Posts

MuTAS, urban mobility

“En route” to more equitable urban mobility, thanks to artificial intelligence

/0 Comments/in , , /by

Individual cars represent a major source of pollution. But how can you transition from using your own car when you live far from the city center, in an area with little access to public transport? Andrea Araldo, researcher at Télécom SudParis is undertaking a research project that aims to redesign city accessibility, to benefit those excluded from urban mobility.

The transport sector is responsible for 30% of greenhouse gas emissions in France. And when we look more closely, the main culprit appears clearly: individual cars, responsible for over half of the CO2 discharged into the atmosphere by all modes of transport.

To protect the environment, car drivers are therefore thoroughly encouraged to avoid using their car, instead opting for a means of transport that pollutes less. However, this shift is impeded by the uneven distribution of public transport in urban areas. Because while city centers are generally well connected, accessibility proves to be worse on the whole in the suburbs (where walking and waiting times are much longer). This means that personal cars appear to be the only viable option in these areas.

The MuTAS (Multimodal Transit for Accessibility and Sustainability) project, selected by the National Research Agency (ANR) as part of the 2021 general call for projects, aims to reduce these accessibility inequalities at the scale of large cities. The idea is to provide the keys to offering a comprehensive, equitable and multimodal range of mobility options, combining public transport with fixed routes and schedules with on-demand transport services, such as chauffeured cars or rideshares. These modes of transport could pick up where buses and trains leave off in less-connected zones. “In this way, it is a matter of improving accessibility of the suburbs, which would allow residents to leave their personal car in the garage and take public transport, thereby contributing to reducing pollution and congestion on the roads”, says Andrea Araldo, researcher at Télécom SudParis and head of the MuTAS project, but formerly a driving school owner and instructor!

Improving accessibility without sending costs sky-high

But how can on-demand mobility be combined with the range of public transport, without leading to overblown costs for local authorities? The budget issue remains a central challenge for MuTAS. The idea is not to deploy thousands of vehicles on-demand to improve accessibility, but rather to make public transport more equitable within urban areas, for an equivalent cost (or with a limited increase).

This means that many questions must be answered, while respecting this constraint. In which zones should on-demand mobility services be added? How many vehicles need to be deployed? How can these services be adapted to different times throughout the day? And there are also questions regarding public transport. How can bus and train lines be optimized, to efficiently coordinate with on-demand mobility? Which are the best routes to take? Which stations can be eliminated, definitively or only at certain times?

To resolve this complex optimization issue, Araldo and his teams have put forward a strategy using artificial intelligence, in three phases.

Optimizing a graph…

The first involves modeling the problem in the form of a graph. In this graph, the points correspond to bus stops or train stations, with each line represented by a series of arcs, each with a certain trip time. “What must be noted here is that we are only using real-life, public data,” emphasizes Araldo. “Other research has been undertaken around these issues, but at a more abstract level. As part of MuTAS, we are using openly available, standardized data, provided by several cities around the world, including routes, schedules, trip times etc., but also population density statistics. This means we are modeling real public transport systems.” On-demand mobility is also added to the graph in the form of arcs, connecting less accessible areas to points in the network. This translates the idea of allowing residents far from the city center to get to a bus or train station using chauffeured cars or rideshares.

L’attribut alt de cette image est vide, son nom de fichier est Schema-1024x462.png.
To optimize travel in a certain area, researchers start by modeling public transport lines with a graph.

…using artificial intelligence

This modeled graph acts as the starting point for the second phase. In this phase, a reinforcement learning algorithm is introduced, a method from the field of machine learning. After several iterations, this is what will determine what improvements need to be made to the network, for example, deactivating stations, eliminating lines, adding on-demand mobility services, etc. “Moreover, the system must be capable of adapting its structure dynamically, according to shifts in demand throughout the day,” adds the researcher. “The traditional transport network needs to be dense and extended during peak hours, but it can contract significantly in off-peak hours, with on-demand mobility taking over for the last kilometers, which is more efficient for lower numbers of passengers.”

And that is not the only complex part. Various decisions influence each other: for example, if a bus line is removed from a certain place, more rideshares or chauffeured car services will be needed to replace it. So, the algorithm applies to both public transport and on-demand mobility. The objective will therefore be to reach an optimal situation in terms of equitable distribution of accessibility.

But how can this accessibility be evaluated? There are multiple methods to do so, but researchers have chosen two adapted methods for graph optimization. The first is a ‘velocity score’, corresponding to the maximum distance that can be traveled from a departure point in a limited time (30 minutes for example). The second is a ‘sociality score’, representing the number of people that one can meet from a specific area, also within a limited time.

In concrete terms, the algorithm will take an indicator as a reference, i.e. a measure of the accessibility for the least accessible place in the area. The aim being to make transport options as equitable as possible, it will aim to optimize this indicator (‘max-min’ optimization), while respecting certain restrictions such as cost. To achieve this, it will make a series of decisions concerning the network, initially in a random way. Then, at the end of each iteration, by analyzing the flow of passengers, it will calculate the associated ‘reward’, the improvement in the reference indicator. The algorithm will then stop when the optimum is reached, or else after a pre-determined period.

This approach will allow it to establish knowledge of its environment, associating each network structure (according to the decisions made) with the expected reward. “The advantage of such an approach is that once the algorithm is trained, the knowledge base can be used for another network,” explains Araldo. “For example, I can use the optimization performed for Paris as a starting point for a similar project in Berlin. This represents a precious time-saver compared to traditional methods used to structure transport networks, in which you have to start each new project from zero.”

Testing results on (virtual) users in Ile-de-France

Lastly, the final phase aims to validate the results obtained using a detailed model. While the models from the first phase aim to reproduce reality, they only represent a simplified version. This is important, given that they will then be used for various iterations, as part of the reinforcement learning process. If they had a very high level of detail, the algorithm would require a huge amount of computing power, or too much processing time.

The third phase therefore involves first delicately modeling the transport network in an urban area (in this case, the Ile-de-France region), still using real-life data, but more detailed this time. To integrate all this information, researchers use a simulator called SimMobility, developed at MIT in a project to which Araldo contributed. The tool makes it possible to simulate the behavior of populations at an individual level, each person represented by an ‘agent’ with their own characteristics and preferences (activities planned during the days, trips to take, desire to reduce walking time or minimize number of changes, etc.). ‎It was based on the work of Daniel McFadden (Nobel Prize for Economics in 2000) and Moshe Ben-Akiva on ‘discrete choice models’, which makes it possible to predict choices between multiple modes of transport.

With the help of this simulator and public databases (socio-demographic studies, road networks, numbers of passengers, etc.), Araldo and his team, in collaboration with MIT, will generate a synthetic population, representing Ile-de-France users, with a calibration phase. Once the model faithfully reproduces reality, it will be possible to submit it to the new optimized transport system and simulate user reactions. “It is important to always remember that it’s only a simulation,” reminds the researcher. “While our approach allows us to realistically predict user behavior, it certainly does not correspond 100% to reality. To get closer, more detailed analysis and deeper collaborations with transport management bodies will be needed.”

Nevertheless, results obtained could serve to support more equitable urban mobility and in time, reduce its environmental footprint. Especially since the rise of electric vehicles and automation could increase the environmental benefits. However, according to Araldo, “electric, self-driving cars do not represent a miracle solution to save the planet. They will only prove to be a truly eco-friendly option as part of a multimodal public transport network.”

Bastien Contreras

3D printing, a revolution for the construction industry?

/0 Comments/in , , /by

Estelle Hynek, IMT Nord Europe – Institut Mines-Télécom

A two-story office building was “printed” in Dubai in 2019, becoming the largest 3D-printed building in the world by surface area: 640 square meters. In France, XtreeE plans to build five homes for rent by the end of 2021 as part of the Viliaprint project. Constructions 3D, with whom I am collaborating for my thesis, printed the walls of the pavilion for its future headquarters in only 28 hours.

Today, it is possible to print buildings. Thanks to its speed and the variety of architectural forms that it is capable of producing, 3D printing enables us to envisage a more economical and environmentally friendly construction sector.

3D printing consists in reproducing an object modeled on a computer by superimposing layers of material. Also known as “additive manufacturing”, this technique is developing worldwide in all fields, from plastics to medicine, and from food to construction.

For the 3D printing of buildings, the mortar – composed of cement, water and sand – flows through a nozzle connected to a pump via a hose. The sizes and types of printers vary from one manufacturer to another. The “Cartesian” printer (up/down, left/right, front/back) is one type, which is usually installed in a cage system on which the size of the printed elements is totally dependent. Another type of printer, such as the “maxi printer”, is equipped with a robotic arm and can be moved to any construction site for the direct in situ printing of different structural components in a wider range of object sizes.

L’attribut alt de cette image est vide, son nom de fichier est file-20210818-25-18klydg.jpg.
Pavilion printed by Constructions 3D in Bruay-sur-l’Escaut. Constructions 3D, provided by the author

Today, concrete 3D printing specialists are operating all over the world, including COBOD in Denmark, Apis Cor in Russia, XtreeE in France and Sika in Switzerland. All these companies share a common goal: promoting the widespread adoption of additive manufacturing for the construction of buildings.

From the laboratory to full scale

3D printing requires mortars with very specific characteristics that enable them to undergo rapid changes.

In fact, these materials are complex and their characterization is still under development: the mortars must be sufficiently fluid to be “pumpable” without clogging the pipe, and sufficiently “extrudable” to emerge from the printing nozzle without blocking it. Once deposited in the form of a bead, the behavior of the mortar must change very quickly to ensure that it can support its own weight as well as the weight of the layers that will be superimposed on it. No spreading or “structural buckling” of the material is permitted, as it could destroy the object. For example, a simple square shape is susceptible to buckling, which could cause the object to collapse, because there is no material to provide lateral support for the structure’s walls. Shapes composed of spirals and curves increase the stability of the object and thus reduce the risk of buckling.

These four criteria (pumpability, extrudability, constructability and aesthetics) define the specifications for cement-based 3D-printing “inks”. The method used to apply the mortar must not be detrimental to the service-related characteristics of the object such as mechanical strength or properties related to the durability of the mortar in question. Consequently, the printing system, compared to traditional mortar application methods, must not alter the performance of the material in terms of both its strength (under bending and compression) and its longevity.

In addition, the particle size and overall composition of the mortar must be adapted to the printing system. Some systems, such as that used for the “Maxi printer”, require all components of the mortar except for water to be in solid form. This means that the right additives (chemicals used to modify the behavior of the material) must then be found. Full-scale printing tests require the use of very large amounts of material.

Initially, small-scale tests of the mortars – also called inks – are carried out in the laboratory in order to reduce the quantities of materials used. A silicone sealant gun can be used to simulate the printing and enable the validation of several criteria. Less subjective tests can then be carried out to measure the “constructable” nature of the inks. These include the “fall cone” test, which is used to observe changes in the behavior of the mortar over time, using a cone that is sunk into the material at regular intervals.

Once the mortars have been validated in the laboratory, they must then undergo full-scale testing to verify the pumpability of the material and other printability-related criteria.

L’attribut alt de cette image est vide, son nom de fichier est file-20210818-27-13hdzxe.jpg.
Mini printer. Estelle Hynek, provided by the author

It should be noted that there are as yet no French or European standards defining the specific performance criteria for printable mortars. In addition, 3D-printed objects are not authorized for use as load-bearing elements of a building. This would require certification, as was the case for the Viliaprint project.

Finding replacements for the usual ingredients of mortar for more environmentally friendly and economical inks

Printable mortars are currently mainly composed of cement, a material that is well known for its significant contribution to CO₂ emissions. The key to obtaining more environmentally friendly and economical inks is to produce cement-based inks with a lower proportion of “clinker” (the main component of cement, obtained by the calcination of limestone and clay), in order to limit the carbon impact of mortars and their cost.

With this in mind, IMT Nord-Europe is working on incorporating industrial by-products and mineral additives into these mortars. Examples include “limestone filler”, a very fine limestone powder; “blast furnace slag”, a co-product of the steel industry; metakaolin, a calcinated clay (kaolinite); fly ash, derived from biomass (or from the combustion of powdered coal in the boilers of thermal power plants); non-hazardous waste incineration (NHWI) bottom ash, the residue left after the incineration of non-hazardous waste, or crushed and ground bricks. All of these materials have been used in order to partially or completely replace the binder, i.e. cement, in cement-based inks for 3D printing.

Substitute materials are also being considered for the granular “skeleton” structure of the mortar, usually composed of natural sand. For example, the European CIRMAP project is aiming to replace 100% of natural sand with recycled sand, usually made from crushed recycled concrete obtained from the deconstruction of buildings.

Numerous difficulties are associated with the substitution of the binder and granular skeleton: mineral additions can make the mortar more or less fluid than usual, which will impact the extrudable and constructable characteristics of the ink, and the mechanical strength under bending and/or compression may also be significantly affected depending on the nature of the material used and the cement component substitution rate.

Although 3D printing raises many issues, this new technology enables the creation of bold architectural statements and should reduce the risks present on today’s construction sites.

Estelle Hynek, PhD student in civil engineering at IMT Nord Europe – Institut Mines-Télécom

This article has been republished from The Conversation under a Creative Commons license. Read the original article (in French).

gestion des déchets, waste management

Waste management: decentralizing for better management

/1 Comment/in , , /by

Reducing the environmental impact of waste and encouraging its reuse calls for a new approach to its management. This requires the modeling of circuits on a territorial scale, and the improvement of collaboration between public and private actors.

Territorial waste management is one of the fundamental aspects of the circular economy. Audrey Tanguy,1 a researcher at Mines Saint-Étienne, is devoting some of her research to this subject by focusing on the development of approaches to enable the optimal management of waste according to its type and the characteristics of different territories. “The principle is to characterize renewable and local resources in order to define how they can be processed directly on the territory,” explains Audrey Tanguy. Organic waste, for example, should be processed using the shortest possible circuits because it degrades quickly. Current approaches tend to centralize as much waste as possible with a view to its processing, while circular approaches tend towards more local, decentralized circuits. Decentralization can be supported by low-tech technologies, which optimize local recycling or composting in the case of organic waste, especially in the urban environment.

The research associated with waste processing therefore aims to find ways to relocate these flows. Modeling tools can help to spatialize these flows and then provide guidance for decision-makers on how to accommodate local channels. “Traditional waste-processing impact assessment tools assess centralized industrial systems, so we need to regionalize them,” explains Audrey Tanguy. These tools must take the territorial distribution of resources into account, regardless of whether they are reusable. In other words, they must determine which are the main flows that can be engaged in order to recover and transform materials. “It is therefore a question of using the appropriate method to prioritize the collection of materials, and to this end, an inventory of the emission and consumption flows needs to be drawn up within the territory,” states the researcher.

Implementation of strategies in the territories

In order to implement circular economy strategies on a territorial scale, the collaboration of different types of local actors is essential. Beyond the tools required, researchers and the organizations in place can also play an important role by helping the decision-makers to carry out more in-depth investigations of the various activities present in the chosen territory. This enables the definition of collaborative strategies in which certain central stakeholders galvanize the actions of the other actors. For example, business associations or local public-private partnership associations promote policies that support industrial strategies. A good illustration is the involvement of the Macéo association, in partnership with Mines Saint-Étienne, in the implementation of strategies for the recycling and recovery of plastic waste in the Massif Central region. It acts as a central player in this territory and coordinates the various actions by implementing collaborative projects between companies and communities.

The tools also provide access to quantitative data about the value of potential exchanges between companies and enable the comparison of different scenarios based on exchanges. This can be applied to aspects of the pooling of transport services, suppliers or infrastructure. Even if these strategies do not concern core industrial production activities, they lay the foundations for future strategies on a broader scale by establishing trust between different actors.

Reindustrialisation of territories

“We assume that in order to reduce our impacts, one of the strategies to be implemented is the reindustrialization of territories to promote shorter circuits,” explains Natacha Gondran,1 a researcher in environmental assessment at Mines Saint-Étienne. “This may involve trade-offs, such as sometimes accepting a degree of local degradation of the measured impacts in exchange for a greater reduction in the overall impact,” the researcher continues.

Reindustrializing territories is therefore likely to favor the implementation of circular dynamics. Collaboration between different actors at the local level could in this way provide appropriate responses to global issues concerning the pressure on resources and emissions linked to human activities. “This is one of the strategies to be put in place for the future, but it is also important to rethink our relationship with consumption in order to reduce it and embrace a more moderate approach,” concludes Natacha Gondran.

1 Audrey Tanguy and Natacha Gondran carry out their research in the framework of the Environment, City and Society Laboratory, a joint CNRS research unit composed of 7 members including Mines Saint-Étienne.

Antonin Counillon

This article is part of a 2-part mini-series on the circular economy.
Read the previous article:

Economics – dive in, there is so much to discover!
économie circulaire, impact environnemental

Economics – dive in, there is so much to discover!

/1 Comment/in , , /by

To effectively roll out circular economy policies within a territory, companies and decision-makers require access to evaluation and simulation tools. The design of these tools, still in the research phase, necessarily requires a more detailed consideration of the impact of human activities, both locally and globally.

“The circular economy enables optimization of the available resources in order to preserve them and reduce pressure on the environment,” explains Valérie Laforest,1 a researcher at Mines Saint-Étienne. Awareness of the need to protect the planet began to develop in earnest in the 1990s and was gradually accompanied by the introduction of various key regulations. For example, the 1996 IPPC (Integrated Pollution Prevention and Control) Directive, which Valérie Laforest helped to implement through her research, aims to prevent and reduce the different types of pollutant emissions. More recently, legislation such as the French Law on Energy Transition for Green Growth (2015) and the Anti-Waste Law for a Circular Economy (2021) have reflected the growing desire to take the environment into account when considering anthropic activities. However, to enable industries to adapt to these regulations, it is essential for them to have access to tools derived from in-depth research on the impacts of their activities.

Decision-support tools for actors

To enable actors to comply with the regulations and reduce their impacts on the environment, they need to be provided with tools adapted to issues that are both global and local. Part of the research on the circular economy therefore concerns the development of such tools. The aim is to design models that are precise enough to be able to characterize and evaluate a system on the scale of an individual territory, while also being general enough to be adapted to territories with other characteristics. Fairly general methodological frameworks can therefore be developed, within which it is possible to determine criteria and indicators specific to certain cases or sectors. These tools should provide decision-makers with the information they need to implement their infrastructures.

At Mines Saint-Étienne and in collaboration with Macéo, a team of researchers is focusing on the development of a tool called ADALIE, which aims to characterize the potential of territories. This tool creates maps of different geographical areas showing different criteria, such as the economic or environmental criteria of these territories, as well as the industries established in them and their impacts. Decision-makers can therefore use this mapping tool as the basis for choosing their priority activity areas. “The underlying issue is about being able to ensure that a territory possesses the dimensions required to implement circular economy strategies, and that they are successful,” Valerie Laforest tells us. In its next phase, the ADALIE program then aims to archive experiences of effective territorial practices in order to create databases.

For each territorial study, the research provides a huge volume of different types of information. This data generates models that can then be tested in other territories, which also enables the robustness of the models to be checked according to the chosen indicators. These types of tools help local stakeholders to make decisions on aspects of industrial and territorial economics. “This facilitates reflection on how to develop strategies that bring together several actors affected by different issues and problems within a given territory,” states Valérie Laforest. To this end, it is essential to have access to methodologies that enable the measurement of the different environmental impacts. Two main methods are available.

Measurements of impact on the circular economy

Life cycle analysis (LCA) aims to estimate environmental impacts spanning a large geographical and temporal scale, taking account of issues such as distance transported. LCA seeks to model all potential consumptions and emissions over the entire life span of a system. The models are developed by compiling data from other systems and can be used to compare different scenarios in order to determine the scenario that is likely to have the least impact.

Read more on I’MTech: What is life cycle analysis?

The other approach is the best available techniques (BAT) method. This practice was implemented under the European Industrial Emissions Directive (IPPC then IED) in 1996. It aims to help European companies achieve performance standards equivalent to benchmark values for their consumption and emission flows. These benchmarks are based on data from samples of European companies. The granting or refusal of an operating license depends on the comparison of their performance with the reference sample. BATs are therefore based on European standards and have a regulatory purpose.

BATs are related to companies’ performance in the use phase, i.e. the performance of techniques is closely scrutinized in relation to incoming and outgoing flows during the use phase. LCA, on the other hand, is based on real or modeled data including information from upstream and downstream of this use phase. The BAT and LCA approaches are therefore complementary and not exclusive. For example, between two BAT analyses of a system to ensure its compliance with the regulations, different models of the systems could be created by conducting LCAs in order to determine the technique that has the least impact throughout its entire life cycle.

Planetary boundaries

In addition to quantifying the flows generated by companies, impact measurements must also include the effects of these flows on the environment on a global scale.

To this end, research and practices also focus on the effects of activities in relation to the different planetary boundaries. These boundary levels reflect the capacity of the planet to absorb impacts, beyond which they are considered to have irreversible effects.

The work of Natacha Gondran1 at Mines Saint-Étienne is contributing to the development of methods for assessing absolute environmental sustainability, based on planetary boundaries. “We work on the basis of global limitations, defined in the literature, which correspond to categories of impacts that are subject to thresholds at the global level. If humanity exceeds these thresholds, the conditions of life on Earth will become less stable than they are today. We are trying to implement this in impact assessment tools on the scale of systems such as companies,” she explains. These impacts, such as greenhouse gas emissions, land use, and the eutrophication of water, are not directly visible. They must therefore be represented in order to identify the actions to be taken to reduce them.

Read more on I’MTech: Circular economy, environmental assessment and environmental budgeting

Planetary boundaries are defined at the global level by a community of scientists. Modeling tools enable these boundaries to be used to define ecological budgets that correspond, in a manner of speaking, to the maximum quantity of pollutants that can be emitted without exceeding these global limits. The next challenge is then to design different methods to allocate these planetary budgets to territories or production systems. This makes it possible to estimate the impact of industries or territories in relation to planetary boundaries. “Today, many industries are already exceeding these boundary levels, such as the agri-food industry associated with meat. The challenge is to find local systems that can act as alternatives to these circuits in order to drop below the boundary levels,” explains the researcher. For example, it would be wise to locate livestock production closer to truck farming sites, as livestock effluents could then be used as fertilizer for truck farming products. This could reduce the overall impact of the different agri-food chains on the nitrogen and phosphorus cycles, as well as the impact of transport-related emissions, while improving waste management at the territorial level.

Together, these different tools provide an increasingly extensive methodological framework for ensuring the compatibility of human activities with the conservation of ecosystems.

1 Valérie Laforest and Natacha Gondran carry out their research in the framework of the Environment, City and Society Laboratory, a joint CNRS research unit composed of 7 members including Mines Saint-Étienne.

Antonin Counillon

This article is part of a 2-part mini-series on the circular economy.
Read more:

Waste management: decentralizing for better management

Sobriété numérique, digital sobriety

What is digital sufficiency?

/0 Comments/in , , , /by

Digital consumption doubles every 5 years. This is due in particular to the growing number of digital devices and their increased use. This consumption also has an increasing impact on the environment. Digital sufficiency refers to finding the right balance for the use of digital technology in relation to the planet and its inhabitants. Fabrice Flipo, a researcher at Institut Mines-Télécom Business School and the author of the book “L’impératif de la sobriété numérique” (The Imperative of Digital Sufficiency) explains the issues relating to this sufficiency.

What observation is the concept of digital sufficiency based on?

Fabrice Flipo: On the observation of our increasing consumption of digital technology and its impacts on the environment, especially in terms of greenhouse gases. This impact is due to the growing use of digital tools and their manufacturing. Materials for digital tools depend on their extraction, which relies primarily on fossil fuels, and therefore carbon. The use of these tools is also increasingly energy-intensive.

The goal is to include digital technology in discussions currently underway in other sectors, such as energy or transportation. Until recently, digital technology has been left out of these debates. This is the end of the digital exception.

How can we calculate the environmental impacts of digital technology?

FF: The government’s roadmap for digital technology primarily addresses the manufacturing of digital tools, which it indicates accounts for 75% of its impacts. According to this roadmap, the solution is to extend the lifespan of digital tools and combat planned obsolescence. But that’s not enough, especially since digital devices have proliferated in all infrastructure and their use is increasingly costly in energy. The amount of data consumed doubles every 5 years or so and the carbon footprint of the industry has doubled in 15 years.  

It’s hard to compare figures about digital technology because they don’t all measure the same thing. For example, what should we count in order to measure internet consumption? The number of devices, the number of individual uses, the type of uses? So standardization work is needed.

A device such as a smartphone is used for many purposes. Consumption estimations are averages based on typical use scenarios. Another standardization issue is making indicators understandable for everyone. For example, what measurements should be taken into account to evaluate environmental impact?

What are the main energy-intensive uses of digital technology?

FF: Today, video is one of the uses that consumes the most energy. What matters is the size of the files and their being transmitted in computers and networks. Every time they are transmitted, energy is consumed. Video, especially high-resolution video, commands pixels to be switched on up to 60 times per second. The size of the files makes their transmission and processing very energy-intensive. This is the case for artificial intelligent programs that process images and video as well. Autonomous vehicles are also likely to use a lot of energy in the future, since they involve huge amounts of information. 

What are the mechanisms underlying the growth of digital technology?

FF: Big companies are investing heavily in this area. They use traditional marketing strategies: target an audience that is particularly receptive to arguments and able to pay, then gradually expand this audience and find new market opportunities. The widespread use of a device and a practice leads to a gradual phasing out of alternative physical methods. When digital technology starts to take hold in a certain area, it often ends up becoming a necessary part of our everyday lives, and is then hard to avoid. This is referred to as the “lock-in” effect. A device is first considered to be of little use, but then becomes indispensable. For example, the adoption of smartphones was largely facilitated by offers funded by charging other users, through the sale of SMS messages. This helped lower the market entry cost for the earliest adopters of smartphones and create economies of scale. Smartphones then became widespread. Now, it is hard to do without one.

How can we apply digital sufficiency to our lifestyles?

FF: Sufficiency is not simply a matter of “small acts”, but it cannot be enforced by a decree either. The idea is to bring social mindedness to our lifestyles, to regain power over the way we live. The balance of power is highly asymmetrical: on one side are the current or potential users who are scattered, and on the other are salespeople who tout only the advantages of their products and have extensive resources for research and for attracting customers. This skewed balance of power must be shifted. An important aspect is informing consumers’ choices. When we use digital devices today, we have no idea about how much energy we’re consuming or our environmental impact: we simply click. The aim is to make this information perceptible at every level, and to make it a public issue, something everyone’s concerned about. Collective intelligence must be called upon to change our lifestyles and reduce our use of digital technology, with help from laws if necessary.

For example, we could require manufacturers to obtain marketing authorization, as is required for medications. Before marketing a product or service (a new smartphone or 5G), the manufacturer or operator would have to provide figures for the social-ecological trajectory they seek to produce, through their investment strategy. This information would be widely disseminated and would allow consumers to understand what they are signing up for, collectively, when they choose 5G or a smartphone. That is what it means to be socially-minded: to realize that the isolated act of purchasing actually forms a system.

Today, this kind of analysis is carried out by certain associations or non-governmental organizations. For example, this is what The Shift Project does for free. The goal is therefore to transfer this responsibility and its cost to economic players who have far greater resources to put these kinds of analyses in place. Files including these analyses would then be submitted to impartial public organizations, who would decide whether or not a product or service may be marketed. The organizations that currently make such decisions are not impartial since they base their decisions on economic criteria and are stakeholders in the market that is seeking to expand.  

How can sufficiency be extended to a globalized digital market?  

FF: It works through a leverage effect: when a new regulation is established in one country, it helps give more weight to collectives that are dealing with the same topic in other countries. For example, when the electronic waste regulation was introduced, many institutions protested. But gradually, an increasing number of  countries have adopted this regulation.

Some argue that individual efforts suffice to improve the situation, while others think that the entire system must be changed through regulations. We must get away from such either-or reasoning and go beyond  opposing viewpoints in order to combine them. The two approaches are not exclusive and must be pursued simultaneously.

By Antonin Counillon

hydrogène décarboné carbon-free hydrogen

Carbon-free hydrogen: how to go from gray to green?

/0 Comments/in , /by

The industrial roll-out of hydrogen production only makes sense if it emits little or no carbon dioxide. Researchers at IMT schools are working on various alternatives to the use of fossil fuels, such as electrolysis and photocatalysis of water, plasma pyrolysis of methane, and pyrolysis and gasification of biomass.

Currently, the production of one ton of hydrogen results in 12 tons of CO2 emissions and 95% of the world’s hydrogen is produced from fossil resources. This is what we call gray hydrogen. A situation that is incompatible with the long-term roll-out of the hydrogen industry. Especially since, even if the CO2 emitted by current processes can be captured in a controlled environment, fossil resources will not be able to meet the government’s ambitions for this energy. It is therefore essential to develop other modes of “carbon-free hydrogen” production. Within the Carnot H2Mines network, researchers from the different IMT schools are working on processes that could turn the color palette of today’s hydrogen to green.

From blue to green

One process in line with the French government’s plan published last September is water electrolysis. This consists in separating an H2O molecule into hydrogen and oxygen using an electricity supply. This is a carbon-free solution, provided the electricity comes from a renewable source. But why turn an already clean energy into gas? “Hydrogen enables the storage of large amounts of energy over the long term, which batteries cannot do on a large scale to power an entire network,” explains Christian Beauger,  a researcher in materials science at Mines ParisTech. Gas therefore partly responds to the problem of intermittent renewable energies.

Researchers therefore want to improve the performance of electrolyzers in order to make them more competitive on the market. The goal is to find the best possible balance between yield, lifespan and reduced costs. Electrolyzers are made up of several electrochemical cells containing two electrodes and an electrolyte, as in the case of fuel cells. There are three main families: alkaline solutions with liquid electrolyte, polymer membrane technologies (PEM) and high-temperature systems based on ceramic solid oxide (SOC). Each presents its own problems.

At Mines ParisTech, Christian Beauger’s team is seeking to increase the lifespan of PEM electrolyzers by focusing on the materials used at the anode. “We are developing new catalyst supports in the form of metal oxide aerogels which must be electronically conductive and capable of resisting corrosion in a humid environment, at a temperature of 80°C and subjected to potentials often higher than 2 volts“, says the researcher. Another major problem also affects the materials: the cost of an electrolyzer. The catalyst present on PEM electrodes is iridium oxide, a compound that is too expensive to encourage widespread use of future high-power electrolyzers. For this reason, researchers are working on catalysts based on iridium oxide nanoparticles. This reduces the amount of material and thus the potential cost of the system.

Shedding light on photocatalysis

In the laboratory, an alternative using solar energy to break water molecules into hydrogen and oxygen is also being considered. This is photocatalysis. The semiconductors used can be immersed in water in powder form. Under the effect of the sun’s rays, the electron-hole pairs created provide the energy needed to dissociate the water molecules. However, the energy levels of these charge carriers must be controlled very precisely to be useful.

“We form defects in materials that introduce energy levels whose position must be compatible with the energy required for the process,” explains Christian Beauger. This ultra-precise work is delicate to carry out and determines the efficiency of photocatalysis. There is still a long way to go for photocatalysts, the most stable of which hardly exceed 1% in efficiency. But this method of hydrogen production should not be dismissed too quickly, as it is cheaper and easier to set up than a system combining a renewable energy source and an electrolyzer.

Turquoise hydrogen using methane pyrolysis

At Mines ParisTech, Laurent Fulcheri’s team, which specializes in plasma processes, is working on the production of hydrogen not from water, but from the pyrolysis of methane. This technique is still little known in France, but has been widely explored by our German and Russian neighbors. “This process requires electricity, as for the electrolysis of water, but its main advantage is that it requires about seven times less electricity than water electrolysis. It can therefore produce more hydrogen from the same amount of electricity,” he says.

In practice, researchers crack molecules of methane (formula CH4) at high temperature. “To do this, we use a gas in the plasma state to provide thermal energy to the system. It is the only alternative to provide energy at a temperature above 1,500°C without CO2 emissions and on an industrial scale,” says Laurent Fulcheri. The reaction thus generates two valuable products: hydrogen (25% by mass) and solid carbon black (75% by mass).  The latter is not to be confused with CO2 and is notably used in tire rubber, batteries, cables and pigments. The carbon is thus stored in the materials and can theoretically be recycled ad infinitum. “The production of one ton of carbon black by this method avoids the emission of 3 tons of CO2 compared to current methods”, adds the researcher.

This process has already proven itself across the Atlantic. Since 2012, researchers at Mines ParisTech have been collaborating with the American start-up Monolith Materials, which has developed a technology directly inspired by their work. Its location in Nebraska is not insignificant, as it gives it direct access to wind energy in the heart of the corn belt, a major agricultural area in the United States. The hydrogen produced is then transformed into ammonia to fertilize the surrounding corn farms.

Although the machine is working, the research of Laurent Fulcheri’s team, a major player in the start-up’s R&D, is far from over. “Hydrogen production is the simplest task, because the gas purification processes are fairly mature. On the other hand, the carbon black produced can have drastically different market values depending on its nano-structure. The objective is now to optimize our process in order to be able to generate the different qualities of carbon black that meet the demands of consumer industries,” says the researcher. Indeed, the future of this technology lies in the short-term valorization capacities of the two co-products.

Biomass processing: a local alternative

At IMT Mines Albi, Javier Escudero‘s team is working on thermochemical processes for the transformation of biomass by pyrolysis and gasification. Organic waste is heated to high temperatures in a reactor and converted into small molecules of synthesis gas. The hydrogen, carbon monoxide, methane and CO2 thus produced are captured and then recombined or separated. For example, the CO2 and hydrogen can be used to form synthetic methane for use in natural gas networks.

However, a scientific issue has yet to be solved: “The synthesis gas produced is always accompanied by inorganic molecules and large organic molecules called tars. Although their concentration is low, we still require an additional gas purification stage,” explains Javier Escudero. The result is an increase in processing costs that makes it more difficult to implement this solution on a small scale. The researcher is therefore working on several solutions. For example, the exploration of different catalyst materials that could accelerate certain reactions to separate molecules from waste, while eliminating tars.

This approach could be envisaged as a form of local energy recovery from waste. Indeed, these technologies would enable a small and medium-scale territorial network with reactor sizes adapted to those of the collection centers for green waste, non-recovered agricultural residues, etc. However, there is also a need to clarify the regulations governing this type of facility. “For the moment, the law is not clear on the environmental constraints imposed on such structures, which slows down their development and discourages some manufacturers from really investing in the method,” says the researcher.

There is no shortage of solutions for the production of carbon-free hydrogen. Nevertheless, the economic reality is that in order to be truly competitive, these processes will have to produce hydrogen cheaper than hydrogen from fossil fuels.

By Anaïs Culot