The Dark Side Of Solar Power

December 2, 2020 by Kristina Panos 303 Comments

Everybody loves solar power, right? It’s nice, clean, renewable energy that’s available pretty much everywhere the sun shines. If only the panels weren’t so expensive. Even better, solar is now the cheapest form of electricity for companies to build, according to the International Energy Agency. But solar isn’t all apples and sunshine — there’s a dark side you might not know about. Manufacturing solar panels is a dirty process from start to finish. Mining quartz for silicon causes the lung disease silicosis, and the production of solar cells uses a lot of energy, water, and toxic chemicals.

The other issue is that solar cells have a guanteed life expectancy of about 25 years, with average efficiency losses of 0.5% per year. If replacement begins after 25 years, time is running out for all the panels that were installed during the early 2000s boom. The International Renewable Energy Agency (IREA) projects that by 2050, we’ll be looking at 78 million metric tons of bulky e-waste. The IREA also believe that we’ll be generating six million metric tons of new solar e-waste every year by then, too. Unfortunately, there are hardly any measures in place to recycle solar panels, at least in the US.

How are solar panels made, anyway? And why is it so hard to recycle them? Let’s shed some light on the subject.

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Lithium: What Is It And Do We Have Enough?

November 30, 2020 by Matthew Carlson 138 Comments

Lithium (from Greek lithos or stone) is a silvery-white alkali metal that is the lightest solid element. Just one atomic step up from Helium, this magic metal seems to be in everything these days. In addition to forming the backbone of many kinds of batteries, it also is used in lubricants, mood-stabilizing drugs, and serves as an important additive in iron, steel, and aluminum production. Increasingly, the world is looking to store more and more power as phones, solar grids, and electric cars continue to rise in popularity, each equipped with lithium-based batteries. This translates to an ever-growing need for more lithium. So far production has struggled to keep pace with demand. This leads to the question, do we have enough lithium for everyone?

It takes around 138 lbs (63 kg) of 99.5% pure lithium to make a 70 kWh Tesla Model S battery pack. In 2016, OICA estimated that the world had 1.3 billion cars in use. If we replace every car with an electric version, we would need 179 billion pounds or 89.5 million tons (81 million tonnes) of lithium. That’s just the cars. That doesn’t include smartphones, laptops, home power systems, massive grid storage projects, and thousands of other products that use lithium batteries.

In 2019 the US Geological Survey estimated the world reserves of identified lithium was 17 million tonnes. Including the unidentified, the estimated total worldwide lithium was 62 million tonnes. While neither of these estimates is at that 89 million ton mark, why is there such a large gap between the identified and estimated total? And given the general rule of thumb that the lighter a nucleus is, the more abundant the element is, shouldn’t there be more lithium reserves? After all, the US Geological Survey estimates there are around 2.1 billion tonnes of identified copper and an additional 3.5 billion tonnes that have yet to be discovered. Why is there a factor of 100x separating these two elements?

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Alfred Jones Talks About The Challenges Of Designing Fully Self-Driving Vehicles

November 24, 2020 by Mike Szczys 44 Comments

The leap to self-driving cars could be as game-changing as the one from horse power to engine power. If cars prove able to drive themselves better than humans do, the safety gains could be enormous: auto accidents were the #8 cause of death worldwide in 2016. And who doesn’t want to turn travel time into something either truly restful or alternatively productive?

But getting there is a big challenge, as Alfred Jones knows all too well. The Head of Mechanical Engineering at Lyft’s level-5 self-driving division, his team is building the roof racks and other gear that gives the vehicles their sensors and computational hardware. In his keynote talk at Hackaday Remoticon, Alfred Jones walks us through what each level of self-driving means, how the problem is being approached, and where the sticking points are found between what’s being tested now and a truly steering-wheel-free future.

Check out the video below, and take a deeper dive into the details of his talk.

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Garrett Augustus Morgan Made The World Safer

November 24, 2020 by Kristina Panos 23 Comments

Some people invent with the intent of seeking fame and prestige. Few inventors seem to truly care about other people the way that Garrett Augustus Morgan did. His inventions saved many lives, including those of a few people who were rescued by Garrett himself after an explosion tore through a tunnel beneath Lake Erie.

Though he had little formal education, Garrett’s curiosity took him into many fields from sewing machine repair to gas masks to transportation problems. He achieved great success and improved many lives along the way.

Of Seams and Straighteners

Garrett Augustus Morgan was born March 4th, 1877 in Claysville, Kentucky. He was the seventh of eleven children born to Sydney and Elizabeth Morgan, who had both been slaves. His mother was part Native American.

Armed with a sixth grade education and ten cents in his pocket, Garrett left home at fourteen look for work, which was common for kids his age at the time. He first landed in Cincinnati and spent a few years working as a handyman.

In 1895 he moved to Cleveland and started repairing sewing machines. This is where he developed his taste for the way things work. After a decade or so, he opened his own sewing machine shop. He had gotten married in the meantime, and a few years later, he and his wife Mary Anne, a seamstress, opened a discount ladies clothing store and hired thirty-two employees to make all the suits, coats, and dresses in-house.

One day Garrett was sewing a woolen fabric that kept getting scorched by the extremely high speed of the sewing machine needle. He experimented with a few chemicals to coat the needle and keep it cool. As the story goes, he wiped his hands off on a piece of cloth and went to lunch. When he came back, the wavy fibers in the fabric had been completely straightened by the chemical.

Curious, he tried the solution on his neighbor’s dog’s fur, and it straightened that, too. Then he worked up the nerve to try it on his own hair, and discovered the hair relaxer. He turned the solution into a cream and established the G.A. Morgan Hair Refining Company to sell his hair relaxer to African Americans. The company was terrifically successful and Garrett earned enough money from sales to keep inventing.

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Eulogy To Arecibo: With Demise Of A Unique Scientific Facility, Who Will Carry The Torch?

November 24, 2020 by Maya Posch 50 Comments

Few telescopes will get an emotional response from the general public when it is ultimately announced that they will be decommissioned. In the case of the Arecibo Observatory in Arecibo, Puerto Rico, the past months has seen not only astronomers but also countless people across the world wait with bated breath after initial reports of damage to the radio telescope’s gigantic dish.

When the National Science Foundation announced that they would be decommissioning the telescope, there was an understandable outpouring of grief and shock. Not only is Arecibo a landmark in Puerto Rico, it is the telescope from iconic movies such as GoldenEye (1995) and Contact (1997). Its data fed public programs such as the Seti@Home and Einstein@Home projects.

Was Arecibo’s demise truly unavoidable, and what does this mean for the scientific community?

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The Cost Of Moving Atoms In Space; Unpacking The Dubious Claims Of A $10 Quintillion Space Asteroid

November 23, 2020 by Bob Baddeley 43 Comments

The rest of the media were reporting on an asteroid named 16 Psyche last month worth $10 quintillion. Oddly enough they reported in July 2019 and again in February 2018 that the same asteroid was worth $700 quintillion, so it seems the space rock market is similar to cryptocurrency in its wild speculation. Those numbers are ridiculous, but it had us thinking about the economies of space transportation, and what atoms are worth based on where they are. Let’s break down how gravity wells, distance, and arbitrage work to figure out how much of this $10-$700 quintillion we can leverage for ourselves.

The value assigned to everything has to do with where a thing is, AND how much someone needs that thing to be somewhere else. If they need it in a different place, someone must pay for the transportation of it.

In international (and interplanetary) trade, this is where Incoterms come in. These are the terms used to describe who pays for and has responsibility for the goods between where they are and where they need to be. In this case, all those materials are sitting on an asteroid, and someone has to pay for all the transport and insurance and duties. Note that on the asteroid these materials need to be mined and refined as well; they’re not just sitting in a box on some space dock. On the other end of the spectrum, order something from Amazon and it’s Amazon that takes care of everything until it’s dropped on your doorstep. The buyer is paying for shipping either way; it’s just a matter of whether that cost is built into the price or handled separately. Another important term is arbitrage, which is the practice of taking a thing from one market and selling it in a different market at a higher price. In this case the two markets are Earth and space.

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The Shipping Industry’s Transition To Atomic Power And Faster Deliveries

November 19, 2020 by Maya Posch 203 Comments

The transport of goods with cargo ships and especially container ships is the backbone of today’s economies, with about 90% of non-bulk cargo transported with them. This is in addition to the large number of oil tankers and LNG carriers. Unfortunately, due to their use of diesel engines they are also responsible for about 3.5% of the world’s CO2 emissions, in addition to 18 – 30% of nitrogen oxide and 9% of sulfur oxides.

Although the switch to low-sulfur diesel (ULSD) and the use of speed limits has reduced some of these pollutants, the shipping industry sees itself faced with the necessity to decarbonize in order to meet the obligations of the Paris Agreement. This essentially means finding a way to switch from diesel engines to an alternative which has comparable or better fuel costs, produces no or almost no pollutants and will not negatively affect logistics.

As a highly competitive, cut-throat industry, this does seem to leave shipping companies backed up against a wall. Yet an existing, proven technology just so happens to exist already which can be retrofitted into existing cargo ships. Continue reading “The Shipping Industry’s Transition To Atomic Power And Faster Deliveries” →