AUTONEWS

How a cooler, cheaper catalyst could clean up ammonia-fueled ships

Picture an ocean-crossing engine that burns a fuel with no carbon in it—ammonia—and still faces a warming trap. One slip in the exhaust, and nitrous oxide (N2O), a greenhouse gas with a global warming potential roughly 300 times higher than carbon dioxide, can leak into the air instead of breaking apart.Study Chemistry

That trap is what a team at the Korea Institute of Energy Research (KIER) says it has designed around. Reporting work published in Applied Catalysis B: Environment and Energy, the group led by Dr. Sun‑Mi Hwang describes an exhaust-treatment approach for ammonia-fueled ships that targets multiple pollutants at once. They report roughly 99% removal of the targeted pollutants, at temperatures engines actually see, and at far lower cost than the noble-metal standards the industry knows.

Ammonia is on shipping’s shortlist for cutting carbon, but exhaust cleanup is not a solved problem. In material reported via phys, the KIER team frames that cleanup as the most formidable barrier to ammonia-fueled shipping, and presents two catalysts as an all-in-one answer. One runs at 350 °C—approximately 100 °C lower than conventional commercial catalysts and below the high operating temperatures exceeding 450 °C that have been the norm—and the overall system is described as simultaneously and cost‑effectively removing various greenhouse gases from ammonia combustion.

What’s actually new in the hardware...Two claims stand out. First, performance: the team reports approximately 99% removal of the targeted pollutants. Second, practicality: the catalysts are at least 80% less costly than existing noble‑metal alternatives, and total catalyst usage can be reduced by up to 50% because a single layer tackles multiple species at once. Those three numbers—~99%, ≥80%, and up to 50%—are what make this more than a lab curiosity.

The temperature window matters just as much. One of the catalysts is specified to operate at 350 °C. The team contrasts this with conventional commercial catalysts that need temperatures approximately 100 °C higher, and with other options that require high operating temperatures exceeding 450 °C. Running cooler opens doors: it lines up with the heat actually available in exhaust and avoids extra burners or energy penalties.

From kitchen chemistry to ship stacks: how a catalyst helps...If you’ve ever used a self‑cleaning oven, you know heat alone can break down grime. Exhaust cleanup is the same idea with molecules: you steer them onto a surface that makes the hard reactions easy. The analogy breaks down because, unlike an oven’s indiscriminate burn‑off, ship exhaust needs selectivity—turning targeted compounds into harmless nitrogen without making new problems—and it has to do it continuously at the pace of an engine.

According to the KIER team, the new setup aims to handle multiple greenhouse gases from ammonia combustion in one go. That consolidation is why they can claim less total catalyst material and a single layer doing double duty: one pass, fewer parts.

Why not just stick with today’s catalysts? Cost and heat. Noble‑metal catalysts work but are expensive; the team states their approach is at least 80% less costly than those alternatives. And many incumbent systems want temperatures exceeding 450 °C to do their best work. The KIER catalysts shift that window down to 350 °C for the nitrous‑oxide step and report approximately 100 °C advantage over conventional commercial offerings. Those are not marginal tweaks; they change where you can bolt the unit in and how much you pay for it.

What happens if it falls short aboard a ship...The risk is in what gets through. N2O’s warming punch—roughly 300× CO₂’s global warming potential—means even small leaks matter. The reported ~99% removal target is meant to keep that punch bottled up; missing it would push warming back the wrong way just as shipping is trying to decarbonize.

Why a 100 °C drop is a big deal...Catalytic rates often follow Arrhenius behavior: rate ∝ exp(−Ea/RT). Knock 100 °C off the required temperature at fixed activity, and you’ve implicitly either lowered Ea or found a surface that sustains high turnover at reduced T. The KIER data points let you do a back‑of‑the‑envelope: if a conventional commercial catalyst asks for ~450 °C while the new one works at 350 °C, that’s a shift from ~723 K to ~623 K. For a representative activation barrier of 80 kJ/mol (common for dissociation steps), the naive Arrhenius factor exp[−Ea/R(1/T1−1/T2)] going from 623→723 K is ~exp[−80000/8.314×(−0.00022)] ≈ exp(2.1) ≈ 8×. In other words, at the cooler temperature you’d expect an order‑of‑magnitude rate loss if nothing else changed. Maintaining ~99% conversion at 350 °C, as reported, implies a material that compensates—via higher site density, better adsorption energetics, or a different rate‑limiting step—so the apparent Ea or pre‑exponential works in your favor. That’s the chemical meaning of “same job, 100 °C colder.”

What we don’t know yet...Key details are not public here: lifetime on real engines, tolerance to contaminants, maintenance intervals, and performance over duty cycles. The reports do not specify those numbers, nor do they list the exact cost breakdown behind the “at least 80% less costly” figure or how the “up to 50%” catalyst reduction scales with engine size. Those are the measurements that will decide whether the lab promise holds at sea.

The potential upside, in one sentence...If an exhaust unit can cost at least 80% less than noble‑metal systems, use up to 50% less catalyst, run at 350 °C rather than the >450 °C many systems demand, and still remove roughly 99% of the targeted pollutants, it directly addresses what Dr. Sun‑Mi Hwang has called the most formidable barrier to ammonia‑fueled shipping.

KIER reports catalysts for ammonia-fueled ship exhaust that target multiple pollutants at lower temperatures. Ljeto / Wikimedia Commons (CC BY-SA 4.0)

Where the findings live for the record...The study’s findings are published in Applied Catalysis B: Environment and Energy. For readers who want the technical backbone, see “K‑Ni0.4Co2.6O4 spinel catalysts for low‑temperature catalytic decomposition of N2O: Effects of K on activity and NO/NH3 resistance” (https://doi.org/10.1016/j.apcatb.2026.127204).

Ammonia is widely regarded as a next-generation clean fuel for the shipping industry because it produces no direct carbon dioxide emissions when burned, and is relatively easy to transport and store. In practice, however, combustion in marine engines generates nitrogen oxides (NOx), nitrous oxide (N₂O) and unburned ammonia (NH₃). Nitrous oxide in particular is classified as a potent greenhouse gas, and failure to treat it adequately could undermine the carbon-reduction benefits of ammonia as a fuel.

Existing exhaust treatment systems for ships compound the problem. Diesel vessels are designed primarily to remove nitrogen oxides, but ammonia ships must also handle nitrous oxide and unburned ammonia. Installing separate catalysts and equipment for each pollutant would significantly increase space requirements, weight and cost.

The research team addressed the problem by developing a "hybrid catalyst" that simultaneously breaks down nitrogen oxides and unburned ammonia. A single catalyst layer removes both substances at roughly 99 percent efficiency, and the amount of catalyst required can be cut by up to half compared with conventional approaches.

Existing precious-metal-based catalysts for ammonia decomposition are expensive and can generate additional nitrogen oxides during the treatment process. The team's catalyst cuts costs by at least 80 percent compared with precious-metal alternatives.

The team also developed a separate technology for treating nitrous oxide. Their nitrous oxide decomposition catalyst operates at a temperature about 100 degrees Celsius lower than existing commercial catalysts, and can decompose more than 99 percent of nitrous oxide at 350 degrees Celsius — conditions similar to actual ship exhaust environments — without requiring a separate reducing agent.

The research team noted that both catalysts are compatible with exhaust treatment equipment already used on diesel ships, reducing the need for large-scale retrofits. Given the limited space aboard vessels, the technologies also offer advantages in terms of equipment miniaturization and weight reduction.

"This technology can simultaneously reduce multiple pollutants, which has been the biggest challenge for ammonia-fueled ships," Hwang said. "It reflects real-world demands for reduced installation space, lighter systems and improved maintenance efficiency."

She added that the institute plans to refine the technology through pilot demonstrations and support its commercialization to help South Korea's shipbuilding and shipping industries gain a competitive edge in the clean-vessel market.

The research was conducted as part of the Korea Institute of Energy Research's core program, and the findings were published in Applied Catalysis B: Environment and Energy, an international journal covering energy and environmental science.

A research team led by Dr. Sun-Mi Hwang, from the Clean Air Research Laboratory at the Korea Institute of Energy Research (KIER), has developed an innovative catalyst system capable of eliminating approximately 99% of the pollutants generated by the exhaust of ammonia-powered ships. The breakthrough, published in the scientific journal *Applied Catalysis B: Environment and Energy*, simultaneously removes harmful gases and greenhouse gases directly within marine engines, overcoming one of the major obstacles to the decarbonization of the shipping sector.

The challenge of ammonia as a fuel...Although ammonia is considered a promising fuel because it does not emit carbon dioxide (CO₂) when burned, its combustion generates highly polluting byproducts:

• Nitrogen oxides (NOₓ): Direct contributors to air pollution.

• Unburned ammonia ("ammonia slip"): A toxic substance that poses environmental and safety risks.

• Nitrous oxide (N₂O): A potent greenhouse gas with a global warming potential approximately 300 times greater than that of CO₂.

Previously, treating these gases required multiple separate systems, which significantly increased costs and took up valuable space on board.

How the new technology works...The advancement from KIER consists of an integrated approach based on two new catalysts:

1. An "all-in-one" hybrid catalyst: This decomposes nitrogen oxides (NOₓ) and unburned ammonia simultaneously within a single catalytic layer. It reduces the required amount of catalyst by up to 50% and is at least 80% cheaper than conventional alternatives made from noble metals (such as platinum). 

2. Low-temperature catalyst for N₂O: It decomposes nitrous oxide with an efficiency of over 99% without requiring external reducing agents. It operates at 350 °C (approximately 100 °C lower than traditional commercial catalysts), which aligns perfectly with the actual temperature of the exhaust gases exiting ship engines.

Korea Institute of Energy Research (KIER)

 

PRIORITY

Priority launches new off-road e-bike with solid 96 km of range and Gates Belt

Priority has launched the electric version of the original Sauce bike. The company’s new E-Sauce electric bike features a 750 W rear-drive motor, a larger 720 Wh battery pack, and a low-maintenance Gates Belt Drive. Plus, it is said to offer 60 miles (96 km) of range on a single charge.

New York-based bicycle company, Priority, has released an electrified version of its classic Sauce bike, the E-Sauce. Priority combines a powerful motor, fat tires, and a large battery pack with E-Sauce, making it suitable for daily commuting as well as off-roading. Speaking of powered things, it is equipped with a 750 W rear hub motor, delivering a top speed of 28 mph (45 km/h) with pedal assist. It’s worth noting that the e-bike ships configured as class 2 with a 20 mph (32 km/h) speed limit. 

As for the battery, the company packs a 720 Wh removable battery into the E-Sauce, which is said to provide 60 miles (96 km) of range on a single charge. However, the real-life range of the e-bike depends on riders’ throttle use, elevation, assist level, terrain, and riding speed. It has a 6061 aluminum frame, which weighs around 59 lbs (26.7 kg) and is capable of handling a maximum payload of up to 300 lbs (136 kg), including rider, bicycle, and cargo. 

Furthermore, you get a fork developed with SR Suntour, including 100 mm travel. Stopping power comes from 2-piston hydraulic disc brakes with 180 mm rotors, front and rear, respectively. A Gates carbon belt drive replaces a conventional chain and is designed to reduce maintenance. The e-bike is compatible with a range of accessories, including Priority’s MIK-compatible rack for carrying panniers and cargo, and a new frame-mounted headway mount. 

The rest of the highlights of the E-Sauce include built-in IPX5-rated LED lighting, a taillight, 27.5 x 2.4” fat tires, a frame-mounted rear kickstand, and a backlit display that shows essential riding-related information such as 5 assist modes, a speedometer, trip distance, and an odometer. 

Available in small, medium, and larger size options, the Priority E-Sauce is priced at $2,199. Interested buyers can now purchase the e-bike directly from Priority’s official website. 

 

by Autonews

 

AUTONEWS

'The cleaner it drives, the cleaner the air': Korean researchers develop car that filters fine dust

Cars on the road could soon transform from sources of air pollution into moving air purifiers. Korean researchers have developed technology that filters more than 95% of ultrafine particles entering a vehicle from the front while driving and captures brake wear dust before it can be released into the air.

The Korea Institute of Machinery and Materials announced Monday that a research team led by Han Bang-woo, director of the Urban Environment Research Laboratory under the institute's Eco-Friendly Energy Research Division, has developed an "air-purifying vehicle" technology capable of simultaneously reducing roadside fine dust and brake wear particles while a vehicle is in motion.

The system consists of a grille-mounted dust collector installed at the front of the vehicle, a caliper-type dust collector that captures brake particles, and a wireless power transmission technology that allows air purification even while the vehicle is parked. The research team verified the system's performance by fitting it to actual vehicles, including the Kia Carnival and Hyundai Sonata.

The key to the system is its use of airflow generated naturally as the vehicle moves. Fine dust entering through the grille is electrically charged and then drawn onto collection plates by electrostatic force. Carbon fiber — far thinner than a human hair — processes the dust with minimal current, keeping ozone generation to a minimum.

Because no separate high-powered blower is required, energy consumption is also reduced. In parking spaces equipped with wireless power supply infrastructure, the vehicle's existing radiator fan can be activated to purify surrounding air even when the car is stationary.

A grille-mounted dust collection device installed at the front of a vehicle to remove fine dust in urban areas. [Korea Institute of Machinery and Materials]

Performance tests confirmed strong results. At 30 km/h, the system removed more than 95% of ultrafine particles (PM2.5) and more than 99% of fine dust (PM2.5–10). The same collection performance was maintained at 50 km/h. A single vehicle can purify approximately 1,800 cubic meters of air per hour.

Adding the air purification system had little impact on fuel efficiency. Both the Carnival and the Sonata showed fuel economy changes of less than 1 percent before and after installation.

The system also captures brake-generated fine dust at the point of origin. It exploits the natural tendency of particles to become electrically charged when brake pads and discs rub together. Without any separate charging device or suction fan, a collector mounted behind the caliper gathers the dust using electrostatic force alone.

Under the internationally standardized WLTC driving cycle, a single vehicle collected 22.2 milligrams of brake wear dust per kilometer. Over approximately 450 kilometers of driving, that amounts to roughly 10 grams of brake dust captured before it can disperse into the atmosphere.

The technology's potential is drawing attention particularly as the expansion of electric vehicles has pushed "non-exhaust fine dust" — particles generated by brakes, tires and similar sources — to the forefront of environmental concern. Europe's EURO 7 automotive emissions regulation already includes brake-generated fine dust among its regulated pollutants.

"The distinguishing feature is that a vehicle can purify roadside fine dust as it moves and also reduce brake dust at the point where it is generated," Han said. "We will continue expanding the application of air purification technology so that it can contribute to improving urban air quality."

The research findings have been published in the international academic journals Tribology International and Atmosphere, and multiple patents have been filed in South Korea, the United States, Germany and other countries.

South Korean researchers at KIMM (Korea Institute of Machinery and Materials) have developed an automotive system that filters road-level air and captures brake dust. The technology uses electrical charges to trap fine particles at the front grille and near the brake calipers, all without negatively affecting fuel consumption.

Key features of the system:

• Front-grille filter: Removes over 95% of PM2.5 particles and more than 99% of PM10–2.5 particles by using carbon fibers that ionize the air as the vehicle moves. Each car can purify approximately 1,800 m³ of air per hour.

• Brake dust collector (caliper-type): Installed behind the brake caliper, it leverages the electrical charge naturally generated by the friction between the brake pad and the disc to attract metallic dust before it can spread onto the road.

• Minimal impact on the vehicle: Tests on models such as the Hyundai Sonata and Kia Carnival showed that changes to fuel efficiency or engine resistance remained below 1%.

• Air purification while stationary: When parked in locations equipped with wireless power/charging support, the radiator fan continues to draw in and clean the air.

• Parallel project in Europe: A similar proposal (called VENTRA) was also developed by students at the Eindhoven University of Technology to capture tire and brake debris from electric vehicles.

Korea Institute of Machinery and Materials 

 

AUTONEWS

PolyU uncovers new cross-domain cyberattack risk targeting electric vehicle charging navigation systems, supporting secure operation of power systems

With the rapid adoption of electric vehicles (EVs), transportation and power systems are increasingly closely interconnected, driving innovation but also introducing new vulnerabilities. Researchers at The Hong Kong Polytechnic University (PolyU) have uncovered a novel cross-domain cyberattack whereby, rather than breaching a heavily guarded power communication network, an attacker need only manipulate EV charging navigation systems to redirect large numbers of vehicles to the same charging station, concentrating demand in a short period of time and potentially triggering local power outages or degrading grid reliability.

Most cyberattacks on power systems must break into the grid’s secure, dedicated communication networks, which is difficult and costly. By contrast, the driver-facing charging navigation systems are far less well-protected, making them a more accessible entry point for attackers. The research reveals that such an attack can originate outside the distribution network and propagate through EV charging behaviour until it threatens the grid’s secure operation.

Led by Prof. BU Siqi, Associate Head (Research) and Professor of the PolyU Department of Electrical and Electronic Engineering, the study examines risks arising from the deep integration of cyber-physical transportation systems (CPTSs) and cyber-physical power systems (CPPSs). CPTSs integrate communication networks into transportation systems for traffic monitoring, routing, and mobility management, while CPPSs incorporate them into power systems to ensure reliable monitoring, protection, and control of generation, transmission, and distribution. Their integration, while innovative, also creates potential vulnerabilities that attackers can exploit.

The research team demonstrated that by executing sparse vector attacks on charging prices and traffic flow data — that is, injecting a small number of carefully chosen false data points to mislead the system’s decisions — attackers can exploit vulnerabilities and expose increasingly interconnected infrastructure to new risk.

Prof. Bu said, “This research highlights how a cyberattack originating in one system can spread to another. By demonstrating the destructive potential of cross-domain attacks, we aim to raise public awareness and encourage stronger preventive measures.”

Because such cyberattacks are highly destructive, their impact on CPPSs can have serious consequences. Beyond clarifying how these attacks occur and the harm they may cause, the study proposes concrete defensive measures, including enhanced monitoring for abnormal price and traffic signals, stronger protection of communication links, and earlier detection of unusual recommendation patterns in EV charging navigation systems.

This image illustrates a hacker manipulating EV charging navigation data to make Station B seem fastest (8 mins), luring multiple vehicles to the same charging station at once. PolyU researchers show how such cross-domain attacks can concentrate demand and threaten the secure operation of power systems

The research has been published in IEEE Transactions on Transportation Electrification. Beyond identifying a potential cross-domain cyberattack method and the associated risks, the study offers valuable insights for enhancing the resilience of integrated power and transportation systems.

Prof. Bu added, “As EVs become more popular, the connection between transportation and power systems will only grow closer, making cybersecurity increasingly vital. Our research contributes to a safer charging environment, enabling more secure charging services and system integration, and supporting the adoption of EVs in Hong Kong, the Chinese Mainland and the world.”

Prof. Bu’s research focuses on power system stability, operation and economics, with an emphasis on renewable energy integration, smart grid application and transport electrification. His team also explores dynamic security risk assessment of new renewable-rich power systems and the coordination of power and transport systems for more secure, reliable and resilient operations. Recently, his research team began close collaboration with Tianjin University, China Southern Power Grid and CLP Power under the NSFC/RGC Joint Research Scheme project “Cyber-physical Coordinated Control and Defense Methods for Grid-forming Distributed Energy Resource Clusters in Greater Bay Area Megacities”. The outcomes of this project are expected to help address consumer concerns over voltage dips and other power quality issues, while enhancing the secure and resilient operation of urban cyber-physical power grids in Hong Kong, the Greater Bay Area and beyond.

Researchers at The Hong Kong Polytechnic University (PolyU) have discovered a new cross-domain cyberattack risk targeting navigation systems used for electric vehicle (EV) charging.

The vulnerability exists at the intersection of cyber-physical transportation systems (CPTS) and cyber-physical power systems (CPPS).

🔍 How the attack works... Unlike traditional attacks, which attempt to breach the highly secured and costly communication networks of utility companies, this new tactic exploits a much weaker link: the navigation apps and systems used by drivers.

• The tactic: Attackers manipulate information within EV charging navigation systems.

• The behavior: By tampering with data such as routes and pricing, they can simultaneously redirect a large volume of vehicles to the same charging station.

• The impact on the grid: This massive, sudden concentration of demand within a short timeframe can overwhelm the local distribution system, leading to regional blackouts or severely compromising the stability of the electrical grid.

⚖️ Why is this concerning? Led by Professor Bu Siqi, the study highlights that the danger lies in the ease of access. While the servers and networks of electricity providers are protected by robust encryption and security barriers, the navigation and guidance platforms used by EV drivers are far less secure—effectively serving as a "back door" that can be used to destabilize critical energy infrastructure.

You can read the full details of the research in the official PolyU Media Releases.

If you would like to learn more about the security of the electromobility ecosystem, I can look into:

• The mitigation solutions proposed by the researchers to protect these navigation systems. • Other types of vulnerabilities already discovered directly in physical EV chargers (such as firmware flaws or issues with OCPP protocols).

PolyU Media Releases

 

AC MOTORSPORT x MICHELOTTO

Michelotto Gruppo 4 Tributo

Italian companies AC Motorsport and Michelotto, both based in Padua, have unveiled the mid-engined Michelotto Gruppo 4 Tributo—a vehicle inspired by the Ferrari 308 GTB Group 4 race car from the late 1970s.

The Michelotto Gruppo 4 Tributo reportedly combines classic design and an analog driving experience with modern race-car construction technologies.

In 1978, Giuliano Michelotto—founder of the company that bears his name—collaborated with Ferrari to prepare the 308 GTB for rally competition, in accordance with the Group 4 regulations of the time. Although the car proved to be very fast and secured numerous victories, it was not well-suited for winter conditions or gravel surfaces, which prevented it from becoming a serious contender for the World Championship. Over the years, Michelotto continued to prepare Ferrari models for various forms of motorsport, accumulating a wealth of technical expertise in the process. Today, the firm specializes in the design and production of race cars.

AC Motorsport, founded by entrepreneur Francesco Calzavara—a former Michelotto employee—joined forces with the company to create a modern reincarnation of the Ferrari 308 GTB Group 4: the Michelotto Gruppo 4 Tributo. The Michelotto Gruppo 4 Tributo is not a restomod; it does not require an original Ferrari 308 GTB as a base for its construction. Instead, the vehicle is built around a tubular chassis, featuring carbon-fiber body panels that faithfully replicate the appearance of the classic Ferrari 308 GTB—retaining even the iconic pop-up headlights and the signature round taillights. Lightweight, five-spoke 18-inch wheels also serve as a tribute to classic Ferrari models.

The interior, designed for two occupants, does not prioritize refined aesthetics; it is strictly functional, featuring a rugged carbon-fiber dashboard and a rectangular display that presents instrumentation in a traditional, analog style. There is no infotainment system; all buttons and switches are physical, large, and clearly illuminated.

Positioned transversely behind the cabin is an all-new 3.4-liter V8 engine—engineered according to classic principles—which utilizes two valves per cylinder. It produces 380 hp at 8,250 rpm and 363 Nm of torque. Power is delivered to the rear wheels via a five-speed manual transmission, while the vehicle’s weight is a mere 950 kg.

The suspension system is equipped with adjustable shock absorbers, while stopping power is provided by ventilated disc brakes with four-piston calipers.

The car is fitted with Pirelli P Zero Trofeo RS tires. The Michelotto Gruppo 4 Tributo will be produced in a limited run aimed at affluent enthusiasts of classic Italian cars; however, the price, production volume, and delivery date have not yet been announced.

Autonews

AUTONEWS

Real-time driver warning system helps prevent animal collisions

It's 9 p.m. on a rural mountain highway when a 750-pound elk steps onto the road, its silhouette hidden from an oncoming driver by a curve in the terrain.

Suddenly, a roadside sign illuminates: "Wildlife Detected Ahead. Slow Down." The driver eases off the accelerator, and both travelers continue on safely.

This scenario became a reality along a 14-mile stretch of Route 460 in Southwest Virginia that recently served as a one-year pilot project testing a real-time wildlife detection and automated driver warning system. Led by Virginia Tech Transportation Institute (VTTI), the system used digital road signs to alert motorists to the presence of elk and other large animals. Initial results showed drivers responded to the warnings by reducing their speeds by an average of 3 mph when approaching activated signs.

“We have demonstrated an automated system that can detect wildlife, activate real-time warnings, and produce a measurable change in driver behavior both at the warning sign and across the broader detection corridor,” said Shreyas Bhat, a research associate at VTTI.

Sponsored by the Virginia Department of Transportation (VDOT), the system utilizes a network of thermal cameras and AI software to detect medium- to large-sized animals in the roadway and trigger a live warning on roadside signs for approaching drivers. The VTTI team partnered with Crosstek, a provider of off-the-shelf cameras and AI software for wildlife detection, to develop the system and leveraged T-Mobile's 5G cellular network and satellite service for remote monitoring.

Throughout deployment, the team collected data on more than 10,000 passing vehicles. The detection system itself demonstrated an overall accuracy of 97 percent for identifying medium- and large-sized wildlife.

The project’s innovative approach to remote data management recently won first place in the 2026 T-Mobile Innovate Awards Innovation in Community category.

The pilot was part of VDOT’s expansion of Corridor Q, which extends Route 460 from the Kentucky state line to the town of Grundy, Virginia. Associated with the Appalachian Development Highway System, Corridor Q traverses portions of Kentucky, Virginia, and West Virginia, providing an additional interstate connection to those in rural Appalachia. The corridor is also home to approximately 100 elk. 

Collisions involving elk are costly, averaging more than $80,000 per crash, according to the project’s feasibility study. With an adult male elk weighing between 550 and 1,300 pounds, the risk to drivers is high. At the same time, elk tourism in Buchanan County has become a popular economic driver for the area.  

“The motivation was to reduce the risk of accidents or fatalities while also protecting the elk in their habitat,” said Jean Paul Talledo Vilela, a VTTI research scientist.

The challenge...While similar systems have been deployed on other roadways in the U.S., building a solution that could operate reliably in remote, mountainous terrain brought its own challenges.

Talledo Vilela, the lead engineer on the project, said system architecture had to be tailored toward the unique demands of operating in the Appalachian Mountains.

“This system is unique because of the requirements of the area — it needed to be solar powered, portable, and be able to withstand all weather conditions,” Talledo Vilela said.

The wildlife detection and warning system consisted of eight portable, solar-powered trailers and dynamic message signs deployed on a 750-meter section of the Route 460 corridor.

VTTI collaborated with Crosstek to integrate the trailer network with thermal cameras that continuously monitored the roadway and surrounding shoulder areas for elk and other large wildlife. When these animals were detected, the roadside warning signs activated. 

“The topography made communication signals challenging,” Talledo Vilela said. “We needed to ensure that all the trailers had the ability to communicate with each other and send the data from each of those back to the main hub.”

As part of the effort to measure driver behavior, roadside radar units were deployed along the corridor to analyze vehicle speed.

“Speed is an important data point to understand if drivers were actually paying attention to the message board,” Talledo Vilela said. “Even if they are not braking aggressively, some reduction in speed indicates that they may be paying more attention to their surroundings because they got that alert.”

Looking ahead...The initial pilot ended in September 2026. Although data analysis is continuing, Talledo Vilela believes the project demonstrates how portable wildlife detection systems could be deployed in other areas where animals frequently cross roadways.

“One of the goals was to understand how a portable solution can be transferred or adopted in other locations,” Talledo Vilela said.

Beyond wildlife detection, the research team sees opportunities to adapt the technology for other roadway safety applications that require real-time hazard detection and driver warnings.

Roadkill hot spot...It's the first time the technology has been used in New South Wales, with the trial being conducted on a 300 metre section of the Monaro Highway at Michelago, between Canberra and Cooma.

"This is an area that has been assessed as having one of the highest rates of animal wildlife strikes on the network in New South Wales,"  Ms Aitchinson said.

Wildcare Queanbeyan president Elena Guarracino described the area is "an incredible hot spot" for kangaroos in particular.

"There are a couple of dams on one side of the Monaro Highway, and they're continually crossing there and it's just a very … horrible area," she said.

"I've counted up to 30 dead kangaroos at that spot. Along that road towards Williamsdale every 10 metres you'll see a dead kangaroo.

"That's partly fuelled by the ski traffic, but also there's a lot of traffic just generally that commutes to Canberra along that road.

"What we see from the road is just a fraction of what's been hit and moved away from the road until it succumbs to its injuries."

An estimated 10 million animals are killed on Australian roads each year at a huge cost to motorists, insurers and native animals — as well as to wildlife volunteers. 

"When those animals are struck, the wildlife group has to send people out to rescue that injured animal or potentially euthanise it," Ms Guarracino said.

"And then there's the impact of the joey that's in the pouch which, when it's rescued, can take up to two years to rehabilitate before it can be old enough to be released.

"That costs at least $1,200 and enormous volunteer hours — that's if everything goes well and vets aren't involved."

'Smart' version of traditional sign...Ms Guarracino said research had shown the traditional yellow and black wildlife warning signs along roads and highways "don't work".

"They might initially warn the motorists that there is wildlife in that area, but drivers get habituated to those signs," she said.

The digital sign being used as part of the trial, on the other hand, will only display words when activated to alert drivers. 

"What this is about is targeting the message so that it's exactly correct for what is happening on the network," Ms Aitchinson said.

"So it just means that drivers will get more of a warning that will be more appropriate to actually whether there's animals there or not."

The development of PAWS and the subsequent trial is a result of recommendations from the 2024 Wildlife Symposium in Sydney, exploring how emerging technology could be used to reduce wildlife-vehicle collisions.

The AI model behind PAWS has been developed by Transport for NSW's technology and biodiversity teams, combined with animal data from the Symbio Wildlife Park near Wollongong.

Specialist cameras filmed how different species moved and behaved in a controlled setting to build an image library, which was then cross-referenced with time-of-day and weather data to sharpen the system's accuracy in different types of conditions.

"This is an investment of around half a million dollars in just developing the technology," Ms Aitchison said.

"And the benefit of it being done and developed in-house with Transport for New South Wales is that we can ensure that we have the technology, we can use it."

Passengers urged to help lookout for wildlife...The trial at Michelago is due to begin next month, and Transport for NSW will track whether there is a reduction in wildlife strikes in the test area.

Ms Guarracino is hopeful that if the technology proves successful it will not only be rolled out to other hot spots, but also expanded to bring real-time alerts into cars as they drive past.

"It'd be great if the cameras could be integrated into guideposts and give a warning to a driver [via Bluetooth] through their warning devices in their cars," she said.

In the meantime, she continues to urge drivers and passengers to keep their eyes peeled for animal activity, especially during dusk and dawn. 

"I drive very carefully and scan the sides of the road the whole time, even in the daytime," she said.

"And instead of having passengers watching their phone, they need to be scanning the road and helping the driver and going, 'Oh, kangaroo on the left, slow down'."

Real-time animal-collision warning systems...Advanced systems based on artificial intelligence (AI) and video/thermal monitoring are transforming highway safety, helping to prevent accidents between vehicles and wild animals without obstructing wildlife migration routes.

Key technologies and recent projects:

• VTTI and Route 460 (USA/Virginia): A pilot project completed in September 2026 by the Virginia Tech Transportation Institute (VTTI) utilized eight solar-powered, portable trailers equipped with thermal cameras and radar along a stretch of Route 460 to detect elk. The system achieved 97% accuracy and triggered dynamic message signs to alert drivers.

• LAARMA (Australia): Developed in northern Queensland to protect cassowaries, the LAARMA (Large Animal Activated Roadside Monitoring and Alert) system employs low-cost roadside units with AI sensors that activate flashing illuminated signs when the approach of an animal is detected.

• Transport for NSW (Australia): In 2026, this agency tested the PAWS system in areas with high activity of kangaroos, deer, and wombats, combining thermal/optical cameras and computer vision to activate smart signage along the roadway.

• Connected Vehicles (Volvo): New models (such as the XC90 line) incorporate cooperative safety technologies and "Large Animal Alert" features, utilizing automatic braking and steering assistance when the driver's reaction time is insufficient.

• Light/Laser-Based Systems (Netherlands): Trials are exploring the use of thin lines of light or laser along the roadside—triggered by the presence of animals—designed not to block wildlife, but to provide a visual signal to drivers, prompting them to reduce their speed. 

• Initiatives in Brazil: Research led by local institutions, with support from organizations such as FAPESP, is developing computer vision models trained to identify vulnerable species (such as giant anteaters, wolves, and tapirs) and send real-time alerts to mobile apps or vehicle dashboard displays.

Virginia Tech Transportation Institute in Southwest Virginia-USA

 

AUTONEWS

Your car’s weakest spot may not be in the car

Modern cars are constantly connected to the outside world. This makes them vulnerable to hackers who want to take control of the vehicle remotely. Researchers at the University of Gothenburg and Chalmers University of Technology have found that IT vulnerabilities have shifted from the car’s own computer systems to apps and cloud services connected to it.

A car is a computer on wheels. It communicates with the car manufacturer’s cloud services, the driver’s phone and charging stations, and when children stream films in the back seat, data travels over the internet. All these connections can become entry points for hackers into the car. Researchers at the University of Gothenburg and Chalmers University of Technology studied 413 reported security vulnerabilities in automotive software between 2022 and 2024 and compared them with the previous decade.

“Ten years ago, most vulnerabilities were found in the cars’ own systems. Now the share found in apps, websites and cloud services has nearly tripled. These systems hold data about where you live, where you drive and when, so the risk is not only that someone could interfere with the car, but that they could get hold of information about your life,” says Srijita Basu, postdoctoral researcher in software engineering at the University of Gothenburg and Chalmers University of Technology.

Driver data in cloud services...A reported IT vulnerability does not mean that a breach has occurred, only that there is a risk of one. In December 2024, it was revealed that data from around 800,000 electric cars from Volkswagen, Audi, Seat and Skoda had been openly accessible on the internet for several months. The data contained precise GPS information and the email addresses, telephone numbers and home addresses of the owners of the cars. This meant that it was possible to see exactly where and when a particular car had been driven. The vulnerability was in the cloud service used by the car manufacturer to upload data from vehicles on the road. The data leak was uncovered by an ethical hacker group after a tip from a whistleblower and was widely reported in the media. The leak was fixed before it was known to have been misused.

“When we compare with the previous decade, we can see that IT vulnerabilities are now most commonly found in apps, websites and cloud services, and that the risks are more often rated as serious and critical. We are surprised by how basic some of the weaknesses in these systems are. They can involve passwords that have not been changed since installation. Hackers can use tried-and-tested old tricks to gain access through a back door,” says Srijita Basu.

Took control of the accelerator and brakes...The car’s audio and media system, commonly known as the infotainment system, is a weak point. Anyone connected to the car’s Wi-Fi network could potentially gain access to the car’s other systems as well if they are not properly separated.

This happened in a test conducted by security researchers to a Jeep Cherokee in 2015. Through the car’s media system, they were able to gain access to other systems in the vehicle and take control of steering, brakes and the accelerator. The new study shows that similar weaknesses still appear nearly a decade later.

“My advice to car manufacturers is to keep systems that control the vehicle strictly separated from infotainment and other connected systems, with strong security around them. They should also learn from the web and IT world, where many of these flaws have been known for years. When the car is constantly connected to the outside world, it also invites the outside world into the car,” says Srijita Basu.

Differences between computer chips...In their review of reported vulnerabilities, the researchers analysed where each vulnerability had originated. Was it in the design of the IT function, in the programming or in the software running on the car’s computer chips? The researchers found that chip manufacturers vary in how well they protect their products against attacks and in how openly they report security flaws. Computer chips from the same manufacturer are often used by several car makers. This means that hackers who have found a back door into the IT system of one car model may be able to use the same method on other cars as well.

“Car owners also have a responsibility to make things more difficult for hackers. It is important to update the software as soon as the car prompts you to do so, and strong passwords are still important. Today we share a lot of personal information with AI assistants for cars, for example when we ask to plan a long journey in an electric car. Like other AI systems, these assistants can be tricked into revealing information they have been given, so it matters what we share with them and what car makers allow them to access,” says Srijita Basu.

The weakest point of your car may not lie within the vehicle itself, but rather in the apps, websites, and cloud services connected to it. A study published in October 2026 by researchers from the University of Gothenburg and Chalmers University of Technology revealed that the proportion of security vulnerabilities found in connected external systems—such as automakers' cloud platforms and drivers' mobile phones—has nearly tripled compared to the previous decade.

Today, cars essentially function as "computers on wheels." This means that security flaws located outside the vehicle's physical chassis create direct pathways for cyberattacks.

A car’s weakest spot may not be physical or mechanical because modern vehicles are increasingly connected computers on wheels.

Research shows that the most vulnerable entry points are often outside the physical vehicle itself, located in:

• Cloud services and apps: Car manufacturers store massive amounts of data and connect vehicles to external servers, apps, and websites. Security flaws in these cloud platforms or companion mobile apps can expose personal data, location tracking history, or remote vehicle controls.

• The infotainment system and Wi-Fi: A car's media and entertainment console is often tied directly into internal communication networks (like CAN buses). If the infotainment system lacks strict digital separation, hackers or local intruders connected to the car's Wi-Fi or Bluetooth can potentially bridge into critical systems like the brakes, steering, or accelerator.

• Third-party supply chains (Computer Chips): Many carmakers use identical computer processors and software components sourced from external third-party chip manufacturers. A single software vulnerability or "back door" discovered in a chip model can affect multiple vehicle brands and models simultaneously.

🌐 The shift in automotive vulnerabilities...Previously, most security flaws resided within the internal physical systems of the vehicles themselves. The current landscape shows a drastic transition driven by constant connectivity:

• Infotainment Systems: Multimedia hubs and integrated Wi-Fi networks remain major entry points. If these systems are not properly isolated from critical vehicle controls, hackers could move from the multimedia interface to gain physical control over the brakes, accelerator, and steering.

• Cloud Data Leaks: The risk is real and involves the exposure of sensitive information. For instance, a case brought to light in December 2024 revealed that GPS location data, addresses, and phone numbers associated with approximately 800,000 electric vehicles remained openly accessible on the internet for months due to a flaw in an automaker's cloud infrastructure.

• Shared Chip-Related Threats: Since different automakers often source computer chips from the same suppliers, a vulnerability discovered in the IT system of one specific model could be exploited by hackers to compromise vehicles from entirely different brands. 

🛠️ How to mitigate risks (driver responsibility)...While manufacturers must design a rigid separation between entertainment systems and vehicle control systems, researchers emphasize that car owners also play a crucial role in protection:

1. Prompt Updates: Install software updates as soon as the car’s dashboard or the manufacturer’s app prompts you to do so. These often fix serious security vulnerabilities.

2. Caution with AI Assistants: Avoid sharing overly personal information or passwords with in-car voice assistants. Like other AI systems, they can be manipulated to reveal data that was previously provided.

3. Strong Credentials: Use complex and robust passwords for any apps associated with your vehicle.

University of Gothenburg and Chalmers University of Technology

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