This is Lightfoot, a solar scooter conceived by San Francisco-based R&D outfit Otherlab that, it claims, will be available to buy in the US from January. The most eye-catching feature are the two side panels covered in solar cells that will hopefully keep you from needing a charger. In the gap between the two, however, is a fairly capacious cargo compartment with almost 1.6 cubic feet of space. That should be more than enough to haul your gear to and from work, or to pick up some groceries when you’re out and about. The padded seat and footplates, too, are designed to carry the rider and an additional passenger when required, too.
Specs-wise, there’s a pair of 750W brushless DC motors with a top speed of 20 miles per hour, generating 90Nm of peak torque, which should hopefully be enough to scale the hills around SF (and wherever you are). They’re wired up to a 1.1kWh battery that the company promises will deliver a range of 37 miles on a single charge. The two 120W panels on either side will trickle charge the battery when on the road or parked up outdoors. Otherlab claims this idle solar charging will add three miles of charge per hour, or 18 miles if you leave it for a whole day.
Lightfoot / Otherlab
Aside from the solar hardware, Otherlab claims that you — or a qualified technician — will be able to keep this running without any outside assistance. It said most of the components are off-the-shelf motorcycle parts and that they can be repaired or replaced just as easily. There’s also a one-year whole-bike and two-year mechanical guarantee, as well as a no-question buy back policy. We’ll reserve judgment on every facet of this until we’re able to test it for ourselves, but we’re looking forward to doing so just to see what this thing feels like to ride.
This article originally appeared on Engadget at https://www.engadget.com/transportation/evs/im-kinda-in-awe-of-this-goofy-solar-scooter-150041980.html?src=rss
Hydrogen-powered vehicles haven’t really caught on as an alternative means of eco-friendly transportation. Hyundai, however, hopes to fix that with a bigger investment in the technology and its newest hydrogen-powered concept SUV called the Initium.
Hyundai announced it plans to start production on the hydrogen SUV in the first half of next year. The Initium can run approximately 404 miles on a single refueling and can also run on electric power as a backup that can be recharged from a household electricity supply. The vehicle will also make its public debut at the LA Auto Show and Auto Guangzhou in China next month. It’s not yet confirmed where the cars will be available when they go on sale so a US launch isn’t guaranteed.
The Initium may just be a concept car for now but Hyundai seems committed to bringing its newest hydrogen car to drivers quickly, even if the fuel source hasn’t made nearly as many strides towards widespread acceptance as electric options. The South Korean carmaker is planning on investing $4 billion to develop its hydrogen vehicle technology and infrastructure to meet its complete carbon neutrality goal by 2045 with cars like the Initium and the electric Ioniq 5 unveiled last year.
Hydrogen may be an efficient alternative to gasoline but it still has a ways to go to be competitive with electric vehicles (and that’s without acknowledging the continued prevalence of gasoline-powered cars). There are only 59 hydrogen charging stations in the US with most of them in California, according to the US Department of Energy. There are only a handful of carmakers who still offer a hydrogen powered option including Hyundai (the Nexo SUV) and Toyota (the Mirari). Honda used to offer a hydrogen car with The Clarity but it ended production in 2021, according to Car & Driver.
This article originally appeared on Engadget at https://www.engadget.com/transportation/evs/hyundai-reveals-its-newest-hydrogen-powered-vehicle-the-initium-192235417.html?src=rss
Ford will start shipping a new Tesla Supercharger NACS adapter to customers today, the company told Engadget in an email. The new adapters were co-developed with Lectron, a major manufacturer of EV chargers, adapters and cables for Tesla and others.
Ford drivers gained access to Tesla Superchargers earlier this year, but the CCS charging port on Ford EVs isn't compatible with Tesla's NACS port. To fix that, the automaker offered a free NACS adapter to owners of its Mach E, F-150 Lightning and other vehicles, with a deadline of June 2024.
Earlier this month, however, Ford sent a service bulletin to some customers telling them to stop using the adapter. The reason cited was a "potential issue" that could reduce charging speeds and even cause charging port damage. Ford extended its deadline and promised a replacement adapter in the coming weeks.
Ford
While some of the supply of the original adapter had potential issues, they don't apply to all the adapters; in fact, Ford will provide both the old one and these new models. "To continue accelerating access to the Tesla Supercharger Network for Ford electric vehicle customers, Ford will start shipping a new Ford-branded complimentary adapter to customers as of October 31," a company spokesperson wrote. "Customers who are awaiting a complimentary adapter may receive the new Ford-branded Fast Charging Adapter or the existing approved adapter."
Other automakers including Nissan, GM and Subaru have also signed pacts with Tesla to use its Superchargers. Tesla's network represents a large majority of DC fast chargers in the US, with 19,000 installed compared to 15,000 from all other operators. Globally, Tesla has installed over 62,000 supercharger connectors as of Q3 2024, up 23 percent over last year.
Correction, October 31 2024, 1:42PM ET: This story originally stated that Ford's new adapters developed with Lectron were a replacement for other adapters that Ford had asked owners to return due to potential issues. That's not the case. Ford is still provided EV owners with the older-style adapter as not all of the supply were having issues. The new adapter developed with Lectron is meant to augment and increase supply of adapters for customers rather than replace it. We apologize for the error.
This article originally appeared on Engadget at https://www.engadget.com/transportation/evs/fords-free-replacement-for-its-telsa-supercharger-adapter-starts-shipping-today-130010480.html?src=rss
Ford will start shipping a new Tesla Supercharger NACS adapter to customers today, the company told Engadget in an email. The new adapters were co-developed with Lectron, a major manufacturer of EV chargers, adapters and cables for Tesla and others.
Ford drivers gained access to Tesla Superchargers earlier this year, but the CCS charging port on Ford EVs isn't compatible with Tesla's NACS port. To fix that, the automaker offered a free NACS adapter to owners of its Mach E, F-150 Lightning and other vehicles, with a deadline of June 2024.
Earlier this month, however, Ford sent a service bulletin to some customers telling them to stop using the adapter. The reason cited was a "potential issue" that could reduce charging speeds and even cause charging port damage. Ford extended its deadline and promised a replacement adapter in the coming weeks.
Ford
While some of the supply of the original adapter had potential issues, they don't apply to all the adapters; in fact, Ford will provide both the old one and these new models. "To continue accelerating access to the Tesla Supercharger Network for Ford electric vehicle customers, Ford will start shipping a new Ford-branded complimentary adapter to customers as of October 31," a company spokesperson wrote. "Customers who are awaiting a complimentary adapter may receive the new Ford-branded Fast Charging Adapter or the existing approved adapter."
Other automakers including Nissan, GM and Subaru have also signed pacts with Tesla to use its Superchargers. Tesla's network represents a large majority of DC fast chargers in the US, with 19,000 installed compared to 15,000 from all other operators. Globally, Tesla has installed over 62,000 supercharger connectors as of Q3 2024, up 23 percent over last year.
Correction, October 31 2024, 1:42PM ET: This story originally stated that Ford's new adapters developed with Lectron were a replacement for other adapters that Ford had asked owners to return due to potential issues. That's not the case. Ford is still provided EV owners with the older-style adapter as not all of the supply were having issues. The new adapter developed with Lectron is meant to augment and increase supply of adapters for customers rather than replace it. We apologize for the error.
This article originally appeared on Engadget at https://www.engadget.com/transportation/evs/fords-free-replacement-for-its-telsa-supercharger-adapter-starts-shipping-today-130010480.html?src=rss
The US presidential election is in its final stretch. Before election day on November 5, Engadget is looking at where the candidates, Kamala Harris and Donald Trump, stand on the most consequential tech issues of our day.
While the environment and climate change are standard fare for elections, the 2024 campaign has put a surprising amount of focus on EVs. Cars and trucks are some of the biggest contributors to global warming, spewing millions of tons of greenhouse gasses into the atmosphere every year. So it’s no shock many believe transitioning from traditional combustion engine vehicles to electric will be key to reining in climate change. Of course, an electric car is only as clean as the energy used to charge its batteries, so the Biden administration has also put a lot of effort into expanding clean-energy initiatives in the US. Kamala Harris is widely expected to continue Biden’s work promoting EV adoption and clean energy technology. While Donald Trump has, unsurprisingly, run on a promise to undo it all.
Kamala Harris
On the campaign trail, Harris hasn’t announced any new major policy initiatives regarding EVs or clean energy. Mostly her comments on the matter have been broad but seek to build on the work done by the Biden administration. Between the Infrastructure Investment and Jobs Act and the Inflation Reduction Act (IRA), the government invested hundreds of billions of dollars in charging stations, EV tax credits, EV manufacturing, wind and solar.
Earlier in her career, as a senator from California and as a candidate in 2020’s presidential primary, Harris staked out a particularly aggressive stance on EVs and clean energy and made them a core part of her political identity. She supported the Green New Deal and was a cosponsor of the Zero-Emission Vehicles Act of 2019, which would have required all passenger vehicles sold in the US to be zero emissions by 2040.
Harris has since backed off many of those stronger proposals but remains a staunch proponent of using federal resources to build out EV and clean-energy infrastructure. She was the tie-breaking vote for the IRA, which included directives to reduce carbon emissions by 40 percent by 2030 and included $370 billion for wind, solar, battery and EV production. Much of the $1.1 trillion IRA money remains unspent, but the administration has sped up efforts to use those funds ahead of the election.
That money has been used to expand charging station infrastructure, begin transitioning the USPS to electric delivery vehicles and increase the amount of electricity produced by wind and solar. Through investments and tax breaks, IRA funds have been used to encourage companies to manufacture more EVs, solar panels, batteries and related components in the US. That includes $100 million announced in May for small- and medium-sized car companies to upgrade their factories for EV production. Harris and Biden have also talked up the fact that the IRA has created 170,000 clean-energy jobs in just one year. The administration also placed stiff tariffs on EVs (100 percent) and solar cells (50 percent) imported from China.
Another key component of the legislation are consumer tax credits for the purchase of electric heat pumps, rooftop solar, batteries and EVs. The EV tax credit also comes with specific requirements regarding vehicle eligibility to encourage US manufacturing throughout the supply chain. Buyers can only claim the credit if the car was assembled in the US, has a certain percentage of battery components built in North America and a minimum amount of minerals extracted either in the United States or a country it has a free trade agreement with, or that have been recycled in North America. And each year those requirements increase, ultimately reaching 100 percent of battery components in 2029 and 80 percent of critical minerals in 2027.
Donald Trump
It might seem glib, but Trump’s policies regarding EVs and clean energy can essentially be boiled down to lifting regulations and “drill, baby, drill.” The former president has said repeatedly he would repeal almost all of the Biden administration’s rules regarding emissions, fuel standards and the environment. He also suggested he might get rid of the EV tax credit, which he tried and failed to do during his first term, claiming it unfairly influenced the market, primarily benefited the rich and increased our reliance on China. Considering the price cap on eligible vehicles and requirements regarding component and mineral sourcing, that argument seems on shaky ground. Since securing Elon Musk’s endorsement, Trump has softened some of his anti-EV rhetoric. However, he’s given no indication he’s actually reversed any of his positions.
Trump has also said he will immediately rescind new fuel efficiency and emissions standards established by the Biden administration. He has argued the efficiency requirements are simply impossible for gasoline-powered cars to meet and effectively create a mandate that 67 percent of auto sales in the US be EVs by 2032.
Trump has been even more hostile to clean-energy initiatives. Neither his platform nor the Republican Party’s official platform document mention solar energy at all. And wind energy is only mentioned on the Trump site to deride the Biden administration’s “insane wind subsidies” and generally dismiss windmills as dangerous and inefficient. The bulk of the Trump campaign’s energy policies are focused on expanding oil and natural-gas drilling and investing in nuclear power plants. But he is unlikely to try to end all the IRA’s clean energy and EV initiatives as they often lead to job creation in red states.
In general, Donald Trump is skeptical of climate change and efforts to limit humans’ impact on the environment. He has pledged to withdraw from the Paris Climate Accord (again) and called for building hundreds of new power plants, including coal, hydro and nuclear, but wind and solar farms are noticeably absent from his plan for American energy independence.
This article originally appeared on Engadget at https://www.engadget.com/transportation/evs/election-2024-what-are-the-candidates-policies-on-evs-and-clean-energy-133030889.html?src=rss
The United Nations' Environmental Program has released a new report with yet more dire news about our odds of avoiding climate disaster caused by greenhouse gas emissions. According to this assessment, the current trajectory of international commitments will see the planet's temperature increasing 2.6 degrees Celsius or more over the course of this century. That amount of temperature change would lead to more catastrophic and life-threatening weather events.
UN members are due to submit their latest Nationally Determined Contributions ahead of the COP30 conference in Brazil next year. The NDCs lay out each country's plan for reduced greenhouse gas emissions. One part of the NDCs are to reach the goal set by the Paris Agreement to limit global temperature increases to 1.5 degrees Celsius, and one part targets keeping global temperature increases to within a less ideal 2 degrees Celsius. While the report says it is technically possible to reach the Paris Agreement goal, much larger actions will be required to cut emissions by the necessary amount.
"Increased deployment of solar photovoltaic technologies and wind energy could deliver 27 percent of the total emission reduction potential in 2030 and 38 percent in 2035," the report gives as an example of what's still needed. "Action on forests could deliver around 20 percent of the potential in both years."
"Every fraction of a degree avoided counts in terms of lives saved, economies protected, damages avoided, biodiversity conserved and the ability to rapidly bring down any temperature overshoot," UN Environment Program Executive Director Inger Andersen wrote in the report's forward.
International collaboration, government commitments and financial contributions will also be essential for getting back on track to either the 2-degree or 1.5-degree goals. "G20 nations, particularly the largest-emitting members, would need to do the heavy lifting," the report reads.
If all of this sounds familiar, that's probably because the UN has issued the same stark warnings in each of its annual reports on emissions for several years now. And other reports have echoed their calls, such as damning findings earlier this year that just 57 companies are responsible for 80 percent of carbon dioxide emissions worldwide.
This article originally appeared on Engadget at https://www.engadget.com/science/latest-un-report-demands-unprecedented-emissions-cuts-to-salvage-climate-goals-223450262.html?src=rss
After offering its customers free NACS adapters for Tesla's Superchargers, Ford is telling its customers to stop using them, according to a service bulletin spotted by InsideEVs. The reason cited is a "potential issue" that could reduce charging speeds over time and even cause charging port damage, the company wrote.
The automaker will send a replacement adapter "in the coming weeks" and requires customers to send back the existing adapter, both at no cost. "It is imperative that we receive all adapters affected to reduce the risk of potential vehicle damage," it added.
After signing an EV-charging pact with Tesla in May 2023, Ford EV owners in Canada and the US got a green light to use Superchargers earlier this year. The original deadline for a free adapter was June 2024, but after multiple delays due to supplier issues, the deadline was extended until September 30, and may be further put off due to this latest issue.
The adapters convert North American standard CCS ports used on Ford EVs to Tesla's proprietary NACS cables. Other companies (Nissan, Rivian, GM, Subaru and many others) that cut deals with Tesla offered similar adapters, though many will permanently adopt the NACS standard for future vehicles. Ford itself plans to make the switch in 2025.
Creating a NACS adapter isn't just a matter of changing the pins around, as the latest V4 Superchargers are rated for 250 kW and 615 A — enough to power multiple homes. Earlier this year, Tesla sued the supplier of a cheap NACS adapter, saying it could lead to "catastrophic" injuries.
This article originally appeared on Engadget at https://www.engadget.com/transportation/evs/ford-tells-ev-owners-to-stop-using-its-free-tesla-supercharger-adapters-120023623.html?src=rss
Amazon has announced three new agreements to build small modular reactors (SMRs). These nuclear reactors are smaller than traditional ones, allowing them to be closer to the grid and be built faster. Microsoft and Google have recently announced their own investments into nuclear power.
One of the agreements works towards developing four SMRs with Energy Northwest, a Washington-based consortium of state public utilities. It should initially generate about 320 megawatts, with the potential to reach 960 megawatts. The second is with X-energy, which is providing an advanced nuclear reactor design for Energy Northwest's undertaking. On the opposite coast, Amazon is working with Dominion Energy to investigate whether the development of an SMR project is possible near the utility company's existing nuclear power station in Virginia. It could bring 300 megawatts of power to the area.
Amazon shared further information about these developments in a video shared to YouTube. Amazon also claims these agreements will bring new jobs, with Energy Northwest, for example, reporting the agreement will lead to 1,000 temporary construction jobs and 100 or so permanent jobs upon completion.
This summer, Amazon announced it had reached its goal of matching its worldwide energy consumption with renewable energy sources seven years ahead of its 2030 goal. However, some Amazon employees and environmental experts accused the company of "distorting the truth" as the claim relies on billions of dollars in investments to solar and wind initiatives. The problem? These sources aren't exclusively used by Amazon, instead funnelling into a general power grid.
This article originally appeared on Engadget at https://www.engadget.com/amazon-plans-to-build-small-modular-nuclear-reactors-135335184.html?src=rss
By the end of 2024, the world will have nearly 2,000 Gigawatts of solar generation capacity in service. Each panel is made of silicon, glass, various polymers, aluminum, copper and an assortment of other metals that capture the sun’s energy. It’s a rule of thumb that, barring damage, a panel will last for up to 30 years before it needs to be replaced. But what happens to all of those raw materials when the current crop of solar panels becomes obsolete? Surely, we’re not just wasting it all, are we?
What kills a solar panel?
Received wisdom suggests solar panels last for around 30 years, but that’s not the whole story here. “30 years is our best guess,” explained Garvin Heath of the National Renewable Energy Laboratory (NREL). NREL found there was a higher rate of failures at the start of a panel’s life, often due to manufacturing or installation faults. In midlife, only a handful of panels fail. Then the statistics begin to climb northward the closer to the three decade mark you get but, even so, the number of panels that break are “less than one percent” of the total in operation at that time.
Matt Burnell is the founder of ReSolar, a British startup looking into reusing, repowering and recycling solar panels. As part of his work, Burnell visited a 40,000 panel array solar farm where 200 of the panels were broken during installation. “I took about 50 from that site, tested them to see their value for reuse [and] generation capacity,” he said, most of which were within the “tolerance range of the manufacturer.” Essentially, for the odd crack in the glass or bump on the frame — which may cause problems down the line — the panels were otherwise perfectly functional.
If a panel has survived its birth and installation, then the biggest thing that kills solar panels is the weather. Heath said a common cause is extreme weather events damaging the panel, or even just regular, aggressive weather causing things to degrade. Sadly, once a panel is broken, it’s often not worth the effort to repair.
So panels deemed “broken” during manufacture or installation may still be very capable of making power from the sun. But there are also plenty of panels that are being withdrawn from service after 25 or 30 years, even if they aren't broken in any meaningful sense. There's a fairly simple reason solar farms don't allow these panels to soak up rays until they simply cease to function.
It’s the economics, stupid.
The key issue is efficiency loss, which is when panels aren’t able to generate as much power as they did when first installed. Most solar panels are made with laminated adhesive layers that sit between the glass and the solar cells to hold them together and aid rigidity. Sun exposure can cause those laminated layers to discolor, reducing the amount of light that can reach the cells. That diminishes the energy-generation capacity, which is a problem for large commercial farms.
“Manufacturer's warranty their [solar] modules’ performance for a 30-year period,” explained Garvin Heath. For instance, a maker will pledge that its panels will be at least 80-percent efficient for the bulk of its expected three-decade service life. These warranties give large utility-scale customers confidence in what they’re buying, and at the point that term has expired, it’s often far more cost-effective to simply junk and replace them.
Power grids have a limited number of interconnections, essentially the on-ramp that enables them to push power to the grid. Each interconnection has a hard upper limit in terms of the power it can send, so solar farms need to generate the maximum permitted electricity at all times. “[Even when] they’re working within warranty performance, the opportunity cost of having a module producing [more] power on your interconnection is quite valuable,” said Heath.
ReSolar’s Matt Burnell used an example of a 10 Megawatt solar farm in the UK that had a 15 Megawatt interconnection. “10 years ago, they could only fit 10 megawatts into the space that they had [...] but with newer and more efficient modules, it’s now financially viable for them to strip the asset down and rebuild it.” “You have these big pension funds looking at this from a spreadsheet,” looking for ways to better maximize their investment. The end result is that all of these otherwise fine panels are junked. “When you think about the embedded carbon of bringing [the panels] over [from China]” said Burnell “and then they go into the waste stream [...] seems mad.”
Even if panels could be repaired to full efficiency,it’s not likely solar panel repair shops will be opening in droves. “There’s a serious question around the labor costs of testing and repairing versus just buying a new panel,” said Burnell. He added in another example of panels that had to be taken down to address fire safety legislation, which were similarly at risk of being discarded because the effort to repurpose them was too great. To reduce waste, ReSolar actually wound up collecting and sending on a consignment of those panels to Ukraine for use in a hospital.
In the trash
Matt Burnell / ReSolar
Another rule of thumb is that only one in 10 solar panels is recycled, with the remaining nine sent to landfills. There is no standard method for tracking a panel’s eventual destination, and it’s not clear how such a system would be implemented. But there’s a risk landfills are about to be overwhelmed with the volume of panels that’ll be coming down from roofs. The Los Angeles Times, for instance, reported on the coming glut of panels in California after the state’s push to get more solar installed from 2006 onwards.
The legal situation is barely patchwork, with Grist describing things in 2020 as the “wild west,” since only Washington has any sort of mandatory legislation. Decommissioned solar panels are covered by federal solid and hazardous waste rules, dependent on the materials used in their construction. If a panel includes heavy metals like lead and cadmium, then they can’t be sent to a general landfill, lest their poisons leech into the soil. But that often just means those panels are redirected to landfills that are designed to handle specialist waste.
The EPA is, at present, looking at developing rules that would standardize the recycling process for solar panels and lithium batteries. But while there are no federal mandates for recycling, or even tough legislation at the state level, the situation is far from ideal. A small fraction of the panels are actually sent to recycling centers, the rest left to an uncertain fate. As Heath points out, the risk is that while recycling is uneconomical and unavailable, we’ll see huge boneyards of working solar panels, left piled up while the situation changes.
In the UK and Europe, solar panels are covered by the Waste from Electrical and Electronic Equipment directive, or WEEE. The rules oblige supplying companies to collect and recycle discarded panels, or to shoulder the cost for another entity to do so. It means that, hopefully, we won’t see tons more panels being dumped to landfills, but also means it’s often going to be more economical to send working panels to recycling rather than repurposing them.
Recycling
Matt Burnell / ReSolar
If you want to free up the raw materials lurking inside a solar panel, then there are two approaches. There’s the mechanical way, in which you can shred the components, which is both simpler and more wasteful: it can recover glass and metal, but little else. Or there are thermal and chemical approaches that seek to separate the components, enabling more of the rarer metals to be recovered.
“Existing recyclers have traditional markets that their economics are built around, so glass recyclers look at a module and say ‘wow, a module is 80 percent glass by weight, I know what to do with that,” said Heath. “With the materials inside, there are more precious metals with higher value,” he said, “but they’re mixed in with the plastic polymer layers [...] which are hard to separate economically.” Consequently, the silicon, silver and copper embedded in the cells are often ground down into bulk and abandoned.
The IEA’s 2024 report on panel recycling looked into how these mechanical methods aren’t great for material qualities. “The outputs of mechanical processing are usually not very pure and better yields of high-quality materials [...] especially silicon and silver, should be targeted,” it said. It added that often these recycling processes aren’t optimized to run solar panels, and so “there is frequently some downgrading of recovered material quality,” hardly a great step on the road to circularity.
It’s also hard to know what goes into a solar panel. “The variation in materials [found in solar panels] is wild,” said ReSolar’s Matt Burnell. The litany of manufacturers don’t yet have any obligation to share their raw material data, although new regulations will change that soon. Until then, it’s difficult for recyclers to know what they’ll be pulling out of the panels they’re looking to process.
As well as recyclers not knowing the composition of the panels, there’s the risk of noxious chemicals being added to expedite some processes. Antoine Chalaux is the general manager of ROSI Solar, a specialist solar panel recycler in France. He talked about the inclusion of chemicals like Teflon and antimony, both of which are toxic and cannot be released into the atmosphere. “We’ve developed our recycling processes to capture [them],” he explained, “but we’re pushing [manufacturers] to use it less [in future].”
Burnell believes that the industry is really at the “very dawn” of solar recycling but is confident that with investment today, solutions will be quickly found in the very near future. “We’ve got this massive lead-in time,” he said “so we know what’s coming onto the market today, and we know what’s coming into the system in 25 to 30 years.” The real ticking clock is for the glut of panels that were installed in the early 2010s that will start entering the waste stream in the next decade.
Right now, ROSI’s processes aren’t as cheap as other recyclers, and Chalaux knows that it can be a problem. “Right now, there’s no economic reason for companies to [recycle with us], but there’s the question of image,” he said. “All of the manufacturers and owners of PV projects want a good story for the end of life for their panels.” The other benefit of this process, however, is to produce high-purity recycled materials that can be used by local manufacturers.
The future
Graphic by Al Hicks / NREL
One step toward a more recyclable solar panel might be to eliminate the use of those adhesive polymers in its construction. If a panel could just use sheets of glass with the solar cells sandwiched inside, it would be a lot easier to deconstruct. Not to mention you’d likely get a longer and better performance out of them, since there would be no polymer layers to discolor.
Thankfully, a team from the US National Renewable Energy Laboratory (NREL) has demonstrated that such a product can exist. Rather than gluing the layers together, femtosecond lasers weld the front and back panels of glass to each other. The solar cells are sandwiched inside, held by the bonding of the glass to its sibling, and nothing else. And when the panel eventually reaches its end of life, which may be a lot longer than 30 years, it can just be recycled by shattering the glass.
The project, led by Dr. David Young, says that if the proposals are accepted, we could see a commercial version of the panel within two to three years. He added that the rigidity offered by welding will be just as sturdy and waterproof as panels using polymer layers. Unfortunately, by that point, we’ll have decades upon decades of panels made using the old system that we’ll still need to deal with. And until we get a cost-effective, scalable way to recycle them, the answer to the question ‘What happens to solar panels when they die?’ will be ‘nothing good.’
This article originally appeared on Engadget at https://www.engadget.com/science/what-happens-when-solar-panels-die-140019832.html?src=rss
The 2020 PlayStation hit Ghost of Tsushima is getting a sequel featuring a new protagonist, era and landscape. Ghost of Yōtei is heading to PlayStation 5 in 2025.
Ghost of Yōtei stars a new Ghost, Atsu, who's journeying through the lands at the base of Mount Yōtei in Ezo — modern-day Hokkaido — in 1603. This means the sequel is set 300 years after the events of Tsushima, which focused on the Mongol invasion of that region. In 1603, Yōtei was not under Japanese rule, and the debut trailer shows vast, untouched grasslands, snowy forests and sun-drenched ridges dotted with wildflowers, a strong breeze blowing through each scene. There's a distinct cowboy twang to the music in the trailer, particularly as Atsu interacts with wild horses. She also meets a wolf, which is neat.
On the PlayStation Blog, Sucker Punch noted that Yōtei wasn't home to organized samurai clans like those in Tsushima, and said this formed the basis of the sequel's new, original story.
This is the first game that Sucker Punch has built from the ground-up for PS5.
"We have massive sightlines that let you look far across the environment, whole new skies featuring twinkling stars and auroras, even more believable movement from wind on grass and vegetation, and more improvements we’ll share in the future," Sucker Punch communications manager Andrew Goldfarb said. "Our new setting also gives us the opportunity to introduce new mechanics, gameplay improvements, and even new weapons."
This article originally appeared on Engadget at https://www.engadget.com/gaming/playstation/ghost-of-yotei-is-a-tsushima-sequel-coming-to-ps5-in-2025-231306124.html?src=rss