Want less mining? Switch to clean energy.

Political fights over mining and minerals are heating up, and there are growing environmental and sociological concerns about how to source the materials the world needs to build new energy technologies. 

But low-emissions energy sources, including wind, solar, and nuclear power, have a smaller mining footprint than coal and natural gas, according to a new report from the Breakthrough Institute released today.

The report’s findings add to a growing body of evidence that technologies used to address climate change will likely lead to a future with less mining than a world powered by fossil fuels. However, experts point out that oversight will be necessary to minimize harm from the mining needed to transition to lower-emission energy sources. 

“In many ways, we talk so much about the mining of clean energy technologies, and we forget about the dirtiness of our current system,” says Seaver Wang, an author of the report and co-director of Climate and Energy at the Breakthrough Institute, an environmental research center.  

In the new analysis, Wang and his colleagues considered the total mining footprint of different energy technologies, including the amount of material needed for these energy sources and the total amount of rock that needs to be moved to extract that material.

Many minerals appear in small concentrations in source rock, so the process of extracting them has a large footprint relative to the amount of final product. A mining operation would need to move about seven kilograms of rock to get one kilogram of aluminum, for instance. For copper, the ratio is much higher, at over 500 to one. Taking these ratios into account allows for a more direct comparison of the total mining required for different energy sources. 

With this adjustment, it becomes clear that the energy source with the highest mining burden is coal. Generating one gigawatt-hour of electricity with coal requires 20 times the mining footprint as generating the same electricity with low-carbon power sources like wind and solar. Producing the same electricity with natural gas requires moving about twice as much rock.

Tallying up the amount of rock moved is an imperfect approximation of the potential environmental and sociological impact of mining related to different technologies, Wang says, but the report’s results allow researchers to draw some broad conclusions. One is that we’re on track for less mining in the future. 

Other researchers have projected a decrease in mining accompanying a move to low-emissions energy sources. “We mine so many fossil fuels today that the sum of mining activities decreases even when we assume an incredibly rapid expansion of clean energy technologies,” Joey Nijnens, a consultant at Monitor Deloitte and author of another recent study on mining demand, said in an email.

That being said, potentially moving less rock around in the future “hardly means that society shouldn’t look for further opportunities to reduce mining impacts throughout the energy transition,” Wang says.

There’s already been progress in cutting down on the material required for technologies like wind and solar. Solar modules have gotten more efficient, so the same amount of material can yield more electricity generation. Recycling can help further cut material demand in the future, and it will be especially crucial to reduce the mining needed to build batteries.  

Resource extraction may decrease overall, but it’s also likely to increase in some places as our demands change, researchers pointed out in a 2021 study. Between 32% and 40% of the mining increase in the future could occur in countries with weak, poor, or failing resource governance, where mining is more likely to harm the environment and may fail to benefit people living near the mining projects. 

“We need to ensure that the energy transition is accompanied by responsible mining that benefits local communities,” Takuma Watari, a researcher at the National Institute for Environmental Studies and an author of the study, said via email. Otherwise, the shift to lower-emissions energy sources could lead to a reduction of carbon emissions in the Global North “at the expense of increasing socio-environmental risks in local mining areas, often in the Global South.” 

Strong oversight and accountability are crucial to make sure that we can source minerals in a responsible way, Wang says: “We want a rapid energy transition, but we also want an energy transition that’s equitable.”

Hydrogen trains could revolutionize how Americans get around

Like a mirage speeding across the dusty desert outside Pueblo, Colorado, the first hydrogen-fuel-cell passenger train in the United States is getting warmed up on its test track. Made by the Swiss manufacturer Stadler and known as the FLIRT (for “Fast Light Intercity and Regional Train”), it will soon be shipped to Southern California, where it is slated to carry riders on San Bernardino County’s Arrow commuter rail service before the end of the year. In the insular world of railroading, this hydrogen-powered train is a Rorschach test. To some, it represents the future of rail transportation. To others, it looks like a big, shiny distraction.

In the quest to decarbonize the transportation sector—the largest source of greenhouse-gas emissions in the United States—rubber-tired electric vehicles tend to dominate the conversation. But to reach the Biden administration’s goal of net-zero emissions by 2050, other forms of transportation, including those on steel wheels, will need to find new energy sources too. 

The best way to decarbonize railroads is the subject of growing debate among regulators, industry, and activists. Things are coming to a head in California, which recently enacted rules requiring all new passenger locomotives operating in the state to be zero-emissions by 2030 and all new freight locomotives to meet that threshold by 2035. Federal regulators could be close behind.

The debate is partly technological, revolving around whether hydrogen fuel cells, batteries, or overhead electric wires offer the best performance for different railroad situations. But it’s also political: a question of the extent to which decarbonization can, or should, usher in a broader transformation of rail transportation. For decades, the government has largely deferred to the will of the big freight rail conglomerates. Decarbonization could shift that power dynamic—or further entrench it. 

So far, hydrogen has been the big technological winner in California. Over the past year, the California Department of Transportation, known as Caltrans, has ordered 10 hydrogen FLIRT trains at a cost of $207 million. After the Arrow service, the next rail line to receive hydrogen trains is scheduled to be the Valley Rail service in the Central Valley. That line will connect Sacramento to California High-Speed Rail, the under-construction system that will eventually link Los Angeles and San Francisco.

In its analysis of different zero-­emissions rail technologies, Caltrans found that hydrogen trains, powered by onboard fuel cells that convert hydrogen into electricity, had better range and shorter refueling times than battery-electric trains, which function much like electric cars. Hydrogen was also a cheaper power source than overhead wire (or simply “electrification,” in industry parlance), which would cost an estimated $6.8 billion to install on the state’s three main intercity routes. (California High-Speed Rail and its shared track on the Bay Area’s Caltrain commuter service will both be powered by overhead wire, since electrification is necessary to reach speeds of over 100 miles per hour.)  

Further complicating the electrification option, installing overhead wire on the rest of California’s passenger network would require the consent of BNSF and Union Pacific, the two major freight rail carriers that own most of the state’s tracks. The companies have long opposed the installation of wire above their tracks, which they say could interfere with double-stacked freight trains. 

Electrifying all 144,000 miles of the nation’s freight rail tracks would cost hundreds of billions of dollars, according to a report by the Association of American Railroads (AAR), an industry trade group, and even electrifying smaller sections of track would result in ongoing disruptions to train traffic and shift freight customers from trains to trucks, the group claims. Electrification would also require the cooperation of electric utilities, leaving railroads vulnerable to the grid connection delays that plague renewable-energy developers. 

“We have long stretches of track outside of urbanized areas,” says Marcin Taraszkiewicz, an engineer at the engineering and architecture firm HDR who has worked on Caltrans’s hydrogen train program. Getting power to those rugged places can be a challenge, he says, especially when infrastructure must be designed to resist natural disasters like wildfires and earthquakes: “If that wire goes down, you’re going to be in trouble.” 

The AAR thinks California’s railroad emissions regulations are too much, too soon, especially given that freight rail is already three to four times more fuel efficient than trucking. Last year, the AAR sued the state over its latest railroad emissions regulations, in a case that is still pending. Though the group generally prefers hydrogen to electrification as a long-term solution, it contends that this alternative technology is not yet mature enough to meet the industry’s needs. 

A group called Californians for Electric Rail also views hydrogen as an immature technology. “From an environmental as well as a cost perspective, it’s a really circular and indirect way of doing things,” says Adriana Rizzo, the group’s founder, who is an advocate for electrifying the state’s regional and intercity tracks with overhead wire.

Synthesizing, transporting, and using the tiny hydrogen molecule can be very inefficient. Hydrogen trains currently require roughly three times more energy per mile than trains powered by overhead wire. And the environmental benefits of hydrogen—the ostensible purpose of this new technology—remain largely theoretical, since the vast majority of hydrogen today is produced by burning fossil fuels like methane. Natural-gas utilities have been among the hydrogen industry’s biggest boosters, because they are already able to produce and transport the gas. 

Opinions on the merits of hydrogen trains have been mixed. In 2022, following a pilot program, the German state of Baden-Württemberg determined that this technology would be 80% more expensive to operate over the long run than other zero-emissions alternatives. 

Kyle Gradinger, assistant deputy director for rail at Caltrans, thinks there’s been some “Twittersphere exaggeration” about the problems with hydrogen trains. In tests, the hydrogen-powered Stadler FLIRT is “performing as well as we expected, if not better,” he says. Since they also use electric motors, hydrogen trains offer many of the same benefits as trains powered by overhead wire, Gradinger says. Both technologies will be quieter, cleaner, and faster than diesel trains. 

Caltrans hopes to obtain all the hydrogen for its trains from zero-emissions sources by 2030—a goal bolstered by a draft clean-­hydrogen rule issued by the Biden administration in 2023. California is one of seven “hydrogen hubs” in the US, public-private partnerships that will receive billions of dollars in subsidies from the Infrastructure Investment and Jobs Act for developing hydrogen technologies. It’s too early to say whether Caltrans will be able to procure funding for its hydrogen fueling stations and supply chains through these subsidies, Gradinger says, but it’s certainly a possibility. So far, California is the only US state to have purchased hydrogen trains. 

Advocates like Rizzo fear, however, that all this investment in hydrogen infrastructure will get in the way of more transformative changes to passenger rail in California. 

“Why are we putting millions of dollars into buying new trains and putting up all of this infrastructure and then expecting the same crappy service that we have now?” Rizzo says. “These systems could carry so many more passengers.” 

Rizzo’s group, and allies like the Rail Passenger Association of California and Nevada, think decarbonization is an opportunity to install the type of infrastructure that supports the vast majority of fast passenger train services around the world. Though the up-front investment in overhead wire is high, electrification reduces operating costs by providing constant access to a cheap and efficient energy source. Electrification also improves acceleration so that trains can travel closer together, creating the potential for service patterns that function more like an urban metro system than a once-per-day Amtrak route. 

Caltrans has a long-term plan to dramatically increase rail service and speeds, which might eventually require electrification by overhead wire, also known as a catenary system. But at least for the next couple of decades, the agency believes, hydrogen is the most feasible way to meet the state’s ambitious climate goals. The money, the political will, and the stomach for a fight with the freight railroads and utility companies just aren’t there yet.  

“The gold standard is overhead catenary electrification, if you can do that,” Gradinger says. “But we aren’t going to get to a level of service on the intercity side for at least the next decade or two that would warrant investment in electrification.” 

Rizzo hopes that as the federal government puts more railroad emissions regulations in place, the case for electrifying rail by overhead wire will get stronger. Other countries have come to that conclusion: a 2015 policy change in India resulted in the electrification of nearly half the country’s track mileage in less than a decade. The United Kingdom’s Decarbonising Transport Plan states that electrification will be the “main way” to decarbonize the rail industry. 

These changes are still compatible with a robust freight industry. The world’s most powerful locomotives are electric, pulling ore-laden freight trains in South Africa and China. In 2002, Russia finished electrifying the 5,700-mile Trans-Siberian Railway, demonstrating that freight trains running on electric wire can travel very long distances over very harsh terrain.

Things may be starting to shift in the US as well, albeit slowly. BNSF appears to have softened its stance against electrification on a corridor it owns in Southern California, where it has agreed to allow California High-Speed Rail to construct overhead wire on its right of way. Rizzo and her group are looking to make these projects easier by sponsoring state legislation exempting overhead wire from the California Environmental Quality Act. That would prevent situations like a 2015 environmental lawsuit from the affluent Bay Area suburb of Atherton, over tree removal and visual impact, that delayed Caltrain’s electrification project for nearly two years.

New innovations could blur the lines between different kinds of green rail technologies. Caltrain has ordered a battery-­equipped electrified train that has the potential to charge up while traveling from San Francisco to San Jose and then run on a battery onward to Gilroy and Salinas. A similar system could someday be deployed in Southern California, where trains could charge through the Los Angeles metro area and run on batteries over more remote stretches to Santa Barbara and San Diego. 

New hydrogen technologies could also prove transformative for passenger rail. The FLIRT train doing laps in the Colorado desert is version 1.0. In the future, using ammonia as a hydrogen carrier could result in much longer range for hydrogen trains, as well as more seamless refueling. “With hydrogen, there’s a lot more room to grow,” Taraszkiewicz says.

But in a country that has invested little in passenger rail over the past century, new technology can only do so much, Taraszkiewicz cautions. America’s railroads all too often lack passing tracks, grade-separated road crossings, and modern signaling systems. The main impediment to faster, more frequent passenger service “is not the train technology,” he says. “It’s everything else.”

Benjamin Schneider is a freelance writer covering housing, transportation, and urban policy.

How to build a thermal battery

This article is from The Spark, MIT Technology Review’s weekly climate newsletter. To receive it in your inbox every Wednesday, sign up here.

The votes have been tallied, and the results are in. The winner of the 11th Breakthrough Technology, 2024 edition, is … drumroll please … thermal batteries! 

While the editors of MIT Technology Review choose the annual list of 10 Breakthrough Technologies, in 2022 we started having readers weigh in on an 11th technology. And I don’t mean to flatter you, but I think you picked a fascinating one this year. 

Thermal energy storage is a convenient way to stockpile energy for later. This could be crucial in connecting cheap but inconsistent renewable energy with industrial facilities, which often require a constant supply of heat. 

I wrote about why this technology is having a moment, and where it might wind up being used, in a story published Monday. For the newsletter this week, let’s take a deeper look at the different kinds of thermal batteries out there, because there’s a wide world of possibilities. 

Step 1: Choose your energy source

In the journey to build a thermal battery, the crucial first step is to choose where your heat comes from. Most of the companies I’ve come across are building some sort of power-to-heat system, meaning electricity goes in and heat comes out. Heat often gets generated by running a current through a resistive material in a process similar to what happens when you turn on a toaster.

Some projects may take electricity directly from sources like wind turbines or solar panels that aren’t hooked up to the grid. That could reduce energy costs, since you don’t have to pay surcharges built into grid electricity rates, explains Jeffrey Rissman, senior director of industry at Energy Innovation, a policy and research firm specializing in energy and climate. 

Otherwise, thermal batteries can be hooked up to the grid directly. These systems could allow a facility to charge up when electricity prices are low or when there’s a lot of renewable energy on the grid. 

Some thermal storage systems are soaking up waste heat rather than relying on electricity. Brenmiller Energy, for example, is building thermal batteries that can be charged up with heat or electricity, depending on the customer’s needs. 

Depending on the heat source, systems using waste heat may not be able to reach temperatures as high as their electricity-powered counterparts, but they could help increase the efficiency of facilities that would otherwise waste that energy. There’s especially high potential for high-temperature processes, like cement and steel production. 

Step 2: Choose your storage material

Next up: pick out a heat storage medium. These materials should probably be inexpensive and able to reach and withstand high temperatures. 

Bricks and carbon blocks are popular choices, as they can be packed together and, depending on the material, reach temperatures well over 1,000 °C (1,800 °F). Rondo Energy, Antora Energy, and Electrified Thermal Solutions are among the companies using blocks and bricks to store heat at these high temperatures. 

Crushed-up rocks are another option, and the storage medium of choice for Brenmiller Energy. Caldera is using a mixture of aluminum and crushed rock. 

Molten materials can offer even more options for delivering thermal energy later, since they can be pumped around (though this can also add more complexity to the system). Malta is building thermal storage systems that use molten salt, and companies like Fourth Power are using systems that rely in part on molten metals. 

Step 3: Choose your delivery method

Last, and perhaps most important, is deciding how to get energy back out of your storage system. Generally, thermal storage systems can deliver heat, use it to generate electricity, or go with some combination of the two. 

Delivering heat is the most straightforward option. Typically, air or another gas gets blown over the hot thermal storage material, and that heated gas can be used to warm up equipment or to generate steam. 

Some companies are working to use heat storage to deliver electricity instead. This could allow thermal storage systems to play a role not only in industry but potentially on the electrical grid as an electricity storage solution. One downside? These systems generally take a hit on efficiency, the amount of energy that can be returned from storage. But they may be right for some situations, such as facilities that need both heat and electricity on demand. Antora Energy is aiming to use thermophotovoltaic materials to turn heat stored in its carbon blocks back into electricity. 

Some companies plan to offer a middle path, delivering a combination of heat and electricity, depending on what a facility needs. Rondo Energy’s heat batteries can deliver high-pressure steam that can be used either for heating alone or to generate some electricity using cogeneration units. 

The possibilities are seemingly endless for thermal batteries, and I’m seeing new players with new ideas all the time. Stay tuned for much more coverage of this hot technology (sorry, I had to). 


Now read the rest of The Spark

Related reading

Read more about why thermal batteries won the title of 11th breakthrough technology in my story from Monday.

I first wrote about heat as energy storage in this piece last year. As I put it then: the hottest new climate technology is bricks. 

Companies have made some progress in scaling up thermal batteries—our former fellow June Kim wrote about one new manufacturing facility in October.

VIRGINIA HANUSIK

Another thing

The state of Louisiana in the southeast US has lost over a million acres of its coast to erosion. A pilot project aims to save some homes in the state by raising them up to avoid the worst of flooding. 

It’s an ambitious attempt to build a solution to a crisis, and the effort could help keep communities together. But some experts worry that elevation projects offer too rosy an outlook and think we need to focus on relocation instead. Read more in this fascinating feature story from Xander Peters.

Keeping up with climate  

It can be easy to forget, but we’ve actually already made a lot of progress on addressing climate change. A decade ago, the world was on track for about 3.7 °C of warming over preindustrial levels. Today, it’s 2.7 °C with current actions and policies—higher than it should be but lower than it might have been. (Cipher News)

We’re probably going to have more batteries than we actually need for a while. Today, China alone makes enough batteries to satisfy global demand, which could make things tough for new players in the battery game. (Bloomberg

2023 was a record year for wind power. The world installed 117 gigawatts of new capacity last year, 50% more than the year before. (Associated Press)

Here’s what’s coming next for offshore wind. (MIT Technology Review)

Coal power grew in 2023, driven by a surge of new plants coming online in China and a slowdown of retirements in Europe and the US. (New York Times)

People who live near solar farms generally have positive feelings about their electricity-producing neighbors. There’s more negative sentiment among people who live very close to the biggest projects, though. (Inside Climate News)

E-scooters have been zipping through city streets for eight years, but they haven’t exactly ushered in the zero-emissions micro-mobility future that some had hoped for. Shared scooters can cut emissions, but it all depends on rider behavior and company practices. (Grist)

The grid could use a renovation. Replacing existing power lines with new materials could double grid capacity in many parts of the US, clearing the way for more renewables. (New York Times

The first all-electric tugboat in the US is about to launch in San Diego. The small boats are crucial to help larger vessels in and around ports, and the fossil-fuel-powered ones are a climate nightmare. (Canary Media)

The inadvertent geoengineering experiment that the world is now shutting off

This article is from The Spark, MIT Technology Review’s weekly climate newsletter. To receive it in your inbox every Wednesday, sign up here.

Usually when we talk about climate change, the focus is squarely on the role that greenhouse-gas emissions play in driving up global temperatures, and rightly so. But another important, less-known phenomenon is also heating up the planet: reductions in other types of pollution.

In particular, the world’s power plants, factories, and ships are pumping much less sulfur dioxide into the air, thanks to an increasingly strict set of global pollution regulations. Sulfur dioxide creates aerosol particles in the atmosphere that can directly reflect sunlight back into space or act as the “condensation nuclei” around which cloud droplets form. More or thicker clouds, in turn, also cast away more sunlight. So when we clean up pollution, we also ease this cooling effect. 

Before we go any further, let me stress: cutting air pollution is smart public policy that has unequivocally saved lives and prevented terrible suffering. 

The fine particulate matter produced by burning coal, gas, wood, and other biomatter is responsible for millions of premature deaths every year through cardiovascular disease, respiratory illnesses, and various forms of cancer, studies consistently show. Sulfur dioxide causes asthma and other respiratory problems, contributes to acid rain, and depletes the protective ozone layer. 

But as the world rapidly warms, it’s critical to understand the impact of pollution-fighting regulations on the global thermostat as well. Scientists have baked the drop-off of this cooling effect into net warming projections for the coming decades, but they’re also striving to obtain a clearer picture of just how big a role declining pollution will play.

A new study found that reductions in emissions of sulfur dioxide and other pollutants are responsible for about 38%, as a middle estimate, of the increased “radiative forcing” observed on the planet between 2001 and 2019. 

An increase in radiative forcing means that more energy is entering the atmosphere than leaving it, as Kerry Emanuel, a professor of atmospheric science at MIT, lays out in a handy explainer here. As that balance has shifted in recent decades, the difference has been absorbed by the oceans and atmosphere, which is what is warming up the planet. 

The remainder of the increase is “mainly” attributable to continued rising emissions of heat-trapping greenhouse gases, says Øivind Hodnebrog, a researcher at the Center for International Climate and Environment Research in Norway and lead author of the paper, which relied on climate models, sea-surface temperature readings, and satellite observations.

The study underscores the fact that as carbon dioxide, methane, and other gases continue to drive up temperature​​s, parallel reductions in air pollution are revealing more of that additional warming, says Zeke Hausfather, a scientist at the independent research organization Berkeley Earth. And it’s happening at a point when, by most accounts, global warming is about to begin accelerating or has already started to do so. (There’s ongoing debate over whether researchers can yet detect that acceleration and whether the world is now warming faster than researchers had expected.)

Because of the cutoff date, the study did not capture a more recent contributor to these trends. Starting in 2020, under new regulations from the International Maritime Organization, commercial shipping vessels have also had to steeply reduce the sulfur content in fuels. Studies have already detected a decrease in the formation of “ship tracks,” or the lines of clouds that often form above busy shipping routes. 

Again, this is a good thing in the most important way: maritime pollution alone is responsible for tens of thousands of early deaths every year. But even so, I have seen and heard of suggestions that perhaps we should slow down or alter the implementation of some of these pollution policies, given the declining cooling effect.

A 2013 study explored one way to potentially balance the harms and benefits. The researchers simulated a scenario in which the maritime industry would be required to use very low-sulfur fuels around coastlines, where the pollution has the biggest effect on mortality and health. But then the vessels would double the fuel’s sulfur content when crossing the open ocean. 

In that hypothetical world, the cooling effect was a bit stronger and premature deaths declined by 69% with respect to figures at the time, delivering a considerable public health improvement. But notably, under a scenario in which low-sulfur fuels were required across the board, mortality declined by 96%, a difference of more than 13,000 preventable deaths every year.

Now that the rules are in place and the industry is running on low-sulfur fuels, intentionally reintroducing pollution over the oceans would be a far more controversial matter.

While society basically accepted for well over a century that ships were inadvertently emitting sulfur dioxide into the air, flipping those emissions back on for the purpose of easing global warming would amount to a form of solar geoengineering, a deliberate effort to tweak the climate system.

Many think such planetary interventions are far too powerful and unpredictable for us to muck around with. And to be sure, this particular approach would be one of the more ineffective, dangerous, and expensive ways to carry out solar geoengineering, if the world ever decided it should be done at all. The far more commonly studied concept is emitting sulfur dioxide high in the stratosphere, where it would persist for longer and, as a bonus, not be inhaled by humans. 

On an episode of the Energy vs. Climate podcast last fall, David Keith, a professor at the University of Chicago who has closely studied the topic, said that it may be possible to slowly implement solar geoengineering in the stratosphere as a means of balancing out the reduced cooling occurring from sulfur dioxide emissions in the troposphere.

“The kind of solar geoengineering ideas that people are talking about seriously would be a thin wedge that would, for example, start replacing what was happening with the added warming we have from unmasking the aerosol cooling from shipping,” he said. 

Positioning the use of solar geoengineering as a means of merely replacing a cruder form that the world was shutting down offers a somewhat different mental framing for the concept—though certainly not one that would address all the deep concerns and fierce criticisms.


Now read the rest of The Spark 

Read more from MIT Technology Review’s archive: 

Back in 2018, I wrote a piece about the maritime rules that were then in the works and the likelihood that they would fuel additional global warming, noting that we were “about to kill a massive, unintentional” experiment in solar geoengineering.

Another thing

Speaking of the concerns about solar geoengineering, late last week I published a deep dive into Harvard’s unsuccessful, decade-long effort to launch a high-altitude balloon to conduct a tiny experiment in the stratosphere. I asked a handful of people who were involved in the project or followed it closely for their insights into what unfolded, the lessons that can be drawn from the episode—and their thoughts on what it means for geoengineering research moving forward.

Keeping up with Climate 

Yup, as the industry predicted (and common sense would suggest), this week’s solar eclipse dramatically cut solar power production across North America. But for the most part, grid operators were able to manage their systems smoothly, minus a few price spikes, thanks in part to a steady buildout of battery banks and the availability of other sources like natural gas and hydropower. (Heatmap)

There’s been a pile-up of bad news for Tesla in recent days. First, the company badly missed analyst expectations for vehicle deliveries during the first quarter. Then, Reuters reported that the EV giant has canceled plans for a low-cost, mass-market car. That may have something to do with the move to “prioritize the development of a robotaxi,” which the Wall Street Journal then wrote about. Over on X, Elon Musk denied the Reuters story, sort ofposting that “Reuters is lying (again).” But there’s a growing sense that his transformation into a “far-right activist” is exacting an increasingly high cost on his personal and business brands. (Wall Street Journal)

In a landmark ruling this week, the European Court of Human Rights determined that by not taking adequate steps to address the dangers of climate change, including increasingly severe heat waves that put the elderly at particular risk, Switzerland had violated the human rights of a group of older Swiss women who had brought a case against the country. Legal experts say the ruling creates a precedent that could unleash many similar cases across Europe. (The Guardian)

How to reopen a nuclear power plant

A shut-down nuclear power plant in Michigan could get a second life thanks to a $1.52 billion loan from the US Department of Energy. If successful, it will be the first time a shuttered nuclear power plant reopens in the US.  

Palisades Power Plant shut down on May 20, 2022, after 50 years of generating low-carbon electricity. But the plant’s new owner thinks economic conditions have improved in the past few years and plans to reopen by the end of 2025.

A successful restart would be a major milestone for the US nuclear fleet, and the reactor’s 800 megawatts of capacity could help inch the country closer to climate goals. But reopening isn’t as simple as flipping on a light switch—there are technical, administrative, and regulatory hurdles ahead before Palisades can start operating again. Here’s what it takes to reopen a nuclear power plant.

Step 1: Stay ready

One of the major reasons Palisades has any shot of restarting is that the site’s new owner has been planning on this for years. “Technically, the stars had all aligned for the plant to stay operating,” says Patrick White, research director at the Nuclear Innovation Alliance, a nonprofit think tank.

Holtec International supplies equipment for nuclear reactors and waste and provides services like decommissioning nuclear plants. Holtec originally purchased Palisades with the intention of shutting it down, taking apart the facilities, and cleaning up the site. The company has decommissioned other recently shuttered nuclear plants, including Indian Point Energy Center in New York. 

Changing economic conditions have made continued operation too expensive to justify for many nuclear power plants, especially smaller ones. Those with a single, relatively small reactor, like Palisades, have been the most vulnerable.  

Once a nuclear power plant shuts down, it can quickly become difficult to start it back up. As with a car left out in the yard, White says, “you expect some degradation.” Maintenance and testing of critical support systems might slow down or stop. Backup diesel generators, for example, would need to be checked and tested regularly while a reactor is online, but they likely wouldn’t be treated the same way after a plant’s shutdown, White says.

Holtec took possession of Palisades in 2022 after the reactor shut down and the fuel was removed. Even then, there were already calls to keep the plant’s low-carbon power on the grid, says Nick Culp, senior manager for government affairs and communications at Holtec.

The company quickly pivoted and decided to try to keep the plant open, so records and maintenance work largely continued. “It looks like it shut down yesterday,” Culp says.

Because of the continued investment of time and resources, starting the plant back up will be more akin to restarting after a regular refueling or maintenance outage than starting a fully defunct plant. After maintenance is finished and fresh fuel loaded in, the Palisades reactor could restart and provide enough electricity for roughly 800,000 homes.

Step 2: Line up money and permission

Support has poured in for Palisades, with the state of Michigan setting aside $300 million in funding for the plant’s restart in the last two years. And now, the Department of Energy has issued a conditional loan commitment for $1.52 billion.

Holtec will need to meet certain technical and legal conditions to get the loan money, which will eventually be repaid with interest. (Holtec and the DOE Loan Programs Office declined to give more information about the loan’s conditions or timeline.)

The state funding and federal loan will help support the fixes and upgrades needed for the plant’s equipment and continue paying the approximately 200 workers who have stayed on since its shutdown. The plant employed about 700 people while it was operating, and the company is now working on rehiring additional workers to help with the restart, Culp says.  

One of the major remaining steps in a possible Palisades restart is getting authorization from regulators, as no plant in the US has restarted operations after shutting down. “We’re breaking new ground here,” says Jacopo Buongiorno, a professor of nuclear engineering at MIT. 

The Nuclear Regulatory Commission oversees nuclear power plants in the US, but the agency doesn’t have a specific regulatory framework for restarting operations at a nuclear power plant that has shut down and entered decommissioning, White says. The NRC created a panel that will oversee reopening efforts.

Palisades effectively gave up the legal right to operate when it shut down and took the fuel out of the reactor. Holtec will need to submit detailed plans to the NRC with information about how it plans to reopen and operate the plant safely. Holtec formally began the process of reauthorizing operations with the NRC in October 2023 and plans to submit the rest of its materials this year.

Step 3: Profit?

If regulators sign off, the plan is to have Palisades up and running again by the end of 2025. The fuel supply is already lined up, and the company has long-term buyers committed for the plant’s full power output, Culp says.

If all goes well, the plant could be generating power until at least 2051, 80 years after it originally began operations.

Expanded support for low-carbon electricity sources, and nuclear in particular, have helped make it possible to extend the life of older plants across the US. “This restart of a nuclear plant represents a sea change in support for clean firm power,” says Julie Kozeracki, a senior advisor for the US Department of Energy’s Loan Programs Office.

As of last year, a majority of Americans (57%) support more nuclear power in the country, up from 43% in 2016, according to a poll from the Pew Research Center. There’s growing funding available for the technology as well, including billions of dollars in tax credits for nuclear and other low-carbon energy included in the Inflation Reduction Act

Growing support and funding, alongside rising electricity prices, contribute to making existing nuclear plants much more valuable than they were just a few years ago, says MIT’s Buongiorno. “Everything has changed,” he adds.   

But even a successful Palisades restart wouldn’t mean that we’ll see a wave of other shuttered nuclear plants reopening around the US. “This is a really rare case where you had someone doing a lot of forward thinking,” White says. For other plants that are nearing decommissioning, it would be cheaper, simpler, and more efficient to extend their operations rather than allowing them to shut down in the first place. 

Update: This story has been updated with additional details regarding how the NRC may reauthorize Palisades Nuclear Plant.

The hard lessons of Harvard’s failed geoengineering experiment

In late March of 2017, at a small summit in Washington, DC, two Harvard professors, David Keith and Frank Keutsch, laid out plans to conduct what would have been the first solar geoengineering experiment in the stratosphere.

Instead, it became the focal point of a fierce public debate over whether it’s okay to research such a controversial topic at all.

The basic concept behind solar geoengineering is that by spraying certain particles high above the planet, humans could reflect some amount of sunlight back into space as a means of counteracting climate change. 

The Harvard researchers hoped to launch a high-altitude balloon, tethered to a gondola equipped with propellers and sensors, from a site in Tucson, Arizona, as early as the following year. After initial equipment tests, the plan was to use the aircraft to spray a few kilograms of material about 20 kilometers (12.4 miles) above Earth and then fly back through the plume to measure how reflective the particles were, how readily they dispersed, and other variables. 

But the initial launch didn’t happen the following year, nor the next, the next, or the next—not in Tucson, nor at a subsequently announced site in Sweden. Complications with balloon vendors, the onset of the covid pandemic, and challenges in finalizing decisions between the team, its advisory committee, and other parties at Harvard kept delaying the project—and then fervent critiques from environmental groups, a Northern European Indigenous organization, and other opponents finally scuttled the team’s plans.

Critics, including some climate scientists, have argued that an intervention that could tweak the entire planet’s climate system is too dangerous to study in the real world, because it’s too dangerous to ever use. They fear that deploying such a powerful tool would inevitably cause unpredictable and dangerous side effects, and that the world’s countries could never work together to use it in a safe, equitable, and responsible way.

These opponents believe that even discussing and researching the possibility of such climate interventions eases pressures to rapidly cut greenhouse-gas emissions and increases the likelihood that a rogue actor or solitary nation will one day begin spraying materials into the stratosphere without any broader consensus. Unilateral use of the tool, with its potentially calamitous consequences for some regions, could set nations on a collision course toward violent conflicts.

Harvard’s single, small balloon experiment, known as the Stratospheric Controlled Perturbation Experiment, or SCoPEx, came to represent all of these fears—and, in the end, it was more than the researchers were prepared to take on. Last month, a decade after the project was first proposed in a research paper, Harvard officially announced the project’s termination, as first reported by MIT Technology Review.

“The experiment became this proxy for a kind of debate about whether solar geoengineering research should move forward,” Keith says. “And that’s, I think, the ultimate reason why Frank and I decided to pull the plug. There’s no way, given that weight that SCoPEx had come to hold, it made sense to move forward.”

I’ve been writing about solar geoengineering for more than a decade. I reported on the conference in 2017, and I continued to cover the team’s evolving plans over the following years. So the cancellation of the project left me puzzling over why it failed, and what that failure says about the latitude that researchers have to explore such a controversial subject.

In recent days, I asked a handful of people who were involved in the project or followed it closely for their insights and thoughts on what unfolded, what lessons can be drawn from the episode—and what it means for geoengineering research moving forward.

Few of the people I spoke with believe it spells the end of outdoor experiments in solar geoengineering, but some argue that it should—and others believe any future proposals should proceed in a very different way if researchers hope to avoid the same fate.

A short history of SCoPEx

Nature offered the inspiration for solar geoengineering: massive volcanic eruptions in the past have cooled global temperatures by emitting vast amounts of sulfur dioxide, which eventually form sulfuric acid aerosols that reflect away solar radiation. 

The 1991 eruption of Mount Pinatubo in the Philippines, for instance, blasted nearly 20 million tons of sulfur dioxide into the stratosphere, cooling global surface temperatures by around 0.5 °C for months.

But one concern about relying on the gas for geoengineering is that sulfuric acid also depletes the ozone layer, which shields life on Earth from harmful ultraviolet light. So some researchers, including Keith, have used computer models to explore whether we could reduce or even reverse that side effect by replacing sulfur dioxide with other substances, including diamond dust, alumina, or calcium carbonate

The SCoPEx researchers discussed the possibility of releasing several materials over a series of flights, including sulfuric acid, but they mainly emphasized calcium carbonate.

They hoped that the data from the launches could refine the accuracy of geoengineering simulations and improve our understanding of the technology’s potential benefits and risks.

“You have to go measure things in the real world, because nature surprises you,” Keith said at that conference in 2017.

He has continually stressed that the amount of material involved would represent a small fraction of the particulate pollution already emitted by planes, and that doing the same experiment for any other scientific purpose wouldn’t have raised an eyebrow.

But theirs became a lightning rod. In their effort to be upfront and transparent about their plans, Keith believes, they set off a self-reinforcing cycle of overheated press coverage and fierce attacks from critics, all of which inflated public concerns about what he contends was an ordinary experiment with negligible environmental impact. 

The team’s initial hopes for launching a balloon in Arizona in 2018 never came to fruition because the balloon vendor they were working with, World View, stopped launching payloads of the necessary weight, Keith says. (The company didn’t respond to an inquiry before press time.)

But the researchers continued to develop the equipment and aircraft in the labs at Harvard, and the university set up an oversight panel that began reviewing the team’s plans and developing guidelines for engaging with the public.

Eventually, the researchers shifted their focus to Sweden, where they began planning a launch to test the aircraft’s equipment, working with the Swedish Space Corporation. The balloon was set to lift off from the Esrange Space Center in Kiruna in the summer of 2021.

The aircraft would not have released any materials during that launch. But anti-geoengineering groups, environmental organizations, Swedish environmental activist Greta Thunberg, the Saami Council (which represents the Indigenous Saami peoples of Northern Europe), and the board of the Royal Swedish Academy of Sciences all criticized the plan, putting pressure on the aerospace company, the research team, and the advisors to halt the launch. 

Solar geoengineering “is a technology that entails risks of catastrophic consequences, including the impact of uncontrolled termination, and irreversible sociopolitical effects that could compromise the world’s necessary efforts to achieve zero-carbon societies,” the Saami Council wrote in a letter to the advisory committee. “There are therefore no acceptable reasons for allowing the SCoPEx project to be conducted either in Sweden or elsewhere.”

In response, the advisory committee recommended that the researchers delay their plans until they had conducted conversations about the project with the public and concerned parties. In late March of 2021, the team and the company agreed to stand down.

The project never regained traction from there.

Last spring, Keith moved to the University of Chicago, where he now leads the Climate Systems Engineering initiative, a multidisciplinary research effort dedicated to improving understanding of solar geoengineering, carbon removal, and other interventions that could counteract the effects of climate change.

A few months later, the research team informed the advisory committee that it had “suspended work” on the experiment. Then, last month, Keutsch officially confirmed he’s no longer pursuing the project.

“I felt that it was time to focus on other innovative research avenues in the incredibly important field of [solar radiation modification] that promise impactful results,” he said in an email.

Too dangerous to study

Plenty of observers are pleased with the outcome. 

Hundreds of researchers from a variety of disciplines have signed an open letter calling for an “International Non-Use Agreement on Solar Geoengineering,” stating that governments should commit to “ban outdoor experiments of solar geoengineering.”

Jennie Stephens, a professor of sustainability science and policy at Northeastern University, was one of the letter’s signatories. She argues that the SCoPEx experiment was particularly dangerous, because the funding, attention, and prestige of Harvard conferred legitimacy on planet-scale interventions that, to her mind, can never be safely governed or controlled.

She argues that even if the researchers have the best of intentions, solar geoengineering would ultimately be deployed by people or nations with money and power in ways that most benefit their interests, even if it meant disastrous consequences for other areas. Some research, for instance, suggests that solar geoengineering could significantly reduce rainfall in certain areas and might reduce the yields of some staple crops. While one block of nations might decide to use geoengineering to ease heat waves, what if that reduced the summer monsoons and the food supplies across parts of India or West Africa?

“There’s no way to even imagine deploying it on a global scale so that everybody would benefit,” she says. “Some people would be screwed, and some people may have reduced suffering. So it’s creating one more mechanism by which to interfere with the Earth systems and then privilege some and disadvantage others.”

Openness

But many believe it’s essential to learn more about the role that solar geoengineering could play in easing global warming, and whether the side effects could be moderated. There’s a simple reason: if it does work well, it could save many lives and ease suffering as climate change accelerates. 

For these observers, then, the question is: What lessons can be drawn to ensure that other experiments can go forward? And perhaps of equal importance: What lessons shouldn’t be drawn from SCoPEx?

Some researchers in the field fear that the broader takeaway from the termination of the project will be that the Harvard team chose to be too open about its intentions.

The “organized opposition to even the concept of outdoor experiments” makes it difficult for other research groups to pursue similar work and “may increase the probability of rogue actors,” says Michael Gerrard, faculty director of Columbia University’s Sabin Center for Climate Change Law, who served on the advisory committee. He notes that such activities are largely unregulated.

Immediately following the news that Harvard was no longer pursuing the project, several figures in the cleantech industry took to social media to say that people could, or should, release particles into the stratosphere on their own.

While the Harvard team’s public plans were going nowhere, several other individuals claimed to have simply started launching stratosphere-bound balloons without any announcements in advance. They include the CEO of Make Sunsets, a venture-backed geoengineering startup, as well as Andrew Lockley, an independent researcher in the UK. 

Meanwhile, earlier this week, a University of Washington-led research group conducted a small experiment in marine cloud brightening, another form of solar geoengineering, on a decommissioned aircraft carrier anchored off the coast of Alameda, California, according to the New York Times. The team “kept the details tightly held, concerned that critics would try to stop them,” the newspaper reported.

Keith himself is “strongly opposed” to doing anything “rogue,” in the sense of illegal, or to conducting any such research in this field outside of the normal scientific process. And he says that “not being open at all” isn’t the right strategy.  

But he is wrestling with how up-front researchers should be. The level of early notice and transparency they strived for “maybe really doesn’t work in a conflictual environment,” he observes. “So maybe we should have been significantly less open and had a few limited sets of checks.”

Sikina Jinnah, a professor of environmental studies at the University of California, Santa Cruz, who joined the project’s advisory committee after the Sweden decision, draws the opposite lesson about transparency and engagement. 

She says that the Harvard team never got to the point of engaging with the public about its plans in any formal way in Sweden, and she stresses that such conversations should begin much earlier in the process. (This was also one of the main conclusions in the committees’ final report on the experiment, which was released last month.)

“Early engagement, I think, is one of the big take-home lessons,” she says. “And not just sort of cursory ‘giving a public talk’ kind of engagement, but really moving to iterative engagement with communities about their concerns, about questions they may be interested in, and really starting to reframe that kind of engagement process as one that’s not detrimental to the research effort but can actually enhance research and enrich it in ways that are socially beneficial.”

Scientific merit

Other observers believe there was a more basic problem with SCoPEx.

“Most of the scientists in the field didn’t feel like it was a particularly essential experiment,” said Douglas MacMartin, an associate professor at Cornell University who focuses on solar geoengineering, in an email.

As a result, there wasn’t a rush to defend it, he added.

MacMartin explained that the project was more focused on studying alternative aerosols, mainly calcium carbonate, rather than addressing unknowns concerning the substance that most people think would be used: sulfur dioxide. 

That’s because scientists know much more about its overall effects and can model them more accurately, since volcanoes already add the gas to the stratosphere naturally. Climate models also suggest that the impact on ozone would be minimal “and thus not worrisome enough to justify turning to a less-well-understood material,” he said.

Alan Robock, a climate scientist at Rutgers who has highlighted the potential risks of geoengineering, echoed this concern. 

“I don’t think this project ever had a good science question,” he says. “I think it was more driven by wanting to build something, the engineering.”

MacMartin says the crucial starting questions for experiments in this field are what gaps in our understanding such research could fill and whether that information would help to inform decisions about geoengineering. And it’s the pursuit of those answers that should be communicated as the rationale to the public.

But, he says, too often the SCoPEx researchers articulated their case for the work along the lines of, “Hey, this is small—you should let us do it because we want to.”

In an email, Keutsch noted that one of the things they hoped to better understand through the experiment was how plumes of injected particles spread out and mix in the stratosphere. In addition, Keith noted that they did discuss releasing and studying sulfuric acid as well, though they tended to talk more about calcium carbonate.

Broader scientific program

Another concern about the project from early on was that it was a one-off, privately funded experiment, moving ahead outside of any broader, government-backed research program. (Funding came from grants that Harvard provided the researchers as new professors and through the university’s Solar Geoengineering Research Program, which has raised money from the Alfred P. Sloan Foundation, the Hewlett Foundation, the Pritzker Innovation Fund, and other groups and individuals.) For less touchy subjects, such an experiment might be funded and overseen through a federal scientific body like the US National Science Foundation. 

That meant the university had to set up an advisory board if the institution wanted standard scientific oversight—and it meant that that committee had to craft its own rules for how such experiments should proceed, even as the researchers were taking steps toward an initial launch to test out their hardware.

Given the sensitivity of the topic, some observers believe that outdoor solar geoengineering experiments should only proceed through broader, public research programs involving scientific bodies with established practices for evaluating scientific merit, ethics, and environmental impact. Ideally, such programs would include “society-wide engagement,” tapping a variety of experts to impartially inform significant portions of the public about such interventions, explore their areas of concern, and, crucially, use that input to inform the design of the research program, says Holly Buck, an environmental social scientist at the University at Buffalo and author of After Geoengineering.

“Unless government is convening a serious engagement process where they are going to incorporate what they hear into policy in this area, I would expect any sort of outdoor experiment to meet a similar kind of resistance,” she said in an email.

Several nations have set up small-scale research efforts in the field, including the US and China. But a comprehensive program of this sort would require far more funding than has been allocated to date. A 2021 National Academies report recommended that the US government establish a cross-agency research program in solar geoengineering, backed by $100 million to $200 million over a five-year period. 

Future experiments 

Keith himself owns up to several mistakes in the research effort, including failing to anticipate that opponents would raise concerns over the basic hardware test in Sweden. He also says the team was wrong to move ahead without having a public engagement plan in place. The public failure of SCoPEx, he believes, will probably make it more difficult for other experiments in the stratosphere to go forward.

“Which is really sad,” he says. “And I apologize, and it’s a failure.”

But he also says there is still room for other groups to pursue outdoor experiments, and he believes the odds are strong that someone will.

Indeed, there are numerous indicators of growing interest in researching this field and providing funding for it. As noted, the US government is developing a research program. The Environmental Defense Fund is considering supporting scientists in the area and recently held a meeting to discuss guardrails that should govern such work. And a number of major philanthropies that haven’t supported the field in the past are in advanced discussions to provide funding to research groups, sources tell MIT Technology Review.

Meanwhile, under Keith, the University of Chicago is working to hire 10 faculty researchers in this area.

He says he wouldn’t look to lead an outdoor experiment himself at this point, but he does hope that people working with him at the Climate Systems Engineering Initiative would, if it could offer insights into the scientific questions they’re exploring. 

“I absolutely want to see experiments happen from the University of Chicago,” he says.

Why the lifetime of nuclear plants is getting longer

This article is from The Spark, MIT Technology Review’s weekly climate newsletter. To receive it in your inbox every Wednesday, sign up here.

Aging can be scary. As you get older, you might not be able to do everything you used to, and it can be hard to keep up with the changing times. Just ask nuclear reactors.

The average age of reactors in nuclear power plants around the world is creeping up. In the US, which has more operating reactors than any other country, the average reactor is 42 years old, as of 2023. Nearly 90% of reactors in Europe have been around for 30 years or more

Older reactors, especially smaller ones, have been shut down in droves due to economic pressures, particularly in areas with other inexpensive sources of electricity, like cheap natural gas. But there could still be a lot of life left in older nuclear reactors. 

The new owner of a plant in Michigan that was shut down in 2022 is now working to reopen it, as I reported in my latest story. If the restart is successful, the plant could operate for a total of 80 years. Others are seeing 20-year extensions to their reactors’ licenses. Extending the lifetime of existing nuclear plants could help cut emissions and is generally cheaper than building new ones. So just how long can we expect nuclear power plants to last? 

In the US, the Nuclear Regulatory Commission (NRC) licenses nuclear reactors for 40-year operating lifespans. But plants can certainly operate longer than that, and many do. 

The 40-year timeline wasn’t designed to put an endpoint on a plant’s life, says Patrick White, research director at the Nuclear Innovation Alliance, a nonprofit think tank. Rather, it was meant to ensure that plants would be able to operate long enough to make back the money invested in building them, he says. 

The NRC has granted 20-year license extensions to much of the existing US nuclear fleet, allowing them to operate for 60 years. Now some operators are applying for an additional extension. A handful of reactors have already been approved to operate for a total of 80 years, including two units at Turkey Point in Florida. Getting those extensions has been bumpy, though. The NRC has since partially walked back some of its approvals and is requiring several of the previously approved sites to go through additional environmental reviews using more recent data. 

And while the oldest operating reactors in the world today are only 54, there’s already early research investigating extending lifetimes to 100 years, White says. 

The reality is that a nuclear power plant has very few truly life-limiting components. Equipment like pumps, valves, and heat exchangers in the water cooling system and support infrastructure can all be maintained, repaired, or replaced. They might even get upgraded as technology improves to help a plant generate electricity more efficiently. 

Two main components determine a plant’s lifetime: the reactor pressure vessel and the containment structure, says Jacopo Buongiorno, a professor of nuclear engineering at MIT. 

  • The reactor pressure vessel is the heart of a nuclear power plant, containing the reactor core as well as the associated cooling system. The structure must keep the reactor core at a high temperature and pressure without leaking. 
  • The containment structure is a shell around the nuclear reactor. It is designed to be airtight and to keep any radioactive material contained in an emergency. 

Both components are crucial to the safe operation of a nuclear power plant and are generally too expensive or too difficult to replace. So as regulators examine applications for extending plant lifetimes, they are the most concerned about the condition and lifespan of those components, Buongiorno says. 

Researchers are searching for new ways to tackle issues that have threatened to take some plants offline, like the corrosion that chewed through reactor components in one Ohio plant, causing it to be closed for two years. New ways of monitoring the materials inside nuclear power plants, as well as new materials that resist degradation, could help reactors operate more safely, for longer. 

Extending the lifetime of nuclear plants could help the world meet clean energy and climate goals. 

In some places, shutting down nuclear power plants can result in more carbon pollution as fossil fuels are brought in to fill the gap. When New York shut down its Indian Point nuclear plant in 2021, natural gas use spiked and greenhouse gas emissions rose

Germany shut down the last of its nuclear reactors in 2023, and the country’s emissions have fallen to a record low, though some experts say most of that drop has more to do with an economic slowdown than increasing use of renewables like wind and solar. 

Extending the global nuclear fleet’s lifetime by 10 years would add 26,000 terawatt-hours of low carbon electricity to the grid over the coming decades, according to a report from the International Atomic Energy Agency. That adds up to roughly a year’s worth of current global electricity demand. That could help cut emissions while the world expands low-carbon power capacity. 

So when it comes to cleaning up the power grid, there’s value in respecting your elders, including nuclear reactors. 


Now read the rest of The Spark

Related reading

A nuclear power plant in Michigan could be the first reactor in the US to reenter operation after shutting down, as I wrote in my latest story

Germany shut down the last of its nuclear reactors in 2023 after years of controversy in the country. Read more in our newsletter from last April.  

The next generation of nuclear reactors is getting more advanced. Kairos Power is working on cooling its reactors with salt instead of pressurized water, as I reported in January

Another thing

A total solar eclipse will sweep across the US on Monday, April 8. Yes, it will affect solar power, especially in states like Texas that have installed a lot of solar capacity since the 2017 eclipse. No, it probably won’t be a big issue for utilities, which are able to plan far in advance for the short dip in solar capacity. Read more in this story from Business Insider. 

Keeping up with climate  

Tesla’s EV sales slipped in the first quarter compared to last year. The automaker still outsold Chinese EV giant BYD, which briefly held the crown for EV sales in late 2023. (New York Times)

A startup is making cleaner steel in a commercial prototype. Electra wants to help tackle the 7% of global emissions that come from producing the material. (Bloomberg)

Burying plant waste can help remove carbon dioxide from the atmosphere. But there are problems with biomass burial, a growing trend in carbon removal. (Canary Media)

Shareholders are voting on whether recycling labels on Kraft Heinz products are deceptive. It’s part of a growing pushback against companies overselling the recyclability of their packaging. (Inside Climate News)

→ Think your plastic is being recycled? Think again. (MIT Technology Review)

Soil in Australia is shaping up to be a major climate problem. While soil is often pitched as a way to soak up carbon emissions, agriculture practices and changing weather conditions are turning things around. (The Guardian)

Two climate journalists attempted to ditch natural gas in their home. But electrification turned into quite the saga, illustrating some of the problems with efforts to decarbonize buildings. (Grist)

Solar panels are getting so cheap, some homes in Europe are sticking them on fences. With costs having more to do with installation than the cost of solar panels, we could see them going up in increasingly quirky places. (Financial Times)

The problem with plug-in hybrids? Their drivers.

Plug-in hybrids are supposed to be the best of both worlds—the convenience of a gas-powered car with the climate benefits of a battery electric vehicle. But new data suggests that some official figures severely underestimate the emissions they produce. 

According to new real-world driving data from the European Commission, plug-in hybrids produce roughly 3.5 times the emissions official estimates suggest. The difference is largely linked to driver habits: people tend to charge plug-in hybrids and drive them in electric mode less than expected.

“The environmental impact of these vehicles is much, much worse than what the official numbers would indicate,” says Jan Dornoff, a research lead at the International Council on Clean Transportation.

While conventional hybrid vehicles contain only a small battery to slightly improve fuel economy, plug-in hybrids allow fully electric driving for short distances. These plug-in vehicles typically have a range of roughly 30 to 50 miles (50 to 80 kilometers) in electric driving mode, with a longer additional range when using the secondary fuel, like gasoline or diesel. But drivers appear to be using much more fuel than was estimated.

According to the new European Commission report, drivers in plug-in hybrid vehicles produce about 139.4 grams of carbon dioxide for every kilometer driven, based on measurements of how much fuel vehicles use over time. On the other hand, official estimates from manufacturers, which are determined using laboratory tests, put emissions at 39.6 grams per kilometer driven.

Some of this gap can be explained by differences between the controlled conditions in a lab and real-world driving. Even conventional combustion-engine vehicles tend to have higher real-world emissions than official estimates suggest, though the gap is roughly 20%, not 200% or more as it is for plug-in hybrids.

The major difference comes down to how drivers tend to use plug-in hybrids. Researchers have noticed the problem in previous studies, some of them using crowdsourced data. 

In one study from the ICCT published in 2022, researchers examined real-world driving habits of people in plug-in hybrids. While the method used to determine official emissions values estimated that drivers use electricity to power vehicles 70% to 85% of the time, the real-world driving data suggested that vehicle owners actually used electric mode for 45% to 49% of their driving. And if vehicles were company-provided cars, the average was only 11% to 15%.

The difference between reality and estimates can be a problem for drivers, who may buy plug-in hybrids expecting climate benefits and gas savings. But if drivers are charging less than expected, the benefits might not be as drastic as promised. Trips taken in a plug-in hybrid cut emissions by only 23% relative to trips in a conventional vehicle, rather than the nearly three-quarters reduction predicted by official estimates, according to the new analysis.

“People need to be realistic about what they face,” Dornoff says. Driving the vehicles in electric mode as much as possible can help maximize the financial and environmental benefits, he adds.

It’s important to close the gap between expectations and reality not only for individuals’ sake, but also to ensure that policies aimed at cutting emissions have the intended effects. 

The European Union passed a law last year that will end sales of gas-powered cars in 2035. This is aimed at cutting emissions from transportation, a sector that makes up around one-fifth of global emissions. In the EU, manufacturers are required to have a certain average emissions value for all their vehicles sold. If plug-in hybrids are performing much worse in the real world than expected, it could mean the transportation sector is actually making less progress toward climate goals than it’s getting credit for.

Plug-in hybrids’ failure to meet expectations is also a problem in the US, says Aaron Isenstadt, a senior researcher at the ICCT based in San Francisco. Real-world fuel consumption was about 50% higher than EPA estimates in one ICCT study, for example. The gap between expectations and reality is smaller in the US partly because official emissions estimates are calculated differently, and partly because US drivers have different driving habits and may have better access to charging at home, Isenstadt says.

The Biden administration recently finalized new tailpipe emissions rules, which set guidelines for manufacturers about the emissions their vehicles can produce. The rules aim at ramping down emissions from new vehicles sold, so by 2032, roughly half of new cars sold in the US will need to produce zero emissions in order to meet the standards.

Both the EU and the US have plans to update estimates about how drivers are using plug-in hybrids, which should help policies in both markets better reflect reality. The EU will make an adjustment to estimates about driver behavior beginning in 2025, while the US will do so later, in 2027.

What to expect if you’re expecting a plug-in hybrid

This article is from The Spark, MIT Technology Review’s weekly climate newsletter. To receive it in your inbox every Wednesday, sign up here.

If you’ve ever eaten at a fusion restaurant or seen an episode of Glee, you know a mashup can be a wonderful thing. 

Plug-in hybrid vehicles should be the mashup that the auto industry needs right now. They can run a short distance on a small battery in electric mode or take on longer drives with a secondary fuel, cutting emissions without asking people to commit to a fully electric vehicle.

But all that freedom can come with a bit of a complication: plug-in hybrids are what drivers make them. That can wind up being a bad thing because people tend to use electric mode less than expected, meaning emissions from the vehicles are higher than anticipated, as I covered in my latest story.

So are you a good match for a plug-in hybrid? Here’s what you should know about the vehicles.

Electric range is limited, and conditions matter

Plug-in hybrids have a very modest battery, and that’s reflected in their range. Models for sale today can generally get somewhere between 25 and 40 miles of electric driving (that’s 40 to 65 kilometers), with a few options getting up to around the 50-mile (80 km) mark.

But winter conditions can cut into that range. Even gas-powered vehicles see fuel economy drop in cold weather, but electric vehicles tend to take a harder hit. Battery-powered vehicles can see a 25% reduction in range in freezing temperatures, or even more depending on how hard the heaters need to work and what sort of driving you’re doing.

In the case of a plug-in hybrid with a small battery, these range cuts can be noticeable even for modest commutes. I spoke with one researcher for a story in 2022 who told me that he uses his plug-in hybrid in electric mode constantly for about nine months out of the year. Charging once overnight gets him to and from his job most of the time, but in the winter, his range shrinks enough to require gas for part of the trip.

It might not be a problem for you lucky folks in California or the south of Spain, but if you’re in a colder climate, you might want to take these range limitations into account. Parking in a warmer place like a garage can help, and you can even preheat your vehicle while it’s plugged in to extend your range.

Charging is a key consideration

Realistically, if you don’t have the ability to charge consistently at home, a plug-in hybrid may not be the best choice for you.

EV drivers who don’t live in single-family homes with attached garages can get creative with charging. Some New York City drivers I’ve spoken with rely entirely on public fast chargers, stopping for half an hour or so to juice up their vehicles as needed.

But plug-in hybrids generally aren’t equipped to handle fast charging speeds, so forget about plugging in at a Supercharger. The vehicles are probably best for people who have access to a charger at home, in a parking garage, or at work. Depending on battery capacity, charging a plug-in hybrid can take about eight hours on a level 1 charger, and two to three hours on a level 2 charger. 

Most drivers with plug-in hybrids wind up charging them less than what official estimates suggest. That means on average, drivers are producing more emissions than they might expect and probably spending more on fuel, too. For more on setting expectations around plug-in hybrids, read more in my latest story here.

We could see better plug-in models soon (in some places, at least)

For US drivers, state regulations could mean that plug-in offerings could expand soon.  

California recently adopted rules that require manufacturers to sell a higher proportion of low-emissions vehicles. Beginning in 2026, automakers will need clean vehicles to represent 35% of sales, ramping up to 100% in 2035. Several other states have hopped on board with the regulations, including New York, Massachusetts, and Washington.

Plug-in hybrids can qualify under the California rules, but only if they have at least 50 miles (80 km) of electric driving range. That means that we could be seeing more long-range plug-in options very soon, says Aaron Isenstadt, a senior researcher at the International Council on Clean Transportation.

Some other governments aren’t supporting plug-in hybrids, or are actively pushing drivers away from the vehicles and toward fully electric options. The European Union will end sales of gas-powered cars in 2035, including all types of hybrids.

Ultimately, plug-in hybrid vehicles can help reduce emissions from road transportation in the near term, especially for drivers who aren’t ready or willing to make the jump to fully electric cars just yet. But eventually, we’ll need to move on from compromises to fully zero-emissions options.  


Now read the rest of The Spark

Related reading

Real-world driving habits can get in the way of the theoretical benefits of plug-in hybrids. For more on why drivers might be the problem, give my latest story a read

Plug-in hybrids probably aren’t going away anytime soon, as I wrote in December 2022

Still have questions about hybrids and electric vehicles? I answered a few of them for a recent newsletter. Check it out here.

Another thing

China has emerged as a dominant force in climate technology, especially in the world of electric vehicles. If you want to dig into how that happened, and what it means for the future of addressing climate change, check out the latest in our Roundtables series here

For a sampling of what my colleagues got into in this conversation, check out this story from Zeyi Yang about how China came to lead the world in EVs, and this one about how EV giant BYD is getting into shipping

Keeping up with climate  

The US Department of Energy just awarded $6 billion to 33 projects aimed at decarbonizing industry, from cement and steel to paper and food. (Canary Media)

→ Among the winners: Sublime Systems and Brimstone, two startups working on alternative cement. Read more about climate’s hardest problem in my January feature story. (MIT Technology Review)

In the latest in concerning insurance news, State Farm announced it won’t be renewing policies for 72,000 property owners in California. As fire seasons get worse, insuring properties gets riskier. (Los Angeles Times)

Surprise! Big fossil-fuel companies aren’t aligned with goals to limit global warming. A think tank assessed the companies’ plans and found that despite splashy promises, none of the 25 largest oil and gas companies meet targets set by the Paris Agreement. (The Guardian)

An AI model can predict flooding five days in advance. This and other AI tools could help better forecast dangerous scenarios in remote places with fewer flood gauges. (Bloomberg)

Boeing’s 737 Max planes have been all over the news with incidents including a door flying off on a recent Alaska Airlines flight. Some experts say the problems can be traced back in part to the company’s corner-cutting on sustainability efforts. (Heated)

In Denver, e-bike vouchers get snapped up like Taylor Swift tickets. The city is aiming to lower the cost of the vehicles for residents in an effort to reduce the total number of car trips. It’s obviously a popular program, though some experts question whether the funding could be more effective elsewhere. (Grist)

A nuclear plant in New York was shut down in 2021—and predictably, emissions went up. It’s been a step back for clean energy in the state, as natural gas has stepped in to fill the gap. (The Guardian)

Germany used to be a solar superpower, but China has come to dominate the industry. Some domestic manufacturers aren’t giving up just yet, arguing that local production will be key to meeting ambitious clean-energy goals. (New York Times)

A company will pour 9,000 tons of sand into the sea in the name of carbon removal. Vesta’s pilot project just got a regulatory green light, and it’ll be a big step for efforts to boost the ocean’s ability to soak up carbon dioxide from the atmosphere. (Heatmap)

Why New York City is testing battery swapping for e-bikes

This article is from The Spark, MIT Technology Review’s weekly climate newsletter. To receive it in your inbox every Wednesday, sign up here.

Spend enough time in a city and you’ll get to know its unique soundscape. In New York City, it features the echoes of car stereos, the deep grumbles of garbage truck engines, and, increasingly, the high-pitched whirring of electric bikes.

E-bikes and scooters are becoming a staple across the city’s boroughs, and e-bikes in particular are especially popular among the tens of thousands of delivery workers who zip through the streets.

On a recent cloudy afternoon in Manhattan, I joined a few dozen of them at a sign-up event for a new city program that aims to connect delivery drivers with new charging technologies. Drivers who enroll in the pilot will have access to either fast chargers or battery swapping stations for six months.

It’s part of the city’s efforts to cut down on the risk of battery fires, some of which have been sparked by e-bike batteries charging inside apartment buildings, according to the fire department. For more on the program and how it might help address fires, check out my latest story. In the meantime, here’s what I heard from delivery drivers and the startups at the kickoff event.

On a windy late-February day, I wove my way through the lines of delivery workers who showed up to the event in Manhattan’s Cooper Square. Some of them straddled their bikes in line, while others propped up their bikes in clusters. Colorful bags sporting the logos of various delivery services sprouted from their cargo racks.

City officials worked at tables under tents, assigning riders to one of the three startups that are partnering with the city for the new program. One company, Swiftmile, is building fast-charging bike racks for drivers. The other two, Popwheels and Swobbee, are aiming to bring battery swapping to the city.

Battery swapping is a growing technology in some parts of the world, but it’s not common in the US, so I was especially intrigued by the two companies who had set up battery swap cabinets.

Swobbee runs a small network of swapping stations around the world, including at its base in Germany. It is retrofitting bikes to accommodate its battery, which attaches to the rear of the bike. Popwheels is taking a slightly different approach, providing batteries that are already compatible with the majority of e-bikes delivery drivers use today, with little modification required.

I watched a Popwheels employee demonstrate the company’s battery swapping station to several newly enrolled drivers. Each one would approach the Popwheels cabinet, which is roughly the size and shape of a bookcase and has 16 numbered metal doors on the front. After they made a few taps on their smartphone, a door would swing open. Inside, there was space to slide in a used battery and a cord to plug into it. Once the battery was in the cabinet and the door had been shut, another door would open, revealing a fully charged e-bike battery the rider could unplug and slide out. Presto!

The whole process took just a minute or two—much quicker than waiting for a battery to charge. It’s similar to picking up a package from an automated locker in an upscale apartment building.

The crowd seemed to grow during the two hours I spent at the event, and the line stretched and squeezed closer to the edge of the sidewalk. I made a comment about the turnout to Baruch Herzfeld, Popwheels’ CEO and co-founder. “This is nothing,” he said. “There’s demand for 100,000 batteries in New York tomorrow.”

Indeed, New York City has roughly 60,000 delivery workers, many of whom rely on e-bikes to get around. And commuters and tourists might be interested in small, electrified vehicles. Meeting anything close to that sort of demand will take a whole lot more battery cabinets, as one can service just up to 50 riders, according to Popwheels’ estimates.

After they’d signed up and seen the battery swap demo, drivers who were ready to take batteries with them wheeled their bikes over to a few more startup employees, who helped make a slight tweak to a rail under their seats for the company’s batteries to slide into. Some adjustments required a bit of elbow grease, but I watched as one rider slid his new, freshly charged battery into place. He hopped on his bike and darted off into the bike lane, integrating into the flow of traffic.


Now read the rest of The Spark

Related reading

For more on the city’s plans for battery swapping and how they might cut fire risk, give my latest story a read.

Gogoro, one of our 15 Climate Tech Companies to Watch in 2023, operates a huge network of battery swapping stations for electric scooters, largely in Asia.

Some companies think battery swapping is an option for larger electric vehicles, too. Here’s how one startup wants to use modular, swappable batteries to get more EVs on the road.

STEPHANIE ARNETT/MITTR | SCOPEX (BALLOON)

Another thing

Harvard researchers have given up on a long-running effort to conduct a solar geoengineering experiment. 

The idea behind the technique is a simple one: scatter particles in the upper atmosphere to scatter sunlight, counteracting global warming. But related research efforts have sparked controversy. Read more in my colleague James Temple’s latest story.

Keeping up with climate  

The Biden administration finalized strict new rules for vehicle tailpipe emissions. Under the regulations, EVs are expected to make up over half of new vehicle sales by 2030. (NPR)

The first utility-scale offshore wind farm in the US is officially up and running. It’s a bright spot that could signal a turning point for the industry. (Canary Media)

→ Here’s what’s next for offshore wind. (MIT Technology Review)

The UK has big plans for heat pumps, but installations aren’t moving nearly fast enough, according to a new report. Installations need to increase more than tenfold to keep pace with goals. (The Guardian)

States across the US are proposing legislation to ban lab-grown meat. It’s the latest escalation in an increasingly weird battle over a product that basically doesn’t exist yet. (Wired)

Low-cost EVs from Chinese automakers are pushing US-based companies to reconsider their electrification strategy. More affordable EV options? A girl can dream. (Bloomberg)

→ EV prices in the US are inching down, approaching parity with gas-powered vehicles. (Washington Post)

Goodbye greenwashing, hello “greenhushing”! Corporations are increasingly going radio silent on climate commitments. (Inside Climate News)

The Summer Olympics are fast approaching, and organizers in Paris are working to reduce the event’s climate impact. Think fewer new buildings, more bike lanes. (New York Times)

Early springs mean cherry blossoms are blooming earlier than ever. Warmer winters in the future could cause an even bigger problem. (Bloomberg)