The U.S. Senate voted 50-49 Thursday to allow sulfide mining in areas near the Boundary Waters Canoe Area Wilderness.

The vote ends President Joe Biden’s 20-year moratorium on mining leases across more than 225,000 acres of Superior National Forest near the Boundary Waters Canoe Area Wilderness, which was visited by nearly 150,000 people in 2024. 

Northeast Minnesota sits atop the Duluth Complex, a significant deposit of copper and nickel. Twin Metals, a subsidiary of the Chilean mining conglomerate Antofagasta, wants to extract both minerals — along with cobalt and other precious metals — from underground veins near Ely and Babbitt, about a dozen miles from the wilderness area.

The resolution already passed the U.S. House, shepherded by U.S. Rep. Pete Stauber, a Republican who represents the 8th District, which includes the protected wilderness. The resolution is headed to the desk of President Donald Trump. He’ll sign it, having already initiated the push to end the mining ban. 

Ingrid Lyons, executive director of Save the Boundary Waters, issued a statement: “Today is a dark day for America’s most beloved Wilderness area, the Boundary Waters Canoe Area Wilderness, and a stark warning call for public lands nationwide.”

U.S. Sen. Tina Smith was raw with emotion on the Senate floor late Wednesday as she argued against the resolution. 

“You may be wondering why I am standing here at nearly midnight keeping everyone up. Here’s why: Because I know people in Minnesota are wondering whether anybody in this building cares about what they think,” she said. 

She’d been reading letters from constituents arguing against threatening the pristine waters along the border between Minnesota and Canada.

“I dearly hope the members of this body will think about their legacy in protecting the great places in this country,” Smith pleaded to an empty chamber. 

Environmental protection groups say mining for copper and other heavy metals inevitably leaches sulfuric acid, toxic metals and other pollutants into surrounding water systems, harming the natural environment and imperiling tourism.

Smith and her allies say they’ll fight on. “We’ll continue our important job of protecting the Boundary Waters,” she said in a press call Thursday. “We have more work to do now.” She previewed potential litigation from outside groups, who could sue over whether the congressional process for undoing the ban was legal. “I question the legality of what Congress did,” she said.

Michael Fairbanks, the chairman of White Earth Nation, said, “We’re going to try to figure out how we’re going to combat this. I have a hard time wrapping my head around this.”

The industry and the building trades argue the new territory would reduce Northeast Minnesota’s economic dependence on volatile global markets for iron and steel. Its rich deposits of higher-value metals, along with gases like helium and possibly hydrogen, could offer a lifeline.

Opponents argue environmental degradation would lead to economic disaster for a region with a growing tourism economy, which relies on waters so pure that some people drink right out of the lakes, known as “dipping.” 

Protection for the Boundary Waters — and its removal — has swung metronomically in the past decade depending on which party has controlled the White House, with the administration of President Barack Obama denying mining leases, followed by Trump pushing for mining and then the Biden 20-year moratorium. Given the congressional vote, however, a future president couldn’t enact a substantially similar mining ban. A future Congress could, however. 

Despite the new federal regulatory relief, Twin Metals still faces major obstacles before it can begin. 

The company has not won the necessary state or federal permits, and a Democratic trifecta next year could stymie the project by passing a law protecting state lands in the same area and banning hard-rock mine permitting in the region. 

Even if they win the necessary permits and win in court in the face of inevitable litigation against the project, Twin Metal would face a hostile Minnesota public. 

Polls have long shown heavy majorities oppose mining near the Boundary Waters. 

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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.