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How Equatic solved seawater’s toxic gas problem and delivered a two-for-one solution: removing carbon while producing green hydrogen
Since at least the 1970s, electrochemists have cast their gazes upon the world’s vast, briny seas and wondered how they could harness the endless supply of hydrogen locked within. Though it was technically possible to grab the hydrogen by running an electrical current through the water, the reaction turned the salt in the water into the toxic and corrosive gas chlorine, which made commercializing such a process challenging.
But last year, a startup called Equatic made a breakthrough that not only solves the chlorine problem, but has the potential to deliver a two-for-one solution: commercial hydrogen production and carbon removal. With funding from the Department of Energy’s Advanced Research Projects Agency-Energy, or ARPA-E, the company moved swiftly to scale its innovation, called an “oxygen-selective anode,” from the lab to the factory. On Thursday, it announced it had started manufacturing the anodes at a facility in San Diego.
“I want to emphasize how fast this has moved,” Doug Wicks, a program director at ARPA-E, told me. “They made some pretty large claims about what they could do, so we took it as a high risk project, and really within the first year, they were able to clearly demonstrate that they could make great progress.”
In 2021, Equatic’s co-founders Xin Chen and Gaurav Sant, who are researchers at the University of California, Los Angeles, applied for an ARPA-E grant to work on their idea for a hybrid system that would use seawater electrolysis — sending an electrical current through seawater — to sequester carbon dioxide from the air in the ocean while also producing hydrogen.
Setting aside the chlorine issue for a moment, the process of getting hydrogen out of water is pretty established science. The carbon removal part was new. To achieve it, they would exploit another aspect of the electrolytic reaction: It could separate the seawater into two streams — one very acidic, the other very alkaline and able to easily absorb CO2. If they exposed the alkaline stream to air, it would suck up CO2 like a sponge and convert it into a more stable molecule that couldn’t easily return to the atmosphere. Then they could feed the water back into the sea, enhancing the ocean’s natural carbon pump.
This approach to carbon removal has two big things going for it. First, by driving this reaction through a closed system on land, Equatic can measure the carbon sequestered much more precisely than related methods that are deployed in the open ocean. “You can count what comes in, you can count what goes out, you just have greater control,” David Koweek, the chief scientist at Ocean Visions, a nonprofit that advocates for ocean-based climate solutions, told me. But with that control comes a trade-off, Koweek said. It requires more infrastructure, energy, and operational complexity than something like adding antacids directly to the water. That’s where Equatic’s second advantage could help. Its process produces clean hydrogen, a valuable commodity, which can help defray the cost of the carbon removal.
“We're not just a one way street, only energy in — you actually get some energy out,” Edward Sanders, the company’s chief operating officer, told me. He provided some numbers: For every 2.5 megawatt-hours of electricity Equatic’s system consumes, it can remove 1 metric ton of carbon from the air and produce 1 megawatt-hour worth of energy in the form of hydrogen. The company can either use the hydrogen to help power its operations or sell it. Therefore, the net energy use is more like 1.5 megawatts, he said, which is lower than what a direct air capture plant, for example, requires. (A direct air capture plant using a solid sorbent needs about 2.6 megawatts per ton of CO2 removed, according to the International Energy Agency.) Energy accounts for about 70% of costs, Sanders said.
Equatic was able to prove its concept out in two small pilot projects deployed in the Los Angeles harbor and in Singapore that each removed about 100 kilograms of carbon from the air, and produced just a few kilograms of hydrogen, per day. But because of the chlorine issue, the two plants were expensive, using bespoke, corrosion-resistant materials. Sanders told me it would cost on the order of millions of dollars to manage the chlorine gas at scale. The company would need to find a more economic solution.
The formation of chlorine in seawater electrolysis is a problem that has stumped scientists for so long that it has split the electrochemists into two camps — those who still believe it’s solvable, and those who think it makes more sense to just purify the water first.
When I asked Chen what the day-to-day work of trying to overcome this looked like, he said it was materials science research. He needed to find the right combination of catalysts to make an anode — a sheet of conductive, positively-charged metal — that, when used in electrolysis, would screen out the salt and not allow it to react. “It’s like Gandalf holding the way to tell chlorine, ‘you shall not pass.’” he said. “That’s essentially how it works. Only water molecules can pass through.”
Chen and Sant were awarded $1 million from ARPA-E for the research in 2022. About a year later, they felt they were on to something. As with most scientific “breakthroughs,” there was no single moment of discovery — Chen was not even the first to do what he did, which was to use manganese oxide. “There’s a lot of literature that indicates it’s doable,” he told me. “There’s pioneering work by other scientists from almost 30 years ago, but they didn’t pursue it far enough because I don’t think the opportunity was right at that time.”
What Chen did was push to find an iteration that was more effective, durable, and affordable. He ultimately landed on a design that produced less than one part per million of chlorine — lower than the amount in drinking water — and performed reliably for more than 20,000 hours of testing. When he showed his progress to Wicks at ARPA-E, the agency was impressed enough to grant the scientists an additional $2 million. That funding helped them get their first production line up and running.
The facility in San Diego will be able to produce 4,000 anodes per year to start, and is expected to operate at full capacity by the end of 2024. It will produce the anodes for Equatic’s first demonstration-scale project, a new plant in Singapore designed to remove 10 metric tons of CO2 and produce 300 kilograms of hydrogen per day — 100 times larger than the pilot version. Equatic also has plans to build an even bigger plant in Quebec that can remove 300 tons per day. That’s about three times the capacity of Climeworks’ Mammoth plant, the world’s largest direct air capture plant operating today.
The manufacturing line will also be able to refurbish the anodes after about three years of use, simply by applying a new layer of catalysts. Wicks of ARPA-E told me this was a “breakthrough coating technique” that will allow the company to really decrease costs.
When I asked Wicks what he sees as the next milestones for Equatic, what will determine whether it will be successful, he said a lot was riding on the scale up in Singapore and Canada. The company has already signed an agreement to deliver 2,100 metric tons of hydrogen to Boeing and remove 62,000 metric tons of CO2 from the air on the aerospace giant’s behalf. The companies have not made the price of the deal public.
One challenge ahead will also be navigating the permitting environment in the different countries. Koweek of Ocean Visions told me that this kind of seawater chemistry modification was “relatively benign,” but he said there were still risks that had to be characterized.
In the meantime, Chen isn’t done trying to optimize his anode in the lab. I asked him how he felt after his initial discovery — were you excited? Did you celebrate?
“Not really,” he replied. “So I’m very excited inside. But I was generally thinking about it, can we push it further?”
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Any household savings will barely make a dent in the added costs from Trump’s many tariffs.
Donald Trump’s tariffs — the “fentanyl” levies on Canada, China, and Mexico, the “reciprocal” tariffs on nearly every country (and some uninhabited islands), and the global 10% tariff — will almost certainly cause consumer goods on average to get more expensive. The Yale Budget Lab estimates that in combination, the tariffs Trump has announced so far in his second term will cause prices to rise 2.3%, reducing purchasing power by $3,800 per year per household.
But there’s one very important consumer good that seems due to decline in price.
Trump administration officials — including the president himself — have touted cheaper oil to suggest that the economic response to the tariffs hasn’t been all bad. On Sunday, Secretary of the Treasury Scott Bessent told NBC, “Oil prices went down almost 15% in two days, which impacts working Americans much more than the stock market does.”
Trump picked up this line on Truth Social Monday morning. “Oil prices are down, interest rates are down (the slow moving Fed should cut rates!), food prices are down, there is NO INFLATION,” he wrote. He then spent the day posting quotes from Fox Business commentators echoing that idea, first Maria Bartiromo (“Rates are plummeting, oil prices are plummeting, deregulation is happening. President Trump is not going to bend”) then Charles Payne (“What we’re not talking about is, oil was $76, now it’s $65. Gasoline prices are going to plummet”).
But according to Neil Dutta, head of economic research at Renaissance Macro Research, pointing to falling oil prices as a stimulus is just another example of the “4D chess” theory, under which some market participants attribute motives to Trump’s trade policy beyond his stated goal of reducing trade deficits to as near zero (or surplus!) as possible.
Instead, oil markets are primarily “responding to the recession risk that comes from the tariff and the trade war,” Dutta told me. “That is the main story.” In short, oil markets see less global trade and less global production, and therefore falling demand for oil. The effect on household consumption, he said, was a “second order effect.”
It is true that falling oil prices will help “stabilize consumption,” Dutta told me (although they could also devastate America’s own oil industry). “It helps. It’ll provide some lift to real income growth for consumers, because they’re not spending as much on gasoline.” But “to fully offset the trade war effects, you basically need to get oil down to zero.”
That’s confirmed by some simple and extremely back of the envelope math. In 2023, households on average consumed about 700 gallons of gasoline per year, based on Energy Information Administration calculations that the average gasoline price in 2023 was $3.52, while the Bureau of Labor Statistics put average household gasoline expenditures at about $2,450.
Let’s generously assume that due to the tariffs and Trump’s regulatory and diplomatic efforts, gas prices drop from the $3.26 they were at on Monday, according to AAA, to $2.60, the average price in 2019. (GasBuddy petroleum analyst Patrick De Haanwrote Monday that the tariffs combined with OPEC+ production hikes could lead gas prices “to fall below $3 per gallon.”)
Let’s also assume that this drop in gas prices does not cause people to drive more or buy less fuel-efficient vehicles. In that case, those same 700 gallons cost the average American $1,820, which would generate annual savings of $630 on average per household. If we went to the lowest price since the Russian invasion of Ukraine, about $3 per gallon, total consumption of 700 gallons would cost a household about $2,100, saving $350 per household per year.
That being said, $1,820 is a pretty low level for annual gasoline consumption. In 2021, as the economy was recovering from the Covid recession and before gas prices popped, annual gasoline expenditures only got as low as $1,948; in 2020 — when oil prices dropped to literally negative dollars per barrel and gas prices got down to $1.85 a gallon — annual expenditures were just over $1,500.
In any case, if you remember the opening paragraphs of this story, even the most generous estimated savings would go nowhere near surmounting the overall rise in prices forecast by the Yale Budget Lab. $630 is less than $3,800! (JPMorgan has forecast a more mild increase in prices of 1% to 1.5%, but agrees that prices will likely rise and purchasing power will decline.)
But maybe look at it this way: You might be able to drive a little more than you expected to, even as your costs elsewhere are going up. Just please be careful! You don’t want to get into a bad accident and have to replace your car: New car prices are expected to rise by several thousand dollars due to Trump’s tariffs.
With cars about to get more expensive, it might be time to start tinkering.
More than a decade ago, when I was a young editor at Popular Mechanics, we got a Nissan Leaf. It was a big deal. The magazine had always kept long-term test cars to give readers a full report of how they drove over weeks and months. A true test of the first true production electric vehicle from a major car company felt like a watershed moment: The future was finally beginning. They even installed a destination charger in the basement of the Hearst Corporation’s Manhattan skyscraper.
That Leaf was a bit of a lump, aesthetically and mechanically. It looked like a potato, got about 100 miles of range, and delivered only 110 horsepower or so via its electric motors. This made the O.G. Leaf a scapegoat for Top Gear-style car enthusiasts eager to slander EVs as low-testosterone automobiles of the meek, forced upon an unwilling population of drivers. Once the rise of Tesla in the 2010s had smashed that paradigm and led lots of people to see electric vehicles as sexy and powerful, the original Leaf faded from the public imagination, a relic of the earliest days of the new EV revolution.
Yet lots of those cars are still around. I see a few prowling my workplace parking garage or roaming the streets of Los Angeles. With the faded performance of their old batteries, these long-running EVs aren’t good for much but short-distance city driving. Ignore the outdated battery pack for a second, though, and what surrounds that unit is a perfectly serviceable EV.
That’s exactly what a new brand of EV restorers see. Last week, car site The Autopiancovered DIYers who are scooping up cheap old Leafs, some costing as little as $3,000, and swapping in affordable Chinese-made 62 kilowatt-hour battery units in place of the original 24 kilowatt-hour units to instantly boost the car’s range to about 250 miles. One restorer bought a new battery on the Chinese site Alibaba for $6,000 ($4,500, plus $1,500 to ship that beast across the sea).
The possibility of the (relatively) simple battery swap is a longtime EV owner’s daydream. In the earlier days of the electrification race, many manufacturers and drivers saw simple and quick battery exchange as the solution for EV road-tripping. Instead of waiting half an hour for a battery to recharge, you’d swap your depleted unit for a fully charged one and be on your way. Even Tesla tested this approach last decade before settling for good on the Supercharger network of fast-charging stations.
There are still companies experimenting with battery swaps, but this technology lost. Other EV startups and legacy car companies that followed Nissan and Tesla into making production EVs embraced the rechargeable lithium-ion battery that is meant to be refilled at a fast-charging station and is not designed to be easily removed from the vehicle. Buy an electric vehicle and you’re buying a big battery with a long warranty but no clear plan for replacement. The companies imagine their EVs as something like a smartphone: It’s far from impossible to replace the battery and give the car a new life, but most people won’t bother and will simply move on to a new car when they can’t take the limitations of their old one anymore.
I think about this impasse a lot. My 2019 Tesla Model 3 began its life with a nominal 240 miles of range. Now that the vehicle has nearly six years and 70,000 miles on it, its maximum range is down to just 200, while its functional range at highway speed is much less than that. I don’t want to sink money into another vehicle, which means living with an EV’s range that diminishes as the years go by.
But what if, one day, I replaced its battery? Even if it costs thousands of dollars to achieve, a big range boost via a new battery would make an older EV feel new again, and at a cost that’s still far less than financing a whole new car. The thought is even more compelling in the age of Trump-imposed tariffs that will raise already-expensive new vehicles to a place that’s simply out of reach for many people (though new battery units will be heavily tariffed, too).
This is no simple weekend task. Car enthusiasts have been swapping parts and modifying gas-burning vehicles since the dawn of the automotive age, but modern EVs aren’t exactly made with the garage mechanic in mind. Because so few EVs are on the road, there is a dearth of qualified mechanics and not a huge population of people with the savvy to conduct major surgery on an electric car without electrocuting themselves. A battery-replacing owner would need to acquire not only the correct pack but also potentially adapters and other equipment necessary to make the new battery play nice with the older car. Some Nissan Leaf modifiers are finding their replacement packs aren’t exactly the same size, shape or weight, The Autopian says, meaning they need things like spacers to make the battery sit in just the right place.
A new battery isn’t a fix-all either. The motors and other electrical components wear down and will need to be replaced eventually, too. A man in Norway who drove his Tesla more than a million miles has replaced at least four battery packs and 14 motors, turning his EV into a sort of car of Theseus.
Crucially, though, EVs are much simpler, mechanically, than combustion-powered cars, what with the latter’s belts and spark plugs and thousands of moving parts. The car that surrounds a depleted battery pack might be in perfectly good shape to keep on running for thousands of miles to come if the owner were to install a new unit, one that could potentially give the EV more driving range than it had when it was new.
The battery swap is still the domain of serious top-tier DIYers, and not for the mildly interested or faint of heart. But it is a sign of things to come. A market for very affordable used Teslas is booming as owners ditch their cars at any cost to distance themselves from Elon Musk. Old Leafs, Chevy Bolts and other EVs from the 2010s can be had for cheap. The generation of early vehicles that came with an unacceptably low 100 to 150 miles of range would look a lot more enticing if you imagine today’s battery packs swapped into them. The possibility of a like-new old EV will look more and more promising, especially as millions of Americans realize they can no longer afford a new car.
On the shifting energy mix, tariff impacts, and carbon capture
Current conditions: Europe just experienced its warmest March since record-keeping began 47 years ago • It’s 105 degrees Fahrenheit in India’s capital Delhi where heat warnings are in effect • The risk of severe flooding remains high across much of the Mississippi and Ohio Valleys.
The severe weather outbreak that has brought tornadoes, extreme rainfall, hail, and flash flooding to states across the central U.S. over the past week has already caused between $80 billion and $90 billion in damages and economic losses, according to a preliminary estimate from AccuWeather. The true toll is likely to be costlier because some areas have yet to report their damages, and the flooding is ongoing. “A rare atmospheric river continually resupplying a firehose of deep tropical moisture into the central U.S., combined with a series of storms traversing the same area in rapid succession, created a ‘perfect storm’ for catastrophic flooding and devastating tornadoes,” said AccuWeather’s chief meteorologist Jonathan Porter. The estimate takes into account damages to buildings and infrastructure, as well as secondary effects like supply chain and shipping disruptions, extended power outages, and travel delays. So far 23 people are known to have died in the storms. “This is the third preliminary estimate for total damage and economic loss that AccuWeather experts have issued so far this year,” the outlet noted in a release, “outpacing the frequency of major, costly weather disasters since AccuWeather began issuing estimates in 2017.”
AccuWeather
Low-emission energy sources accounted for 41% of global electricity generation in 2024, up from 39.4% in 2023, according to energy think tank Ember’s annual Global Electricity Review. That includes renewables as well as nuclear. If nuclear is left out of the equation, renewables alone made up 32% of power generation last year. Overall, renewables added a record 858 terawatt hours, nearly 50% more than the previous record set in 2022. Hydro was the largest source of low-carbon power, followed by nuclear. But wind and solar combined overtook hydro last year, while nuclear’s share of the energy mix reached a 45-year low. More solar capacity was installed in 2024 than in any other single year.
Ember
The report notes that demand for electricity rose thanks to heat waves and air conditioning use. This resulted in a slight, 1.4% annual increase in fossil-fuel power generation and pushed power-sector emissions to a new all-time high of 14.5 billion metric tons. “Clean electricity generation met 96% of the demand growth not caused by hotter temperatures,” the report said.
President Trump’s new tariffs will have a “limited” effect on the amount of solar components the U.S. imports from Asia because the U.S. already imposes tariffs on these products, according to a report from research firm BMI. That said, the U.S. still relies heavily on imported solar cells, and the new fees are likely to raise costs for domestic manufacturers and developers, which will ultimately be passed on to buyers and could slow solar growth. “Since the U.S.’s manufacturing capacity is insufficient to meet demand for solar, wind, and grid components, we do expect that costs will increase for developers due to the tariffs which will now be imposed upon these components,” BMI wrote.
In other tariff news, the British government is adjusting its 2030 target of ending the sale of new internal combustion engine cars to ease some of the pain from President Trump’s new 25% auto tariffs. Under the U.K.’s new EV mandate, carmakers will be able to sell new hybrids through 2035 (whereas the previous version of the rules banned them by 2030), and gas and diesel vans can also be sold through 2035. The changes also carve out exemptions for luxury supercar brands like McLaren and Aston Martin, which will be allowed to keep selling new ICE vehicles beyond 2030 because, the government says, they produce so few. The goal is to “help ease the transition and give industry more time to prepare.” British Transport Secretary Heidi Alexander insisted the changes have been “carefully calibrated” and their impact on carbon emissions is “negligible.” As The New York Timesnoted, the U.S. is the largest single-country export market for British cars.
The Environmental Protection Agency has approved Occidental Petroleum’s application to capture and sequester carbon dioxide at its direct air capture facility in Texas, and issued permits that will allow the company to drill and inject the gas more than one mile underground. The Stratos DAC plant is being developed by Occidental subsidiary 1PointFive. As Heatmap’s Katie Brigham has reported, Stratos is designed to remove up to 500,000 metric tons of CO2 annually and set to come online later this year. Its success (or failure) could shape the future of DAC investment at a time when the Trump administration is hollowing out the Department of Energy’s nascent Carbon Dioxide Removal team and casting doubt over the future of the DOE’s $3.5 billion Regional Direct Air Capture Hubs program. While Stratos is not a part of the hubs program, it will use the same technology as Occidental’s South Texas DAC hub.
The Bezos Earth Fund and the Global Methane Hub are launching a $27 million effort to fund research into selectively breeding cattle that emit less methane.