White House Senior Advisor to the President, Tesla and SpaceX CEO Elon Musk arrives for a meeting with Senate Republicans at the U.S. Capitol on March 05, 2025 in Washington, DC. Musk is scheduled to meet with Republican lawmakers to coordinate his ongoing federal government cost cutting plan. (Photo by Kevin Dietsch/Getty Images)

While the role and actions of the Elon Musk-headed Department of Government Efficiency remain somewhat murky, data privacy experts have been tracking the group’s moves and documenting potential violations of federal privacy protections.

Before President Donald Trump took office in January, he characterized DOGE as an advisory body, saying it would “provide advice and guidance from outside of government” in partnership with the White House and Office of Management and Budget in order to eliminate fraud and waste from government spending.

But on Inauguration day, Trump’s executive order establishing the group said Musk would have “full and prompt access to all unclassified agency records, software systems and IT systems.”

In the nine weeks since its formation, DOGE has been able to access sensitive information from the Treasury Department payment system, information about the headcount and budget of an intelligence agency and Americans’ Social Security numbers, health information and other demographic data. Musk and department staffers are also using artificial intelligence in their analysis of department cuts.

Though the Trump administration has not provided transparency around what the collected data is being used for, several federal agencies have laid off tens of thousands of workers, under the direction of DOGE, in the past two months. Thousands have been cut from the Environmental Protection Agency, Department of Education, Internal Revenue Service and the Department of Treasury this month.

Frank Torres, senior AI and privacy adviser for The Leadership Conference’s Center for Civil Rights and Technology, which researches the intersection of civil rights and technology, said his organization partnered with the Center for Democracy and Technology, which researches and works with legislators on tech topics, to sort out what DOGE was doing. The organizations published a resource sheet documenting DOGE’s actions, the data privacy violations they are concerned about and the lawsuits that several federal agencies have filed over DOGE’s actions. 

“It doesn’t have to be this way,” Torres said. “I mean, there are processes and procedures and protections in place that are put in place for a reason, and it doesn’t appear that DOGE is following any of that, which is alarming.”

The organizations outlined potential violations of federal privacy protections, like the Privacy Act of 1974, which prohibits the disclosure of information without written consent, and substantive due process under the Fifth Amendment, which protects privacy from government interference.

White House Principal Deputy Press Secretary Harrison Fields would not say if DOGE planned to provide more insight into its plans for the data it is accessing.

“Waste, fraud and abuse have been deeply entrenched in our broken system for far too long,” Fields told States Newsroom in an emailed statement. “It takes direct access to the system to identify and fix it. DOGE will continue to shine a light on the fraud they uncover as the American people deserve to know what their government has been spending their hard earned tax dollars on.”

The lack of transparency concerns U.S. Reps. Gerald E. Connolly, (D-Virginia) and  Jamie Raskin, (D-Maryland), who filed a Freedom of Information Act request this month requesting DOGE provide clear answers about its operations.

The request asks for details on who is in charge at DOGE, the scope of its authority to close federal agencies and lay off federal employees, the extent of its access to sensitive government sensitive databases and for Musk to outline how collected data may benefit his own companies and his foreign customers. They also questioned the feeding of sensitive information into AI systems, which DOGE touted last month.

“DOGE employees, including teenage and twenty-something computer programmers from Mr. Musk’s own companies, have been unleashed on the government’s most sensitive databases — from those containing national security and classified information to those containing the personal financial information of all Americans to those containing the trade secrets and sensitive commercial data of Mr. Musk’s competitors,” the representatives wrote in the request.

Most Americans have indeed submitted data to the federal government which can now be accessed by DOGE, said Elizabeth Laird, the director of equity in civic technology for the Center for Democracy and Technology — whether it be via a tax filing, student loan or Social Security. Laird said the two organizations see huge security concerns with how DOGE is collecting data and what it may be doing with the information. In the first few weeks of its existence, a coder discovered that anyone could access the database that posted updates to the DOGE.gov website.

“We’re talking about Social Security numbers, we’re talking about income, we’re talking about, you know, major life events, like whether you had a baby or got married,” Laird said. “We’re talking about if you’ve ever filed bankruptcy — like very sensitive stuff, and we’re talking about it for tens of millions of people.”

With that level of sensitive information, the business need should justify the level of risk, Laird said.

DOGE’s use of AI to comb through and categorize Americans’ data is concerning to Laird and Torres, as AI algorithms can produce inaccurate responses, pose security risks themselves and can have biases that lead to discrimination against marginalized groups.

While Torres, Laird and their teams plan to continue tracking DOGE’s actions and their potential privacy violations, they published the first resource sheet to start bringing awareness to the information that is already at risk. The data collection they’ve seen so far in an effort to cut federal spending is concerning, but both said they fear Americans’ data could end up being used in ways we don’t yet know about.

“The government has a wealth of data on all of us, and I would say data that’s probably very valuable on the open market,” Torres said. “It’s almost like a dossier on us from birth to death.”

Musk fired back at critics in an interview with Fox News published Thursday.

“They’ll say what we’re doing is somehow unconstitutional or illegal or whatever,” he said. “We’re like, ‘Well, which line of the cost savings do you disagree with?’ And they can’t point to any.”

Wisconsin 7th District Republican U.S. Rep. Tom Tiffany (left) and 8th District Republican U.S. Rep. Tony Wied held an over-the-phone town hall Monday evening. (Tiffany image: Official congressional photo; Wied image: WisEye screenshot. Wisconsin Examiner photo illustration.)

U.S Rep. Tony Wied defended President Donald Trump and billionaire Elon Musk’s work inside the Trump administration Monday evening during his first town hall, which was hosted by phone. 

Wied, who represents Green Bay and other parts of northeast Wisconsin, scheduled the call after GOP congressional leaders told members to avoid in-person town halls. The guidance came after several lawmakers, including Wisconsin U.S. Reps. Glenn Grothman and Scott Fitzgerald, were met with backlash at in-person town halls because of Musk’s so-called Department of Government Efficiency (DOGE) project.

The call lasted a little less than an hour. Wied was joined by U.S. Rep. Tom Tiffany, who helped answer questions from callers. 

A few poll questions were asked during the call, with participants answering using their keypad. The first question was “Do you believe the federal government spends too much taxpayer money?” The results were shared on the call, with 43% of callers answering “yes” and 57% answering “no.” Another question asked was, “Do you believe men should be allowed to participate in women’s sports?” No results were shared. 

While Wied wasn’t met with the pushback his colleagues had, perhaps because of the controlled nature of a telecall, a handful of callers expressed worries about the potential for cuts to a number of federal programs and asked where Wied stood on the issues. He mostly defended the actions of Trump, Republicans and Musk. 

A nurse practitioner asked Wied about his position on Medicaid and Medicare. Questions about Medicaid cuts have been circulating and creating anxiety among many Wisconsinites who rely on the program. Trump has said he won’t cut the programs — or Social Security — but a recent report from the Congressional Budget Office found that lawmakers can’t meet their goal of cutting $880 billion without significant cuts to Medicaid. 

“A lot of my patients rely on [Medicaid and Medicare]. My parents are on Medicaid, and I’m sure both of your parents are also on Medicare. What are your plans as far as trying to save it?” the caller asked. “Lots of rumors going around that there’s going to be $800 billion that will need to be cut over the next decade, and while Trump says that he won’t be touching Medicare or Medicaid, there’s serious concerns about where that money will come from.”

Wied and Tiffany said they want to protect Medicaid, but lawmakers will be looking for savings, including by potentially establishing work requirements for the program and keeping “illegal immigrants” from accessing the program.

Tiffany said there are too many able-bodied adults on Medicaid and rhetorically asked if “we want them getting help there from the federal government, from you, the taxpayer?” He implied that people should get a job so they can get insurance through their employer. “The second thing is illegal immigrants.” 

Medicaid is funded partially with federal funds and partially with state funds, and approximately two-thirds of Medicaid recipients are working. Undocumented immigrants are already not eligible for federal Medicaid, though some states have expanded access using state funds, including California, which recently expanded its Medicaid program to cover all residents regardless of immigration status. 

Tiffany said that “if we have too many people that are on the program via waste, fraud and abuse, it jeopardizes the program. What we want to do is protect and save Medicaid for the future so people can count on it.” 

Wied said the government needs to be “prudent” and looking at the programs is part of getting rid of “bureaucratic waste, fraud and abuse,” and said Musk is helping with that. 

“[Musk is] somebody that has a lot of experience working on big budgets and finding efficiencies, and his job is only to identify, then it comes down to the elected officials to make the decisions and ultimately do what they need to do again, to make sure that we keep these programs,” Wied said. 

Another caller asked lawmakers whether they have a “red line” for where their support of Trump and Musk ends. 

Wied said Musk is “designated as a special government employee” and “there’s no evidence that he or the team has unlawfully accessed or used any sensitive data.” 

“If there is, I would certainly be concerned and make sure that I push back, but you know, the whole role of the Department of Government Efficiency is to streamline the government’s outdated and bloated systems,” Wied said. 

Musk’s DOGE team has been seeking access to databases that store personal information of millions of Americans. The administration has also been muddying who is in charge of DOGE and downplaying Musk’s role by appointing a new “acting administrator,” though Trump recently said Musk is in charge of DOGE.

“Trump is in charge, he’s our president. He’s making the decisions. Elon Musk has not fired anybody,” Wied said. The comment is in line with what Musk has reportedly told other Republicans. 

A Green Bay caller had concerns about benefits for veterans, given the Trump administration’s goal of cutting over 80,000 Department of Veterans Affairs employees, who provide health care and other services for millions of veterans.

“My son served in Afghanistan twice and uses the VA insurance. Our clinic here in Green Bay is awesome. I’ve been there a couple times with him, and he gets his surgery done there,” the caller said. “What are you going to do with 83,000 jobs that are cut in the VA, and where are the people that I love when they have their health care?”

The caller also added that tax cuts for the rich are “not worth it if it means hurting our veterans for they have served our country.” 

Wied said he would “make sure that we continue to fund that at the appropriate level, so that people have the best care possible within the VA system.” 

Some callers were supportive of Trump. 

“There’s a lot of waste in government,” said one. “We have to cut back. We just have to — on the waste. I see people who are alcoholics, get early Social Security disability. I’ve worked with people who are overweight and get out and take early disability. I don’t think people realize the numbers of abuse and it takes from our Medicare, Medicaid, it takes from all of us.”

The caller added, “I’m middle class. I’ve worked hard all my life. We have to give President Trump a chance.”

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Milwaukee's Hoan Bridge looking out toward Lake Michigan. (Photo by Henry Redman/Wisconsin Examiner)

Kayakers on Wisconsin’s Lake Superior coastline rely on data collected by buoys operated by the National Oceanic and Atmospheric Administration (NOAA) to determine if conditions are safe enough for a weekend paddle or if the swells and wind could spell danger on a lake famous for wrecking much larger watercraft. 

Surfers in Sheboygan use buoys on Lake Michigan to figure out if the city is living up to its name as the “Malibu of the Midwest” on a given day. Anglers on the shores and on the ice all over the lakes rely on the buoy data to track fish populations.

Freighters sailing from Duluth, Minnesota and Superior use NOAA data to track weather patterns and ice coverage. 

Wisconsin’s maritime economy provides nearly 50,000 jobs and nearly $3 billion to the state’s gross domestic product, according to a 2024 NOAA report, but in the first month of the administration of President Donald Trump, the agency is being threatened. 

The University of Wisconsin-Milwaukee’s School of Freshwater Sciences, UW-Madison’s Sea Grant and UW Extension’s National Estuarine Research Reserve use funds through NOAA grant programs to study the state’s two Great Lakes. 

Faculty at universities across the state receive NOAA money to study weather forecasting, severe droughts and precipitation on the Pacific Ocean. NOAA helps the state Department of Administration manage more than 1,000 miles of coastline and funds local efforts to control erosion and prevent flooding. A previous NOAA project worked with the state’s Native American tribes to study manoomin, also known as wild rice, to help maintain the plant that is sacred to the tribes and plays an important ecological role. 

All of that research could be at risk if cuts are made at NOAA. 

Elon Musk’s Department of Government Efficiency (DOGE) — named for an internet meme of a shiba inu (a breed of Japanese hunting dog) first made popular more than a decade ago — has set its sights on NOAA. In early February, staffers with DOGE entered NOAA’s offices seeking access to its IT system, the Guardian reported. A week later, the outlet reported that scientists at the agency would need to gain approval from a Trump appointee before communicating with foreign nationals. The agency has been asked to identify climate change-related grant projects.

To run the agency, Trump has nominated Neil Jacobs as NOAA administrator. Jacobs was cited for misconduct after he and other officials put pressure on NOAA scientists to alter forecasts about 2019’s Hurricane Dorian in a scandal that became known as “Sharpiegate.” Trump has also nominated Taylor Jordan as the assistant Secretary of Commerce overseeing NOAA. Jordan previously worked as a lobbyist for private weather forecasting agencies that would benefit from the dismantling of NOAA — which runs the National Weather Service. 

A suggested Trump administration plan for NOAA was laid out in the Heritage Foundation’s Project 2025 blueprint. The plan calls for NOAA to “be dismantled and many of its functions eliminated, sent to other agencies, privatized, or placed under the control of states and territories,” because it has “become one of the main drivers of the climate change alarm industry and, as such, is harmful to future U.S. prosperity.” 

Sara Hudson, the city of Ashland’s director of parks and recreation, says the community is dependent on Lake Superior year round and funding from NOAA helps the city manage its coastline. She says the city has about $1.2 million in grant funding that could be affected by cuts at NOAA. The city’s total 2024-25 budget is about $2.4 million. 

“With the funding that Ashland has, we really don’t have a lot of access to be able to do coastal resiliency or coastal management projects,” she says. “So we rely on grants to be able to do extra.” Among the affected projects, she says, could be  coastal resiliency projects that help maintain public access to a waterfront trail along Lake Superior, projects to help improve water quality including the Bay City Creek project and work on invasive species and promoting native species within public lands.

Even if Trump and Musk are trying to erase climate change research from NOAA’s mandate, the effect of a warming climate could have dire consequences for Ashland’s lake-based economy, according to Hudson. Hundreds of businesses on Lake Superior can’t survive if the tourism season ends in the fall. 

“For a community that relies on winter and every year sees less winter, economically it could be devastating,” Hudson says. “We need to have tourism 12 months out of the year. And if our winters go away, that really, that’s going to be a pivot to us. But our winter … that’s the only way our businesses can stay alive here.” 

The Great Lakes provide drinking water for about 40 million people across the United States and Canada. Organizations like the National Estuarine Research Reserve are funded by NOAA to help make sure that water is healthy. 

“We’re doing things like tracking algae blooms and changes in water quality that are really important for tourism and fishing and drinking water,” Deanna Erickson, the research reserve’s director, says. “On Lake Superior we’re working in rural communities on flood emergencies and emergency management and coastal erosion; 70% of the reserve’s operational funding comes through NOAA, and that’s matched with state funds. So in Superior, Wisconsin, that’s, you know, a pretty big economic impact here we have about a million dollars in funding for our operations.”

Eric Peace, vice president of the Ohio-based Lake Carriers Association, says that cuts to NOAA could have drastic effects on Great Lakes shipping because the data collected by the agency is crucial to navigating the lakes safely.

“On Lake Michigan, those buoys are critical to navigation safety, because what they do is provide real time data on wind, waves, current water temperatures, etc,” he says. “And our captains use those extensively to avoid storms and to find places to transit and leave.” 

Further north on Lake Superior, real-time reports on water conditions are crucial because of how dangerous the lake can get.

“I was stationed on a buoy tender in Alaska, and I’d take the 30-footers that you get up there over the 10-footers you get on Lake Superior, because they’re so close together here,” says Peace, who spent more than 20 years in the U.S. Coast Guard. “They’re all wind-driven, and they’re dangerous. Couple that with icing and everything else, you have a recipe for disaster.”

The DOGE mandate for NOAA scientists to stop communicating with foreign nationals could have a significant impact on Great Lakes shipping because the agency coordinates with the Coast Guard and a Canadian agency to track ice conditions on the Great Lakes. 

“That is one area that would be detrimental,” Peace says. “We wouldn’t have that ice forecasting from the Canadians. We would have to assume control of that completely for our own sake.”

U.S. Sen. Tammy Baldwin recently introduced a bipartisan bill with a group of senators from seven other Great Lakes states to increase funding for the Great Lakes Restoration Initiative. The initiative involves 12 federal agencies, including NOAA, to keep the lakes clean. In a statement, Baldwin said she’d work to fight against any efforts that would harm Wisconsin’s Great Lakes. 

“Republicans are slashing support for our veterans, cancer research, and now, they are coming after resources that keep our Great Lakes clean and open for business — all to find room in the budget to give their billionaire friends a tax break,” she said. “Wisconsin communities, farmers, and businesses rely on our Great Lakes, and I’ll stand up to any efforts that will hurt them and their way of life.”

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In 2024, the Asia-Pacific region (APAC) saw a relative cooling off period after the meteoric growth experienced in 2023. The Energy & Power...

The post APAC: What We Learned from 2024 and What It Means for 2025 appeared first on Cleantech Group.

Emissions from buildings make up about two-thirds of the greenhouse gas footprint of Indianapolis. So when the city committed to slash emissions, in its 2019 climate action plan and then as part of the Bloomberg American Cities Climate Challenge in 2020, leaders knew where they had to start.

A 2021 ordinance requires all buildings over 50,000 square feet and publicly-owned buildings over 25,000 square feet to do energy benchmarking and report results to the city, to be made publicly available by 2026. 

The deadline to comply was July 1, 2024. But at year’s end, only about 20% of the 1,500 buildings covered had complied — even though the process can be done in a matter of hours using EPA’s ENERGYSTAR Portfolio manager software. The city also hosted workshops to help walk building managers through the process.

Now the city’s challenge is to boost benchmarking compliance. The penalties for failing to comply are low: fines of $100 the first year and $250 yearly after that. Chicago’s 2013 benchmarking ordinance, by comparison, includes fines of $100 for the first day of a violation and up to $25 each day thereafter, with a maximum fine of $9,200 per year — and the city has a much higher compliance rate.

Lindsay Trameri, community engagement manager for the Indianapolis Office of Sustainability, said the office is continuing outreach, including sending postcards to all relevant building managers and owners. 

“We’re not assessing fines yet, but we’re making sure they’re aware this isn’t a city program that’s going away, it is indeed local law,” Trameri said. “And there are benefits to be gleaned from participating. It might cost hundreds of dollars not to participate, but you could save thousands if you participate and take it seriously.”

Trameri said 27 publicly-owned buildings in the consolidated city and county government must be benchmarked, and the city is planning to use about $800,000 worth of federal Department of Energy funding to hire an energy manager “who will be solely focused on looking at city-owned buildings and how to make them more energy efficient.” 

In Indiana, reducing buildings’ electricity use is particularly urgent since the state got about 45% of its power from coal in 2023. The benchmarking mandate doesn’t require buildings to take any action based on their energy results, but benchmarking often motivates building owners and municipalities to invest in savings, experts say. 

Cities participating in the Bloomberg program saw 3% to 8% energy reductions and millions in savings, with nearly 400 million square feet now covered by benchmarking policies and over 37,000 energy audits completed, according to Kelly Shultz, who leads Bloomberg Philanthropies” sustainable cities initiative. 

Success stories

Though overall compliance is low, some major public and private entities have completed benchmarking in Indianapolis, including the airport, convention center, the Indianapolis Museum of Art, Target and JC Penney. 

Phil Day, facilities director for the museum, noted that it’s crucial for museums to keep consistent levels of humidity and temperature. That means high energy use, and also vulnerability to blackouts or energy price spikes. Benchmarking has helped him develop plans for reducing natural gas and electricity use with smaller boilers and heat pumps distributed throughout the facilities, a possible geothermal chilling system, and better insulation. These innovations should save money and make the museum more resilient to energy disruptions.

“Museums aren’t typically known as an energy efficient facility, but it is always high on my priority list in everything we program or replace,” Day said.

The firm Cenergistic has done benchmarking since 2017 for Indianapolis Public Schools, and identified more than $1 million in wasteful energy costs that could be cut across 71 schools. Under Cenergistic’s contract, it is paid half of the energy savings it secures. Seventeen school buildings have obtained EPA Energy Star status based on their energy efficiency improvements, Cenergistic CEO Dennis Harris said. 

“Benchmarking provided a clear starting point by identifying high-energy-consuming facilities and systems,” Harris said. “Cenergistic energy specialists track energy consumption at all campuses with the company’s software platform, identifying waste and driving conservation. By consistently reviewing this data, Cenergistic continues to work with IPS to make data-driven decisions, set measurable goals, and continually refine its strategy for maximum impact.” 

Trameri said the schools’ success is “a great message to point to. If they can do it, we can do it. Of course, we want those millions to go back into classrooms and teachers and students versus out the door for utility costs.”

Learning by example

Trameri said in developing its benchmarking program and ordinance, Indianapolis has relied on guidance and lessons from other cities including Columbus, Ohio and Chicago, both fellow participants in the Bloomberg challenge. 

In Chicago, about 85% of the 3,700 buildings covered by the ordinance are in compliance, said Amy Jewel, vice president of programs at Elevate, the organization that oversees Chicago’s program. She said nine out of 10 buildings complied even right after the ordinance took effect, thanks to years of organizing by city leaders and NGOs like the Natural Resources Defense Council.

“A large number of building owners recognized this was coming. They engaged in the process, and saw their fingerprints within the ordinance,” said Lindy Wordlaw, director of climate and environmental justice initiatives for the city of Chicago. 

Chicago passed an additional ordinance creating an energy rating program, where buildings receive a score of 0 to 4 based on their energy benchmarking results. An 11-by-17-inch placard with the score and explanation must be publicly posted, “similar to a food safety rating for a restaurant,” Wordlaw said.

In 2021, Chicago reported that median energy use per square foot had dropped by 7% over the past three years, and greenhouse gas emissions had dropped 37% since 2016 in buildings subject to the ordinance. City public housing and buildings owned by the Archdiocese were among those to do early benchmarking and investments.

Along with Philadelphia, New York and Washington D.C., Chicago was among the nation’s first major cities to institute benchmarking. Jewel said they hope to keep sharing lessons learned.

For example, “it’s actually pretty hard to come up with the covered buildings list,” Jewel noted, since there is no central list of all buildings in a city but rather various records “all used for slightly different purposes — the property tax database, different sources tracking violations. It took a bit of time to get that list together, and it takes time to maintain it as buildings are constructed or demolished.”

In Indianapolis, Trameri said they are hopeful more buildings will get with the program as awareness grows about the requirement.

“There has always been evidence that you can’t manage what you don’t measure,” said Trameri. “It’s a market-based strategy. Truly once a facilities owner or manager is able to look at their energy usage over a month, 12 months, or multiple years and make evidence-based decisions based on that data, it will affect your bottom line, and those savings you can reinvest into whatever your organization’s mission is.”

Correction: An earlier version of this story misattributed performance information about Bloomberg Philanthropies’ sustainable cities initiative.

Indianapolis grapples with low compliance on energy benchmarking requirement for large buildings is an article from Energy News Network, a nonprofit news service covering the clean energy transition. If you would like to support us please make a donation.

Car design is an iterative and proprietary process. Carmakers can spend several years on the design phase for a car, tweaking 3D forms in simulations before building out the most promising designs for physical testing. The details and specs of these tests, including the aerodynamics of a given car design, are typically not made public. Significant advances in performance, such as in fuel efficiency or electric vehicle range, can therefore be slow and siloed from company to company.

MIT engineers say that the search for better car designs can speed up exponentially with the use of generative artificial intelligence tools that can plow through huge amounts of data in seconds and find connections to generate a novel design. While such AI tools exist, the data they would need to learn from have not been available, at least in any sort of accessible, centralized form.

But now, the engineers have made just such a dataset available to the public for the first time. Dubbed DrivAerNet++, the dataset encompasses more than 8,000 car designs, which the engineers generated based on the most common types of cars in the world today. Each design is represented in 3D form and includes information on the car’s aerodynamics — the way air would flow around a given design, based on simulations of fluid dynamics that the group carried out for each design.

Each of the dataset’s 8,000 designs is available in several representations, such as mesh, point cloud, or a simple list of the design’s parameters and dimensions. As such, the dataset can be used by different AI models that are tuned to process data in a particular modality.

DrivAerNet++ is the largest open-source dataset for car aerodynamics that has been developed to date. The engineers envision it being used as an extensive library of realistic car designs, with detailed aerodynamics data that can be used to quickly train any AI model. These models can then just as quickly generate novel designs that could potentially lead to more fuel-efficient cars and electric vehicles with longer range, in a fraction of the time that it takes the automotive industry today.

“This dataset lays the foundation for the next generation of AI applications in engineering, promoting efficient design processes, cutting R&D costs, and driving advancements toward a more sustainable automotive future,” says Mohamed Elrefaie, a mechanical engineering graduate student at MIT.

Elrefaie and his colleagues will present a paper detailing the new dataset, and AI methods that could be applied to it, at the NeurIPS conference in December. His co-authors are Faez Ahmed, assistant professor of mechanical engineering at MIT, along with Angela Dai, associate professor of computer science at the Technical University of Munich, and Florin Marar of BETA CAE Systems.

Filling the data gap

Ahmed leads the Design Computation and Digital Engineering Lab (DeCoDE) at MIT, where his group explores ways in which AI and machine-learning tools can be used to enhance the design of complex engineering systems and products, including car technology.

“Often when designing a car, the forward process is so expensive that manufacturers can only tweak a car a little bit from one version to the next,” Ahmed says. “But if you have larger datasets where you know the performance of each design, now you can train machine-learning models to iterate fast so you are more likely to get a better design.”

And speed, particularly for advancing car technology, is particularly pressing now.

“This is the best time for accelerating car innovations, as automobiles are one of the largest polluters in the world, and the faster we can shave off that contribution, the more we can help the climate,” Elrefaie says.

In looking at the process of new car design, the researchers found that, while there are AI models that could crank through many car designs to generate optimal designs, the car data that is actually available is limited. Some researchers had previously assembled small datasets of simulated car designs, while car manufacturers rarely release the specs of the actual designs they explore, test, and ultimately manufacture.

The team sought to fill the data gap, particularly with respect to a car’s aerodynamics, which plays a key role in setting the range of an electric vehicle, and the fuel efficiency of an internal combustion engine. The challenge, they realized, was in assembling a dataset of thousands of car designs, each of which is physically accurate in their function and form, without the benefit of physically testing and measuring their performance.

To build a dataset of car designs with physically accurate representations of their aerodynamics, the researchers started with several baseline 3D models that were provided by Audi and BMW in 2014. These models represent three major categories of passenger cars: fastback (sedans with a sloped back end), notchback (sedans or coupes with a slight dip in their rear profile) and estateback (such as station wagons with more blunt, flat backs). The baseline models are thought to bridge the gap between simple designs and more complicated proprietary designs, and have been used by other groups as a starting point for exploring new car designs.

Library of cars

In their new study, the team applied a morphing operation to each of the baseline car models. This operation systematically made a slight change to each of 26 parameters in a given car design, such as its length, underbody features, windshield slope, and wheel tread, which it then labeled as a distinct car design, which was then added to the growing dataset. Meanwhile, the team ran an optimization algorithm to ensure that each new design was indeed distinct, and not a copy of an already-generated design. They then translated each 3D design into different modalities, such that a given design can be represented as a mesh, a point cloud, or a list of dimensions and specs.

The researchers also ran complex, computational fluid dynamics simulations to calculate how air would flow around each generated car design. In the end, this effort produced more than 8,000 distinct, physically accurate 3D car forms, encompassing the most common types of passenger cars on the road today.

To produce this comprehensive dataset, the researchers spent over 3 million CPU hours using the MIT SuperCloud, and generated 39 terabytes of data. (For comparison, it’s estimated that the entire printed collection of the Library of Congress would amount to about 10 terabytes of data.)

The engineers say that researchers can now use the dataset to train a particular AI model. For instance, an AI model could be trained on a part of the dataset to learn car configurations that have certain desirable aerodynamics. Within seconds, the model could then generate a new car design with optimized aerodynamics, based on what it has learned from the dataset’s thousands of physically accurate designs.

The researchers say the dataset could also be used for the inverse goal. For instance, after training an AI model on the dataset, designers could feed the model a specific car design and have it quickly estimate the design’s aerodynamics, which can then be used to compute the car’s potential fuel efficiency or electric range — all without carrying out expensive building and testing of a physical car.

“What this dataset allows you to do is train generative AI models to do things in seconds rather than hours,” Ahmed says. “These models can help lower fuel consumption for internal combustion vehicles and increase the range of electric cars — ultimately paving the way for more sustainable, environmentally friendly vehicles.”

“The dataset is very comprehensive and consists of a diverse set of modalities that are valuable to understand both styling and performance,” says Yanxia Zhang, a senior machine learning research scientist at Toyota Research Institute, who was not involved in the study.

This work was supported, in part, by the German Academic Exchange Service and the Department of Mechanical Engineering at MIT.

© Credit: Courtesy of Mohamed Elrefaie

Charlotte, North Carolina, may soon get access to a new tool to deploy in its push toward 100% clean power: data.

The Tar Heel state’s largest city aims to power all government operations with carbon-free electricity by the end of the decade, including the city-owned Charlotte-Douglas International Airport, one of the busiest in the world. 

But the hub is a big question mark for the city’s climate target. Officials don’t actually know how much energy it uses — or how much renewable energy they need to offset it — because the utility bills for the five-terminal airport are paid by dozens of individual customers, from Cinnabon to Jamba Juice to airline club lounges.

Now, after a decade of urging by Charlotte and others, Duke Energy has a proposal to change that: an eight-page plan for improved data access that has sign-off from the North Carolina Sustainable Energy Association; Public Staff, the state-sanctioned customer advocate; and Dominion Energy, which serves the northeast corner of the state.

Filed last month with regulators for approval, Duke’s proposed rules could have wide application, said Ethan Blumenthal, regulatory counsel for the North Carolina Sustainable Energy Association. 

“For municipalities applying for federal grants, large customers pursuing energy efficiency, and homeowners and solar companies that are trying to right-size solar installations,” Blumenthal said, “this access to data is essential.”

Avoiding a ‘laborious process’

The Charlotte airport is a prime example of one hurdle facing local communities with climate goals. Today, getting total energy usage data for government-owned buildings with multiple meters means reaching out to individual tenants to get permission to access their accounts.  

“It would be a very laborious process to do that at the airport and anywhere else we have tenants,” said Aaron Tauber, Charlotte’s sustainability analyst.

The problem extends to private building owners who aim to reduce their carbon footprints or improve efficiency but don’t have insight into their renters’ energy consumption. Honeywell, for instance, is a partner in the city’s “Power Down the Crown” initiative, whereby building managers look to reduce energy use by optimizing efficiency. 

“They don’t own all of the data,” Tauber said. “They have tenants in their properties. So, they don’t have visibility to the entire building’s energy use.” 

The new rule will allow a large user, from Honeywell to Charlotte, to access aggregated data for a large building with multiple tenants by request to Duke, so long as at least 15 individual accounts are involved, and none consumes more than 15% of the building’s energy use. 

“Being a larger city, we do have a lot of large buildings with multiple tenants,” said Tauber. “I’m just really excited for these building owners to really — for the first time — gain an understanding of how their buildings are using energy.”

That understanding, he said, is critical for commercial properties to access a new law that allows them to borrow public money for energy efficiency upgrades and pay it back on their property tax bills.  

“Being able to unlock a financing mechanism based on this data will really go a long way for the city to be able to meet our strategic energy action goal of being a low-carbon community,” said Tauber.

Not just for big buildings

The data access rule also applies to a census block, zip code, or other area with at least 15 accounts, which will help local governments meet community-wide climate goals. 

“You can use the aggregated data to make good decisions for program design, and where you might want to target,” said Ann Livingston, senior executive and director of programs with the Southeast Sustainability Directors Network. “You can assess: is this particular block or neighborhood really using a lot more energy per house per square foot than others?” 

Durham County, for instance, together with neighboring Granville and Orange counties, has a $1.5 million federal grant to help low-income homeowners cut their energy use through weatherization and other upgrades.  

“We want to focus in areas where there’s a higher energy use or higher energy burden,” said Tobin Freid, the county’s sustainability manager. “We’d like information at a more granular level than just the county.”

If the new Duke rule is approved, it will also help county officials better tailor the program to individual households and assess its impacts. The proposal would ease the approval process for allowing third-party access to data and ensure that at least two years of prior energy use is included.

“For every home that we work on, we would need historic data to see: what was your energy use before?” Freid said.

Both the aggregated data and third-party access provisions will also be critical for federal programs like Solar for All, aimed at deploying rooftop solar on low-income households. 

“Often, those federal funding opportunities require you to assess and report on energy impact,” said Livingston. “Solar for All will be a very clear example of this, where you need to report energy savings for individual participants.”

Growing interest in local impact

Apart from the sustainability goals, government officials also have a commitment to manage public dollars efficiently, Livingston noted. That’s especially pertinent for large energy users like Durham County, who may pay a higher “demand charge” for a single 30-minute spike in energy use. Large customers with net-metered solar power also pay more during times of peak demand. 

The proposed rules will help solve these challenges by allowing third parties access to machine-readable, easily analyzed data for customers of all sizes. The format would essentially meet national “Green Button” standards, one familiar to the many companies around the country dedicated to managing building energy performance.

The Green Button initiative, a project of the U.S. Department of Energy that originated in Canada, has been around for over a decade – about as long as the Sustainable Energy Association has been advocating for improved customer data access, along with counties like Durham.

But the issue seems to have gained new steam in recent months, as local governments look to take advantage of new federal grants and laws aimed at reducing climate pollution.

What’s more, Blumenthal said, Duke has pledged to implement the rules within 18 months of their approval and help expedite any data requests in the interim.

“There is a commitment to doing everything they can, essentially, to provide data for federal funding purposes up until [the proposal] is fully implemented,” Blumenthal said. “A commitment to try to bridge the gap.”

Asked what prompted the agreement with Blumenthal’s group and others after all this time, Duke spokesperson Logan Stewart said over email: 

“A lot has changed in the last decade from a technology, cybersecurity, and customer engagement perspective that made this stipulation possible. Duke Energy is always looking for ways to collaborate with stakeholders to achieve outcomes that benefit customers.”

Duke Energy data access rules poised to help North Carolina communities meet climate goals is an article from Energy News Network, a nonprofit news service covering the clean energy transition. If you would like to support us please make a donation.

Offshore wind faces intensified operational and maintenance challenges from bigger turbines and aging fleets, risking project efficiencies, durability, and profitability   Shoreline Wind’s new white paper underscores an urgent need to review and update existing O&M strategies, as the industry enters new territories and matures globally   Esbjerg, Denmark, 16th September 2024 – With the offshore wind …

The post Larger turbines and aging assets pose fresh challenges for offshore wind O&M appeared first on Alternative Energy HQ.

Climate anxiety affects nearly half of young people aged 16-25. Students like second-year Rachel Mohammed find hope and inspiration through her involvement in innovative climate solutions, working alongside peers who share her determination. “I’ve met so many people at MIT who are dedicated to finding climate solutions in ways that I had never imagined, dreamed of, or heard of. That is what keeps me going, and I’m doing my part,” she says.

Hydrogen-fueled engines

Hydrogen offers the potential for zero or near-zero emissions, with the ability to reduce greenhouse gases and pollution by 29 percent. However, the hydrogen industry faces many challenges related to storage solutions and costs.

Mohammed leads the hydrogen team on MIT’s Electric Vehicle Team (EVT), which is dedicated to harnessing hydrogen power to build a cleaner, more sustainable future. EVT is one of several student-led build teams at the Edgerton Center focused on innovative climate solutions. Since its founding in 1992, the Edgerton Center has been a hub for MIT students to bring their ideas to life.

Hydrogen is mostly used in large vehicles like trucks and planes because it requires a lot of storage space. EVT is building their second iteration of a motorcycle based on what Mohammed calls a “goofy hypothesis” that you can use hydrogen to power a small vehicle. The team employs a hydrogen fuel cell system, which generates electricity by combining hydrogen with oxygen. However, the technology faces challenges, particularly in storage, which EVT is tackling with innovative designs for smaller vehicles.

Presenting at the 2024 World Hydrogen Summit reaffirmed Mohammed’s confidence in this project. “I often encounter skepticism, with people saying it’s not practical. Seeing others actively working on similar initiatives made me realize that we can do it too,” Mohammed says.

The team’s first successful track test last October allowed them to evaluate the real-world performance of their hydrogen-powered motorcycle, marking a crucial step in proving the feasibility and efficiency of their design.

MIT’s Sustainable Engine Team (SET), founded by junior Charles Yong, uses the combustion method to generate energy with hydrogen. This is a promising technology route for high-power-density applications, like aviation, but Yong believes it hasn’t received enough attention. Yong explains, “In the hydrogen power industry, startups choose fuel cell routes instead of combustion because gas turbine industry giants are 50 years ahead. However, these giants are moving very slowly toward hydrogen due to its not-yet-fully-developed infrastructure. Working under the Edgerton Center allows us to take risks and explore advanced tech directions to demonstrate that hydrogen combustion can be readily available.”

Both EVT and SET are publishing their research and providing detailed instructions for anyone interested in replicating their results.

© Photo: Adam Glanzman