Anti-Line 5 graffiti at Enbridge’s pumping station in Mackinaw City, Mich. (Laina G. Stebbins | Michigan Advance)

Canadian energy company Enbridge’s Line 5 traverses an extremely sensitive ecological area across northern Wisconsin, 400 rivers and streams as well as a myriad of wetlands, in addition to a path under the Mackinac Straights between Lake Michigan and Lake Huron, all the while skirting the southern shore of Lake Superior. Such close proximity to the Great Lakes, lakes that hold over 20% of the world’s fresh surface water, lakes that supply drinking water to nearly 40 million people, yes, that does indeed make Line 5 a ticking time bomb.

Northern Wisconsin is also a very culturally sensitive area, home to the Bad River Reservation. The Bad River Band of the Lake Superior Chippewa were guaranteed rights to their lands by an 1854 treaty with the U.S. government. The easements for Line 5 across the reservation, granted to Enbridge by the Chippewa, expired in 2013 and the Bad River Band chose not to renew them. Enbridge continues to operate the line, illegally and in direct violation of the Bad River Band’s right to sovereignty over their land.

The Bad River Band has a guaranteed legal right to their land. They also have a right to Food Sovereignty, the internationally recognized right of food providers to have control over their land, seeds and water while rejecting the privatization of natural resources. Line 5 clearly impinges on the Band’s right to hunt, fish, harvest wild rice, to farm and have access to safe drinking water.

A federal court ruled that Enbridge has been trespassing on lands of the Bad River Band since 2013 and ordered the company to cease operations of Line 5 by June of 2026 (seems that immediate cessation would make more sense), but rather than shut down the aging line, Enbridge plans to build a diversion around the Bad River Reservation. They plan to move the pipeline out of the Bad River Band’s front yard into their back yard, leaving 100% of the threats to people and the environment in place.

Liquid petroleum (crude oil, natural gas and petroleum product) pipelines are big business in the U.S. With 2.6 million miles of oil and gas pipelines, the U.S. network is the largest in the world. If we continue our heavy and growing dependence on liquid fossil fuels, we must realize that we will continue to negatively impact the climate and the lives of everyone on the planet. 

Instead of moving to a just transition away from fossil fuels, liquid or otherwise, the government continues to subsidize the industry through direct payments and tax breaks, refusing to acknowledge the cost of pollution-related health problems and environmental damage, a cost which is of course, incalculable. 

There are nearly 20,000 miles of pipelines planned or currently under construction in the U.S., thus it would appear that government and private industry are in no hurry to break that addiction, much less make a just transition. While no previous administration was in any hurry to break with the fossil fuel industry, they at least gave the illusion of championing a transition to cleaner energy. 

The current administration is abundantly clear. Their strategy is having no strategy. They don’t like wind and solar and they plan to end any support for renewable energy. They don’t care if they upend global markets, banking, energy companies or certainly any efforts to help developing countries transition away from fossil fuels.

Pipelines are everywhere across the U.S., a spiderweb connecting wells, refineries, transportation and distribution centers. The vast majority of pipelines are buried and many, if not all, at some point cross streams, rivers, lakes and run over aquifers. Pipeline ruptures and other assorted failures will continue and spillage will find its way into the bodies of water they skirt around or pass under. It’s not a question if they will leak, but when.

Enbridge controls the largest network of petroleum pipelines in the Great Lakes states, and they are hardly immune to spills. Between 1999 and 2013 it was reported that Enbridge had over 1,000 spills dumping a reported 7.4 million gallons of oil.

In 2010  Enbridge’s Line 6B ruptured and contaminated the Kalamazoo River in Michigan, the largest inland oil spill in U.S. history. Over 1.2 million gallons of oil were recovered from the river between 2010 and 2014. How much went downstream or was buried in sediment, we’ll never know.

In 2024 a fault in Enbridge Line 6 caused a spill of 70 thousand gallons near Cambridge Wisconsin. And Enbridge’s most infamous pipeline, the 71-year-old Line 5 from Superior Wisconsin to Sarnia Ontario, has had 29 spills in the last 50 years, loosing over 1 million gallons of oil.

Some consider Line 5 to be a “public good” because, as Enbridge argues, shutting the line down will shut down the U.S. economy and people will not be able to afford to heat their homes — claims they have never supported with any evidence. A public good is one that everyone can use, that everyone can benefit from. A public good is not, as Enbridge apparently believes, a mechanism for corporate profit.

Line 5 is a privately owned property, existing only to generate profits for Enbridge. If it were a public good, Enbridge would certainly be giving more attention to the rights of the Bad River Band, the well-being of all the people who depend on the clean waters of the Great Lakes and to protecting the sensitive environment of northern Wisconsin and Michigan. They are not. Their trespassing, their disregard for the environment, their continuing legal efforts to protect their bottom line above all else, only points to their self-serving avarice.

The Bad River Band wants Enbridge out, and in their eyes it is not a case of “not in my back yard” they do not want Line 5 in anyone’s back yard. 

Wisconsin’s budget committee voted unanimously Thursday to increase the bonding authority of the Safe Drinking Water Loan Program and the Clean Water Fund Program by $732 million, which could provide increased assistance to Wisconsin communities for wastewater treatment infrastructure projects.

The vote was the only unanimous decision at the Joint Finance Committee meeting, approved just after Republican lawmakers halted budget negotiations with Gov. Tony Evers Wednesday evening.

The Clean Water Fund Program provides subsidized loans for local governments to plan, design, construct and replace waste or drinking water projects. Demand for the clean water fund program exceeded available funds by almost $90 million in 2025, according to the Department of Natural Resources. 

Before the vote, JFC co-chair Sen. Howard Marklein, R-Spring Green, addressed the need for water treatment infrastructure across Wisconsin.

“I look at some of the unfunded projects around the state, and I’ve got several in my district, so this is going to be very good for a lot of our local communities when it comes to clean water,” Marklein said. 

In a Thursday statement, conservation organizations, including the Wisconsin Conservation Voters, celebrated the JFC’s unanimous decision. 

“Every Wisconsinite deserves equitable access to safe, affordable drinking water,” said Peter Burress, government affairs manager. “Increasing the revenue bonding authority of the Safe Drinking Water Loan Program and the Clean Water Fund Program is a smart, substantive way to make progress on this goal.” 

Catch up on previous bite-sized reports on the state budget here.

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Hydrogen has the potential to be a climate-friendly fuel since it doesn’t release carbon dioxide when used as an energy source. Currently, however, most methods for producing hydrogen involve fossil fuels, making hydrogen less of a “green” fuel over its entire life cycle.

A new process developed by MIT engineers could significantly shrink the carbon footprint associated with making hydrogen.

Last year, the team reported that they could produce hydrogen gas by combining seawater, recycled soda cans, and caffeine. The question then was whether the benchtop process could be applied at an industrial scale, and at what environmental cost.

Now, the researchers have carried out a “cradle-to-grave” life cycle assessment, taking into account every step in the process at an industrial scale. For instance, the team calculated the carbon emissions associated with acquiring and processing aluminum, reacting it with seawater to produce hydrogen, and transporting the fuel to gas stations, where drivers could tap into hydrogen tanks to power engines or fuel cell cars. They found that, from end to end, the new process could generate a fraction of the carbon emissions that is associated with conventional hydrogen production.

In a study appearing today in Cell Reports Sustainability, the team reports that for every kilogram of hydrogen produced, the process would generate 1.45 kilograms of carbon dioxide over its entire life cycle. In comparison, fossil-fuel-based processes emit 11 kilograms of carbon dioxide per kilogram of hydrogen generated.

The low-carbon footprint is on par with other proposed “green hydrogen” technologies, such as those powered by solar and wind energy.

“We’re in the ballpark of green hydrogen,” says lead author Aly Kombargi PhD ’25, who graduated this spring from MIT with a doctorate in mechanical engineering. “This work highlights aluminum’s potential as a clean energy source and offers a scalable pathway for low-emission hydrogen deployment in transportation and remote energy systems.”

The study’s MIT co-authors are Brooke Bao, Enoch Ellis, and professor of mechanical engineering Douglas Hart.

Gas bubble

Dropping an aluminum can in water won’t normally cause much of a chemical reaction. That’s because when aluminum is exposed to oxygen, it instantly forms a shield-like layer. Without this layer, aluminum exists in its pure form and can readily react when mixed with water. The reaction that occurs involves aluminum atoms that efficiently break up molecules of water, producing aluminum oxide and pure hydrogen. And it doesn’t take much of the metal to bubble up a significant amount of the gas.

“One of the main benefits of using aluminum is the energy density per unit volume,” Kombargi says. “With a very small amount of aluminum fuel, you can conceivably supply much of the power for a hydrogen-fueled vehicle.”

Last year, he and Hart developed a recipe for aluminum-based hydrogen production. They found they could puncture aluminum’s natural shield by treating it with a small amount of gallium-indium, which is a rare-metal alloy that effectively scrubs aluminum into its pure form. The researchers then mixed pellets of pure aluminum with seawater and observed that the reaction produced pure hydrogen. What’s more, the salt in the water helped to precipitate gallium-indium, which the team could subsequently recover and reuse to generate more hydrogen, in a cost-saving, sustainable cycle.

“We were explaining the science of this process in conferences, and the questions we would get were, ‘How much does this cost?’ and, ‘What’s its carbon footprint?’” Kombargi says. “So we wanted to look at the process in a comprehensive way.”

A sustainable cycle

For their new study, Kombargi and his colleagues carried out a life cycle assessment to estimate the environmental impact of aluminum-based hydrogen production, at every step of the process, from sourcing the aluminum to transporting the hydrogen after production. They set out to calculate the amount of carbon associated with generating 1 kilogram of hydrogen — an amount that they chose as a practical, consumer-level illustration.

“With a hydrogen fuel cell car using 1 kilogram of hydrogen, you can go between 60 to 100 kilometers, depending on the efficiency of the fuel cell,” Kombargi notes.

They performed the analysis using Earthster — an online life cycle assessment tool that draws data from a large repository of products and processes and their associated carbon emissions. The team considered a number of scenarios to produce hydrogen using aluminum, from starting with “primary” aluminum mined from the Earth, versus “secondary” aluminum that is recycled from soda cans and other products, and using various methods to transport the aluminum and hydrogen.

After running life cycle assessments for about a dozen scenarios, the team identified one scenario with the lowest carbon footprint. This scenario centers on recycled aluminum — a source that saves a significant amount of emissions compared with mining aluminum — and seawater — a natural resource that also saves money by recovering gallium-indium. They found that this scenario, from start to finish, would generate about 1.45 kilograms of carbon dioxide for every kilogram of hydrogen produced. The cost of the fuel produced, they calculated, would be about $9 per kilogram, which is comparable to the price of hydrogen that would be generated with other green technologies such as wind and solar energy.

The researchers envision that if the low-carbon process were ramped up to a commercial scale, it would look something like this: The production chain would start with scrap aluminum sourced from a recycling center. The aluminum would be shredded into pellets and treated with gallium-indium. Then, drivers could transport the pretreated pellets as aluminum “fuel,” rather than directly transporting hydrogen, which is potentially volatile. The pellets would be transported to a fuel station that ideally would be situated near a source of seawater, which could then be mixed with the aluminum, on demand, to produce hydrogen. A consumer could then directly pump the gas into a car with either an internal combustion engine or a fuel cell.

The entire process does produce an aluminum-based byproduct, boehmite, which is a mineral that is commonly used in fabricating semiconductors, electronic elements, and a number of industrial products. Kombargi says that if this byproduct were recovered after hydrogen production, it could be sold to manufacturers, further bringing down the cost of the process as a whole.

“There are a lot of things to consider,” Kombargi says. “But the process works, which is the most exciting part. And we show that it can be environmentally sustainable.”

The group is continuing to develop the process. They recently designed a small reactor, about the size of a water bottle, that takes in aluminum pellets and seawater to generate hydrogen, enough to power an electric bike for several hours. They previously demonstrated that the process can produce enough hydrogen to fuel a small car. The team is also exploring underwater applications, and are designing a hydrogen reactor that would take in surrounding seawater to power a small boat or underwater vehicle.

This research was supported, in part, by the MIT Portugal Program.

At a time when clean water is increasingly becoming a precious resource, Chicago Water Week spotlighted the technologies, strategies, and start-ups shaping the...

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