By 2050, there could be 80 million metric tons globally of solar photovoltaics (PV) reaching the end of their lifetime, with 10 million metric tons in the United States alone — or the weight of 30 Empire State Buildings.
To maximize the value of solar PV materials and minimize waste, there is growing interest in sustainable end-of-life PV options and establishing a circular economy for energy materials. Most research thus far has focused on how to technically and economically recycle or reuse PV materials but does not consider how social behavior factors in. By considering consumer awareness and behavior, consumers could become a part of the solution and help accelerate the adoption of circular economy approaches.
“Consumer awareness and attitude are an important piece of the puzzle that must be considered in PV circular economy research and solutions,” said Julien Walzberg, lead author of a new article titled “Role of Social Factors in Success of Solar Photovoltaic Reuse and Recycle Programs” in Nature Energy. “A solution may be technically feasible, but if there’s no incentive for consumers to do it, it won’t work.”
For the first time, Walzberg and National Renewable Energy Laboratory (NREL) analysts applied agent-based modeling to end-of-life PV management to understand how people make decisions about recycling or reusing PV modules — marking a major shift in how we understand the potential for circular economy strategies to be successful. As discussed in a follow-on Nature Energy article, the NREL analysis shows the importance of factoring in peer influence and attitudes toward recycling to reflect the real-world situation and accelerate circular economy strategies. The authors of the accompanying article — including Professor Martin Green of University of New South Wales, recipient of the Alternative Nobel prize in 2002 and Global Energy Prize in 2018 — make a call for all future research on circular economy strategies to consider social factors like Walzberg demonstrated for the first time.
Agent-Based Modeling of PV End-of-Life Management
Agent-based modeling represents a group of customers as “agents,” or independent decision-making entities that are trained based on data to simulate decisions made on behalf of the people they represent.
NREL’s study modeled four agents: PV owners, installers, recyclers, and manufacturers. Agents choose to repair, reuse, recycle, landfill, or store an aging PV module under different scenarios, like varying recycling costs or policies.
Based on agent decisions, the model calculates PV mass avoided in landfills and costs to society like costs for manufacturers or net revenue for recyclers and installers. The model also factors in the learning effect for module recycling, or the decrease in recycling costs due to larger volumes and technology advancement.
Today’s Conditions Do Not Encourage PV Recycling
In the baseline scenario that reflects today’s conditions, 500 gigawatts of PV are assumed to be installed in the U.S. by 2050 (compared to 104 gigawatts in 2020), generating 9.1 million metric tons of PV waste. Based on the limited information publicly available today, the authors modeled average recycling cost of $28 per module, repair at $65 per module, and landfill at $1.38 per module, where used modules are modeled to be sold at 36% of new module prices.
From 2020 to 2050 in the modeled baseline conditions, approximately 80% of modules are landfilled, 1% are reused, and 10% are recycled. With today’s material recovery rate, the recycled mass totals just 0.7 million metric tons through 2050, or approximately 8%.
“With today’s technology, PV modules are difficult to separate, and the process recovers mostly low-value materials,” Walzberg said. “Because of this, there currently isn’t enough revenue from recycling to offset the high costs, and therefore very little mass is recycled. Our model shows this could lead to a major waste problem by 2050.”
Lower Recycling Costs Increase Recycling Rate
As modeled, lower recycling costs lead to more recycled PV modules. For example, a recycling cost of $18 per module ($10 less than today’s rate) could potentially increase the recycling rate by 36% in 2050.
However, even when recycling costs are still relatively high, social influence can increase the recycling rate. When PV owners know fellow PV owners who recycle and there is general positive attitude toward recycling, the rate increases. This indicates early adopters could help set the trend for others to follow.
“The bump in recycling from social influence shows that adopting a social perspective is important to fully realize and achieve higher material recovery,” Walzberg said.
Another scenario in the study explored the potential impact of a subsidy on recycling rates. Simulations showed that substantially reducing recycling costs through subsidies could encourage recycling and lead to a virtuous circle by increasing the recycled volume, helping to drive down costs for later adopters and increasing recycling volumes more.
Higher Material Recovery an Economic Win
Today’s mechanical recycling processes for PV modules typically recover lower-quality materials that are less valuable. Emerging high-recovery recycling processes recover more valuable materials like silver, copper, and silicon that can be used again.
In scenarios with the high-recovery process, recycler cumulative net income increases by $1.3 billion in 2050. Add in higher recycling rates or lower recycling costs, and the value of recycled PV modules increases further.
Reuse Could Help Establish PV Circular Economy
Reusing PV modules shows some promise as a circular economy approach. When PV modules have longer warranties, and people perceive new and used modules as having the same value, the reuse rate increases from 1% to 23% in 2050. Because the reuse pathway competes with recycling, the recycling rate decreases to below 1% in that scenario. However, the overall landfill avoidance rate still increases. Moreover, even when nearly all limitations on PV reuse are removed, the supply of reused modules can only meet one-third of growing PV demand.
“While it is possible to reuse a PV module, it doesn’t have the same power efficiency and life expectancy the second time around, so there are limitations to focusing on reuse as the main PV circular economy strategy,” Walzberg said. “Reuse and recycling strategies can be developed in concert. Understanding this interplay is important to move toward solutions that avoid landfilling while maximizing renewable energy generation.”
The first all-new compact Mopar since the malaise-era K-Car, the Dodge Neon was a revelation. Its fun, approachable face, its “Hi.” marketing campaign, all of it was pitch-perfect for the uncertain times it was launched into. Now, a generation later, Stellantis faces similarly uncertain times – and a new Neon could go a long way towards helping the old Chrysler Co. do what it does best: come back from the brink.
If they wanted to, Stellantis could make it happen tomorrow.
Today, Stellantis is in trouble. Much like it was in the early 90s, the company is hemorrhaging cash, fighting with the unions, and struggling to sell higher-end cars. Today as then, what the company needs is an affordable, simple new car to get people in the showrooms – and in 1994, that new car was the Neon.
In the mid-late 1990s, the Dodge Neon was everywhere. It was affordable, fun to drive, and more or less reliable. It was also economical and fuel-efficient, but it wasn’t that way. It was sold as a fun, smiling face with funky round lights. In R/T and ACR spec, it was sold as an even more fun, smiling face, and offered serious performance chops that still get the grizzled Gen X guys at the SCCA/NASA track days excited.
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Stellantis is selling a car right now, today, that meets all that criteria. It’s the right size, it’s reasonably affordable, and it’s got the right tech – available as both a PHEV and a pure EV – for its time.
Check out the original launch ad for the 1995 Plymouth Neon, below, and tell me they couldn’t do a shot-for-shot remake with a rebadged Ypsilon and make it immediately relevant to car buyers in 1995 in the comments.
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Faraday Future unveiled its upcoming FX Super One MPV on Thursday, which appears to be a rebadged Great Wall Motors Way Gaoshan.
Which brings us to the question: is this how we might see more Chinese EVs make their way to the US?
The EV market in China has grown rapidly in recent years, not just in terms of total sales and revenues for its largest companies, but also in terms of the hundreds of EV companies vying to survive the current highly competitive market there.
But despite massively rising EV sales in the country, EV production is still scaling even faster. This has led to a price war within China due to this glut of cars, and also to Chinese companies seeking more buyers overseas.
BYD has also put out feelers about building a factory in Mexico, but those plans are on pause, ironically because BYD doesn’t want its technology to be stolen by the US (put that one on for some perspective about how far we have fallen behind on EVs, fellow Americans).
But we haven’t yet seen the kind of Chinese EV that the rest of the world is getting – one of those many eye-openingly cheap numbers that could finally bring true affordability to the US market (or bring it back, that is).
That’s due to tariffs, and it’s intentional. There are various arguments given for tariffs’ existence, but they boil down to: the US can’t make cars as cheap as China, and wants to protect its auto industry, and therefore making Chinese EVs more expensive will forestall their entry into the US while we try to get better at making them. I personally find these explanations wanting and consider these tariffs unwise (and they have only gotten more unwise).
But in a world where these tariffs exist, and depending highly on what final form they take, companies will look for ways to minimize their exposure to them and to still bring cars into the US. Much of the EV industry is sourced through China (again, one of the issues the Inflation Reduction Act tried to remedy), so parts will have tariffs on them, in various amounts.
This is where I speculate that the Faraday Future FX Super One could come in. At last night’s unveiling event, it became quite clear that the car is strikingly similar to the Great Wall Motors Wey Gaoshan.
This similarity is not coincidental – Faraday told us that it is working with “a Tier 1 Chinese automotive supplier,” one that we have heard of, to build the FX Super One. That supplier will send stamped bodies to Faraday’s US factory in Hanford, CA, where Faraday will take care of the final assembly.
Faraday didn’t let us take pictures of the interior, even from the outside, but what we saw of the interior on a short ride around the parking lot looked quite similar to the interior of a Wey Gaoshan, just with different controls (for example, the the pull-out fridge in the bottom of this photo is identical to the one I saw in the FX Super One).
Faraday said the interior hasn’t been finalized yet, but also said that it thinks it can have 100-150 cars built by the end of the year. Which is less than half a year away, for a company that has to date built 16 cars (though those it built on its own). So there’s not a lot of time for further changes at this rate.
So, here we have a company that intends to sell a car in the US, much of which originated in China. This seems like it would run afoul of tariffs.
But, depending on how (or if…) these tariffs get edited or finalized, they might be much lower for parts and/or for vehicles that undergo final assembly in the US. So Faraday might be able to get away with importing something very similar to a GWM, doing enough to it here to qualify its way past tariffs, and getting it on the market at a price that doesn’t incorporate the however-many-hundred-percent the US has ridiculously decided to tack on this week.
Faraday also mentioned during its presentations about the FX Super One that it has a US-based software team, which has been at work for some time.
The software in Faraday’s previous vehicle, the FF91, is pretty good, despite being such a low volume vehicle. And it’s gotten much better between the first time I sat in it and when I had a short demo this month of Faraday’s newly-upgraded voice recognition system (now supporting 50+ languages) and swipe gestures for setting volume and HVAC.
We didn’t get to interact with the software on the FX Super One at all, but we would be cautiously optimistic about it based on prior showings.
But more importantly for the purposes of this article, Faraday’s software team is based in the US. And given current US threats to ban any and all Chinese software from vehicles, this too would allow Faraday to swap out some chips and memory cards and make a car perfectly legal from a US perspective.
So it’s possible that Faraday is on to something here, and has found a reasonable way to get Chinese EVs into America, while complying with US law, and while giving the company a much easier way to increase its scale than trying to get numbers up for the slow-growing FF91 project. Faraday does not have the resources to build out mass market manufacturing currently, so this is another option.
Now… this is no $11k Dolphin Seagull, the Wey Gaoshan starts in the mid-$40k range in China, and is considered a luxury model. And here in the US, Faraday is positioning the car as a premium model as well, though hasn’t yet announced pricing or really gotten its messaging straight on whether it’s a mass market vehicle or a VIP/Cadillac Escalade competitor.
But if this is Faraday’s plan, and if the plan works, it could give the US a taste of the EVs that the rest of the world is getting access to, and could show a potential way of getting those cars across the border. There are both pros (competition good, cheaper prices good) and cons (race to the bottom for manufacturing, loss of important American industry) for the US auto market here, so you’ll have to decide which side of that equation you land on, but this could be a harbinger of one way cars from the now-biggest auto exporting country in the world could make their way out into markets that have exhibited hostility to that idea.
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Scooter here, back with another electric mobility review. This time, I tested out the Meepo Go electric skateboard. It is a sturdy, smooth deck designed for riders of all sizes, with some unique tech I had never encountered before. Be sure to check out my full video review below.
The Meepo Go is a versatile skateboard built for everyone
The Go electric skateboard from Meepo comes in one standard design. It usually has an MSRP of $699, but it is currently on sale for $569, so now is an excellent time to buy.
Features at a glance:
Bamboo and fiberglass deck provides durability, flexibility, and stability, suitable for heavier riders over 200 lbs.
Impact-resistant plates and a scratch-resistant underside.
Dual belt drive 1500 watt stator 4230 motors
12s2p 345.6WH/8AH battery with flame-retardant and water-resistant protection
JK-FOC24B Electronic Speed Controller (ESC)
Offers smooth, jerk-free acceleration with customizable speed and braking settings
Meepo is an exciting electric skateboard manufacturer whose goal is to make this particular form of travel accessible to anyone and help reduce carbon emissions. You know we love that.
The company has built hundreds of thousands of electric boards, all of which are rigorously tested and constantly revamped for better quality and efficiency. For my first-ever encounter with Meepo, I was sent its Go electric skateboard – a sort of all-in-one deck designed to support heavier riders.
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I didn’t realize this was a heavy rider board until I read its description on the website. I don’t think that was the reason Meepo recommended this one, but it’s nice to know I wouldn’t have to worry about breaking the Go for being too heavy (I’m only 200 pounds right now, okay?).
The unboxing was incredibly simple. You first unwrap your shiny new, assembled Meepo Go deck, complete with wheels, trucks, motors, and battery. Below that is some instructions, a charger with cables, a couple of adjustment tools, plus two extra motor belts.
Last but not least is Meepo’s J6S ergonomic remote. According to Meepo, the remote’s upgraded control logic allows riders to double-click to change speed modes, reducing accidental toggles, and can stay connected to the board at a max range of 46 meters.
My full haul is pictured above and in the video below. Zero assembly is required; simply plug and play. The Meepo Go electric skateboard can recharge when fully drained in four hours.
Aside from its sturdy design, thanks to a Bamboo and fiberglass deck, I found the Meepo Go quite aesthetically pleasing. I liked its unique grip tape design and carved-out handle for easier carrying (see below).
Once the Meepo skateboard was fully charged, it was time to power up and take it out for a first spin. My initial impression was just how smooth a ride the Go is, thanks in part to its wheels, which Meepo recently revamped to enable better wet-weather traction and anti-slip capabilities.
The trucks initially took some getting used to as they are 45-degree as opposed to 50-degree on traditional configurations, but once I got used to the difference, I felt much more stable at high speeds and making sharp turns. Meepo also provided a truck tool to tighten or loosen your configuration to your preferences.
The Meepo Go’s dual 4230 brushless motors combine for a total output of 3,000 watts, offering a top speed of up to 28 mph or 45 km/h. While that’s pretty damn fast for an electric skateboard, Meepo said “not so fast” to new riders for their own safety.
Go riders must travel 10 km (6.2 miles) in the lower two “L” and “E” speed modes to unlock the S and S+ modes, which allow the 28 mph top speed and higher acceleration. S mode was honestly too fast for my liking, but it was nice to know I had those speed capabilities whenever I’m feeling saucy. The truth is, at my age and skill level, I’m beyond satisfied cruising and carving around 20 mph.
Luckily, the Meepo Go electric skateboard delivers both speed options and then some.
The Meepo Go also allows you to customize its braking intensity from 0% to 100%. This is a feature I had never personally seen on an electric skateboard that genuinely impressed me. It just adds to the overall smoothness this deck provides on all levels.
As mentioned in the key features above, the Go’s dual motors are powered by an eight-amp-hour battery, which enables an all-electric range of up to 20 miles or 32 km.
Aside from speeds nearing 30 mph, you really feel the Meepo Go’s capability on hills. It was configured to tackle 15-degree (30%) inclines with ease, and having tested it, it’s true.
What may be most impressive about this particular Meepo skateboard is its advanced JKFOC-24B electronic skate controller (ESC), which is essentially the brain of the entire powertrain.
The ESC delivers smooth acceleration with no jerking or lag. It also enables full user customization of acceleration, top speed, and braking sensitivity, so once you get comfortable, you can tailor every aspect of your riding experience to your liking. This is another super cool feature that was new to me personally.
Overall, the Meepo Go is smooth, powerful, and very tech-forward. With more than enough speed, I truly enjoyed the lag-free cruising and carving of the 45-degree trucks and the ease of use of its ergonomic remote.
I was genuinely impressed by the tech used to customize this skateboard, enabling anyone to customize their ride. As such, I’d highly recommend the Meepo Go because of its feel, utility, and universal rideability for virtually everyone, not to mention its competitive pricing.
If you’d like to try out the Meepo Go electric skateboard for yourself, click here. Be sure to check out my full video review below.