Study links adoption of electric vehicles with less air pollution and improved health

Electric vehicles are widely hailed as a key way to mitigate climate change through reduced emissions, but research on the dual benefits of reduced air pollution and improved health has been largely hypothetical.

A team of researchers from the Keck School of Medicine of USC have now begun to document the actual impact of electric vehicle adoption in the first study to use real-world data to link electric cars, air pollution and health. Leveraging publicly available datasets, the researchers analyzed a "natural experiment" occurring in California as residents in the state rapidly transitioned to electric cars, or light-duty zero emissions vehicles (ZEVs). The results were just published in the journal Science of the Total Environment.

The team compared data on total ZEV registration, air pollution levels and asthma-related emergency room visits across the state between 2013 to 2019. As ZEV adoption increased within a given zip code, local air pollution levels and emergency room visits dropped.

"When we think about the actions related to climate change, often it's on a global level," said Erika Garcia, PhD, MPH, an assistant professor of population and public health sciences at the Keck School of Medicine and the study's lead author. "But the idea that changes being made at the local level can improve the health of your own community could be a powerful message to the public and to policy makers."

The researchers also found that while total ZEVs increased over time, adoption was considerably slower in low-resource zip codes -- what the researchers refer to as the "adoption gap." That disparity points to an opportunity to restore environmental justice in communities that are disproportionately affected by pollution and related health problems.

"The impacts of climate change on health can be challenging to talk about because they can feel very scary," said Sandrah Eckel, PhD, an associate professor of population and public health sciences at the Keck School of Medicine and the study's senior author. "We're excited about shifting the conversation towards climate change mitigation and adaptation, and these results suggest that transitioning to ZEVs is a key piece of that."

Benefits for health and the climate

To study the effects of electric vehicle adoption, the research team analyzed and compared four different datasets. First, they obtained data on ZEVs (which includes battery electric, plug-in hybrid, and hydrogen fuel cell cars) from the California Department of Motor Vehicles and tabulated the total number registered in each zip code for every year between 2013 and 2019.

They also obtained data from U.S. Environmental Protection Agency air monitoring sites on levels of nitrogen dioxide (NO2), an air pollutant related to traffic, and zip code level asthma-related visits to the emergency room. Asthma is one of the health concerns long linked with air pollutants such as NO2, which can also cause and exacerbate other respiratory diseases, as well as problems with the heart, brain and other organ systems.

Finally, the researchers calculated the percentage of adults in each zip code who held bachelor's degrees. Educational attainment levels are frequently used as an indicator of a neighborhood's socioeconomic status.

At the zip code level, for every additional 20 ZEVs per 1,000 people, there was a 3.2% drop in the rate of asthma-related emergency visits and a small suggestive reduction in NO2 levels. On average across zip codes in the state, ZEVs increased from 1.4 to 14.6 per 1,000 people between 2013 and 2019. ZEV adoption was significantly lower in zip codes with lower levels of educational attainment. For example, a zip code with 17% of the population having a bachelor's degree had, on average, an annual increase of 0.70 ZEVs per 1,000 people compared to an annual increase of 3.6 ZEVs per 1,000 people for a zip code with 47% of the population having a bachelor's degree.

Past research has shown that underserved communities, such as lower-income neighborhoods, tend to face worse pollution and associated respiratory problems than more affluent areas. If ZEVs replace gas-powered cars in those neighborhoods, they could stand to benefit substantially.

"Should continuing research support our findings, we want to make sure that those communities that are overburdened with the traffic-related air pollution are truly benefiting from this climate mitigation effort," Garcia said.

More to learn

While climate change is a massive health threat, mitigating it offers a massive public health opportunity, Eckel said. As one of the first studies to quantify the real-world environmental and health benefits of ZEVs, the research can help demonstrate the power of this mitigation measure, including possibly reduced health care utilization and expenditures.

The findings are promising, Garcia said, but many questions remain. Future studies should consider additional impacts of ZEVs, including emissions related to brake and tire wear, mining of materials for their manufacture, and disposal of old cars. The researchers also hope to study additional types of pollutants and other classes of vehicles, in addition to conducting a follow-up study of the effects of the ever-growing share of ZEVs in the state.

Moving forward, transitioning to ZEVs is just one part of the solution, Eckel said. Shifting to public transport and active transport, including walking and biking, are other key ways to boost environmental and public health.

Read more at Science Daily

Scientists convert waste paper into battery parts for smartphones and electric vehicles

Scientists from Nanyang Technological University, Singapore (NTU Singapore) have developed a technique to convert waste paper, from single-use packaging and bags, and cardboard boxes, into a crucial component of lithium-ion batteries.

Through a process called carbonisation which converts paper into pure carbon, the NTU researchers turned the paper's fibres into electrodes, which can be made into rechargeable batteries that power mobile phones, medical equipment, and electric vehicles.

To carbonise the paper, the team exposed the paper to high temperatures, which reduces it to pure carbon, water vapour and oils that can be used for biofuel. As carbonisation takes place in the absence of oxygen, this emits negligible amounts of carbon dioxide, and the process is a greener alternative to disposing of kraft paper through incineration, producing large amounts of greenhouse gasses.

The carbon anodes produced by the research team also demonstrated superior durability, flexibility, and electrochemical properties. Laboratory tests showed that the anodes could be charged and discharged up to 1,200 times, which is at least twice as durable as anodes in current phone batteries. The batteries that use the NTU-made anodes could also withstand more physical stress than their counterparts, absorbing crushing energy up to five times better.

The NTU-developed method also uses less energy-intensive processes and heavy metals compared to current industrial methods of manufacturing battery anodes. As the anode is worth 10 per cent to 15 per cent of the total cost of a lithium-ion battery, this latest method, which uses a low-cost waste material, is expected to also bring down the cost of manufacturing them.

The findings were published in the scientific peer-reviewed journal Additive Manufacturing in October.

Using waste paper as the raw material to produce battery anodes would also ease our reliance on conventional sources for carbon, such as carbonaceous fillers and carbon-yielding binders, which are mined and later processed with harsh chemicals and machinery.

Paper waste, which comprises disposed paper bags cardboard, newspaper, and other paper packaging, accounted for nearly a fifth of the waste generated in Singapore in 2020.

Kraft paper bags, which make up the bulk of Singapore's paper waste, were also found to have large environmental footprints compared to their counterparts made of cotton and plastic, due to their greater contribution to global warming when incinerated and the eco-toxicity potential in producing them, a separate 2020 NTU study found.

The current innovation which presents an opportunity to upcycle waste products and reduce our dependence on fossil fuels, accelerating our transition towards a circular economy, green materials, and clean energy, reflects NTU's commitment to mitigate our impact on the environment, which is one of four humanity's grand challenges that the University seeks to address through its NTU 2025 strategic plan.

Assistant Professor Lai Changquan, from NTU's School of Mechanical & Aerospace Engineering, who led the project, said: "Paper is used in many facets in our daily lives, from gift wrapping and arts and crafts, to a myriad of industrial uses, such as heavy-duty packaging, protective wrapping, and the filling of voids in construction. However, little is done to manage it when it is disposed of, besides incineration, which generates high levels of carbon emissions due to their composition. Our method to give kraft paper another lease of life, funnelling it into the growing need for devices such as electric vehicles and smartphones, would not only help cut down on carbon emissions but would also ease the reliance on mining and heavy industrial methods."

The research team has filed for a patent with NTUitive, NTU's innovation and enterprise company. They are also working towards commercialising their invention.

The recipe for greener battery parts

To produce the carbon anodes, the NTU researchers joined and laser cut several thin sheets of kraft paper to form different lattice geometries, some resembling a spikey piñata. The paper was then heated to 1200°C in a furnace without the presence of oxygen, to convert it into carbon, forming the anodes.

The NTU team attributes the anode's superior durability, flexibility, and electrochemical properties to the arrangement of the paper fibres. They said the combination of strength and mechanical toughness shown by the NTU-made anodes would allow batteries of phones, laptops and automobiles to better withstand shocks from falls and crashes.

Current lithium battery technology relies on internal carbon electrodes that gradually crack and crumble after physical shocks from being dropped, which is one of the main reasons why battery life gets shorter with time.

The researchers say that their anodes, which are hardier than current electrodes used in batteries, would help address this problem and extend the life of batteries in a wide array of uses, from electronics to electric vehicles.

Co-author of the study Mr Lim Guo Yao, a research engineer from NTU's School of Mechanical & Aerospace Engineering, said: "Our anodes displayed a combination of strengths, such as durability, shock absorption, electrical conductivity, which are not found in current materials. These structural and functional properties demonstrate that our kraft paper-based anodes are a sustainable and scalable alternative to current carbon materials, and would find economic value in demanding, high-end, multifunctional applications, such as the nascent field of structural batteries."

Asst Prof Lai added: "Our method converts a common and ubiquitous material -- paper -- into another that is extremely durable and in high demand. We hope that our anodes will serve the world's quickly growing need for a sustainable and greener material for batteries, whose manufacturing and improper waste management have shown to have a negative impact on our environment."

Highlighting the significance of the work done by the NTU research team, Professor Juan Hinestroza from the Department of Human Centered Design of Cornell University, US, who was not involved in the research, said: "As kraft paper is produced in very large quantities and disposed likewise all over the world, I believe that the creative approach pioneered by the researchers at NTU Singapore has a great potential for impact at a global scale. Any discovery that will allow the use of waste as a raw material for high-value products like electrodes and foams is indeed a great contribution. I think that this work may open a new avenue and motivate other researchers to find pathways for the transformation of other cellulose-based substrates, such as textiles and packaging materials, which are being discarded in large quantities all over the globe."

Read more at Science Daily

Banning the sale of fossil-fuel cars benefits the climate when replaced by electric cars

If a ban were introduced on the sale of new petrol and diesel cars, and they were replaced by electric cars, the result would be a great reduction in carbon dioxide emissions. That is the finding of new research from Chalmers University of Technology, Sweden, looking at emissions from the entire life cycle -- from manufacture of electric cars and batteries, to electricity used for operation. However, the total effect of a phasing out of fossil-fuelled cars will not be felt until the middle of the century -- and how the batteries are manufactured will affect the extent of the benefit.

A rapid and mandatory phasing in of electric cars could cause emissions from Swedish passenger cars' exhausts to approach zero by 2045. The Swedish government has proposed an outright ban on the sale of new fossil fuel cars from the year 2030 -- but that alone will not be enough to achieve Sweden's climate targets on schedule.

"The lifespan of the cars currently on the roads and those which would be sold before the introduction of such a restriction mean that it would take some time -- around 20 years -- before the full effect becomes visible," says Johannes Morfeldt, researcher in Physical Resource Theory at Chalmers University of Technology and lead author of the recently published scientific study.

To have the desired effect, a ban would either need to be introduced earlier, by the year 2025, or, if the ban is not brought in until 2030, then the use of biofuels in petrol and diesel cars needs to increase significantly before then -- in accordance with the revised Swedish "reduction obligation." The combination of these two measures would have the effect of achieving zero emissions from passenger vehicles and keeping to Sweden's climate targets.

"The results from our study show that rapid electrification of the Swedish car fleet would reduce life cycle emissions, from 14 million tonnes of carbon dioxide in 2020 to between 3 and 5 million tonnes by the year 2045. The end result in 2045 will depend mainly on the extent to which possible emission reductions in the manufacturing industry are realised," says Johannes Morfeldt.

A transition from petrol and diesel cars to electric cars will mean an increased demand for batteries. Batteries for electric cars are often criticised, not least for the fact that they result in high levels of greenhouse gas emissions during manufacture.

"There are relatively good opportunities to reduce emissions from global battery manufacturing. Our review of the literature on this shows that average emissions from global battery manufacturing could decrease by about two thirds per kilowatt hour of battery capacity by the year 2045. However, most battery manufacturing takes place overseas, so Swedish decision-makers have more limited opportunities to influence this question," says Johannes Morfeldt.

From a climate perspective, it does not matter where the emissions take place, and the risk with decisions taken at a national level for lowering passenger-vehicle emissions is that they could lead to increased emissions elsewhere -- a phenomenon sometimes termed 'carbon leakage'. In this case, the increase in emissions would result from greater demand for batteries, and the risk is thus greater the higher the emissions from battery production.

In that case, the Swedish decision would not have as great an effect on reducing the climate impact as desired. The life-cycle emissions would end up in the upper range -- around 5 million tonnes of carbon dioxide instead of around 3 million tonnes. Due to this, there may be reason to regulate emissions in both vehicle and battery production, from a life cycle perspective.

"Within the EU, for example, there is a discussion about setting a common standard for the manufacture of batteries and vehicles -- in a similar way as there is a standard that regulates what may be emitted from exhausts," says Johannes Morfeldt.

But, given Sweden's low emissions from electricity production, a ban on sales of new fossil-fuel cars would indeed result in a sharp reduction of the total climate impact, regardless of how the manufacturing industry develops.

Read more at Science Daily

Inexpensive battery charges rapidly for electric vehicles, reduces range anxiety

 Range anxiety, the fear of running out of power before being able to recharge an electric vehicle, may be a thing of the past, according to a team of Penn State engineers who are looking at lithium iron phosphate batteries that have a range of 250 miles with the ability to charge in 10 minutes.

"We developed a pretty clever battery for mass-market electric vehicles with cost parity with combustion engine vehicles," said Chao-Yang Wang, William E. Diefenderfer Chair of mechanical engineering, professor of chemical engineering and professor of materials science and engineering, and director of the Electrochemical Engine Center at Penn State. "There is no more range anxiety and this battery is affordable."

The researchers also say that the battery should be good for 2 million miles in its lifetime.

They report today (Jan. 18) in Nature Energy that the key to long-life and rapid recharging is the battery's ability to quickly heat up to 140 degrees Fahrenheit, for charge and discharge, and then cool down when the battery is not working.

"The very fast charge allows us to downsize the battery without incurring range anxiety," said Wang.

The battery uses a self-heating approach previously developed in Wang's center. The self-heating battery uses a thin nickel foil with one end attached to the negative terminal and the other extending outside the cell to create a third terminal. Once electrons flow it rapidly heats up the nickel foil through resistance heating and warm the inside of the battery. Once the battery's internal temperature is 140 degrees F, the switch opens and the battery is ready for rapid charge or discharge.

Wang's team modeled this battery using existing technologies and innovative approaches. They suggest that using this self-heating method, they can use low-cost materials for the battery's cathode and anode and a safe, low-voltage electrolyte. The cathode is thermally stable, lithium iron phosphate, which does not contain any of the expensive and critical materials like cobalt. The anode is made of very large particle graphite, a safe, light and inexpensive material.

Because of the self-heating, the researchers said they do not have to worry about uneven deposition of lithium on the anode, which can cause lithium spikes that are dangerous.

"This battery has reduced weight, volume and cost," said Wang. "I am very happy that we finally found a battery that will benefit the mainstream consumer mass market."

According to Wang, these smaller batteries can produce a large amount of power upon heating -- 40 kilowatt hours and 300 kilowatts of power. An electric vehicle with this battery could go from zero to 60 miles per hour in 3 seconds and would drive like a Porsche, he said.

"This is how we are going to change the environment and not contribute to just the luxury cars," said Wang. "Let everyone afford electric vehicles."

Other Penn State researchers working on this project were Xiao-Guang Yang, assistant research professor of mechanical engineering, and Teng Liu, doctoral student in mechanical engineering.

Read more at Science Daily