Image: CSAW, CC BY-ND

Each morning seems to bring new reports of hacks, privacy breaches, threats to national defense or our critical infrastructure and even shutdowns of hospitals. As the attacks become more sophisticated and more frequently perpetrated by nation-states and criminal syndicates, the shortage of defenders only grows more serious: By 2020, the cyber security industry will need 1.5 million more workers than will be qualified for jobs.

In 2003, I founded Cyber Security Awareness Week (CSAW) with a group of students, with the simple goal of attracting more engineering students to our cyber security lab. We designed competitions allowing students to participate in real-world situations that tested both their knowledge and their ability to improvise and design new solutions for security problems. In the past decade-plus, our effort has enjoyed growing interest from educators, students, companies and governments, and shows a way to closing the coming cyber security workforce shortage.

Today, with as many as 20,000 students from around the globe participating, CSAW is the largest student-run cyber security event in the world. Recruiters from the U.S. Department of Homeland Security and many large corporations observe and judge each competition. (Registration for this year’s competition is still open for a little while.)

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The scope of ECS transcends academia. Its members are more than scholars; they are global leaders in the fields of research, innovation, and industry. With each passing day, they further develop the potential of electrochemical and solid state science, paving the way toward a cleaner, brighter future.

We are proud to recognize the top 15 non-academic institutions based upon ECS membership:

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The death of a person earlier this year while driving with Autopilot in a Tesla sedan, along with news of more crashes involving Teslas operating in Autopilot, has triggered a torrent of concerns about the safety of self-driving cars.

But there is a way to improve safety across a rapidly evolving range of advanced mobility technologies and vehicles – from semi-autonomous driver assist features like Tesla’s Autopilot to a fully autonomous self-driving car like Google’s.

The answer is connectivity: wireless communication that connects vehicles to each other, to the surrounding infrastructure, even to bicyclists and pedestrians. While connectivity and automation each provide benefits on their own, combining them promises to transform the movement of people and goods more than either could alone, and to do so safely. The U.S. Department of Transportation may propose requiring all new cars to have vehicle-to-vehicle communication, known as V2V, as early as this fall.

Tesla blamed the fatal crash on the failure of both its Autopilot technology and the driver to see the white tractor-trailer against a bright sky. But the crash – and the death – might have been avoided entirely if the Tesla and the tractor-trailer it hit had been able to talk to each other.

Limitations of vehicles that are not connected

Autonomous vehicles that aren’t connected to each other is a bit like gathering together the smartest people in the world but not letting them talk to each other. Connectivity enables smart decisions by individual drivers, by self-driving vehicles and at every level of automation in between.

Despite all the safety advances in recent decades, there are still more than 30,000 traffic deaths every year in the United States, and the number may be on the rise. After years of steady declines, fatalities rose 7.2 percent in 2015 to 35,092, up from 32,744 in 2014, representing the largest percentage increase in nearly 50 years, according to the U.S. DOT.

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MXene is a nanomaterial that can super effectively block and absorb electromagnetic radiation.
Image: Drexel University

We’ve all experienced electromagnetic interference, whether it’s hearing your car engine break in your AM radio station or the squealing of speakers at a concert when a cellphone gets to close. However, researchers from Drexel University may have found a way to all but stop this interference though what they’re calling MXene (2D Transition Metal Carbides).

Electromagnetic interference isn’t just annoying for users, it’s damaging for devices and could lead to the overall degradation of cellphones, laptops, and other electronics.

Typically, to block this interference, scientists encase the interior of electronics with conductive metal (i.e. metal, copper, or aluminum). But researchers for this new study found that a few-atoms thin titanium carbide may be more effective at blocking such interference. Additionally, it is extremely easy to apply – with the ability to be sprayed on to any surface just like paint.

“With technology advancing so fast, we expect smart devices to have more capabilities and become smaller every day. This means packing more electronic parts in one device and more devices surrounding us,” says ECS Fellow Yury Gogotsi, lead author of the research. “To have all these electronic components working without interfering with each other, we need shields that are thin, light and easy to apply to devices of different shapes and sizes. We believe MXenes are going to be the next generation of shielding materials for portable, flexible and wearable electronics.”

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One year ago Tesla Motors announced plans to build its Gigafactory to produce huge numbers of batteries, giving life to the old saying, “if you want something done right, do it yourself.”

By making electric car batteries that Tesla used to buy from others, CEO Elon Musk adopted a strategy made famous by Henry Ford – build a vertically integrated company that controls the many stages of production. By integrating “backward” into its supply chain, Musk is betting Tesla can improve the performance and lower the costs of batteries for its vehicles.

Now, Musk wants Tesla to acquire SolarCity for similar reasons, but with a slightly different twist.

SolarCity is one of the largest installers of solar photovoltaic panels, with some 300,000 residential, commercial and industrial customers in 27 states. The proposed merger with SolarCity would vertically integrate Tesla forward, as opposed to backward, into the supply chain. That is, when people come to Tesla stores to buy a vehicle, they will be able to arrange installation of solar panels – and potentially home batteries – at the same time.

This latest move would bring Tesla one step closer to being the fully integrated provider of sustainable energy solutions for the masses that Elon Musk envisions. But does it make business sense?

The real issue in my mind comes down to batteries and innovation.

Creating demand and scale

Although installing batteries is not a big part of SolarCity’s current business, the company is a potentially large consumer of Tesla’s batteries from the Gigafactory. Tesla makes Powerwall batteries for homes and larger Powerpack systems for commercial and industrial customers.

Any increase in the flow of batteries through the factory gives Tesla better economies of scale and potential for innovation. Innovation comes with the accumulated experience gained from building a key component of its electric vehicles as well as Tesla’s energy storage systems. As the company manufactures more batteries, it will find ways to innovate around battery design and production.

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Image: CC0

Last week, Samsung ordered a global recall of its Galaxy Note 7 phones after investigations into claims of exploding devices revealed faulty lithium-ion batteries. Now, the FAA is strongly urging passengers to forge bringing the device on airliners due to safety risks.

Earlier this year, we spoke to ECS member K.M. Abraham about lithium-ion battery devices and safety concerns associated with them.

“It is safe to say that these well-publicized hazardous events are rooted in the uncontrolled release of the large amount of energy stored in Li-ion batteries as a result of manufacturing defects, inferior active and inactive materials used to build cells and battery packs, substandard manufacturing and quality control practices by a small fraction of cell manufacturers, and user abuses of overcharge and over-discharge, short-circuit, external thermal shocks and violent mechanical impacts,” Abraham said. “Safety hazards of Li-ion batteries occur when the fundamental principle of controlled release of energy on which battery technology is based is compromised by materials and manufacturing defects and operational abuses.”

Read Abraham’s full paper on Li-ion safety and building better batteries.

Scholarly publishing news has been buzzing about 1science’s recently published large-scale study on the impact of Open Access. This study analyzed more than 3 million papers and found that Open Access papers have a 50% greater citation advantage than papers in subscription-based journals.

Meanwhile, ECS has also been performing its own (much smaller-scale) research to confirm this hypothesis. In May 2015, ECS launched a study, led by Daniela Solomon, a librarian at Case Western Reserve University, to examine the citation advantage for Open Access articles published in Journal of The Electrochemical Society (JES).

The study looks at both downloads and citations of articles published in a single volume of JES. This brief note outlines the results at the end of one year; however, we consider these results preliminary as we will continue to run the study for another year.

We will publish our findings again when the study closes: in the meantime we’d be interested in hearing your comments and thoughts on our findings so far.

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Interest in electric and hybrid vehicles continues to grow across the globe. The world economy saw EV sales go from around 315,000 in 2014 to 536,000 in 2015, and trends so far for 2016 show that the number of vehicles sold this year is on track to far exceed numbers we’ve seen in previous years.

Moving EVs forward

But in order to make these cars, there needs to be an energy storage source that is not only sustainable, but cheap to produce, with high efficiency, and can be easily mass produced. One of the leading contenders in that race has become fuel cell technology.

In recent years, new materials and better heat management processes have advanced fuel cells. Now, researchers from Lawrence Berkeley National Lab’s NERSC center (including ECS Fellow Radoslav Adzic and ECS member Kotaro Sasaki) are putting their chips on polymer electrolyte fuel cells (PEFCs) to be at the forefront of fuel cell technology due recent finds. In a new study, the group showed that PEFCs could be made to run more efficiently and produced more cost-effectively by reducing the amount of a single key ingredient: platinum.

Laboratory curiosity

While fuel cells date back to 1839, they spent a majority of their existence as laboratory curiosities. It wasn’t until the 1950s when fuel cells finally made their way to the main stage, eventually going on to power the Gemini and Apollo space flights in the 1960s.

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Image: Zosia Rostomian/Berkeley Lab

Scientists can now directly probe hard-to-see layers of chemistry due to the development of an X-ray toolkit out of Lawrence Berkeley National Laboratory.

The research team behind the initiative believes that their development could provide insight about battery performance and corrosion. Additionally, it could give insight into a variety of chemical reactions, including biological and environmental processes.

The from LBNL:

In a first-of-its-kind experiment at Berkeley Lab’s Advanced Light Source, an X-ray source known as a synchrotron, researchers demonstrated this new, direct way to study the inner workings of an activity center in chemistry known as an “electrochemical double layer” that forms where liquids meets solids—where battery fluid (the electrolyte) meets an electrode, for example (batteries have two electrodes: an anode and a cathode).

Read the full article.

In a battery, changes in electrical potential can be seen in the electrochemical double layer.

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An interdisciplinary team made up of researchers from Stanford University and the U.S. Department of Energy’s SLAC National Accelerator Laboratory recently developed a new catalyst that carries out a solar-powered reaction 100 times faster than ever before.

Additionally, the catalyst’s performance improves as time goes on and it can stand up to intense, acidic conditions. In creating the catalyst, the researchers used less iridium than would typically be used, potentially lowering the cost to produce hydrogen or carbon-based fuels that could power a range of renewable, sustainable alternatives.

This from SLAC National Accelerator Laboratory:

The discovery of the catalyst – a very thin film of iridium oxide layered on top of strontium iridium oxide – was the result of an extensive search by three groups of experts for a more efficient way to accelerate the oxygen evolution reaction, or OER, which is half of a two-step process for splitting water with sunlight.

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