It’s possible that I shall make an ass of myself. But in that case one can always get out of it with a little dialectic. I have, of course, so worded my proposition as to be right either way (K.Marx, Letter to F.Engels on the Indian Mutiny)
Monday, March 25, 2024
Enhancing rechargeable batteries with carbon solutions
In a new review published in the KeAi journal Resources Chemicals and Materials, a team of researchers from China examined the potential of biomass-derived carbon materials for high-performance rechargeable battery electrodes.
A key information that stood out was the authors' emphasis on the hydrothermal method as an approach for synthesizing biomass-derived carbon materials. "In our assessment, we posit that the hydrothermal method stands out as the most promising approach for crafting biomass-derived carbon materials. This technique not only offers a high degree of control but also demonstrates remarkable efficacy in tailoring the microstructure of these materials,” says Qiankun Zhou.
This underscores the importance of precise microstructure control in optimizing the performance of these carbon materials, and the hydrothermal method appears to offer a unique advantage in this regard.
Another interesting aspect of the review is a summary of incorporating other elements into the biomass carbon structures to achieve synergistic effects. The authors suggest that this strategic amalgamation can lead to superior performance in ion batteries.
"Achieving optimal performance often necessitates the incorporation of other elements into biomass carbon structures. This strategic amalgamation leads to a synergistic interaction between the various components, culminating in superior performance in ion batteries,” adds Zhou.
Throughout the review, the authors maintain a balanced perspective, acknowledging the challenges faced by biomass carbon materials, such as limited efficiency, modest yields, and complex fabrication processes. However, they firmly believe that these materials align with the trajectory of future development and possess extensive potential for applications beyond energy storage.
Overall, this review offers a comprehensive and insightful exploration of the use of biomass-derived carbon materials in high-performance rechargeable battery electrodes. It highlights the promising avenues for optimization through microstructure control and strategic incorporation of other elements, while recognizing the growing concerns surrounding the environmental impact of traditional metal-based electrode materials and the need for more sustainable alternatives.
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Contact the author: Wei Yang, School of Energy, Materials and Chemical Engineering, Hefei University, 99 Jinxiu Avenue, Hefei, Anhui, 230601, P. R. China. yangwei@hfuu.edu.cn
The publisher KeAi was established by Elsevier and China Science Publishing & Media Ltd to unfold quality research globally. In 2013, our focus shifted to open access publishing. We now proudly publish more than 100 world-class, open access, English language journals, spanning all scientific disciplines. Many of these are titles we publish in partnership with prestigious societies and academic institutions, such as the National Natural Science Foundation of China (NSFC).
Biomass carbon materials for high-performance secondary battery electrodes: A Review
COI STATEMENT
The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper
Reservoir evaluation using petrophysics informed machine learning: A case study
Domain knowledge drives data-driven artificial intelligence in well logging
KEAI COMMUNICATIONS CO., LTD.
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PETROPHYSICAL INFORMED RESIDUAL NEURAL NETWORK FOR MULTI-TASK RESERVOIR PARAMETER PREDICTION WITH THE DATA-MECHANISM-DRIVEN LOSS FUNCTION
Data-driven artificial intelligence, such as deep learning and reinforcement learning, possess powerful data analysis capabilities. These techniques enable the statistical and probabilistic analysis of data, facilitating the mapping of relationships between inputs and outputs without reliance on predetermined physical assumptions. Central to the process of training data-driven models is the utilization of a loss function, which computes the disparity between the model's output and the desired target results (labels). The optimizer then adjusts the model's parameters based on the loss function to minimize the difference between the output and labels.
Meanwhile, geophysical logging involves a wealth of domain knowledge, mathematical models, and physical models. The reliance solely on data-driven models may sometimes yield outcomes that contradict established knowledge. Additionally, training data with uneven distribution and subjective labels can also impact the performance of data-driven models.
A recent study published in the KeAi journal Artificial Intelligence in Geoscience reported the implementation of constraints on the training of data-driven machine learning models using logging response functions in well logging reservoir parameter prediction task.
"Our model, called Petrophysics Informed Neural Network (PINN), integrates petrophysics constraints into the loss function to guide training,” shares the study’s first author Rongbo Shao, a PhD candidate from China University of Petroleum-Beijing. “During model training, if the model output differs from petrophysics knowledge, the loss function is penalized by petrophysics constraints. This brings the output closer to the theoretical value and reduces the impact of labeling errors on model training.”
Additionally, this approach helps in discerning the correct relationships from training data, particularly when dealing with small sample sizes.
“We introduce allowable error and petrophysical constraint weights to make the influence of mechanism models in the machine learning model more flexible,” Shao elaborates. "We evaluated the PINN model's ability to predict reservoir parameters using measured data.”
Shao and his colleagues found that the model has improved accuracy and robustness compared to pure data-driven models. Nonetheless, the researchers noted that selecting petrophysical constraint weights and allowable error remains subjective, hence requiring further exploration.
Corresponding author Prof Lizhi Xiao of China University of Petroleum underscores the significance of this research, "Integrating data-driven AI models with knowledge-driven mechanism models is a promising research area. The success of the PINN model in well logging is a significant step forward for geoscience in this direction."
Xiao emphasizes the need for continued refinement, "The selection of petrophysical constraint weights and allowable error, as well as the adaptability of domain knowledge to varying geological strata, present ongoing challenges. Additionally, the quality of datasets is crucial for the application of AI in geophysical logging. Comprehensive, publicly available well logging datasets with high quality and quantity are needed."
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Contact the author: Rongbo Shao, College of Artificial Intelligence, China University of Petroleum-Beijing, Beijing, China, rongbo_shao@cup.edu.cn
The publisher KeAi was established by Elsevier and China Science Publishing & Media Ltd to unfold quality research globally. In 2013, our focus shifted to open access publishing. We now proudly publish more than 100 world-class, open access, English language journals, spanning all scientific disciplines. Many of these are titles we publish in partnership with prestigious societies and academic institutions, such as the National Natural Science Foundation of China (NSFC).
NEW ORLEANS, March 18, 2024 — Buildings and production of the materials used in their construction emit a lot of carbon dioxide (CO2), a potent greenhouse gas that contributes to global warming and climate change. But storing CO2 in building materials could help make them more environmentally friendly. Scientists report that they have designed a composite decking material that stores more CO2 than is required to manufacture it, providing a “carbon-negative” option that meets building codes and is less expensive than standard composite decking.
The researchers will present their results today at the spring meeting of the American Chemical Society (ACS). ACS Spring 2024 is a hybrid meeting being held virtually and in person March 17-21; it features nearly 12,000 presentations on a range of science topics.
Apart from a few types of cement, carbon-negative composites are scarce, according to David Heldebrant, an organic chemist who is one of the project’s principal investigators. The composite decking his team has developed “is one of the first composite materials to be demonstrably CO2 negative over its life cycle,” he says.
The materials and processes that go into constructing buildings account for 11% of all energy-related carbon emissions, according to the World Green Building Council. Significant efforts have gone into developing building supplies that can offset these emissions, such as using recycled or plant-derived products. However, in many cases, these sustainable alternatives are more expensive than traditional materials or can’t match their properties, such as strength or durability.
One type of construction material — decking — is a multibillion-dollar industry. Decking boards made from a wood plastic composite are a popular alternative to lumber boards because they are less prone to damage from ultraviolet radiation and can last longer. Composite decking is typically made from a blend of wood chips or sawdust and plastic, such as high-density polyethylene (HDPE). To make these composites more sustainable, one alternative is to use fillers that are waste products or would otherwise be burned.
That’s an approach Heldebrant’s colleague Keerti Kappagantula was taking: using low-quality brown coal and lignin, a wood-derived product left over from papermaking, as the filler in decking composites. To make the pulverized coal and lignin particles mix with and stick to plastics, the research team needed to add ester functional groups to the particles’ surfaces. Heldebrant, who works at Pacific Northwest National Laboratory (PNNL) and develops specialized liquids to capture CO2, found out about this work while chatting over coffee with Kappagantula.
Satish Nune, another project investigator, and Heldebrant were excited when they heard about this. “Esters are essentially carboxylic acids, which are a captured form of CO2,” Heldebrant explains. So, the team wanted to do the same thing and put CO2 onto the surface of the particles in the composite to make the material even more environmentally friendly while improving the composites’ mechanical performance.
To test the feasibility of this approach, the team turned to a classic chemical reaction to form a new chemical bond between CO2 and a functional group called a phenol, which is abundant in wood products like coal and lignin. After undergoing the reaction, the lignin and coal particles contained 2–5% CO2 by weight.
The team then mixed varying ratios of these particles with HDPE to form brownish-black composites, and they tested the resulting properties. A composite containing 80% filler maximized the amount of CO2 content while demonstrating strength and durability that meet international building codes for decking materials. It was manufactured via friction extrusion using PNNL’s shear assisted processing and extrusion (ShAPETM) machine. The researchers used this material to form 10-foot-long composites that look and feel similar to any standard wood composites found in decking or lawn furniture.
In addition to their favorable physical properties, the new composite boards offer a substantial price and sustainability advantage. They are 18% cheaper than standard decking composite boards. They also store more CO2 than is released during their manufacture and lifetime, Heldebrant says. If the 3.55 billion feet of decking sold in the U.S. every year were replaced with the researchers’ CO2-negative composite decking, he says, 250,000 tons of CO2 could be sequestered annually, which is equivalent to the yearly emissions from 54,000 cars.
Next, the researchers plan to make additional composite formulations and test the properties. They envision that carbon-negative composites could be developed for a range of building materials, such as fencing and siding. In the meantime, the team is working to commercialize its decking boards. This new carbon-negative decking could be available at building supply retailers as soon as next summer.
The research was funded by the United States Department of Energy Office of Fossil Energy and Carbon Management (FWP 78606) and the Southern California Gas Company (SoCalGas).
Visit the ACS Spring 2024 program to learn more about this presentation, “Towards carbon-dioxide negative building composites,” and more scientific presentations.
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The American Chemical Society (ACS) is a nonprofit organization chartered by the U.S. Congress. ACS’ mission is to advance the broader chemistry enterprise and its practitioners for the benefit of Earth and all its people. The Society is a global leader in promoting excellence in science education and providing access to chemistry-related information and research through its multiple research solutions, peer-reviewed journals, scientific conferences, eBooks and weekly news periodical Chemical & Engineering News. ACS journals are among the most cited, most trusted and most read within the scientific literature; however, ACS itself does not conduct chemical research. As a leader in scientific information solutions, its CAS division partners with global innovators to accelerate breakthroughs by curating, connecting and analyzing the world’s scientific knowledge. ACS’ main offices are in Washington, D.C., and Columbus, Ohio.
To automatically receive news releases from the American Chemical Society, contact newsroom@acs.org.
Note to journalists: Please report that this research was presented at a meeting of the American Chemical Society. ACS does not conduct research, but publishes and publicizes peer-reviewed scientific studies.
Title Towards carbon-dioxide negative building composites
Abstract Carbon capture utilization and storage require new approaches to CO2 sequestration, namely ones that could safely, and profitably sequester hundreds of thousands of tonnes of CO2 per year while finally being able to return the all-elusive profit. We present here, a new CCUS approach that produces CO2-negative composites, comprised of lignin or lignite fillers that have been functionalized with CO2, where they are mixed within a high-density polyethylene (HDPE) matrix. CO2 fixation at the particle’s surface is achieved by base-mediated Kolbe-Schmitt reactions, resulting in a durable C-C bond on polyphenols in lignin and lignite. After acidification, the carboxylation stores approximately 2-5% CO2 by weight on the particles. Manufacturing of the composites was performed using conventional injection molding with 50 wt.% filler, and a new shear-assisted processing and extrusion process with 80 wt.% filler. In each approach, the produced composites have mechanical properties that meet international building codes for decking, which represents a multi-billion-dollar market that could sequester hundreds of thousands of tonnes of CO2 per year. We present a full techno-economic and life cycle assessment of an envisioned process, detailing how composites produced with recycled HDPE and renewable energy provide favorable economics and a negative global warming potential over a twenty-year period. We conclude with a discussion of the remaining scientific and manufacturing efforts needed for commercialization and an assessment of other serviceable markets in which composites could be produced.
Developing bifunctional catalyst performance enhancement technology that will dramatically lower the cost of hydrogen production
Overcoming the durability limits of bifunctional catalysts for simultaneous hydrogen and oxygen production. Presenting large area reactor drive technology for commercialization of electrochemical systems.
Dr. Hyung-Suk Oh and Dr. Woong-Hee Lee of the Clean Energy Research Center at the Korea Institute of Science and Technology (KIST), in collaboration with POSTECH and Yonsei University, have developed a methodology to improve the reversibility and durability of electrodes using bifunctional platinum-nickel alloy catalysts with an octahedral structure that exhibits both oxygen reduction and generation reactions.
Bifunctional catalysts are a new generation of catalysts that simultaneously produce hydrogen and oxygen from water using a single catalyst. Currently, electrochemical systems such as water electrolysis technology and CCU (carbon dioxide capture and utilization) utilize separate catalysts for both electrodes, resulting in a high unit cost of hydrogen production. On the other hand, bifunctional catalysts that can be synthesized in a single production process are attracting attention as a technology that can reduce production costs and increase the economic efficiency of electrochemical energy conversion technologies.
However, the problem with bifunctional catalysts is that after each electrochemical reaction that generates hydrogen and oxygen, the performance of other reactions decreases due to structural changes in the electrode material. Therefore, in order to commercialize bifunctional catalysts, it is important to secure reversibility and durability that can maintain the catalyst structure for a long time after the reaction.
To enhance the reversibility and durability of the bifunctional catalyst, the team synthesized alloy catalysts with different structures by mixing platinum and nickel, which have high performance in oxygen reduction and generation reactions, respectively. The experimental results showed that the nickel-platinum interaction was most active in the octahedral structure, and the alloy catalysts performed more than twice as well as the platinum and nickel monoliths in oxygen reduction and generation reactions.
The researchers identified platinum oxide generated during the repeated generation reaction of the alloy catalyst as the cause of the performance degradation and developed a structure restoration methodology to reduce platinum oxide to platinum. The team confirmed through transmission electron microscopy that the methodology restored the catalyst's shape, and in large-area reactor experiments for commercialization, the team succeeded in restoring the catalyst shape and more than doubled the run time.
The team's bifunctional catalysts and structure recovery methodology are expected to accelerate the commercialization of unitized renewable fuel cells (URFCs) technology by replacing the separate catalysts for oxygen evolution and reduction reactions with bifunctional catalysts. URFCs that can produce both hydrogen and electricity can lower production costs by reducing the input of expensive catalysts while maintaining performance.
"The technology to improve the reversibility and durability of catalysts has provided a new direction for the development of bifunctional catalysts
Structural changes of platinum at each reaction step using X-ray photoelectron spectroscopy and in-situ X-ray absorption spectroscopy, which is an important technology for electrochemical energy conversion systems," said Hyung-suk Oh, lead researcher at KIST. "It will contribute to the commercialization and carbon neutrality of electrochemical systems such as URFCs in the future.“
KIST was established in 1966 as the first government-funded research institute in Korea. KIST now strives to solve national and social challenges and secure growth engines through leading and innovative research. For more information, please visit KIST’s website at https://eng.kist.re.kr/
This research was supported by the Ministry of Science and ICT (Minister Lee Jong-ho) under the 'KIST Institutional Program', 'Carbon to X Project' (2020M3H7A109822921), and 'Creative Convergence Research Project' (CAP21013-100) of the National Research Council of Korea (Chairman Kim Bok-cheol). The results were published in the latest issue of the prestigious international journal Advanced Energy Materials (IF: 27.8, top 2.5% in JCR) and were selected for the back cover image.
Activity restoration of Pt-Ni octahedron via phase recovery for anion exchange membrane-unitized regenerative fuel cells
Over half of global commutes are by car, says study
Explore the interactive map and learn how people get around in 794 cities
COMPLEXITY SCIENCE HUB
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FIND OUT HOW YOUR CITY COMPARES TO OTHERS AROUND THE WORLD BY CHECKING OUT THE MAP OF GLOBAL MOBILITY PATTERNS BASED ON THE DATA: https://vis.csh.ac.at/citiesmoving/
What is the extent of car dependency around the world? Why should the best places to live be car-free? What are the best public transportation cities? A new study by Rafael Prieto-Curiel, from the Complexity Science Hub, and Juan Pablo Ospina, from EAFIT University, may provide some insights into these questions.
Prieto-Curiel and Ospina collected data on transportation modes across 794 cities in61 countries, with a combined population of almost 850 million people. Their study describes how people commute in different parts of the world by modeling the use of modes of transportation in a city, such as cars, public transportation, and active mobility (walking and biking).
“The takeaway is clear: we drive too many cars, and the burden of cars in cities is huge and goes beyond the combustion of petrol. It is also the parking space required, the driving infrastructure, the noise they produce, the toxic materials used in manufacturing and road pavement, the crashes they cause, and others,” ponders Prieto-Curiel.
Globally, around 51% of commutes are made by car, according to the study published in Environment International. Across regions, the percentage varies greatly, with almost 92% of journeys being made by automobile in cities in the US and Canada. The percentage of commutes by car in Northern and Southern European cities ranges from 50% to 75%.
Check out the interactive visualizations – including a map of global mobility patterns – created by Liuhuaying Yang from the Complexity Science Hub, based on the data, and discover how your city compares to other locations around the world.
Europe: car-free and car-filled cities
Yet the study also shows that people in Europe commute in vastly different ways. Some cities rely heavily on cars, like Rome, Italy (66%); and Manchester, England (71%). Additionally, a large number of commutes are made by bike or foot in different parts of the old continent: from Copenhagen, Denmark (47%); Utrecht, Netherlands (75%); to Bilbao, Spain (66%); and Bolzano, Italy (58%).
Furthermore, public transportation is crucial in some European cities. For instance, public transit accounts for the majority of journeys in Paris, France (60%). It also corresponds to 45% in London, England. Eastern European cities also tend to rely more on public transportation, like Minsk, Belarus (65%); Prague, Czech Republic (52%); Warsaw, Poland (47%); and Budapest, Hungary (45%).
Asia: public transportation + walking and cycling
Similarly, public transportation accounts for a significant share of journeys in Southern and Eastern Asia, as shown in Hong Kong (77%); Seoul, South Korea (66%); Mumbai, India (52%); and Tokyo, Japan (51%). Additionally, Southern and Eastern Asia have the highest cycling share. In fact, there is a lot of walking and biking in big Asian cities, like Dhaka, Pakistan (58%); Beijing (53%) and Shanghai (47%), China; Tokyo, Japan (37%); and Mumbai (33%) and Delhi (33%), India.
Latin America and Africa
In cities in Latin America, commuting by car is not so frequent. Active mobility and public transport combine to a more balanced way of commuting. In Mexico City, for example, only 21% of the journeys are by car, but a vast metro system combined with other options, such as Bus Rapid Transit (BRT) and buses, take nearly half of the journeys in the city.
Commuting by car is also not common in African cities. However, in wealthier cities such as Cape Town, South Africa, car journeys are more frequent and, therefore, less sustainable. Prieto-Curiel argues that, except for the US, city size plays a significant role in determining transport patterns. According to the study, buses, metros, and trams are typically the most popular modes of transportation in large cities, as found in many European, Latin American, African, and Asian capitals.
US: cities designed for cars
“In contrast, the US exhibits minimal variation in modal share across cities of different sizes,” point out Prieto-Curiel and Ospina. “The majority of cities in the US have been designed with a strong reliance on cars for transportation. While cities like New York City and Boulder have developed alternative mobility options, most cities in the US heavily depend on cars.”
As the study shows, in the United States and Canada, nearly 92% of commutes are made by car. Public transit makes up 4.6%, and active mobility makes up 3.5%.
Although cars have long dominated the road, the desire to reduce automobile use is growing in the US. Cities that are dense and walkable, such as San Francisco, Boston, and New York, have dependable public transit systems.
New York City is the most car-free city in the US, with the highest public transportation share (25%). Moreover, walking and biking account for 8% of commutes, the study shows. In both San Francisco and Boston, public transit accounts for 8% of journeys. Walking and cycling account for 6% of commutes in San Francisco and 7% in Boston.
American college towns are known for their love of walking and cycling, as evidenced in Ithaca (20%), State College (10%), Iowa City (10%), Boulder (9%), and Madison (8%).
How about electric cars?
The popularity of electric cars is soaring around the globe, with China, Europe, and the US leading the way. However, Prieto-Curiel and Ospina warn that electric vehicles are not the answer for cities. They emphasize that electric cars will continue to bear the burden associated with motorized mobility. “We must take into account manufacturing, infrastructure demands, congestion, particle pollution produced by tire wear, and others,” says Prieto-Curiel.
The authors of the study point out that active mobility and public transit present numerous physical, mental, and environmental benefits as alternatives to driving. However, they acknowledge that it is a difficult endeavor.
“Changing travel behavior is exceptionally challenging,” say Prieto-Curiel and Ospina. In addition, active mobility and public transportation have significant obstacles. Active mobility in medium and large cities is difficult due to long-distance commutes. In contrast, public transportation requires a sufficient amount of passengers to provide frequent service, so it is strongly influenced by the density of the population.
The dataset with all the cities is available here.
Each disc is proportional to the city's population, and each colour represents a region. Visit https://vis.csh.ac.at/citiesmoving for an interactive version
The Complexity Science Hub (CSH) is Europe’s research center for the study of complex systems. We derive meaning from data from a range of disciplines – economics, medicine, ecology, and the social sciences – as a basis for actionable solutions for a better world. Established in 2015, we have grown to over 70 researchers, driven by the increasing demand to gain a genuine understanding of the networks that underlie society, from healthcare to supply chains. Through our complexity science approaches linking physics, mathematics, and computational modeling with data and network science, we develop the capacity to address today's and future challenges.
CSH members are AIT Austrian Institute of Technology, BOKU, Central European University CEU, Graz University of Technology, Medical University of Vienna, TU Wien, University of Continuing Education Krems, VetMedUni Vienna, Vienna University of Economics and Business, and WKO Austrian Economic Chambers.
Getting the 988 and 911 emergency telephone systems to work in concert requires detailed planning and close cooperation, and such efforts may benefit from having one or two people at the local level who act as champions for interoperability, according to a new RAND report.
In order to make sure callers are routed to the appropriate system, efforts need to involve representatives from both 988 and 911 call centers, law enforcement, mobile crisis teams, peer support specialists, behavioral health specialists, and people who have lived experience
with crisis services, researchers say.
Local champions can aid such efforts by establishing priorities, convening local stakeholders,
brokering difficult conversations and charting an effective path toward interoperability.
“The 911 system essentially remains as the default people call when there is an emergency, even if there is a mental health component to the crisis,” said Stephanie Holliday, lead author of the report and a senior behavior scientist at RAND, a nonprofit research organization. “It’s critical that the 911 and 988 systems work together so that each call is handled appropriately.”
In the summer of 2022, the 988 national mental health emergency hotline launched, replacing what was known as the National Suicide Prevention Lifeline. The shift to 988 was intended to create an easy-to-market and easy-to-remember number that could be used by people experiencing any type of a mental health crises, in addition to suicide.
Although use of the 988 mental health hotline has risen sharply since its debut, several surveys show that many people are unaware of the service and are uncertain when to use it.
Without knowledge of 988, it is likely that many people will call 911 when faced with a mental health emergency. In addition, although about 95% of the calls to many 988 call centers are resolved over the telephone, there are situations that may require a public safety response, researchers say.
“For the system to work to its full potential, the two systems need to be interoperable -- to work together to make sure the proper resources are used, regardless of which number a caller uses,” Holliday said.
Some states have begun to adopt legislation to require coordination between 911 and 988 call centers. But there are many hurdles to overcome, including differences in culture and in organizational structure (911 often is organized at the local level, while 988 tends to be regional).
In order to learn how to best develop interoperability between 911 and 988 systems, RAND researchers examined efforts in three jurisdictions that have been early adopters of efforts to get the two systems to work together seamlessly.
They studied efforts in City of Sioux Falls and Minnehaha County in South Dakota, Orange County in New York, and Fairfax County in Virginia. The jurisdictions were chosen because they have worked to establish different models of 988/911 interoperability
Although sites varied with respect to their specific resources and models of 988/911 interoperability, there were some cross-site findings related to effective planning and implementation.
For example, planning and implementation should be collaborative, engaging a variety of contributors. Entities involved in planning should focus on developing shared language and mutual respect, even when their cultures differ.
“Interoperability requires more than protocols for transferring calls between 988 and 911 – it also must be considered within the larger continuum of crisis services available in a community,” Holliday said.
The process of assessing a caller’s needs and deploying the right resource -- be it phone counseling, emergency medical services, police or fire response -- requires procedures tailored to every jurisdiction’s governmental, geographic and population characteristics, researchers say.
Support for the research was provided by the Pew Charitable Trusts. The report, “The Road to 988/911 Interoperability: Three Case Studies on Call Transfer, Colocation, and Community Response,” is available at www.rand.org.
Other authors of the report are Samantha Matthews, Wendy Hawkins, Jonathan H. Cantor and Ryan K. McBain.
The RAND Social and Economic Well-Being division seeks to actively improve the health, and social and economic well-being of populations and communities throughout the world.
