Emerging Giant Hybrid Pest in Brazil Poses Global Threat to Crops

Corn Earworm (Helicoverpa zea) Larvae Feeding on Cotton Plants

Debra Ferguson/Design Pics Editorial/Universal Images Group (via Getty Images)

The cotton bollworm and corn earworm, recognized as “giant pests,” are currently wreaking havoc on farmers globally. Recent interbreeding incidents in Brazil have resulted in a hybrid that possesses resistance to various pesticides. If this trend continues unchecked, the hybrid strain may severely impact soybean and other crop yields, jeopardizing global food security.

“This can pose significant challenges,” notes Chris Jiggins from Cambridge University.

Many nations rely on Brazilian soybeans for both human and animal feed—“it essentially feeds the world,” Jiggins remarks.

In Brazil, over 90% of soybeans cultivated are genetically modified (GM) varieties containing built-in pesticides. The emergence of resistant pests could precipitate a decline in yields, leading to heightened food prices. Additionally, increased deforestation and greenhouse gas emissions may occur as farmers seek to clear more land for cultivation.

The corn earworm (Helicoverpa zea), a moth native to the Americas, features caterpillars that are highly destructive to a variety of crops, particularly corn. They also pose threats to tomatoes, potatoes, cucumbers, and eggplants.

Historically, H. zea has not been a significant issue for soybean farmers in Brazil, as soybeans are not their primary food source. However, the detection of the cotton bollworm (Helicoverpa armigera) in Brazil in 2013 marked a troubling development. This pest, a close relative of H. zea, has proven to be widely detrimental. Both moth species are categorized as “giant pests” due to their notorious destructiveness and resistance to control measures.

“The concerns are well-founded, given their significant impact,” Jiggins emphasizes. “Moths can travel substantial distances, complicating control efforts.”

H. armigera feeds on multiple plant types, while H. zea primarily reproduces in soybeans, leading to financial strains on Brazilian agriculture with costs totaling billions of dollars, according to Jiggins.

The introduction of Bt soybeans—genetically engineered to produce proteins derived from the soil bacterium Bacillus thuringiensis—has alleviated some challenges posed by these pests.

Initial belief held that hybridization between H. armigera and H. zea was implausible. However, genetic analyses from 2018 identified hybrids within the species. Recent genomic studies of around 1,000 moths collected over the past decade have revealed alarming trends.

Analysis indicates that one-third of H. armigera specimens now possess genes conferring resistance to Bt toxins, a concerning development since H. zea strains have evolved comparable resistances after their introduction in North America during the 1990s. This resistance, now spreading to South America, suggests a perilous progression as hybridization occurs. While hybrid H. armigera has not yet produced severe consequences, experts caution that as resistance continues to evolve, the situation may change rapidly.

Gene transfers between species are occurring, and H. zea in Brazil have gained resistance to pyrethroid insecticides. “The speed of this development is astounding,” notes Jiggins.

Angela McGaughran from the University of Waikato asserts that “as global interconnectedness and climate change enable species range expansion, the looming threat of these megapests could amplify on a worldwide scale.”

Farmers are advised to implement non-Bt crop rotations alongside Bt crops to mitigate the spread of resistant pests. However, adherence to these guidelines remains inconsistent across various countries.

Biotech companies are now researching multi-gene Bt strains—producing two, three, or even five different Bt proteins to combat resistance. However, Jiggins insists that the cost and duration of bringing such innovations to market underscore the necessity for sustainable resistance management, including reducing exposure to existing Bt crops.

While hybridization facilitates resistance, Tabashnik highlights that intra-species evolution remains the leading concern. In China, for instance, H. armigera has developed resistance to the original Bt toxin independently.

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Source: www.newscientist.com

Unlocking Secrets of Dark DNA: Insights from Human-Plant Hybrid Cells

Groundbreaking Discovery: Plant and Human DNA Interaction

Image Credit: S Saraus/Shutterstock

How crucial is our genome? While some researchers argue that most of our DNA is active and thus essential, others suggest that even random DNA could show high activity levels. Current studies focus on human cells that incorporate substantial segments of plant DNA, shedding light on this topic. According to New Scientist, the largely random plant DNA exhibits nearly equal activity to human DNA.

This research indicates that much genomic activity may lack purpose, further supporting the theory that a significant portion of the human genome is ‘junk DNA.’

“Most activity can be attributed to background noise,” says Brett Aidy, a researcher at the University of Auckland, New Zealand. “This aligns with the concept of junk DNA.”

The primary role of DNA is to encode instructions for protein synthesis, which are essential molecular machines responsible for cellular functions. This genetic blueprint is transcribed into messenger RNA, which transports the instructions to ribosomes, the cellular machinery for protein production.

Previously, it was assumed that nearly all DNA was involved in coding proteins, but now we understand that just 1.2% of the human genome directly encodes proteins. What, then, is the destiny of the remaining DNA?

Since the 1960s, biologists have claimed that much of it is unproductive. While it’s true that some non-coding DNA plays vital roles, ongoing discoveries of functional elements won’t redefine the overarching notion that non-coding DNA is largely inert.

For instance, a 2011 study revealed that: only about 5% of the genome is evolutionarily conserved. Evolution appears indifferent to the rest. Proponents of the junk DNA theory highlight the variability in genome sizes among species. Why, for example, does an onion require five times more DNA than a human? Additionally, why do lungfish possess genomes that are thirty times larger?

In contrast, other scientists explore whether human DNA has functional roles, even if converted RNA lacks known applications. The ENCODE project’s 2012 findings suggest that over 80% of the human genome is active in some form. This raised questions about its classification as junk DNA. Some researchers have coined the term “dark DNA” for non-coding regions whose purpose remains unclear.

In reaction to ENCODE’s claims, in 2013, Sean Eddy from Harvard University proposed a controversial random genome project, hypothesizing that injecting synthetic random DNA into human cells would yield similar activity as noted in ENCODE’s findings.

“If this holds true, the results will call into question the interpretation of activity as indicative of functionality,” he posits. Austin Ganley, also from Auckland University, echoes this sentiment, emphasizing the need for baseline comparisons in the research of functional versus non-functional DNA.

However, synthesizing DNA is resource-intensive. So far, only limited attempts at random genome projects have focused on small DNA segments.

Yet, when Adey and Ganley discovered that Japanese researchers had successfully created human-plant hybrid cells with DNA segments from Thale cress (Arabidopsis), they recognized it as potentially the most extensive random genome experiment to date.

Eddy, though not directly involved, acknowledges the significance. Plants and animals diverged from a common ancestor over 1.6 billion years ago, allowing time for random mutations to accumulate within non-coding DNA segments of Arabidopsis.

Following initial validations that plant DNA behaves as random DNA in human cells, Adey and Ganley assessed DNA-to-RNA conversion rates per 1000 base pairs of non-coding DNA. If DNA to RNA conversion implies functionality, plant DNA should minimal undergo this transformation. Surprisingly, they observed slightly less activity—about 80% of the starting sites per kilobase when compared to human non-coding DNA from Arabidopsis.

This strongly indicates that the genomic activity detected by ENCODE is merely background noise.

“This illustrates the inherent noise in biological systems,” comments Chris Ponting from the University of Edinburgh, UK. “This sequence’s biochemical activity holds no function within human cells.”

“Sophisticated investigations like this were essential,” asserts Dan Graul from the University of Houston, Texas. “This adds experimental evidence confirming the long-held belief that a majority of the human genome is unnecessary. The term ‘dark DNA’ is simply a fantasy created by those envious of physics.”

Although imperfect biological systems produce noise, this noise can lead to beneficial variations that natural selection may target, notes Ganley.

The research team remains puzzled about a 25% increase in human DNA activity. “We still need to investigate the cause behind this finding,” Ganley states.

While some additional RNA generated might serve functional purposes, this does not diminish the overall perspective of junk DNA. Ongoing research is employing machine learning techniques to identify potentially meaningful activities amidst the noise.

The research team intends to publish their outcomes, though they have yet to complete their findings.

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Source: www.newscientist.com

Growler Bears and Pizzly Bears: Insights from the Hybrid Family Drama of Polar and Grizzly Bears

Arctic Grolar Bear

Stephen J. Kazlowski / Alamy

<p>Meet our central figure: a female polar bear. Driven southward by retreating Arctic ice, she journeyed deep into Canada's Northwest Territories. There, she encountered a pair of striking grizzly bears, and fell in love with both. From these unions, she gave birth to three daughters known as "growler bears" and a son, marking the inception of an extraordinary lineage echoing Shakespearean drama.</p>

<p>The next chapter took an unexpected turn. When one of her daughters matured, she mated with her biological father and another grizzly, her stepfather, resulting in a litter of four—siblings, children, and cousins all at once.</p>

<p>In 2006, a hunter in the Canadian Arctic produced a hybrid specimen with both polar and grizzly traits. Later genetic evaluation confirmed this was a growler, part of this emerging hybrid family. A decade later, scientists were intrigued to observe unusual behaviors among these creatures. Typically, hybrids are not fertile, yet these were. Researchers began to ponder whether this heralded a new apex predator for the Arctic. Could these hybrids exemplify resilience in the face of climate change, or signal impending ecological crises? Current studies promise further insights.</p>

<p>As global temperatures increase, the Arctic warms four times quicker than the rest of the globe, pushing polar bears (<em>Ursus maritimus</em>) south in search of sustenance. Their primary diet of fatty seals hinges on sea ice, which is disappearing rapidly, forcing them inland. They frequently encounter their brown bear relatives, the grizzly bear (<em>Ursus arctos horribilis</em>), which is edging northward. Warmer Arctic conditions enhance hunting and breeding opportunities, boosting hybrid occurrences, including growlers and "pizzly bears" (polar bear fathers and grizzly mothers). Some researchers express concern that polar genes may infiltrate grizzly populations, jeopardizing polar bear survival.</p>

<p>Yet, the discovery of the Grolar lineage hints at a more optimistic scenario: polar bears might be adapting to a rapidly changing environment. Recorded growlers exhibit traits of gray-brown polar bears, with slightly larger limbs and skulls reminiscent of grizzlies. These hybrids might exploit a broader diet on land, potentially allowing them to forage without relying on diminishing sea ice. Larissa DeSantis, a paleontologist at Vanderbilt University, notes that these adaptations could be a bittersweet necessity amid rising temperatures, as discussed in a <a href="https://www.livescience.com/pizzly-bear-hybrids-created-by-climate-crisis.html">2021 interview.</a></p>

<section></section>

<h2>One Happy Family</h2>

<p>However, <a href="https://link.springer.com/article/10.1007/s12686-024-01359-1">extensive genomic research</a> presented in a recent book reveals alternative insights. In a study led by <a href="https://www.macewan.ca/academics/academic-departments/biological-sciences/our-people/profile/?profileid=millerj253">Joshua Miller</a> at MacEwan University, researchers uncovered that genetic sequences of 371 polar bears, 440 grizzlies, and the Grolar clan showed no other hybrids in nature apart from the known Grolars. The rarity of this mating pattern has led experts to conclude that hybrids may lack the essential skills required for survival in either parent's ecosystem. Recent studies corroborate that hybrids may be unfit for Arctic life, lacking polar bears' specialized "non-slip" foot structure and not fully inheriting grizzlies’ powerful forelimbs and shoulders. Essentially, Growlers and Pizzlies are suboptimal versions of both bears rather than well-adapted hybrids.</p>

<p><figure class="ArticleImage"><div class="Image__Wrapper"><img class="Image" alt="Two pizzly bears in a stream at the zoo" width="1350" height="900" src="https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg" srcset="https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=300 300w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=400 400w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=500 500w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=600 600w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=700 700w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=800 800w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=837 837w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=900 900w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=1003 1003w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=1100 1100w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=1200 1200w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=1300 1300w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=1400 1400w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=1500 1500w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=1600 1600w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=1674 1674w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=1700 1700w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=1800 1800w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=1900 1900w, https://images.newscientist.com/wp-content/uploads/2025/11/05152243/SEI_273018522.jpg?width=2006 2006w" sizes="(min-width: 1288px) 837px, (min-width: 1024px) calc(57.5vw + 55px), (min-width: 415px) calc(100vw - 40px), calc(70vw + 74px)" loading="lazy" data-image-context="Article" data-image-id="2503195" data-caption="Pizzly bears in a German zoo, born from a polar bear father and grizzly mother in the same enclosure." data-credit="Molly Merrow"/></div><figcaption class="ArticleImageCaption" wp_automatic_readability="27"><div class="ArticleImageCaption__CaptionWrapper" wp_automatic_readability="34"><p class="ArticleImageCaption__Title">Pizzly Bear Born from a Polar Bear Father and Grizzly Mother</p><p class="ArticleImageCaption__Credit">Molly Merrow</p></div></figcaption></figure></p>

<p>Short-term, such hybrids may remain uncommon, with new species unlikely. However, what about the long-term evolutionary prospects for polar bears? Insights from the past might illuminate the future. The habitats of polar and brown bears once coexisted during the Pleistocene epoch, defined by recurring glaciation over the last 2.6 million years. Researchers at the University of California, Santa Cruz discovered that brown bears currently inhabit three Alaskan islands. <a href="https://pubmed.ncbi.nlm.nih.gov/23516372/">During that time, gradual male brown bear mating with local polar bear populations resulted in hybridization.</a> If this pattern recurs, the polar bear species could face extinction, leaving only grizzly bears.</p>

<p>However, the Pleistocene was characterized by gradual environmental changes and slow adaptation. Today’s climate change, driven by human activity, is happening at an unprecedented pace, potentially leading us down an alternate path. “The far more significant threat to polar bears today is the loss of ice habitat due to climate change, occurring much more swiftly than any concerns related to hybridization,” states Fiona Galbraith, a geneticist and climate change consultant currently leading a natural habitat expedition into the Canadian Arctic.</p>

<p><figure class="ArticleImage"><div class="Image__Wrapper"><img class="Image" alt="Icebergs are melting at the North Pole" width="1350" height="900" src="https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg" srcset="https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=300 300w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=400 400w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=500 500w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=600 600w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=700 700w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=800 800w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=837 837w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=900 900w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=1003 1003w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=1100 1100w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=1200 1200w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=1300 1300w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=1400 1400w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=1500 1500w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=1600 1600w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=1674 1674w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=1700 1700w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=1800 1800w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=1900 1900w, https://images.newscientist.com/wp-content/uploads/2025/11/05152237/SEI_273019037.jpg?width=2006 2006w" sizes="(min-width: 1288px) 837px, (min-width: 1024px) calc(57.5vw + 55px), (min-width: 415px) calc(100vw - 40px), calc(70vw + 74px)" loading="lazy" data-image-context="Article" data-image-id="2503193" data-caption="The Arctic is warming four times faster than the rest of the planet" data-credit="Adisha Pramod/Alamy"/></div><figcaption class="ArticleImageCaption" wp_automatic_readability="26"><div class="ArticleImageCaption__CaptionWrapper" wp_automatic_readability="32"><p class="ArticleImageCaption__Title">The Arctic is Warming Four Times Faster Than the Rest of the Planet</p><p class="ArticleImageCaption__Credit">Adisha Pramod / Alamy</p></div></figcaption></figure></p>

<p>In conclusion, while the Grolar dynasty is fascinating, it serves as a harbinger of ecological distress on Earth. Similar <a href="https://pmc.ncbi.nlm.nih.gov/articles/PMC10674025/">climate-induced mating</a> has been documented elsewhere, including a **bobcat-lynx hybrid** in North America and the emergence of the **coywolf**, resulting from interbreeding between coyotes and eastern wolves. Like Arctic bears, these hybrids are born from habitat disruption caused by rapidly changing environments. Their ability to adapt is situation-dependent; many hybrids struggle to thrive in new areas, often leading to biodiversity loss and eventual ecosystem collapse. "When both species fulfil similar roles in their ecosystems, increased contact and interbreeding can occur without significantly affecting ecological functions," shares <a href="https://polarbearsinternational.org/what-we-do/our-team/">John Whiteman</a> from Polar Bears International. Neglecting this could lead to dire consequences. For instance, while grizzly bears frequently leave carrion for scavengers, polar bears do not, posing hazards to food webs and disease dynamics.</p>

<p>Reflecting on our initial question about the Grolar dynasty as the next chapter in polar bear evolution, the resounding answer is a grim "no." This phenomenon showcases not adaptation but the tragic decline of a species amid drastic environmental fluctuations. However, this festive season, let’s contemplate the potential for a different outcome, where polar bear tracks continue to mark the Northern landscapes for winters yet to come. It hinges on our actions.</p>

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Source: www.newscientist.com

Will Pay-Per-Mile Fees Benefit Mr. Reeves or Deter Electric Car Adoption?

3p: The cost per mile for an electric vehicle is minimal, yet it represents a significant shift in the UK’s approach.

Ministers have historically opposed any type of road pricing due to its potential political fallout. This stance might change next week. Rachel Reeves, likely accustomed to facing criticism over fundraising schemes, is expected to propose charges specifically based on the mileage of EVs.

The Treasury has nearly confirmed that some financial measures will be revealed in next week’s budget, though no specifics have been disclosed. As reported first by the Telegraph, starting in 2028, EV users will be able to pay an additional fee atop their yearly road tax or vehicle excise duty (VED) according to the miles driven that year. This could involve a self-reported distance estimate or an odometer check during an MOT.

The uptake of battery electric vehicles, which are cheaper to operate compared to petrol cars, is increasing. By 2024, these vehicles are projected to be driven an average of about 8,900 miles, based on statistics from the Department for Transport (DfT). At a rate of 3p per mile, the current 1.4 million EVs on the roads could generate £267 per vehicle, amounting to around £375 million annually.


The Treasury has effectively confirmed that a form of fee for EVs will be announced when Rachel Reeves presents her Budget. Photo: Carlos Jasso/AFP/Getty Images

Transport Secretary Heidi Alexander had difficulty dismissing a national road pricing scheme during Thursday’s Commons questioning, but a later “clarification” indicated that pay-per-mile for EVs remains a possibility.

Looking ahead, a worrying deficit in vehicle tax revenue is anticipated as the transition to EVs diminishes fuel tax revenue. While petrol and diesel vehicles contribute taxes based on fuel consumption, the shift to electric will alter this dynamic.

Latest forecasts from the Office for Budget Responsibility indicate that a fuel tax of 52.95p per liter (roughly 5p per mile for the average car) will yield £24.4 billion this year, but billions of this income will decline starting in 2030 when sales of new petrol and diesel cars are phased out.

The key challenge lies in identifying fair alternatives to an unsustainable tax structure, particularly as there is enduring opposition from the right to all types of road pricing, which has become entangled in a culture war over London’s Ultra Low Emission Zones (ULEZ) and low-traffic areas, arguing for increased surveillance and reduced freedoms.


Last year, London’s mayor, Sadiq Khan, abandoned a review of pricing after being overwhelmed by anti-ULEZ sentiment. Photo: PA Images/Alamy

Some economists are in favor of time- and congestion-based road pricing, which may serve as a fairer method for managing road usage, although it also raises concerns about additional tracking.

Steve Gooding, director of the RAC Foundation, asserts that any plan should prioritize simplicity. However, regarding privacy, he notes, “The volume of data generated by modern vehicles is substantial. If the DfT or DVLA began monitoring Fahrzeugen, people might feel closely scrutinized. Yet Elon Musk has a different view: [Musk] – They don’t seem to mind.”

A broader issue is that pay-per-mile may deter drivers from switching to electric vehicles, which is vital for reducing carbon emissions. Manufacturers, businesses, and motoring organizations like Ford, Autotrader, and the AA have expressed concerns about the timing of introducing new charges amid this transition. Under the UK’s ZEV obligation, car manufacturers are required to ensure that one in three cars sold next year is a zero-emission vehicle, escalating to 80% by 2030 (the remaining 20% can be hybrids).

Current grants for new electric cars can be as high as £3,750, making running costs more reasonable for some consumers; however, several discounts and tax exemptions have ceased. Transport for London recently confirmed that EVs will have to pay the capital’s congestion charge starting next year, with zero-emission vehicles also subject to VED from April onward.

New Zealand is raising alarms, according to a report from the Social Market Foundation (SMF). Electric vehicles became liable for road tolls last year, a system previously reserved for diesel cars, where drivers purchased permits in increments of 1,000 km (621 miles). This change, alongside the cessation of buyer incentives and tax exceptions, resulted in a dramatic drop in new EV sales, with market share plummeting from a peak of 19% to just 4%.


Electric car at a charging station in Auckland, New Zealand. Last year, EVs were made responsible for road user charges. Photo: Michael Craig/AP

The SMF noted that Iceland also implemented a pay-per-mile system for EVs last year, but maintained incentives and pricing differentials, resulting in a much less pronounced decline in market share.

Advocates of this emerging technology proceed with caution. The Electric Vehicle Association England, representing motorists, expressed to the Prime Minister that consumer confidence in EVs remains tepid.

For many individuals, particularly in lower-income neighborhoods or those reliant on public charging without driveways, operational costs no longer present the same appeal. Ginny Buckley, CEO of Electrifying.com, an EV review platform, stated: “For numerous people, the expense of running an EV could exceed that of a gasoline vehicle if they lack access to affordable home charging and depend on public networks.”

Graham Parkhurst, a professor of sustainable mobility at the University of the West of England, highlighted that the stark disparity between home chargers and public charging stations (which are subject to a 20% VAT surcharge) represents a “political time bomb,” further dividing socio-economic classes.

Even longstanding advocates for pay-per-mile, like Parkhurst, caution that such systems require careful consideration. “Charging based on mileage makes sense, similar to how fuel taxes function. However, we need time to devise how to integrate this into a broader transport taxation framework. If you need a vehicle, an electric car is undoubtedly the smarter choice,” he asserted.


Proponents of pay-per-mile warn that they need to be cautious in moving forward. Photo: nrqemi/Getty Images/iStockphoto

The think tank Resolution Foundation suggests that any mileage and weight-based charges should apply only to future EV sales.

Tanya Sinclair, chief executive of UK Electric Vehicle, agrees on the need for fundamental reform of car taxation, but emphasizes that the government must convey a clear intent to encourage the shift to electric vehicles. “Any actions that create confusion, like providing subsidies while also launching pay-per-mile charges, blur the message for consumers,” she notes.

A government spokesperson stated the administration would “consider further support” for EVs but emphasized: “While fuel tax applies to petrol and diesel, an equivalent for electric vehicles is lacking. We are aiming for a fairer system for all drivers, while facilitating the transition to electric vehicles.”

“The best time to integrate road pricing would have been in the past, but the political landscape is complicated,” noted Gooding. The cross-party Transport Select Committee advocated for urgent road pricing implementation in 2022 to replace all vehicle taxation for every vehicle type. Yet, no minister has shown enthusiasm for this. Mayor Sadiq Khan of London was compelled to reject the possibility of pricing last year due to overwhelming anti-ULEZ sentiment, despite earlier indicating it was a viable option.

According to Mr. Gooding, introducing new policies is “most effectively undertaken with the minimum number of vehicles involved, and limiting it to EVs could be more manageable than developing complex charges for the 34 million vehicles already in circulation.”

For some, including Buckley and the Transport Improvement Campaign, a controversial yet clear solution remains: terminate the 15-year freeze on fuel taxes and the temporary 5p reduction currently in effect since 2022.

The SMF reported that had the levy remained consistent in real terms, nearly £150 billion would have been accumulated in public funds. Regardless of how the pay-per-mile model evolves, Reeves stated, “We must ensure that taxes on EVs for businesses remain lower than those on petrol.” “The simplest method of preserving this variance is by increasing fuel taxes.”

Source: www.theguardian.com

Study Reveals Plug-In Hybrids Emit Nearly the Same Pollution as Gasoline Vehicles

Plug-in hybrid electric vehicles (PHEVs) release nearly five times more greenhouse gas emissions than reported statistics suggest. I found a report detailing this issue.

These vehicles can operate on electric batteries as well as internal combustion engines and have been promoted by European manufacturers as a means to travel longer distances while lowering emissions—offering an alternative to fully electric cars.

Research indicates that PHEVs emit just 19% less CO2. An analysis from the nonprofit organization Transport and Environment was released on Thursday, showing laboratory tests estimated 75% less pollution.

Researchers examined data from fuel consumption meters in 800,000 vehicles registered in Europe between 2021 and 2023, discovering that the real carbon dioxide emissions from PHEVs in 2023 were 4.9 times greater than those from standardized lab tests, an increase from 3.5 times in 2021.

“While official emissions are declining, actual emissions are on the rise,” remarked Sofia Navas Goelke, a researcher at the Institute for Transport and Environment and co-author of the report. “This widening gap is becoming a significant issue. Consequently, PHEVs are now polluting nearly as much as traditional petrol vehicles.”

The researchers identified that much of this disparity stems from an overestimation of the “utility factor” (the proportion of miles driven in electric mode compared to total miles), finding that only 27% of driving was done in electric mode, versus the official estimate of 84%. The analysis noted that the European Commission proposed two amendments to the utility coefficient ratio, which lessened the gap but didn’t eliminate it entirely.

Even when operating in electric mode, pollution levels were found to be significantly higher than official figures suggest. Researchers indicated this was due to the electric motor being insufficient for sole operation, with the engine burning fossil fuels for almost one-third of the distance traveled in electric mode.

Patrick Plotz, head of energy economics at the Fraunhofer Institute for System Innovation, who did not participate in the study, described it as a “very useful contribution” to ongoing discussions, as some in the automotive industry have claimed there’s insufficient data to accurately gauge real emissions.

“Without a doubt, the disparity between official and actual fuel consumption and CO2 emissions for PHEVs is substantial,” Plotz remarked. “Their emissions are much higher than those of gasoline or diesel cars,” referring to the study on the topic. “Any policy adjustments regarding PHEVs should be thoughtfully considered in the context of this data.”

Hybrid vehicles have re-entered political discourse as automakers urge the EU to ease carbon emission targets. The push to ban new internal combustion engine vehicles by 2035 is facing strong lobbying from the auto sector, along with resistance from member states with significant automotive industries.

“There should be no significant reductions in 2035,” stated German Chancellor Friedrich Merz following a summit with Germany’s struggling automotive sector, committing to “do everything possible in 2035.” Other senior German leaders have cited plug-in hybrids as an example of “flexibility” that could be integrated into the legislation.

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Researchers calculated that the undervaluation of PHEV emissions artificially facilitated compliance with the EU’s average vehicle CO2 regulations, enabling four major car manufacturers to evade over €5 billion (around £4.3 billion) in fines between 2021 and 2023. The study indicated that PHEV drivers are likely to incur approximately €500 more in annual running costs than expectations based on lab tests.

“The exaggerated claims made by manufacturers regarding their plug-in hybrid vehicles are clearly misleading,” observed Colin Walker, a transportation analyst at Energy and Climate Intelligence.

“Consumers are misled into thinking that by choosing a PHEV, they are aiding the environment and saving money,” he pointed out. “In reality, PHEVs are only marginally more efficient than regular petrol and diesel vehicles concerning fuel and CO2 consumption, resulting in higher operation costs.”

Source: www.theguardian.com

New Hybrid Species of Blue and Green Jays Found in Texas

Hybridization among these species is notable within vertebrate groups. Such occurrences typically take place between recently diverged populations, with the most recent common ancestors of the Blue (Cyanocitta cristata) and Green (Cyanocorax yncas) Jays estimated to have existed at least 7 million years ago.



A hybrid of a man with a green Jay’s mother and a blue Jay’s father. Image credit: Brian R. Stokes.

“We’ve been working hard to engage with the community,” stated Brian Stokes, a graduate student at the University of Texas at Austin.

“While historical instances of vertebrate hybrids have often been linked to human influences—like the introduction of invasive species and recent range expansions—this particular case seems to have emerged due to climate shifts prompting the overlap of both parent species.”

During the 1950s, Green Jays, a tropical bird native to Central America, were limited to areas from Mexico to southern Texas, while Blue Jays, a temperate species found in the eastern U.S., extended westward to Houston, with minimal interaction between them.

However, their ranges have since converged around San Antonio as Green Jays migrated north and Blue Jays spread westward.

Stokes, who is focused on researching Green Jays in Texas as part of his PhD, actively monitors various social media platforms where birdwatchers share photos of sightings. This was one of several methods he utilized to capture birds, take genetic blood samples, and then release them back into their natural habitats.

One day, he spotted a rough image of an unusual blue bird featuring a black mask and white chest shared by a woman in the suburbs northeast of San Antonio. Although resembling a Blue Jay, it was distinctly different. The backyard birder welcomed Stokes for an in-person sighting.

“On our first attempt to capture it, the bird was quite elusive,” Stokes recounted.

“But the second day proved to be much more fortunate.”

Using a mist net—a long rectangular mesh of black nylon thread stretched between two poles, almost invisible to birds in flight—Stokes was able to successfully catch the bird on the second day after previously capturing and releasing dozens of others.

He quickly took a blood sample from this peculiar bird, allowing him to facilitate future research.

Interestingly, the bird vanished for several years, reappearing in the woman’s garden in June 2025. The reason for its return remains a mystery.

“I can’t explain it, but it felt like pure chance,” Stokes commented.

“Had it been two houses down, it likely wouldn’t have been reported at all.”

Investigations revealed that the bird is a hybrid descendant of a male Green Jay and a female Blue Jay.

It closely resembles other hybrids produced through researcher crossbreeding of Green and Blue Jays in the 1970s.

“Hybridization is likely far more prevalent in nature than researchers recognize, as we often miss these events happening,” Stokes expressed.

“Furthermore, in many species, physical barriers may prevent interactions that could lead to mating because we’re not actively observing.”

The team’s publication appears in the journal Ecology and Evolution.

____

Brian R. Stokes and Timothy H. Keat. 2025. Intergenerational hybrids between historically isolated temperate and tropical Jays after recent expansion of the scope. Ecology and Evolution 15(9): E72148; doi: 10.1002/ECE3.72148

Source: www.sci.news

Severe Nausea: Are Electric Vehicles Causing Car Sickness?

During a year of driving his daughter to school in a new electric vehicle, Phil Bellamy realized that she was anxious about taking a 10-minute ride every day.

While Bellamy, 51, had no issues with the car, his teenage daughter experienced nausea each time she got in. Research indicates that this is a common problem: many individuals who do not suffer from motion sickness in traditional vehicles find themselves affected by it in electric vehicles (EVs).

Concerned about his family’s aversion to riding in his car, Bellamy altered his driving style and considered purchasing a different vehicle, but the issue persisted. His daughters try to avoid traveling with him whenever they can.

“If we go on a trip, they make sure to take motion sickness tablets immediately. They wouldn’t even think of getting in the car without them,” he explains.

Bellamy appreciates driving electric cars for their quietness and smoothness compared to traditional combustion engine vehicles, though he hopes manufacturers will address the concerns of passengers affected by motion sickness.

Factors contributing to motion sickness include the relatively rapid acceleration of EVs compared to gasoline vehicles, the regenerative braking system, and the absence of sensory cues such as engine noise and vibrations while driving.

Research from China, a major electric vehicle producer, has found that EVs tend to induce more severe motion sickness symptoms than traditional vehicles.

Content creator Atia Chain from London shared her experiences on TikTok about suffering from car sickness in an EV this summer when she relied on Ubers for transportation.

Chain reports feeling “extreme nausea” shortly after getting in the EV, which ceased soon after she exited. It took her some time to realize that this happened only in electric vehicles. Now, she tends to avoid Ubers due to the prevalence of EVs.

“Usually, the nausea started right away as soon as the trip began. The first minute was particularly bad. I would roll down the window and find something to distract myself,” she shares. “The sickness lingered throughout the journey. If the Uber ride was 20 minutes long, I’d count down the minutes until I could get out.”

John Golding, a professor of applied psychology at Westminster University in London, explains that motion sickness has a particularly strong effect on passengers because it relates to their ability to anticipate changes in movement.

While the driver controls the vehicle, passengers, especially those seated in the back, may feel helpless. This could pose challenges for the future of self-driving cars.

Golding notes that the automotive industry is aware of the issue of motion sickness among some EV passengers and is actively researching ways to help them predict movement changes. For instance, car seat vibrations may alert passengers to changes in direction.

He suggests that individuals may also use motion sickness medication or adopt behavioral changes to cope. “The simplest solution is to sit in the front seat and have a clear view. It allows you to see and anticipate what will happen next, whereas sitting in the back means you can only see what has already happened,” he advises.

Consider motion sickness medication which can be obtained in patches or tablets from pharmacies, helping manage how your brain and body react to movement. It’s most effective when taken before travel.

Wear acupressure bands which some studies suggest may help, though results could primarily be attributed to the placebo effect. “If it works for you, don’t dismiss it,” Golding remarks.

Listen to low-frequency sounds. A study from Nagoya University in Japan indicates that certain vibrations at 100Hz may stimulate a part of the inner ear responsible for detecting gravity and acceleration.

Source: www.theguardian.com

Hybrid Skull May Belong to Child of Neanderthal and Homo sapiens

Homo sapiens parents” data-credit=”Israel Hershkovitz”/>

A skull of a young girl believed to be a descendant of Neanderthal Homo sapiens parents

Israel Hershkovitz

Skulls uncovered in Israel, dating back 140,000 years, likely belonged to hybrid children of Neanderthals and Homo sapiens. Anthropological analysis indicates that the ancient remains of a 5-year-old girl were found in one of the earliest known cemeteries, reshaping our understanding of organized burial practices and the people who partook in them.

The skull was initially unearthed in 1929 from Skhul Cave on Mount Carmel. This excavation ultimately revealed seven adults and three children, totaling 16 bones attributed to early humans classified as Homo sapiens.

However, the classification of the child’s skull has been disputed for nearly a century. It was originally thought to belong to a migrating lineage known as Paleoanthropus palestinensis, but later studies have suggested it is more likely a Homo sapiens specimen.

Anne Dambricourt Marasse, from the French Institute of Human Paleontology, is undertaking CT scans of the skull to compare it with other known Neanderthal juvenile remains.

“This study likely marks the first scientific assessment of Skhul’s child remains,” mentions John Hawks from the University of Wisconsin-Madison, who was not part of the research. “Previous efforts linked to antiquated reconstructions in plaster failed to comprehend the biology of this child in relation to similar specimens from a broader comparative framework.”

Malasse and her team found that the lower jaw presented notable Neanderthal traits, while the remainder of the skull was structurally aligned with Homo sapiens. They conclude that this blend of features suggests the child was of mixed ancestry.

“For a long time, I’ve questioned the viability of hybridization, suspecting that most cases resulted in miscarriages,” states Malasse. “The skeletal evidence indicates that this little girl, despite her youth at just five years, represents a different story.”

The new findings significantly enhance our understanding of the significant Skhul Child Skull, yet firmly identifying the child as a hybrid without recovering DNA is challenging, a task researchers have yet to achieve. “Human populations demonstrate substantial variability in appearance and physical form without interbreeding with ancient species like Neanderthals,” adds Malasse.

From research into both ancient and modern genomes, we know Homo sapiens and Neanderthals interchanged genes multiple times over the last 200,000 years. In 2018, bone fragments identified as Neanderthal and Denisovan hybrids, another ancient hominin species, were discovered in Russia, utilizing DNA analysis.

The Levant region emerges as a particularly significant area for human species intermingling due to its geographical positioning between Africa, Asia, and Europe. Some have termed it a “central bus stop” for Pleistocene humans, clarifies Dany Coutinho Nogueria at the University of Coimbra, Portugal.

Recent studies compel us to reevaluate our understanding of early burial practices among Homo sapiens, according to Malasse. Such ritualistic behaviors may have originated from Neanderthals, Homo sapiens, or resulted from interactions between the two.

“I cannot ascertain who performed the burial of this child, or whether the chosen burial ground belonged to a single community or one from another lineage that had established connections, shared rituals, and emotions,” reflects Malasse.

Topics:

  • Neanderthals/
  • Ancient humans

Source: www.newscientist.com

Data Insights: Are Electric Vehicles at Risk from Cyber Espionage and Hacking?

Mobile phones and desktop computers have long been targets of cyber espionage, but how vulnerable are electric vehicles?

On Monday, a newspaper reported that a British defense company, engaged with the UK government, advised its staff against connecting mobile devices with Chinese-made electric vehicles due to concerns over potential data extraction by Beijing.

This article examines the security issues related to electric vehicles.


Can an electric car snoop on you?

Security experts quoted by the Guardian suggest that electric vehicles, being the most advanced vehicles on the market, could be vulnerable to hacking.

Rafe Pilling, director of threat intelligence at cybersecurity firm SecureWorks, notes that electric vehicles can produce a wealth of data that could interest a hostile state.

“There are numerous opportunities to compromise these vehicles as they collect data,” he states.

He further explains that WiFi or mobile connectivity can enhance data access for manufacturers through the “over-the-air” software update feature.

“Modern vehicles equipped with over-the-air updates, various sensors, and external cameras could potentially be repurposed as surveillance tools,” he adds.

A mobile phone connected to a car via a charging cable or Bluetooth is another significant data source, he mentions.


Should all car drivers be worried?

Experts indicate that individuals in sensitive sectors, such as government or defense, should exercise caution.

“If you’re working on a sixth-generation fighter jet and connect your work phone to your personal vehicle, be mindful that this connection could compromise your mobile data,” states a researcher at the Royal United Services Institute Think Tank.

Nate Drier, tech lead at cybersecurity firm Sophos, highlights the option to select “don’t trust” when connecting a phone charger to a car; however, this would forfeit many functionalities, such as music streaming or messaging.

“Most people tend to maintain that connection for the convenience it brings,” he acknowledges.

Pilling adds that even rental car users should remain vigilant.

“Generally, individuals may leave copies of their contacts and sensitive information in their car’s entertainment and navigation system, often forgetting to remove them before relinquishing the vehicle, making phone synchronization a risky move,” he advises.


Why are Chinese vehicles the focus of concern?

China is a significant producer of electric vehicles (EVs) through brands like BYD and XPENG. Coupled with the Chinese state’s practices in cyber espionage, this raises concerns. For instance, China’s National Intelligence Act of 2017 mandates all organizations and citizens to “support, assist, and cooperate” with national intelligence efforts.

“Chinese law compels companies to align with national security, so one must consider the possibility of surveillance capabilities in their vehicles,” he notes, albeit admitting that there is “no evidence” currently linking Chinese vehicles to espionage.

Experts believe that while electric vehicles are a concern, devices like mobile phones, smartwatches, and other wearables are more likely targets for spying.


What does the UK government say?

A government representative refrained from commenting on specific security protocols but affirmed that “protecting national security is our utmost priority, and strict procedures are in place to ensure government sites and information are adequately safeguarded.”

A more detailed statement released last month by Defence Minister Koker, indicated that the Ministry of Defence (MOD) is collaborating with other government bodies to understand and mitigate potential security threats from all types of vehicles, not just those manufactured in China.

Further reports state that while there are no overarching policy prohibitions on the movement of Chinese-made vehicles, EVs incorporating Chinese components have been banned from sensitive military locations.

Nevertheless, individual defense entities may impose stricter requirements for vehicles in particular settings.

BYD was reached for commentary, while Xpeng stated it is “committed to upholding and complying with applicable UK and EU privacy laws and regulations.”

SMMT, a trade association representing British automakers, responded:

“Our industry is dedicated to maintaining a high standard of customer data protection, which includes the responsible use of data. Features such as apps and paired phones can be removed from vehicles based on individual manufacturers’ guidelines, ensuring drivers feel secure.”

Source: www.theguardian.com

Swedish Cabins: A Strategic Defense Against Hybrid Warfare in Sweden

aAt the end of an unmarked path on a small island on the edge of Stockholm's vast Baltic Sea archipelago, there is a small, unremarkable wooden hut painted dark red. The water gently hits the snow-capped rocks and the scent of pine fills the air.

The site offers few clues to the geopolitical drama that has gripped Scandinavia in recent months with accusations of infrastructure vandalism. But in reality, this cabin holds a vital cog of Europe's digital connectivity and a vulnerable point in a potential hybrid war. It's a data center that amplifies signals from a 1,615-mile fiber-optic cable that stretches from northern Sweden to Berlin.

Last month, two nearby fiber optic cables were severed, sparking an ongoing investigation by Swedish authorities. Western intelligence officials from several countries have said they believe a Chinese ship leaving the Russian port of Ustiluga caused the disconnection, but it was possible the disconnection was accidental or intentional. Opinions are divided as to whether this is the case.

Inside a data center, you'll find the “normal stuff” like alarms, CCTV, and access control. Photo: Josefin Stenersen/Guardian

Since Russia's invasion of Ukraine in 2022, Sweden has experienced an increase in hybrid warfare (attacks against adversaries using methods other than traditional military action) by pro-Russian factions. The Guardian was given exclusive access to the Stockholm data center site as Nordic governments are on high alert against Hybrid Russia's activities.

Daniel Aldstam, chief security officer at GlobalConnect, which transports 50% of Scandinavia's internet capacity and operates the center, described its approach to its location and normal appearance as “security through concealment.”

“There are basically two different approaches,” he said. “Either put a lot of fencing around it so it's obvious there's something important, or you can do what we've done here and make things a little more discreet. But , Of course, the usual facilities such as alarms, CCTV and access control are in place.'' Inside, cages full of equipment emit flashing lights and cables of different colors line the ceiling.

Following recent incidents of suspected sabotage, Polish Prime Minister Donald Tusk proposed a “naval security” initiative involving joint military patrols by countries around the Baltic Sea.

Map of where the cable was cut

A helicopter ride from Stockholm over the archipelago of 30,000 islands, rocks and reefs highlights just how difficult it is to protect the coastline. But its vastness also suggests how the “security through concealment” approach can be effective, at least up to a point. A map has been published showing where all submarine cables are laid.

We have hundreds of thousands of kilometers of fiber. How can I physically protect it? You can’t do that,” Aldstam said. “The key here is redundancy.” [using multiple cables offering alternative routes if one is cut off]. You need to eat more fiber. ”

Infrastructure is seen as particularly vulnerable to hybrid warfare, and there are signs of tweaks to the “covert” approach to reflect difficult times.

(From left) Daniel Aldstam, Chief Security Officer at GlobalConnect; Patrik Gylesjö, Project Manager. and Per Jansson, Senior Vice President. Photo: Josefin Stenersen/Guardian

GlobalConnect is building a larger, more modern-looking data center nearby. This data center is still unmarked and painted in a similar shade of red, but it is a building that clearly serves a more important function. It has an internal diesel-powered backup generator that allows it to continue operating even if the electricity is cut off.

Since Russia's full-scale invasion of Ukraine, the vulnerability of submarine cables and other critical infrastructure to sabotage has been highlighted, particularly in the relatively shallow and busy Baltic Sea region.

European submarine data cable map

In September 2022, the Nord Stream pipeline carrying natural gas from Russia to Germany exploded. Initially, many thought Russia was responsible. But in August, German media reported that German authorities had issued an arrest warrant for a Ukrainian man suspected of being part of the team that planted explosives on the pipeline. Both sides in the Ukraine war deny responsibility and blame each other for the attack.

NATO, which has established a dedicated center for undersea security, says vulnerabilities in the infrastructure of wind farms, pipelines and power cables put the security of around 1 billion people in Europe and North America at risk of hybrid warfare by the alliance's adversaries. He warned that he was being exposed. Earlier this month, NATO Secretary-General Mark Rutte urged Europeans to “shift to a wartime mindset.”

Despite all the warnings, the number of undersea cables lying or buried on the ocean floor appears to be surprisingly small.

“We call it a super-mega cable, but it doesn't sound super-mega, and it doesn't look super-mega,” said the director of Global Connect's entire Sweden-to-Berlin cable project, which was completed earlier this year. Director Patrick Gailshaw said. “The name refers to capacity, not size.”

A 2cm fiber optic cable can support 1 billion Netflix streams simultaneously. Photo: Josefin Stenersen/Guardian

Inside the cable, which is just over 2cm in diameter, is a small section made up of 96 hair-thin fiber pairs, enough to support 1 billion simultaneous Netflix streams. The rest consists of a steel cladding and waterproof material.

Gailshaw said a relatively small ship's anchor would be enough to destroy the cable. “You don't need a super big tool to break or cut this cable. It's pretty fragile.”

Making it more powerful means it's heavier, more expensive and “more complex to deploy,” he added.

Accidental breaks in submarine cables are extremely rare. “It is very rare for damage to occur in general,” says Gylesjö. “It's very unusual. I think something like this has happened up to two or three times during our time as submarine cable operators.”

Source: www.theguardian.com

Perfect Time to Buy an Electric Car in the UK: Unbeatable Deals on Electric, Hybrid, and Low Emission Vehicles

IIf you’re considering trading up to an electric vehicle but think it’s too costly, think again. Used Tesla Model 3 or Kia e-Niros, capable of 250-300 miles on a single charge, can now be purchased for just £14,000.

Last year, prices for used electric vehicles dropped significantly, making previously unattainable models now accessible to many families.

In fact, Autotrader reported that EVs are now almost as affordable as petrol cars, with the average price of a three- to five-year-old EV in July being £18,964, compared to £18,076 for a petrol car of the same model year.

Ground-breaking ultra-efficient models from three to four years ago are now available on the second-hand market at much more affordable prices, despite initially costing between £40,000 and £50,000 new.

According to David Smith of Cleveleys Electric Vehicles, there are some incredible deals available, with cars offering nearly the same driving range as new models, proven reliability, and warranties still intact, all at a fraction of the price.

One EV specialist highly recommends the Kia e-Niro, especially with its 64kWh battery. Photo: Sue Thatcher/Alamy

Smith also recommended the Kia e-Niro with its 64kWh battery for families under £15,000, citing its efficiency, range, and reliability.

Another model to consider is the MG5, which has proven to be extremely reliable according to Cleveleys Electric Vehicles.

Smith mentioned that longer-range EVs are not as risky as perceived, with many cars maintaining their mileage even after extensive use.

Buying a used, fuel-efficient EV eliminates the issues that new electric vehicles may face, making them a practical choice for many buyers.

For those looking to purchase, there are several affordable options available, like the Kia e-Niro and Tesla Model 3, both offering long-distance capabilities at competitive prices.

Charging at home is much cheaper than using public charging points, making EVs even more cost-effective in the long run.

The Tesla Model 3 has proven to be capable of long distance driving. Photo: Taina Sohlman/Alamy

Consider the warranties, charging options, and overall cost before making a decision on purchasing a used EV.

Charging at home is much cheaper than using a public charging point. Photo: Christopher Thomond/The Guardian

Consider the charging infrastructure, insurance costs, and warranty coverage when buying a used EV to ensure a wise investment.

Source: www.theguardian.com

Some skeptics warn that EVs will strain the power grid, but they could actually help to solve the problem

picture
Electric cars scares some people of the dark: their batteries produce much less carbon dioxide but require more power to run, prompting ominous warnings that Britain and other wealthy countries could plunge their citizens into darkness if they ban new petrol and diesel sales.

In recent months, UK net-zero skeptic newspapers have warned that a shift to EVs “risks overwhelming the grid and causing catastrophic blackouts” if intermittent solar and wind don't provide the needed power. Another article argued that “we don't need an enemy force to plunge us all into darkness – just some electricity customers doing their normal thing on a normal winter's night.”

But many who work in the electric vehicle industry believe these fears may be unfounded, arguing that the transition to electric vehicles is an exciting, potentially lucrative opportunity to build a smarter, greener energy system.


In the UK, polluting coal-fired power plants have been largely replaced by wind farms and solar panels. These renewable energies do not emit carbon dioxide, but they suffer from intermittency problems and cannot provide enough power on cloudy days or at night when there is no wind. Add in the prospect that all new cars will be electric by 2035 and it is not an exaggerated question how the power grid will keep supply and demand in balance.

Shifting demand

The transition to electric vehicles will undoubtedly require more electricity generation as electric vehicles, rather than land-based fossil fuels, become the primary source of energy for transportation, but smart technology can be used to shift demand away from peak times, such as 5pm in winter, when demand for electricity risks outstripping supply.

This isn't just a pipe dream: home charger company MyEnergy calculates that if balancing services were enabled across all installed compatible chargers, it could “provide over 1GW of demand-shifting flexibility to the grid, more than 98% of the UK's major fossil fuel power stations.”

Octopus Energy, which has quickly grown to become the UK's largest electricity supplier, says its Go electricity tariff manages the charging of the batteries of 150,000 electric vehicles. Charging them all at once would require 1GW of power, but smart chargers hold off charging until off-peak hours at night, shifting demand away from peaks. Electricity is also cheaper during off-peak hours, with clear benefits for consumers: Octopus says its customers save an average of about £600 a year.




In the UK, polluting coal-fired power stations have largely been replaced by wind farms and solar panels, which suffer from “intermittency issues”. Photo: Martin Meissner/AP

One gigawatt is the equivalent of a medium-sized power station, enough to power 600,000 homes. Electric vehicles on UK roads are already on the rise in the UK. Peak electricity demand in winter is 61.1GWAccording to the National Grid, delaying charging for just a few hours can help reduce energy consumption.

Jack Fielder, chief strategy officer at MyEnergy, said: “If every EV charger could provide a grid balancing service and every driver took part in a grid balancing program, we could collectively eliminate periods of strain on the grid.”

It could also be useful when power supply exceeds demand, such as on warm, windy nights, said Chris Pateman-Jones, chief executive of charging company Connected Curve.

“Instead of wasting renewable energy, I see EVs as a giant sponge,” he says. For consumers, there will be little change: Connected Curve data shows that most cars are already charged by midnight, leaving them idle for hours before they're needed.

Powered by car battery

It's not just the timing of when electrons flow into car batteries that will help the National Grid Electricity Supply Operator (NGESO), the company responsible for balancing the U.K. power grid: It calls demand shifting a “low-regret action that will help reduce the impact on peak demand and reduce renewable curtailment,” but it also wants electrons to flow in the other direction.

Vehicle-to-grid technology is an attractive prospect: instead of building power plants, hydroelectric storage, or stationary battery fleets, the idea is to harness the energy stored in car batteries. Cars could become portable power packs, providing backup for homes in the event of a blackout, and even allowing drivers to earn money by selling power back to the grid.

NGESO is Annual estimate It predicts what the UK electricity system will look like in 2035 and 2050. It sees a growing role for cars feeding power back into the grid, and in the most optimistic scenario, capacity could reach 39GW (equivalent to one-tenth of the vastly expanded generating capacity).

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Source: www.theguardian.com

Enhanced Energy Storage Capacity of Hybrid Supercapacitor Electrodes

A breakthrough in hybrid supercapacitors was achieved by increasing the active material in the electrodes by a new method involving β-Ni(OH)2 and NH4F. This innovation leads to more efficient energy storage and opens new possibilities for advanced energy systems. Credit: SciTechDaily.com

New research enhances hybrid supercapacitors by creating more efficient electrodes, marking a major advance in energy storage technology.

Like batteries, supercapacitors are a type of energy storage device. However, whereas batteries store energy electrochemically, supercapacitors store energy electrostatically by storing charge on the electrode surface.

Hybrid supercapacitors (HSCs) combine the advantages of both systems by incorporating battery-type electrodes and capacitor-type electrodes. Despite synthetic techniques that allow the active components of HSC electrodes to be grown directly on conductive substrates without the addition of binders (“self-supporting” electrodes), the proportion of active material in these electrodes remains subject to commercial requirements. remains too low.

Now, researchers have discovered a clever way to increase activity ratios and achieve dramatic improvements in key measures.

Schematic diagram of the device. Credit: Vinod Panwar and Pankaj Singh Chauhan

A breakthrough in supercapacitor electrode efficiency

“Hybrid supercapacitors integrate the advantages of high energy and power density, long cycle life, and safety, and are emerging as a promising frontier in electrochemical energy storage,” said the study’s lead author, a Chinese said Wei Guo, a scientist at Northwestern University of Science and Technology.

“In our paper, we propose a new mechanism to create a versatile two-dimensional superstructure family that overcomes the low active mass ratio of conventional free-standing electrodes.”

New methodology and findings

Here, the researchers studied β-Ni(OH)2, a type of nickel hydroxide. Addition of NH4F into the reaction solution replaces one hydroxide ion with a fluoride ion. The resulting Ni-F-OH plates were grown to a thickness of 700 nm and had a high mass loading (active mass per cm2) 29.8 mg cm-2– Up to 72% of electrode mass.

Advanced Light Source (ALS) Many theoretical and An experimental analysis was performed. It is used to understand the mechanisms underlying the new morphology.

As a result, adding F gives us Ions tune the surface energy of the plates (a key factor in nanocrystal growth), while NH4+ Ions consume excess local OHsuppressing undesired β-Ni(OH)2 reformation. Additionally, based on the same methodology, researchers can produce other bimetallic superstructures and their derivatives, emerging a versatile new family of metal-based hydroxides for new energy storage systems to meet future demands. showed signs of.

Reference: “New layered hydroxide plates of record thickness to enhance high mass-load energy storage” Wei Guo, Chaochao Dun, Matthew A. Marcus, Victor Venturi, Zack Gainsforth, Feipen Yang, Xuefei Feng, Venkatasubramanian Viswanathan, Jeffrey J. Urban, Chang Yu, Qiuyu Zhang, Jinghua Guo, Jieshan Qiu, February 18, 2023. advanced materials.
DOI: 10.1002/adma.202211603

Source: scitechdaily.com