.”

      On the other hand, Sebregts added, the average global temperature will increase by more than 1.5 C for some period of time in either scenario. But, in the Archipelagos scenario, this overshoot will be much larger, and will take much longer to come down. “So, two very different futures,” Sebregts said. “Two very different worlds.”

      The work ahead

      Questioned about the costs of transitioning to a net-zero energy ecosystem, Sebregts said that it is “very hard” to provide an accurate answer. “If you impose an additional constraint … you’re going to have to add some level of cost,” he said. “But then, of course, there’s 30 years of technology development pathway that might counteract some of that.”

      In some cases, such as air travel, Sebregts said, it will likely remain impractical to either rely on electrification or sequester carbon at the source of emission. Direct air capture (DAC) methods, which mechanically pull carbon directly from the atmosphere, will have a role to play in offsetting these emissions, he said. Sebregts predicted that the price of DAC could come down significantly by the middle of this century. “I would venture that a price of $200 to $250 a ton of CO2 by 2050 is something that the world would be willing to spend, at least in developed economies, to offset those very hard-to-abate instances.”

      Sebregts noted that Shell is working on demonstrating DAC technologies in Houston, Texas, constructing what will become Europe’s largest hydrogen plant in the Netherlands, and taking other steps to profitably transition to a net-zero emissions energy company by 2050. “We need to understand what can help our customers transition quicker and how we can continue to satisfy their needs,” he said. “We must ensure that energy is affordable, accessible, and sustainable, as soon as possible.” More

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      in Energy

      Cobalt-free batteries could power cars of the future

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      Many electric vehicles are powered by batteries that contain cobalt — a metal that carries high financial, environmental, and social costs.

      MIT researchers have now designed a battery material that could offer a more sustainable way to power electric cars. The new lithium-ion battery includes a cathode based on organic materials, instead of cobalt or nickel (another metal often used in lithium-ion batteries).

      In a new study, the researchers showed that this material, which could be produced at much lower cost than cobalt-containing batteries, can conduct electricity at similar rates as cobalt batteries. The new battery also has comparable storage capacity and can be charged up faster than cobalt batteries, the researchers report.

      “I think this material could have a big impact because it works really well,” says Mircea Dincă, the W.M. Keck Professor of Energy at MIT. “It is already competitive with incumbent technologies, and it can save a lot of the cost and pain and environmental issues related to mining the metals that currently go into batteries.”

      Dincă is the senior author of the study, which appears today in the journal ACS Central Science. Tianyang Chen PhD ’23 and Harish Banda, a former MIT postdoc, are the lead authors of the paper. Other authors include Jiande Wang, an MIT postdoc; Julius Oppenheim, an MIT graduate student; and Alessandro Franceschi, a research fellow at the University of Bologna.

      Alternatives to cobalt

      Most electric cars are powered by lithium-ion batteries, a type of battery that is recharged when lithium ions flow from a positively charged electrode, called a cathode, to a negatively electrode, called an anode. In most lithium-ion batteries, the cathode contains cobalt, a metal that offers high stability and energy density.

      However, cobalt has significant downsides. A scarce metal, its price can fluctuate dramatically, and much of the world’s cobalt deposits are located in politically unstable countries. Cobalt extraction creates hazardous working conditions and generates toxic waste that contaminates land, air, and water surrounding the mines.

      “Cobalt batteries can store a lot of energy, and they have all of features that people care about in terms of performance, but they have the issue of not being widely available, and the cost fluctuates broadly with commodity prices. And, as you transition to a much higher proportion of electrified vehicles in the consumer market, it’s certainly going to get more expensive,” Dincă says.

      Because of the many drawbacks to cobalt, a great deal of research has gone into trying to develop alternative battery materials. One such material is lithium-iron-phosphate (LFP), which some car manufacturers are beginning to use in electric vehicles. Although still practically useful, LFP has only about half the energy density of cobalt and nickel batteries.

      Another appealing option are organic materials, but so far most of these materials have not been able to match the conductivity, storage capacity, and lifetime of cobalt-containing batteries. Because of their low conductivity, such materials typically need to be mixed with binders such as polymers, which help them maintain a conductive network. These binders, which make up at least 50 percent of the overall material, bring down the battery’s storage capacity.

      About six years ago, Dincă’s lab began working on a project, funded by Lamborghini, to develop an organic battery that could be used to power electric cars. While working on porous materials that were partly organic and partly inorganic, Dincă and his students realized that a fully organic material they had made appeared that it might be a strong conductor.

      This material consists of many layers of TAQ (bis-tetraaminobenzoquinone), an organic small molecule that contains three fused hexagonal rings. These layers can extend outward in every direction, forming a structure similar to graphite. Within the molecules are chemical groups called quinones, which are the electron reservoirs, and amines, which help the material to form strong hydrogen bonds.

      Those hydrogen bonds make the material highly stable and also very insoluble. That insolubility is important because it prevents the material from dissolving into the battery electrolyte, as some organic battery materials do, thereby extending its lifetime.

      “One of the main methods of degradation for organic materials is that they simply dissolve into the battery electrolyte and cross over to the other side of the battery, essentially creating a short circuit. If you make the material completely insoluble, that process doesn’t happen, so we can go to over 2,000 charge cycles with minimal degradation,” Dincă says.

      Strong performance

      Tests of this material showed that its conductivity and storage capacity were comparable to that of traditional cobalt-containing batteries. Also, batteries with a TAQ cathode can be charged and discharged faster than existing batteries, which could speed up the charging rate for electric vehicles.

      To stabilize the organic material and increase its ability to adhere to the battery’s current collector, which is made of copper or aluminum, the researchers added filler materials such as cellulose and rubber. These fillers make up less than one-tenth of the overall cathode composite, so they don’t significantly reduce the battery’s storage capacity.

      These fillers also extend the lifetime of the battery cathode by preventing it from cracking when lithium ions flow into the cathode as the battery charges.

      The primary materials needed to manufacture this type of cathode are a quinone precursor and an amine precursor, which are already commercially available and produced in large quantities as commodity chemicals. The researchers estimate that the material cost of assembling these organic batteries could be about one-third to one-half the cost of cobalt batteries.

      Lamborghini has licensed the patent on the technology. Dincă’s lab plans to continue developing alternative battery materials and is exploring possible replacement of lithium with sodium or magnesium, which are cheaper and more abundant than lithium. More

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      in Environment

      K. Lisa Yang Global Engineering and Research Center will prioritize innovations for resource-constrained communities

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      Billions of people worldwide face threats to their livelihood, health, and well-being due to poverty. These problems persist because solutions offered in developed countries often do not meet the requirements — related to factors like price, performance, usability, robustness, and culture — of poor or developing countries. Academic labs frequently try to tackle these challenges, but often to no avail because they lack real-world, on-the-ground knowledge from key stakeholders, and because they do not have an efficient, reliable means of converting breakthroughs to real-world impact.

      The new K. Lisa Yang Global Engineering and Research (GEAR) Center at MIT, founded with a $28 million gift from philanthropist and investor Lisa Yang, aims to rethink how products and technologies for resource-constrained communities are conceived, designed, and commercialized. A collaboration between MIT’s School of Engineering and School of Science, the Yang GEAR Center will bring together a multidisciplinary team of MIT researchers to assess today’s most pressing global challenges in three critical areas: global health, climate change mitigation and adaptation, and the water-energy-food nexus.

      “As she has shown over and over through her philanthropy, Lisa Yang shares MIT’s passion for connecting fundamental research and real-world data to create positive impact,” says MIT president Sally Kornbluth. “I’m grateful for her powerful vision and incredible generosity in founding the K. Lisa Yang GEAR Center. I can’t imagine a better use of MIT’s talents than working to improve the lives and health of people around the world.”

      Yang’s gift expands her exceptional philanthropic support of human health and basic science research at MIT over the past six years. Yang GEAR Center will join MIT’s Yang Tan Collective, an assemblage of six major research centers focused on accelerating collaboration in basic science, research, and engineering to realize translational strategies that improve human health and well-being at a global scale.

      “Billions of people face daily life-or-death challenges that could be improved with elegant technologies,” says Yang. “And yet I’ve learned how many products and tools created by top engineers don’t make it out of the lab. They may look like clever ideas during the prototype phase, but they are entirely ill-suited to the communities they were designed for. I am very excited about the potential of a deliberate and thoughtful engineering effort that will prioritize the design of technologies for use in impoverished communities.”

      Cost, material availability, cultural suitability, and other market mismatches hinder many major innovations in global health, food, and water from being translated to use in resource-constrained communities. Yang GEAR Center will support a major research and design program with its mission to strategically identify compelling challenges and associated scientific knowledge gaps in resource-constrained communities then address them through academic innovation to create and translate transformative technologies.

      The center will be led by Amos Winter, associate professor of mechanical engineering, whose lab focuses on creating technologies that marry innovative, low-cost design with an in-depth understanding of the unique socioeconomic constraints of emerging markets.

      “Academia has a key role to play in solving the historically unsolvable challenges in resource-constrained communities,” says Winter. “However, academic research is often disconnected from the real-world requirements that must be satisfied to make meaningful change. Yang GEAR Center will be a catalyst for innovation to impact by helping colleagues identify compelling problems and focus their talents on realizing real-world solutions, and by providing mechanisms for commercial dissemination. I am extremely grateful to find in Lisa a partner who shares a vision for how academic research can play a more efficient and targeted role in addressing the needs of the world’s most disadvantaged populations.”

      The backbone of the Yang GEAR Center will be a team of seasoned research scientists and engineers. These individuals will scout real-world problems and distill the relevant research questions then help assemble collaborative teams. As projects develop, center staff will mentor students, build and conduct field pilots, and foster relationships with stakeholders around the world. They will be strategically positioned to translate technology at the end of projects through licensing and startups. Center staff and collaborators will focus on creating products and services for climate-driven migrants, such as solar-powered energy and water networks; technologies for reducing atmospheric carbon and promoting the hydrogen economy; brackish water desalination and irrigation solutions; and high-performance, global health diagnostics and devices.

      For instance, a Yang GEAR Center team focused on creating water-saving and solar-powered irrigation solutions for farmers in the Middle East and North Africa will continue its work in the region. They will conduct exploratory research; build a team of stakeholders, including farmers, agricultural outreach organizations, irrigation hardware manufacturers, retailers, water and agriculture scientists, and local government officials; design, rigorously test, and iterate prototypes both in the lab and in the field; and conduct large-scale field trials to garner user feedback and pave the way to product commercialization.

      “Grounded in foundational scientific research and blended with excellence in the humanities, MIT provides a framework that integrates people, economics, research, and innovation. By incorporating multiple perspectives — and being attentive to the needs and cultures of the people who will ultimately rely on research outcomes — MIT can have the greatest impact in areas of health, climate science, and resource security,” says Nergis Mavalvala, dean of the School of Science and the Curtis and Kathleen Marble Professor of Astrophysics.

      An overarching aim for the center will be to educate graduates who are global engineers, designers, and researchers positioned for a career of addressing compelling, high-impact challenges. The center includes four endowed Hock E. Tan GEAR Center Fellowships that will support graduate students and/or postdoctoral fellows eager to enter the field of global engineering. The fellowships are named for MIT alumnus and Broadcom CEO Hock E. Tan ’75 SM ’75.

      “I am thrilled that the Yang GEAR Center is taking a leading role in training problem-solvers who will rethink how products and inventions can help communities facing the most pressing challenges of our time,” adds Anantha Chandrakasan, dean of the School of Engineering and the Vannevar Bush Professor of Electrical Engineering and Computer Science. “These talented young students,  postdocs, and staff have the potential to reach across disciplines — and across the globe — to truly transform the impact engineering can have in the future.” More

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      in Energy

      Study reveals a reaction at the heart of many renewable energy technologies

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      A key chemical reaction — in which the movement of protons between the surface of an electrode and an electrolyte drives an electric current — is a critical step in many energy technologies, including fuel cells and the electrolyzers used to produce hydrogen gas.

      For the first time, MIT chemists have mapped out in detail how these proton-coupled electron transfers happen at an electrode surface. Their results could help researchers design more efficient fuel cells, batteries, or other energy technologies.

      “Our advance in this paper was studying and understanding the nature of how these electrons and protons couple at a surface site, which is relevant for catalytic reactions that are important in the context of energy conversion devices or catalytic reactions,” says Yogesh Surendranath, a professor of chemistry and chemical engineering at MIT and the senior author of the study.

      Among their findings, the researchers were able to trace exactly how changes in the pH of the electrolyte solution surrounding an electrode affect the rate of proton motion and electron flow within the electrode.

      MIT graduate student Noah Lewis is the lead author of the paper, which appears today in Nature Chemistry. Ryan Bisbey, a former MIT postdoc; Karl Westendorff, an MIT graduate student; and Alexander Soudackov, a research scientist at Yale University, are also authors of the paper.

      Passing protons

      Proton-coupled electron transfer occurs when a molecule, often water or an acid, transfers a proton to another molecule or to an electrode surface, which stimulates the proton acceptor to also take up an electron. This kind of reaction has been harnessed for many energy applications.

      “These proton-coupled electron transfer reactions are ubiquitous. They are often key steps in catalytic mechanisms, and are particularly important for energy conversion processes such as hydrogen generation or fuel cell catalysis,” Surendranath says.

      In a hydrogen-generating electrolyzer, this approach is used to remove protons from water and add electrons to the protons to form hydrogen gas. In a fuel cell, electricity is generated when protons and electrons are removed from hydrogen gas and added to oxygen to form water.

      Proton-coupled electron transfer is common in many other types of chemical reactions, for example, carbon dioxide reduction (the conversion of carbon dioxide into chemical fuels by adding electrons and protons). Scientists have learned a great deal about how these reactions occur when the proton acceptors are molecules, because they can precisely control the structure of each molecule and observe how electrons and protons pass between them. However, when proton-coupled electron transfer occurs at the surface of an electrode, the process is much more difficult to study because electrode surfaces are usually very heterogenous, with many different sites that a proton could potentially bind to.

      To overcome that obstacle, the MIT team developed a way to design electrode surfaces that gives them much more precise control over the composition of the electrode surface. Their electrodes consist of sheets of graphene with organic, ring-containing compounds attached to the surface. At the end of each of these organic molecules is a negatively charged oxygen ion that can accept protons from the surrounding solution, which causes an electron to flow from the circuit into the graphitic surface.

      “We can create an electrode that doesn’t consist of a wide diversity of sites but is a uniform array of a single type of very well-defined sites that can each bind a proton with the same affinity,” Surendranath says. “Since we have these very well-defined sites, what this allowed us to do was really unravel the kinetics of these processes.”

      Using this system, the researchers were able to measure the flow of electrical current to the electrodes, which allowed them to calculate the rate of proton transfer to the oxygen ion at the surface at equilibrium — the state when the rates of proton donation to the surface and proton transfer back to solution from the surface are equal. They found that the pH of the surrounding solution has a significant effect on this rate: The highest rates occurred at the extreme ends of the pH scale — pH 0, the most acidic, and pH 14, the most basic.

      To explain these results, researchers developed a model based on two possible reactions that can occur at the electrode. In the first, hydronium ions (H3O+), which are in high concentration in strongly acidic solutions, deliver protons to the surface oxygen ions, generating water. In the second, water delivers protons to the surface oxygen ions, generating hydroxide ions (OH-), which are in high concentration in strongly basic solutions.

      However, the rate at pH 0 is about four times faster than the rate at pH 14, in part because hydronium gives up protons at a faster rate than water.

      A reaction to reconsider

      The researchers also discovered, to their surprise, that the two reactions have equal rates not at neutral pH 7, where hydronium and hydroxide concentrations are equal, but at pH 10, where the concentration of hydroxide ions is 1 million times that of hydronium. The model suggests this is because the forward reaction involving proton donation from hydronium or water contributes more to the overall rate than the backward reaction involving proton removal by water or hydroxide.

      Existing models of how these reactions occur at electrode surfaces assume that the forward and backward reactions contribute equally to the overall rate, so the new findings suggest that those models may need to be reconsidered, the researchers say.

      “That’s the default assumption, that the forward and reverse reactions contribute equally to the reaction rate,” Surendranath says. “Our finding is really eye-opening because it means that the assumption that people are using to analyze everything from fuel cell catalysis to hydrogen evolution may be something we need to revisit.”

      The researchers are now using their experimental setup to study how adding different types of ions to the electrolyte solution surrounding the electrode may speed up or slow down the rate of proton-coupled electron flow.

      “With our system, we know that our sites are constant and not affecting each other, so we can read out what the change in the solution is doing to the reaction at the surface,” Lewis says.

      The research was funded by the U.S. Department of Energy Office of Basic Energy Sciences. More

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      in Environment

      Researchers release open-source space debris model

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      MIT’s Astrodynamics, Space Robotics, and Controls Laboratory (ARCLab) announced the public beta release of the MIT Orbital Capacity Assessment Tool (MOCAT) during the 2023 Organization for Economic Cooperation and Development (OECD) Space Forum Workshop on Dec. 14. MOCAT enables users to model the long-term future space environment to understand growth in space debris and assess the effectiveness of debris-prevention mechanisms.

      With the escalating congestion in low Earth orbit, driven by a surge in satellite deployments, the risk of collisions and space debris proliferation is a pressing concern. Conducting thorough space environment studies is critical for developing effective strategies for fostering responsible and sustainable use of space resources. 

      MOCAT stands out among orbital modeling tools for its capability to model individual objects, diverse parameters, orbital characteristics, fragmentation scenarios, and collision probabilities. With the ability to differentiate between object categories, generalize parameters, and offer multi-fidelity computations, MOCAT emerges as a versatile and powerful tool for comprehensive space environment analysis and management.

      MOCAT is intended to provide an open-source tool to empower stakeholders including satellite operators, regulators, and members of the public to make data-driven decisions. The ARCLab team has been developing these models for the last several years, recognizing that the lack of open-source implementation of evolutionary modeling tools limits stakeholders’ ability to develop consensus on actions to help improve space sustainability. This beta release is intended to allow users to experiment with the tool and provide feedback to help guide further development.

      Richard Linares, the principal investigator for MOCAT and an MIT associate professor of aeronautics and astronautics, expresses excitement about the tool’s potential impact: “MOCAT represents a significant leap forward in orbital capacity assessment. By making it open-source and publicly available, we hope to engage the global community in advancing our understanding of satellite orbits and contributing to the sustainable use of space.”

      MOCAT consists of two main components. MOCAT-MC evaluates space environment evolution with individual trajectory simulation and Monte Carlo parameter analysis, providing both a high-level overall view for the environment and a fidelity analysis into the individual space objects evolution. MOCAT Source Sink Evolutionary Model (MOCAT-SSEM), meanwhile, uses a lower-fidelity modeling approach that can run on personal computers within seconds to minutes. MOCAT-MC and MOCAT-SSEM can be accessed separately via GitHub.

      MOCAT’s initial development has been supported by the Defense Advanced Research Projects Agency (DARPA) and NASA’s Office of Technology and Strategy.

      “We are thrilled to support this groundbreaking orbital debris modeling work and the new knowledge it created,” says Charity Weeden, associate administrator for the Office of Technology, Policy, and Strategy at NASA headquarters in Washington. “This open-source modeling tool is a public good that will advance space sustainability, improve evidence-based policy analysis, and help all users of space make better decisions.” More

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      in Energy

      The future of motorcycles could be hydrogen

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      MIT’s Electric Vehicle Team, which has a long record of building and racing innovative electric vehicles, including cars and motorcycles, in international professional-level competitions, is trying something very different this year: The team is building a hydrogen-powered electric motorcycle, using a fuel cell system, as a testbed for new hydrogen-based transportation.

      The motorcycle successfully underwent its first full test-track demonstration in October. It is designed as an open-source platform that should make it possible to swap out and test a variety of different components, and for others to try their own versions based on plans the team is making freely available online.

      Aditya Mehrotra, who is spearheading the project, is a graduate student working with mechanical engineering professor Alex Slocum, the Walter M. May  and A. Hazel May Chair in Emerging Technologies. Mehrotra was studying energy systems and happened to also really like motorcycles, he says, “so we came up with the idea of a hydrogen-powered bike. We did an evaluation study, and we thought that this could actually work. We [decided to] try to build it.”

      Team members say that while battery-powered cars are a boon for the environment, they still face limitations in range and have issues associated with the mining of lithium and resulting emissions. So, the team was interested in exploring hydrogen-powered vehicles as a clean alternative, allowing for vehicles that could be quickly refilled just like gasoline-powered vehicles.

      Unlike past projects by the team, which has been part of MIT since 2005, this vehicle will not be entering races or competitions but will be presented at a variety of conferences. The team, consisting of about a dozen students, has been working on building the prototype since January 2023. In October they presented the bike at the Hydrogen Americas Summit, and in May they will travel to the Netherlands to present it at the World Hydrogen Summit. In addition to the two hydrogen summits, the team plans to show its bike at the Consumer Electronics Show in Las Vegas this month.

      “We’re hoping to use this project as a chance to start conversations around ‘small hydrogen’ systems that could increase demand, which could lead to the development of more infrastructure,” Mehrotra says. “We hope the project can help find new and creative applications for hydrogen.” In addition to these demonstrations and the online information the team will provide, he adds, they are also working toward publishing papers in academic journals describing their project and lessons learned from it, in hopes of making “an impact on the energy industry.”

      Play video

      For the love of speed: Building a hydrogen-powered motorcycle

      The motorcycle took shape over the course of the year piece by piece. “We got a couple of industry sponsors to donate components like the fuel cell and a lot of the major components of the system,” he says. They also received support from the MIT Energy Initiative, the departments of Mechanical Engineering and Electrical Engineering and Computer Science, and the MIT Edgerton Center.

      Initial tests were conducted on a dynamometer, a kind of instrumented treadmill Mehrotra describes as “basically a mock road.” The vehicle used battery power during its development, until the fuel cell, provided by South Korean company Doosan, could be delivered and installed. The space the group has used to design and build the prototype, the home of the Electric Vehicle Team, is in MIT’s Building N51 and is well set up to do detailed testing of each of the bike’s components as it is developed and integrated.

      Elizabeth Brennan, a senior in mechanical engineering, says she joined the team in January 2023 because she wanted to gain more electrical engineering experience, “and I really fell in love with it.” She says group members “really care and are very excited to be here and work on this bike and believe in the project.”

      Brennan, who is the team’s safety lead, has been learning about the safe handling methods required for the bike’s hydrogen fuel, including the special tanks and connectors needed. The team initially used a commercially available electric motor for the prototype but is now working on an improved version, designed from scratch, she says, “which gives us a lot more flexibility.”

      As part of the project, team members are developing a kind of textbook describing what they did and how they carried out each step in the process of designing and fabricating this hydrogen electric fuel-cell bike. No such motorcycle yet exists as a commercial product, though a few prototypes have been built.

      That kind of guidebook to the process “just doesn’t exist,” Brennan says. She adds that “a lot of the technology development for hydrogen is either done in simulation or is still in the prototype stages, because developing it is expensive, and it’s difficult to test these kinds of systems.” One of the team’s goals for the project is to make everything available as an open-source design, and “we want to provide this bike as a platform for researchers and for education, where researchers can test ideas in both space- and funding-constrained environments.”

      Unlike a design built as a commercial product, Mehrotra says, “our vehicle is fully designed for research, so you can swap components in and out, and get real hardware data on how good your designs are.” That can help people work on implementing their new design ideas and help push the industry forward, he says.

      The few prototypes developed previously by some companies were inefficient and expensive, he says. “So far as we know, we are the first fully open-source, rigorously documented, tested and released-as-a-platform, [fuel cell] motorcycle in the world. No one else has made a motorcycle and tested it to the level that we have, and documented to the point that someone might actually be able to take this and scale it in the future, or use it in research.”

      He adds that “at the moment, this vehicle is affordable for research, but it’s not affordable yet for commercial production because the fuel cell is a very big, expensive component.” Doosan Fuel Cell, which provided the fuel cell for the prototype bike, produces relatively small and lightweight fuel cells mostly for use in drones. The company also produces hydrogen storage and delivery systems.

      The project will continue to evolve, says team member Annika Marschner, a sophomore in mechanical engineering. “It’s sort of an ongoing thing, and as we develop it and make changes, make it a stronger, better bike, it will just continue to grow over the years, hopefully,” she says.

      While the Electric Vehicle Team has until now focused on battery-powered vehicles, Marschner says, “Right now we’re looking at hydrogen because it seems like something that’s been less explored than other technologies for making sustainable transportation. So, it seemed like an exciting thing for us to offer our time and effort to.”

      Making it all work has been a long process. The team is using a frame from a 1999 motorcycle, with many custom-made parts added to support the electric motor, the hydrogen tank, the fuel cell, and the drive train. “Making everything fit in the frame of the bike is definitely something we’ve had to think about a lot because there’s such limited space there. So, it required trying to figure out how to mount things in clever ways so that there are not conflicts,” she says.

      Marschner says, “A lot of people don’t really imagine hydrogen energy being something that’s out there being used on the roads, but the technology does exist.” She points out that Toyota and Hyundai have hydrogen-fueled vehicles on the market, and that some hydrogen fuel stations exist, mostly in California, Japan, and some European countries. But getting access to hydrogen, “for your average consumer on the East Coast, is a huge, huge challenge. Infrastructure is definitely the biggest challenge right now to hydrogen vehicles,” she says.

      She sees a bright future for hydrogen as a clean fuel to replace fossil fuels over time. “I think it has a huge amount of potential,” she says. “I think one of the biggest challenges with moving hydrogen energy forward is getting these demonstration projects actually developed and showing that these things can work and that they can work well. So, we’re really excited to bring it along further.” More