In an effort to increase security on airplanes, the U.S. government is considering expanding a ban on lithium-ion based devices from cabins of commercial flights, opting instead for passengers to transport laptops and other electronic devices in their checked luggage in the cargo department. However, statistics from the Federal Aviation Administration suggest that storing those devices in the cargo area could increase the risk of fires.

The FAA reports that batteries were responsible for nine airline fires in 2014. The number grew to 16 in 2015 and further to 31 in 2016. Most fires were able to be extinguished by passengers.
According to Homeland Security Secretary John Kelly, the U.S. government is considering expanding the ban to 71 additional airports.

(READ: “What’s Next for Batteries?” with Robert Kostecki.)

Mainstream concern regarding lithium-ion battery safety became widespread in 2016 when videos of hoverboards exploding began to emerge. Since then, news reports of smartphone and laptop batteries have emerged.

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Assuming that the deployment of carbon removal technology will outpace emissions and conquer global climate change is a poor substitute for taking action now, say researchers.

With the current pace of renewable energy deployment and emissions reductions efforts, the world is unlikely to achieve the Paris Climate Agreement’s goal of limiting global warming to 2 degrees Celsius above pre-industrial levels. This trend puts in doubt efforts to keep climate change damages from sea level rise, heat waves, drought, and flooding in check. Removing carbon dioxide from the atmosphere, also known as “negative emissions,” has been thought of as a potential method of fighting climate change.

In their new perspective published in the journal Science, however, researchers from Stanford University explain the risks of assuming carbon removal technologies can be deployed at a massive scale relatively quickly with low costs and limited side effects—with the future of the planet at stake.

“For any temperature limit, we’ve got a finite budget of how much heat-trapping gases we can put into the atmosphere. Relying on big future deployments of carbon removal technologies is like eating lots of dessert today, with great hopes for liposuction tomorrow,” says Chris Field, professor of biology and of earth system science and director of Stanford’s Woods Institute for the Environment.

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In its first “Science for Solving Society’s Problems Challenge,” ECS partnered with the Bill & Melinda Gates Foundation to leverage the brainpower of the many scientists in electrochemistry and solid state science and technology that regularly attend ECS meetings. From this project, seven presentations were selected, with a total of $360,000 awarded to pursue research projects addressing world sanitation problems.

The powerPAD, a collaboration among Neus Sabaté, Juan Pablo Esquivel, and Erik Kjeang, was one of the projects selected to receive $50,000 in funding. Now, just over two years later, the researchers are discussing their findings and how their work has transformed over time.

“As originally proposed, the developed battery is completely made of organic materials such as cellulose, carbon electrodes, beeswax and organic redox species, and can be fabricated by affordable methods with low energy consumption,” Esquivel told ECS in an email. “After it’s used, the battery can be disposed of in an organic waste container or even discarded in the field, because it biodegrades by the action of microorganisms present in soils and water bodies. In the article we have shown that this biodegradable battery can substitute for a Li-ion coin cell battery to run a portable water monitoring device. The battery is activated upon the addition of a drop of the same water sample that is analyzed.”

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In 2016, Solar Impulse 2 was the first solar-powered electrified aircraft to make a trip around the world. But that aircraft wasn’t the first to partake in electric flight, nor will it be the last.

Since the development of the battery-powered Militky MB-E1 in the early 1970s, there has been excitement surrounding the promise of an electric aircraft. However, many of the concepts being floated around by aerospace companies assume huge improvements in current battery technology.

The problem? According to a recently published article in Wired, current battery technology does not offer the power-to-weight ratio needed to make battery-powered planes feasible.

But battery technology has taken leaps over the past few years. Energy storage devices are become more efficient and lighter simultaneously. But how long will it take to be able to pack enough energy into a device while remaining light enough to glide through the sky?

“There’s already been a lot of progress,” Venkat Srinivasan, battery expert with Argonne National Lab, told Wired. “It’s not the same ballpark as Moore’s law progress because it’s chemistry, not electronics, but it’s still very good.”

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By: Erin Baker, University of Massachusetts Amherst

The U.S. Department of Energy spends US$3-$4 billion per year on applied energy research. These programs seek to provide clean and reliable energy and improve our energy security by driving innovation and helping companies bring new clean energy sources to market.

President Trump’s detailed budget request reportedly will ask Congress to cut funding for the Energy Department’s clean energy programs by almost 70 percent, from $2 billion this year to $636 million in 2018. Clean energy advocates and environmental groups strongly oppose such drastic cuts, but some reductions are likely. Where should DOE focus its limited funding to produce the greatest energy and environmental benefits?

My colleagues Laura Diaz Anadon of Cambridge University and Valentina Bosetti of Bocconi University and I recently reviewed 15 studies that asked this question. We found a number of clean energy technologies in electricity and transportation that will help us slow climate change by reducing greenhouse gas emissions, even at lower levels of investment.

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The development of the lithium-ion battery has helped enable the modern day electronics revolution, making possible everything from cellphones to laptops to electric vehicles and even grid-scale energy storage.

However, those batteries have limited lifespans. Battery expert Daniel P. Abraham is looking to address that.

“As your cellphone battery ages, you notice that you have to plug it in more often,” says Abraham, ECS member and scientist at Argonne National Laboratory. “Over a period of time, you are not able to store as much charge in the battery, and that is the process we call capacity fade.”

Abraham is a co-author of an open access paper recently published in the Journal of The Electrochemical Society, “Transition Metal Dissolution, Ion Migration, Electrocatalytic Reduction and Capacity Loss in Lithium-Ion Full Cells,” which addresses the question of why your battery doesn’t age well.

A majority of today’s electronic devices are powered by the lithium-ion battery. In order for the battery to store and release energy, lithium ions move back and forth between the positive and negative electrodes through an electrolyte.  In theory, the ions could travel back and forth an infinite number of times, resulting in a battery that lasts forever.

But that’s not what happens in the batteries that power your laptops and your electric vehicles. According to Abraham, unwanted side reactions often occur as ions move between the electrodes, resulting in batteries that lose capacity over time.

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By: Joshua D. Rhodes, University of Texas at Austin; Michael E. Webber, University of Texas at Austin; Thomas Deetjen, University of Texas at Austin, and Todd Davidson, University of Texas at Austin

U.S. Secretary of Energy Rick Perry in April requested a study to assess the effect of renewable energy policies on nuclear and coal-fired power plants.

Some energy analysts responded with confusion, as the subject has been extensively studied by grid operators and the Department of Energy’s own national labs. Others were more critical, saying the intent of the review is to favor the use of nuclear and coal over renewable sources.

So, are wind and solar killing coal and nuclear? Yes, but not by themselves and not for the reasons most people think. Are wind and solar killing grid reliability? No, not where the grid’s technology and regulations have been modernized. In those places, overall grid operation has improved, not worsened.

To understand why, we need to trace the path of electrons from the wall socket back to power generators and the markets and policies that dictate that flow. As energy scholars based in Texas – the national leader in wind – we’ve seen these dynamics play out over the past decade, including when Perry was governor.

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The electric vehicle market continues to build momentum every year, with consumers around the world growing more interested. But in order for EVs to pave the way for the future of transportation, more efficient, longer-lasting batteries will need to be developed.

That’s where ECS member Jeff Dahn, leader of Tesla’s researcher partnership through his Dalhousie University research group, comes in. Recently, Dahn and his team unveiled new chemistry that could increase battery lifecycle at high voltages without significant degradation.

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The consumer demand for seamless, integrated technology is on the rise, and with it grows the Internet of Things, which is expected to grow to a multitrillion-dollar market by 2020. But in order to develop a fully integrated electronic network, flexible, lightweight, rechargeable power sources will be required.

A team of researchers from Ulsan National Institute of Science and Technology is looking to address that issue, developing inkjet-printed batteries that can be modified to fit devices of any shape and size. The team reports that the newly developed inks can be printed onto paper to create a new class of printed supercapacitors.

(READ: Rise of Cyber Attacks: Security in the Digital Age)

This from Ulsan National Institute of Science and Technology:

The process involves using a conventional inkjet printer to print a preparatory coating—a ‘wood cellulose-based nanomat’—onto a normal piece of A4 paper. Next, an ink of activated carbon and single-walled nanotubes is printed onto the nanomat, followed by an ink made of silver nanowires in water. These two inks form the electrodes. Finally, an electrolyte ink—formed of an ionic liquid mixed with a polymer that changes its properties when exposed to ultraviolet light—is printed on top of the electrodes. The inks are exposed at various stages to ultraviolet irradiation and finally the whole assembly is sealed onto the piece of paper with an adhesive film.

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Lithium-ion batteries power a vast majority of the world’s portable electronics, but the magnification of recent safety incidents have some looking for new ways to keep battery-related hazards at bay. The U.S. Navy is one of those groups, with chemists in the U.S. Naval Research Laboratory (NRL) unveiling a new battery, which they say is both safe and rechargeable for applications such as electric vehicles and ships.

“We keep having too many catastrophic news stories of lithium-ion batteries smoking, catching fire, exploding,” says Debra Rolison, head of NRL’s advanced electrochemical materials section and co-author of the recently published paper. “There’ve been military platforms that have suffered severe damage because of lithium-ion battery fires.”

Once example of such damage came in 2008, when an explosion and fire caused by a lithium-ion battery damaged the Advanced SEAL Delivery Vehicle 1 at its base in Pearl Harbor.

While generally safe when manufactured properly, lithium-ion batteries host an organic liquid which is flammable if the battery or device gets too hot.

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