Nail penetration tests on standard batteries (top) and those with enhanced electrolytes (bottom)
Professor Yi-Chun Lu, Chinese University of Hong Kong
Altering just one material in lithium-ion batteries could mitigate the risk of uncontrollable fires resulting from punctures or bends, paving the way for safer battery production in the coming years.
Lithium-ion batteries found in smartphones, laptops, and electric vehicles consist of graphite electrodes, metal oxide electrodes, and a lithium salt electrolyte in a solvent. This liquid electrolyte facilitates ion flow, enabling battery charging in one direction and energy release in the opposite direction to power devices.
However, if these batteries are punctured and a short circuit occurs, the stored chemical energy can be released rapidly, with the potential to ignite a fire or cause an explosion.
To combat these risks, researchers have proposed alternative battery designs that incorporate protective gels and solid substitutes for liquid electrolytes. For instance, Yue Sun and colleagues at the Chinese University of Hong Kong have engineered a safe design that merely involves changing the electrolyte material.
Fires often result when negatively charged anions sever their bond with lithium in the battery. Once these bonds break, excessive heat is produced, leading to a destructive cycle known as thermal runaway.
To address this issue, the researchers developed a secondary solvent called lithium bis(fluorosulfonyl)imide, which only binds to the existing solvent’s lithium at elevated temperatures, where thermal runaway initiates. Unlike conventional solvents, this new material prevents the existence of anionic bonds, thus averting the dangerous heat release cycle. When subjected to a nail penetration test, the temperature in the battery only increased by 3.5°C, contrasting with the over 500°C generated by traditional batteries.
“The problematic element is anions. Anions possess significant bond energy, and it’s their bond disruption that triggers thermal runaway,” says Gary Leeke at the University of Birmingham, UK. “This isolates the harmful elements from the process. It represents a significant leap forward in battery safety.”
Testing revealed that batteries using the new solvent retained 82% of their capacity after 4,100 hours, showing competitiveness with existing technologies.
Leeke stated that the outcomes of this research could be integrated into next-generation batteries that could be mass-produced within three to five years.
Rust-based battery systems housed within standard 12-meter shipping containers
Ore Energy
Iron-empty batteries that utilize a reversible rusting mechanism to store and release energy now stand as the first type linked to public power grids. Startup Ore Energy announced on July 30 that the battery developed by Delft University of Technology in the Netherlands is now grid-connected.
These batteries play a crucial role in maintaining a stable power supply by storing renewable energy generated from solar and wind sources, preventing immediate decreases in electricity availability during sudden changes in weather conditions.
“We need to effectively store the surplus of energy generated when the wind blows and the sun shines,” mentions John Joseph Mary from the Faraday Institute, a UK battery research facility. “Essentially, the battery stabilizes the energy output for grid usage.”
While most grid-connected batteries are lithium iron phosphate varieties produced in China, they tend to store only 4-6 hours of electricity and are quite costly, according to Mary. Conversely, the iron-empty batteries created by Ore Energy can store over 100 hours of electricity and are made from inexpensive, readily accessible materials.
“Iron is the most abundantly mined metal globally and is extremely affordable,” says Mary. “When combined with air, which is literally everywhere around us and essentially free, they are among the cheapest materials available.”
Battery systems utilize electricity to convert iron oxide (rust) back into metal iron for energy storage. The iron can discharge energy through a chemical reaction with oxygen from the air, reverting back to rust.
“During discharge, we transform the iron into an innovative kind of rust,” explains Aytac Yilmaz, CEO of Ore Energy. “When charging, we revert the rust to iron, repeating this process continuously while the battery breathes in and out atmospheric oxygen.”
The battery is housed in standard 12-meter shipping containers and holds multiple megawatt-hours of energy. One megawatt-hour can power an average US household for over a month.
Meanwhile, Massachusetts-based Form Energy is executing several iron battery projects across the US, set to be established in New England and the Midwest.
In addition to iron and air, these batteries utilize affordable, plentiful water-based electrolytes, significantly minimizing the risk of battery fires. “I hesitate to say this, but water is undeniably non-combustible,” remarks Mary.
Ultimately, the primary objective of this battery technology is to facilitate the transition of renewable energy resources to supplant fossil fuels within the electric grid.
“Energy companies are still heavily reliant on gas-fired power generation to ensure flexibility when solar and wind cannot provide enough energy,” states Bas Kil, Business Development Manager at Ore Energy. “However, a long-term solution will necessitate various types of flexibility, where these innovative batteries can significantly contribute.”
Batteries created from iron and salt in ceramic tubes present a reduced fire risk compared to lithium-ion batteries
Inlyte Energy
Batteries utilizing iron and salt can deliver emergency power without fire hazards, located near one of California’s historic redwood forests.
The 200-kilowatt battery will be integrated with solar panels at the Alliance Red Woods Conference Ground in Sonoma County, California. This site is situated in a high wildfire risk zone of Redwood Forest, merely 16 kilometers from Armstrong Redwoods State Natural Reserve, and is home to California’s tallest and oldest trees. During severe weather and wildfires, conference facilities often assist firefighters and evacuees, yet they are also prone to power grid outages.
“Our view of technology revolves around establishing a secure, cost-effective energy storage solution.” Ben Kaun from Inlyte Energy in California stated. “This perspective guided us toward developing large cells with affordable and plentiful active materials such as iron and salt.”
The battery projects are expected to provide up to two weeks of emergency backup power, operational by 2027. This capability will enable lighting within the conference grounds and supply power to local firefighter water pump stations without jeopardizing the iconic redwood trees.
This is attributed to the non-flammable nature of these easily sourced battery components (powdered iron and salt contained in ceramic tubes). “These batteries and their cells can be positioned closely together without the typical fire or explosion risks associated with lithium-ion batteries,” says Kaun.
Lithium-ion batteries, commonly used in smartphones and electric vehicles, can ignite under certain conditions, and this risk escalates when batteries are concentrated in large storage facilities. For instance, in January 2025, a fire at California’s largest battery storage site obliterated 300 megawatts of energy storage. Conversely, Inlyte’s iron-salt batteries possess significantly lower risk profiles. The Iron-Salt Battery initiative has secured nearly $4 million in funding from the U.S. Department of Energy to enhance energy resilience in wildfire-prone areas near Redwood Forest.
“These non-flammable batteries are a prudent choice for project developers considering energy storage installations in remote or drought-prone regions or near forests vulnerable to frequent drought,” says Dustin Mulbany from San Jose State University. “Energy technology and infrastructure have historically contributed to wildfires, and utilizing non-flammable batteries offers a way to mitigate some of these risks.”
Virgin Australia is contemplating a revision of its rules regarding lithium batteries following a fire incident on a flight from Sydney, which was reportedly triggered by a power bank found in passenger carry-on luggage.
Australia’s Civil Aviation Safety Authority (CASA) reports that the average traveler carries at least four rechargeable lithium battery devices, which may include smartphones, laptops, and portable power banks.
If you’re curious about the regulations and the reasons lithium-ion batteries are viewed as potential flight hazards, here’s a brief summary.
Can I bring a power bank on a plane?
Yes, but the rules vary, so you should check the airline’s restrictions before your flight.
Generally, according to CASA, laptops and cameras may be included in checked luggage as long as they are completely powered off.
However, spare batteries and power banks must be carried in carry-on baggage due to risks of short-circuiting, overheating, and fires during flight.
Lithium-ion batteries exceeding 160WH are not allowed under any circumstances unless they are used as medical aids.
Sign up: AU Breaking NewsEmail
Smart bags containing power banks or lithium-ion batteries are allowed, provided the battery can be removed and carried in the cabin before checking in.
Virgin Australia states that spare or loose batteries, including power banks, must solely be part of carry-on baggage and need to be kept in their original retail packaging; individual batteries should be placed in separate plastic bags, protective pouches, or have their terminals covered with tape.
Qantas advises that passengers with Apple AirPod cases and power banks containing spare or loose batteries should only store them in carry-on baggage.
The airline does not advise using or charging power banks on board for safety reasons.
Can I take a power bank on an overseas flight?
Numerous international airlines, including Thai Airways, Korean Airlines, Eva Airlines, Cathay Pacific, China Airlines, and Singapore Airlines and its budget arm Scoot, have imposed bans regarding their use on board.
If you plan to fly with an international airline, it is essential to verify their specific rules prior to traveling.
Generally, travelers are expected to keep power banks in their carry-on luggage. However, whether or not you can use them in-flight depends on the particular airline.
Is the risk of lithium battery fires significant on airplanes?
Not necessarily. Professor Neeraj Sharma, a battery specialist at the University of New South Wales, states that lithium-ion batteries contain 20 different components, some of which are liquid, making them more volatile than solid elements like electrodes and casings.
Applying pressure to a lithium-ion battery can spark “thermal runaway” (an uncontrollable temperature increase); however, battery explosions are exceedingly rare.
Sharma notes that airlines still recommend carrying batteries in baggage to minimize the risk.
He also mentions that power banks and other lithium-ion battery devices, which are less regulated than mobile phones and laptops (like electric scooters and steam devices), could pose more risks and may be made from inferior quality batteries.
Professor Amanda Ellis, head of the Department of Chemistry and Biomedical Engineering at the University of Melbourne, agrees that lithium battery fires are not particularly likely to happen on flights.
She explains that the pressure within an airplane cabin is supported by “multiple layers of casings,” preventing batteries from reaching a critical failure. However, enclosed environments can make fires particularly hazardous, especially since it’s not possible to escape the situation while in flight.
“Fires release highly toxic gases, especially in limited spaces that are far from ideal,” she remarks.
Ellis adds that lithium-ion battery fires can be challenging to extinguish, as lithium can ignite and ignite surrounding materials—high-energy substances that can sustain burning for extended periods.
“Using water to douse a lithium fire is not advisable, which could be the first instinct of someone on a plane,” she notes.
What causes lithium-ion batteries to ignite?
Lithium-ion batteries comprise ions suspended within an electrolyte solution. During charging and discharging, these ions travel back and forth across the two electrodes.
Ellis states that a common cause of battery fires is overcharging, which can lead to overheating. If a battery becomes excessively charged, it can crack, causing the highly flammable electrolyte to ignite when it contacts air.
More sophisticated lithium-battery-powered devices, like smartphones, typically include a built-in “trickle system” that prevents overcharging by incrementally adding current to the battery.
However, Ellis explains that cheaper power banks often lack this safety feature.
“Avoid charging a power bank overnight,” she advises. “Only charge it for as long as necessary. Monitor the power bank until the indicator light switches from red to green.”
Overall, Ellis reassures that if lithium batteries are used correctly and under suitable conditions, they are generally safe, and passengers need not be overly concerned while flying.
The innovative battery storage solution, utilizing SuperCapacitor Technology, may “jump” traditional lithium-ion batteries, transforming the landscape for renewable energy storage and use, according to its creator.
On July 8th, British firm SuperDielectrics unveiled its new prototype storage system, dubbed the Faraday 2, at an event in central London. Incorporating a polymer designed for contact lenses, this system boasts a lower energy density than lithium-ion batteries but claims numerous advantages, such as quicker charging, enhanced safety, reduced costs, and a recyclable framework.
“The current energy storage market at home is reminiscent of the computer market around 1980,” said SuperDielectrics’ Marcus Scott while addressing journalists and investors. “Access to clean, reliable, and affordable electricity isn’t a future goal; it’s now a practical reality, and we believe we are creating the technology to support it.”
Energy storage is pivotal for the global transition to green energy, crucial for providing stable electricity despite the intermittent nature of wind and solar power. While lithium-ion batteries dominate the storage technology market, they present challenges, including high costs, limited resources, complex recycling processes, and safety risks like overheating explosions.
With its aqueous battery design grounded in supercapacitor technology, SuperDielectrics aims to address these challenges. Supercapacitors store energy on material surfaces, facilitating extremely rapid charge and discharge cycles, albeit with lower energy density.
The company’s design employs a zinc electrolyte, separated from the carbon electrode by a polymer membrane. SuperDielectrics asserts that this membrane technology is cost-effective, utilizing abundant raw materials, thus unlocking a new generation of supercapacitors with significant energy storage capabilities.
During the event, the company’s CEO Jim Heathcote mentioned that the technology could outperform lithium-ion systems in renewable energy storage.
The Faraday 2 builds on the earlier Faraday 1 prototype launched last year, claiming to double the energy density. The Faraday 2 operates at 1-40 Wh/kg, allowing for faster charging times, which will harness fleeting spikes in renewable energy production, as noted by Heathcote.
However, Gareth Hinds from the UK National Physical Laboratory points out that the technology still lags behind lithium-ion batteries, which can achieve around 300 Wh/kg at the cell level. Andrew Abbott of the University of Leicester adds that the energy density now offered by SuperDielectrics is akin to that of lead-acid batteries commonly used in automobiles and backup power systems. “There are no immediate plans among leading manufacturers to transition,” he states.
Marcus Newborough, scientific advisor at SuperDielectrics, acknowledges that they are still “on a journey” to enhance the system’s energy density. “We are aware of our high theoretical energy density,” he mentioned, noting the company’s commitment to realizing this potential in the coming years, aiming for a commercial energy storage solution ready for launch by the end of 2027.
Despite the optimism, Hinds remains skeptical about the technology competing with lithium-ion batteries regarding energy density. “Clearly, it’s an early-stage development, and while they continue to push for higher energy density, achieving lithium-ion levels is a significant challenge due to strict limitations,” he comments.
Nonetheless, he suggests that there could be a market for larger storage solutions that provide lower energy density but at a much more affordable price than lithium-ion batteries and with a longer lifespan.
Sam Cooper from Imperial College, London, concurs: “If we can develop a system offering equal energy storage capacity to the Tesla Powerwall, regardless of size or weight, and at a cost of 95% less, that would represent a groundbreaking achievement.”
One of the biggest cleanup issues due to the fire in Southern California is lithium -ion batteries, which can explode after damage or heat.
The battery is located in electric vehicles and is overflowing in some burning nearby, including the Pacific Parisard.
The process of neutralizing the battery is complicated and requires high -level technical sophistication.
When a clean -up approach in the Los Angeles area begins, one of the largest tasks in areas that are suffering from mountain fire are many lithium -ion batteries involved in flames.
The battery supplies power to most plug -in hybrid vehicles and electric vehicles, and is used in golf carts, E -bikes, laptops, mobile phones, and wireless earphones. They can also be found in power banks that provide backup energy during the stop. More and more popular at home。
If damaged or overheated, lithium -ion batteries may ignite or explode. The remaining fever causes a chain reaction to burn the remaining fever in order to burn processes that can occur over a few days, weeks, or months in an incapacitated and natural process.
Officials have stated that Pacific Parisseed and Altadena facilities, which collectively destroyed at least 12,000 structures of Parisard and Eaton, had more electric vehicles than average.
“This is … from our estimation, it is probably the largest lithium -ion battery pickup and clean -up, and it has happened in the world history,” said the Case Commander of the Environmental Protection Agency's Parisado and Eaton Fire Cleanup. Steve Karanog said.
However, the clean -up process is complicated and consolidated.
The California Emergency Service Bureau has already dispatched a dangerous product team to find out where lithium -ion batteries and flags are posted. The EPA is referred to as a battery recovery team that supervises the efforts to collect them. CHRIS MYERS, a technical specialist in the lithium -ion battery involved in the EPA cleanup, said the collection process can be started early on Monday.
“It's dangerous because all of these batteries are not consumed by fire, so it's all dangerous now because it's damaged,” he said. Myers explained that the battery system for hybrid vehicles and electric vehicles is well protected, so even a vehicle damaged by a fire may have charged batteries.
Calanog said, “a lot of technical sophistication and care are needed,” to handle the battery. The EPA team needs to wear a flame -resistant clothing under a disposable protective suit. The mask covers the face, comes with an inserted cartridge, excludes chemical substances, or attached to the air tank. The crew blocks the operating area and stores water on the premises in case of flame.
Before you can send them to waste or recycled facilities, the collected batteries must be eliminated so that they are not kept in charge or very small. Therefore, according to Myers, the EPA may use the process developed after the 2023 Maui Wildfire. If the battery loses the charge, you can crush it with a steam roller or ship it to a special packaging facility.
Especially in California, lithium -ion batteries have been piled up after the wilderness, given the rise in the sale of hybrid vehicles and electric vehicles. In the state, 35 % of the new vehicles sold in the state will be excreted by 2026, and all new vehicles will be excreted by 2035.
In Los Angeles CountyAccording to the California Energy Committee, at least 581,000 vehicles, including plug -in hybrids and complete electric vehicles, were sold in the past 15 years. Even in Pacific Parisade alone, more than 5,500 zero emission vehicles were sold from 2010 to 2024.
“There are so many electric vehicles in this area. There are probably much more electric vehicles than in other areas,” said Adam Vangelpen, a spokeswoman at the Los Angeles Fire Department. “Many of these people also had solar roofs and solar batteries for wall power banks.”
YUZHANG LI, a professor of UCLA's chemistry and bio molecular engineering, stated that the most dangerous battery was not completely destroyed, but a partially burned car battery.
“If the electric vehicle is already burning out, I think the risk is relatively minimal because all fires have destroyed the battery,” he said.
When the authorities start a huge amount of cleaning from the fire in Southern California, the top priority that the EPA calls “phase 1” is to remove harmful waste such as asbestos, batteries, oil, paint, etc. because the material can be released. That is. Toxic smoke.
According to Calanog, it can take about six months for the entire process.
Meyers said that the battery recovery process would not slow down the timeline, but said, “The scale here is certainly a big challenge.”
Regarding the place to dispose of harmful waste, Calanog stated that EPA has not yet been determined and many sites are available.
However, Vangelpen said that many facilities that receive harmful waste are outside California, and that the amount of waste they want to accept may be limited.
You need to clear waste before the authorities clean up, that is, before debris removes. VANGERPEN has urged residents to avoid sifting the roof Rub until the property is considered safe.
“Residents should not try to remove dangerous debris,” he said. “Normal household supplies are dangerous and may bring risks.”
The flexible battery pouch filled with strategically placed holes is more breathable than cotton. This may be the ideal power supply for wearable sports and fitness devices built directly in clothing.
“This is especially convenient for athletes wearing electronic devices for a long time. It is a smart clothing for similar applications that require both fitness tracking, medical monitoring devices, and reliable performance.” Say. LIN XU At Yale University.
To design a new battery, XU and his colleagues have created a long rectangular hole pattern on a pouch cell battery. This is a type of lithium battery similar to a flat bundle with a limited bending ability. The simulation shows whether the arrangement of a rectangular hole is stretched or folded 180 degrees compared to the pattern of alternative holes including square and circles.
“One task was to maintain enough active materials to keep the battery energy density high. Masu. “It was necessary to balance mechanical elasticity and electric performance.”
If you stretch 10 % or fold, the design of a strong battery can resist physical stress and withstand power bulbs. Stretching and folding experiments were executed 100 times, respectively. Tests with temperature and humidity showed that the battery was twice as breathable as cotton.
As a practical demonstration for possible use, researchers have woven the battery into a white coat and tested the performance while the wearer was running around. The holes can quickly disrupt the heat of the battery, so they do not feel pain or sweat on the wearer's skin.
Since the battery still requires more wear tests, researchers plan to test their performance on commercial health monitoring devices and sports equipment.
We are also investigating ways to optimize production. Automated manufacturing must provide consistent holes and sealing to avoid the leaks and shorts of battery pouches.
A redox flow battery at a power plant in Japan. New process could replace rare metals in these batteries with industrial byproducts
Photo by Alessandro Gandolfi/Panos
Industrial waste has been reborn as a battery component that can stably store a large amount of electrical charge. Such batteries could serve an important function for the power grid by smoothing out the peaks and valleys of renewable energy.
A redox flow battery (RFB) stores energy as two liquids called an anolyte and a catholyte in a pair of tanks. When these fluids are pumped into a central chamber separated by a thin membrane, they chemically react to generate electrons and generate energy. This process can be reversed to recharge the battery by passing an electric current through the membrane.
Although such batteries are cheap, they also have drawbacks. They are bulky, often as large as shipping containers, and require regular maintenance because they involve moving parts in pumping liquids. It also relies on metals such as lithium and cobalt, which are in short supply.
now, Emily Mahoney and colleagues at Northwestern University in Evanston, Illinois, have discovered a simple process that can turn previously useless industrial waste into useful anolyte. This could potentially replace these rare metals.
Their process converts triphenylphosphine oxide, which is produced during the manufacture of products such as vitamin tablets, to cyclic triphenylphosphine oxide, which is more likely to accumulate negative charges. When used as an anolyte, no loss of effectiveness is observed after 350 charging and draining cycles.
“Using an anolyte with a very negative potential increases the potential across the cell and therefore increases the efficiency of the battery,” Mahoney says. “But often the increased potential comes with stability issues, so it's exciting to have a stable yet highly negative compound.”
Mahoney said RFBs are designed to be safe and high-capacity, so they could potentially be used to store energy from wind and solar power, but their bulk makes them unsuitable for lithium-ion batteries in cars and smartphones. It is unlikely that they will be replaced.
A severe fire in a garage and home in south of Sydney may have been caused by a faulty lithium-ion battery in an electric scooter. Fire investigators discovered that this incident was part of a series involving lithium-ion batteries.
Another fire broke out at New Farm apartments in Brisbane city centre in early November, believed by authorities to be ignited by an electric scooter’s battery. In March, New South Wales experienced four battery-related fires in one day.
The New South Wales Fire and Rescue Service has identified lithium-ion batteries as the state’s fastest-growing fire hazard, responding to 272 battery-related fires last year. Fire authorities in Victoria and Queensland are responding to lithium-ion battery fires almost every day.
Lithium-ion batteries are widely used in various devices due to their fast charging, power density, and long battery life. Australia’s largest lithium-ion battery, the Victorian Big Battery, can power over one million homes for 30 minutes.
What are lithium-ion batteries used for?
Different types of lithium-ion batteries are used in various devices, and when operated correctly, they are considered safe.
Lithium-ion batteries power cell phones, computers, electric scooters, electric bicycles, and electric cars, providing quick energy delivery and long battery life.
Lithium-ion batteries can catch fire due to overheating and physical damage, reaching high temperatures and producing toxic gases.
Why do lithium-ion batteries catch fire?
Lithium-ion batteries contain lithium ions in an electrolyte, and charging them too quickly can cause thermal runaway, leading to a rise in temperature and potential explosion.
Battery quality matters, as physical damage, defects, and overcharging can contribute to battery fires. It is essential to use approved chargers and follow manufacturer guidelines.
To prevent battery fires, avoid overcharging, charge batteries on hard surfaces, and recycle old batteries properly to reduce the risk of fire incidents.
Toxic PFAS ‘forever chemicals’ used in lithium-ion batteries that are essential to the clean energy transition New research findings As the emerging industry expands, it will pose threats to the environment and human health.
The multifaceted, peer-reviewed study focused on a little-studied and unregulated subclass of PFAS called bis-FASIs, which are used in lithium-ion batteries.
Researchers have found alarming levels of chemicals in the environment near manufacturing plants and in remote locations around the world, found that they can be toxic to living organisms, and found that battery waste in landfills is a major source of contamination.
“The nation faces two important challenges — minimizing water pollution and increasing access to clean, sustainable energy — and both are worthwhile,” said Jennifer Gelfo, a researcher at Texas Tech University and co-author of the study.
“But there is a bit of a tug-of-war between the two, and this study highlights that there is now an opportunity to better incorporate environmental risk assessments as we expand our energy infrastructure,” she added.
PFAS are a group of about 16,000 man-made compounds that are most commonly used to make products that are resistant to water, stains, and heat. PFAS are known as “forever chemicals” because they do not break down naturally and are known to accumulate in the human body. PFAS have been linked to cancer, birth defects, liver disease, thyroid disease, a dramatic drop in sperm count, and a variety of other serious health problems.
As the transition unfolds, public health advocates have begun sounding the alarm about the need to find alternatives to toxic chemicals used in clean energy technologies like batteries and wind turbines.
The paper notes that few end-of-life standards exist for PFAS battery waste, and most ends up in municipal waste sites, where it can leach into waterways, accumulate locally or be transported long distances.
When historical leachate samples were examined for the presence of the chemical, no detections were found in samples taken before the mid-1990s, when the chemical was commercialized.
The study points out that while BisFASI can be reused, previous research has shown that only 5% of lithium batteries are recycled. Unless battery recycling is dramatically scaled up to keep up with demand, it is predicted that 8 million tonnes of battery waste will be generated by 2040.
“This shows we need to look more closely at this class of PFAS,” Guelfo said.
Little toxicity data exists on bis-FASI, so the study also looked at its effects on invertebrates and zebrafish. Effects were seen even at low levels of exposure, suggesting it may be as toxic as other PFAS compounds known to be dangerous.
Researchers also took water, soil and air samples around a 3M plant in Minnesota and other large facilities known to make the chemical. Guelfo said the levels in the soil and water are of concern, and that detection of the chemical in the snow suggests it could easily travel through the air.
This could help explain why the chemicals have been found in China’s seawater and other remote locations not close to production plants.
The most commonly used definition of PFAS worldwide includes bis-FASIs, but one division of the EPA considers them to not belong to a chemical class, and therefore they are not included in the list of compounds monitored in U.S. waters. The EPA’s narrow definition of PFAS has been criticized by public health advocacy groups for excluding some chemicals at the urging of industry.
But the new study, combined with previous evidence, shows that bisFASI, like most other PFAS, is persistent, mobile and toxic, said co-author Lee Ferguson, a researcher at Duke University.
“This classification, coupled with the massive increase in clean energy storage that we’re seeing, should at the very least sound alarm bells,” he said.
In Australia, Tesla battery owners may lose a profitable revenue stream due to restrictions placed by a U.S. energy company on local third-party transactions for their equipment. Additionally, there is uncertainty regarding the establishment and enforcement of standards by authorities.
Modern appliances like air conditioners, water heaters, and solar panels can now be remotely controlled, allowing consumers to engage in contracts that compensate them for adjusting their electricity usage, including supplying power back to the grid during peak times.
Although Tesla must achieve battery interoperability in various U.S. states, sources suggest that the company has disabled this feature on their flagship $15,000 Powerwall 2 battery sold in Australia.
To maximize benefits for consumers and the electric grid in the future, experts suggest that federal and state governments should enforce U.S. obligations on Tesla and other battery suppliers based on IEEE 1547-2018 Article 10 standards. Companies limiting utilities should not qualify for rebates. New South Wales offers subsidies of up to $2,400 per battery through their program.
Dean Spaccavento, CEO of Reposite Power, argues that batteries with closed control ports can restrict business models and harm owners. There are limitations to mitigating the battery issue through third-party providers who manage virtual power plants, where Tesla is a dominant player.
Government intervention is deemed necessary to mandate local control interfaces for batteries under rebate programs. Reposite Power avoids using Tesla batteries due to the company’s stance in the U.S.
Tesla has been contacted for comment by Guardian Australia.
The Australian Energy Market Operator emphasizes the potential of cooperative Consumer Energy Resource storage in their recent Grid Blueprint announcement.
Effective coordination and management of CERs are crucial for a cost-effective energy transition, as highlighted by Aemo. Home batteries with cloud control capabilities could be remotely activated with a software command, potentially causing conflicts and financial losses.
The adoption of interoperability standards in Australia’s energy products is expected to bring significant benefits, according to experts.
Noise pollution, habitat loss and disease spread associated with mining could threaten chimpanzee populations in some African countries
Ali Wid/Shutterstock
More than a third of Africa's great apes are threatened by soaring demand for minerals essential to creating green energy technologies such as electric vehicles.
Africa has about one-sixth of the world's remaining forests, and its habitat is in countries such as Ghana, Gabon, and Uganda. The continent is also home to his four species of great apes: chimpanzees, bonobos, and two gorillas.
To assess the scale of the threat to great ape populations, Jessica JunckerResearchers at Re:wild, a non-profit conservation organization in Austin, Texas, analyzed available data on the location of operating and planned mines and the density and distribution of great ape populations across 17 African countries. Superimposed.
The research team considered both direct impacts on great ape populations, such as noise pollution, habitat loss, and disease spillover, as well as indirect disturbances, such as building new service roads, to A 50km “buffer zone” was created around the area. And infrastructure.
A total of 180,000 great apes, just over a third of the continent's population, may be threatened by mining activities, researchers have found.
The West African countries of Liberia, Sierra Leone, Mali, and Guinea had the greatest overlap between great ape populations and mining sites. In Guinea, a study found that 83 percent of the great ape population could be affected by mining.
Juncker said the team was only considering industrial mining projects. The threat may be even greater when considering the impact of man-made mines, where miners typically work in primitive and often dangerous environments.
Cobalt, manganese, and graphite are all used to make lithium-ion batteries that power electric vehicles. Other materials found in these countries, such as bauxite, platinum, copper, graphite, and lithium, are used to power hydrogen, wind turbines, solar panels, and other green technologies.
Juncker argues that companies should stop mining in areas important to great apes and instead focus on recycling these important materials from waste. “There is great potential in metal reuse,” she says. “All we need to do is consume more sustainably. Then it will be possible to leave at least some of the areas that are so important to great apes intact.”
She is also calling on mining companies to publicly conduct biodiversity assessments of potential mining sites. “Increasing transparency is the first step.”
HHydrogen is a fascinating substance, being the lightest element. When it reacts with oxygen, only water is produced and an abundance of energy is released. This invisible gas looks like the clean fuel of the future. Some of the world's top automakers hope it will usurp batteries as the technology of choice for zero-emissions driving.
In our EV myth-busting series, we've looked at a range of concerns, from car fires to battery mining, range anxiety to cost concerns and carbon emissions. Many critics of electric cars argue that gasoline and diesel engines should not be abandoned. This article asks whether hydrogen offers a third way and has the potential to overtake batteries.
Claim
Many of the strongest arguments for the role of hydrogen in the auto industry are coming from CEOs at the heart of the industry. Japan's Toyota is the most vocal promoter of hydrogen, with Chairman Akio Toyoda saying last month that he expects the share of battery cars to peak at 30%, with hydrogen and internal combustion engines making up the rest. Toyota's Mirai is one of the only widely available hydrogen-powered vehicles, along with Hyundai's Nexo SUV.
“Hydrogen is the missing piece of the jigsaw when it comes to emission-free mobility,” Oliver Zipse, president of German automaker BMW, said last year. BMW may be investing heavily in battery technology, but the company is testing the BMW iX5 hydrogen fuel cell vehicle despite using Toyota's fuel cells. “One technology alone is not enough to enable climate-neutral mobility around the world,” said Zipse.
science
Hydrogen is the most abundant element in the universe, but that doesn't mean it's easily available on Earth. Most of today's pure hydrogen is made by decomposing carbon from methane, which releases carbon. Zero-emission “green hydrogen” is produced through electrolysis. In other words, it uses clean electricity to split water into hydrogen and oxygen.
To use hydrogen as a fuel, it can be burned or used in fuel cells. Hydrogen reacts with oxygen in the air in the presence of a catalyst (often made of expensive platinum). This strips the electrons flowing through the electrical circuit and charges the battery, which can power the electric motor.
According to Jean-Michel Billig, chief technology officer for hydrogen fuel cell vehicle development at Stellantis, hydrogen enables refueling in four minutes, higher payload and longer range. (The Mirai can travel 400 miles on a full tank.) Stellantis, which began producing hydrogen vans in France and Poland last month, is targeting companies that want to use their vehicles all the time but don't want the downtime required to charge them. .
“They need to be on the streets,” Billig said. “If there are no taxis running, you will be losing money.”
Stellantis believes it can lower sticker prices. Billig said that although the company manufactures both, he expects “by the end of this decade, hydrogen mobility and BEVs will be on par from a cost perspective.”
Many energy experts do not share hydrogen carmakers' enthusiasm. Tesla CEO Elon Musk has described this technology as “sold by idiots.” Why use green electricity to make hydrogen when you can use the same electricity to power your car?
All energy conversion involves wasted heat. This means that hydrogen fuel necessarily provides less energy to the vehicle. (These losses are even greater when hydrogen is directly combusted or used to make electronic fuels that replace gasoline and diesel in noisy, hot internal combustion engines.)
David Sebon, professor of mechanical engineering at the University of Cambridge, said: “With green hydrogen, it would take around three times more electricity to produce the hydrogen to power a car than just to charge the battery. “It will be.”
This may be a slight improvement, but not enough to cause problems with the battery. “It's hard to do anything much better than this,” Sebon said.
Michael Liebreich, chairman of Liebreich Associates and founder of analyst firm Bloomberg New Energy Finance, is an influential “Hydrogen ladder” – A league table ranking the use of hydrogen in terms of whether there are cheaper, easier or more likely alternatives. He placed automotive hydrogen on the “doom row”, with little opportunity even in niche markets.
Can hydrogen overtake car batteries? “The answer is no,” Liebreich said without hesitation. He added that carmakers betting on a large share of hydrogen would be “completely wrong” and set for costly disappointments.
The main problem with hydrogen cars is not the fuel cells, but actually delivering clean hydrogen where it is needed. This gas is highly flammable, with all the attendant safety concerns, so it must be stored under pressure and easily leaks. It also contains less energy per unit volume than fossil fuels, so unless you use electrolyzers on site, you will need many times more tankers.
The United States and Europe are beginning to invest in hydrogen supplies with heavy government subsidies. But so far, it has been a chicken-and-egg problem. Buyers don't want hydrogen cars because they can't fill them up, and since there are no cars, there are no filling stations. According to the European Hydrogen Observatory, there are 178 hydrogen filling stations in Europe, half of them in Germany. In the UK, he compares nine hydrogen stations to 8,300 petrol stations or his 31,000 public charging locations (not including household plugs).
Are there any precautions?
So why does the International Energy Agency think hydrogen will account for 16% of road transport in 2050 on the path to net zero? The answer lies primarily in heavy vehicles such as buses and trucks .
Liebreich said he is so convinced that batteries will continue to dominate the energy supply for heavy-duty vehicles that he co-founded a truck charging company. “HGVs may contain hydrogen, but it will be in the minority,” he said.
Speaking to Autocar in October, even Toyota admitted that the use of hydrogen in cars has so far been “unsuccessful” primarily due to fuel supply shortages. said Hiroki Nakajima, technical director. Trucks and coaches have high hopes for the technology, and the company is also prototyping a hydrogen version of its Hilux pickup truck.
What kind of energy supply will govern heavy goods vehicles? Photo: Dan Kitwood/Getty Images
verdict
As government enthusiasm waxes and wanes, the economics of hydrogen will change as well. Other changes may occur. As technology improves (within limits), gas may become more attractive, and prospectors may be able to find cheap “white hydrogen” drilled out of the ground.
However, when it comes to cars, it seems like the deal has already been settled. Batteries are already the second choice after gasoline for almost all manufacturers. According to the Motor Vehicle Manufacturers and Trade Association, fewer than 300 hydrogen cars will be sold in the UK over 20 years, compared to 1 million electric cars.
The battery advantage is likely to grow even further as research and infrastructure dollars address issues of range and charging time. Compared to that flood of investment, hydrogen is a tiny fraction.
Proponents of hydrogen now face the question of whether they can build a profitable business in transporting long-distance, heavy goods by road. They need answers soon about where they will get enough green, cheap hydrogen and whether that gas is better used elsewhere.
Following the feedback discussion on New Zealand’s Blackhole public toilets (25 November 2023), news has arrived of a plan called “Using black holes as secondary batteries and nuclear reactors” published in the magazine Physical Review D.
Successful engineers, much like unsuccessful engineers, are not easily intimidated by limitations that others believe are insurmountable. The plan’s authors, Zhan-Feng Mai and Run-Qiu Yang of Tianjin University in China, continue to keep their jaws high and scratch their heads.
They say, “The strong gravity of a black hole prevents classical matter from escaping from it, but fortunately energy can be extracted from a black hole through quantum or classical processes.” he wrote.
They wave away a series of problems that are said to plague anyone who even proposes to get close to a black hole. They state that their black hole is a “mini black hole”.
This kind of confidence inspires venture capitalists, a diverse group of people who are experiencing the golden age of the early 2020s. After raising capital and extracting a suitable portion from it, many people are looking for new big opportunities to invest some of it.
Black hole batteries could be their next big thing, following in the capricious footsteps of cryptocurrencies and artificial intelligence. Many investors are finding both to be as compellingly attractive as black holes.
2 story superpower
Alison Litherland tells the story of a boring superpower with useful duplicity.
she says: “When you mentioned Rosemary Fuhrman’s husband’s ability to read her two pages in different Braille at the same time (September 16, 2023), I was reminded of the small superpowers she had when her children were small. I remembered my abilities.
“I was able to read a bedtime story aloud to her while at the same time quietly reading a novel to herself. I don’t know how my brain was able to distinguish between the two stories, but… It certainly helped with the boredom of re-reading the same story before bed.”
The title rests on a letter to the editor from Anna Vittoria Mattioli and Alberto Farinetti of the University of Modena-Reggio Emilia in Italy. The diary is Nutrition, metabolism and cardiovascular disease.
Mattioli and Farinetti explore some of the ambiguity in medical research and medical pronouncements regarding the positive and negative health effects of drinking coffee.
Some people drink espresso in some places, while others drink other forms of coffee. Some people drink coffee filtered, while others drink it unfiltered.
Some people drink coffee “in conjunction with a meal” in some places, while others drink coffee on its own. Some men are men and others are not, and there may be differences in “absorption of macronutrients and micronutrients and their bioavailability.”
Mattioli and Farinetti suggest further research is needed to “de-confound” under confusing headings.
he says: “The old chestnut about drainage circulation rears its head again. I see. Given the very small volume and mass involved in hair, and the fact that people spend a significant amount of time moving around in non-vertical positions, it is absurd to suggest that the Coriolis force could be responsible for the swirling of hair. The Coriolis force is responsible for the surprising twist in how objects appear to move when they rotate Please remember that.
The new version gives a meandering nod to the Coriolis question, this time at a distance. “Other non-hemispheric factors are [be] Maternal health, maternal nutrition, and prenatal hormone exposure were evaluated in samples from different locations in the Northern and Southern Hemispheres, before considering the potential influence of hemispheric environmental physical factors such as the Coriolis force. I did.”
Sheffield names the harvest
Susan Frank is second to none when it comes to sharing information about garden varieties.
She writes: “We wanted to include the names of two of our trustees associated with Sheffield Botanic Gardens Trust, Barbara Plant and Christine Rose.”
According to feedback, Sheffield Botanic Gardens Trust Website Trustee Miles Stevenson, who is neither a plant nor a rose, makes it clear (by displaying special information in parentheses) that it is a chair.
Mark Abrahams hosted the Ig Nobel Prize ceremony and co-founded the magazine Annals of Improbable Research. Previously, he was working on unusual uses of computers. his website is impossible.com Have a story for feedback? You can email your article to Feedback at feedback@newscientist.com. Please enter your home address. This week’s and past feedback can be found on our website.
Quantum batteries, with their innovative charging methods, are a revolutionary development in battery technology and offer potential for greater efficiency and a broader range of uses in sustainable energy solutions. These batteries use quantum phenomena to capture, distribute, and store power, surpassing the capabilities of traditional chemical batteries in certain low-power applications. A counterintuitive quantum process known as “indefinite causal order” is being used to improve the performance of these quantum batteries, bringing this futuristic technology closer to reality.
Despite being mostly limited to laboratory experiments, researchers are working on various aspects of quantum batteries with the hope of integrating them into practical applications in the future. Researchers, including Chen Yuanbo and associate professor Yoshihiko Hasegawa from the University of Tokyo, are focusing on finding the best way to charge quantum batteries in the most efficient manner.
Using a new quantum effect called “indefinite causal order,” the research team has found that charging quantum batteries can have a significant impact on their performance. This effect has also led to a surprising reversal of the relationship between charger power and battery charging, enabling higher energy batteries to be charged using significantly less electricity. Furthermore, the fundamental principles uncovered through this research have the potential to improve performance in various thermodynamics and heat transfer processes, such as solar panels.
The research paper, titled “Charging Quantum Batteries with Undefined Causal Order: Theory and Experiments,” provides further details on this groundbreaking work and its potential applications in sustainable energy solutions.
This website uses cookies so that we can provide you with the best user experience possible. Cookie information is stored in your browser and performs functions such as recognising you when you return to our website and helping our team to understand which sections of the website you find most interesting and useful.
Strictly Necessary Cookies
Strictly Necessary Cookie should be enabled at all times so that we can save your preferences for cookie settings.
