Chinese‑language outlet 第一电动 reports that UL (presumably UL Solutions) has developed an aqueous‑phase technique to transform lignocellulosic by‑products from the timber industry into carbon nanofibers (CNFs) tailored for sodium‑ion battery (SIB) anodes. The process avoids high‑temperature pyrolysis and hazardous solvents, instead using a water‑based dispersion of wood pulp, followed by a mild hydrothermal treatment that yields a network of interconnected CNFs with diameters of 10–30 nm and a specific surface area of ~350 m² g⁻¹.

Laboratory tests show the CNF‑based anodes deliver an initial reversible capacity of 210 mAh g⁻¹ at 0.1 C, with a capacity retention of 92 % after 1,000 cycles at 1 C. When paired with a Na₃V₂(PO₄)₃ cathode, the full cell achieves an energy density of 140 Wh kg⁻¹ and a power capability of 3 kW kg⁻¹, comparable to early‑stage lithium‑ion cells but at a projected material cost 30 % lower because sodium is abundant and the CNFs are derived from waste wood.

The significance for the battery industry lies in three fronts. First, the use of a low‑temperature, water‑based process reduces manufacturing carbon footprints and aligns with stricter ESG regulations. Second, the feedstock—sawdust, bark, and other residues—offers a virtually limitless, low‑cost supply chain, mitigating the geopolitical risks tied to lithium and cobalt. Third, the performance metrics place SIBs a step closer to grid‑scale storage applications where energy density is less critical than cost, safety, and cycle life.

If UL can scale the process to pilot‑plant volumes, the technology could accelerate the rollout of sodium‑ion batteries in utility‑scale projects, especially in regions with abundant forestry residues. The company has not disclosed a timeline for commercial production, but a partnership with a Chinese battery pack integrator is rumored to be in negotiation, aiming for a 2028 market entry. 第一电动

CleanTechnica’s recent analysis of global transit agency orders shows a decisive pivot toward battery‑electric buses (BEBs) in 2026. According to the article, agencies in North America, Europe, and parts of Asia placed a combined total of 12,400 new zero‑emission buses, of which 9,800 (79 %) are battery‑electric, 2,200 (18 %) are hydrogen fuel‑cell, and the remaining 400 are hybrid‑electric. This marks a 23 % increase in BEB share compared with the same quarter in 2025.

Key buyers include the Los Angeles County Metropolitan Transportation Authority (LA Metro), which awarded a $1.2 billion contract to BYD for 1,200 40‑foot BEBs equipped with 450 kWh lithium‑iron‑phosphate (LFP) packs, and the German federal transport ministry, which allocated €850 million to procure 800 BEBs from a consortium led by Bosch and CATL, each featuring a 600 kWh high‑energy NMC811 pack to support longer inter‑city routes.

The surge is driven by several converging factors. First, falling battery pack prices—average LFP pack cost reached $85 kWh⁻¹ in Q3 2026, a 12 % year‑on‑year decline—make total bus cost‑of‑ownership competitive with diesel. Second, stricter emissions regulations in major cities (e.g., California’s 2027 zero‑tailpipe rule) force agencies to adopt cleaner fleets. Third, advances in fast‑charging infrastructure, such as 1 MW depot chargers capable of delivering 80 % charge in under 30 minutes, alleviate range‑anxiety for high‑utilisation routes.

The implications for the battery supply chain are profound. BEBs require high‑power, high‑energy packs with robust thermal management, prompting manufacturers to upscale production of both LFP and high‑nickel NMC chemistries. Moreover, the large‑scale orders provide a predictable demand signal that could accelerate the construction of dedicated BEB battery gigafactories, especially in Europe where the EU’s Battery Alliance aims to double capacity by 2030.

However, challenges remain. The article notes that recycling capacity for end‑of‑life bus batteries is still nascent, with only two commercial facilities in Europe handling >10 GWh annually. Additionally, the higher upfront capital outlay for depot charging infrastructure may strain municipal budgets, potentially slowing adoption in lower‑income regions.

Overall, the data underscores that battery‑electric buses are moving from niche pilots to mainstream procurement, a trend that will drive sustained growth in high‑power battery manufacturing and associated recycling ecosystems. CleanTechnica

In a recent interview featured on CleanTechnica, Janus Electric CEO Ben Hutt explained why the company’s battery‑swap model for medium‑duty trucks could actually reduce the total number of battery packs required across a fleet. Janus operates a “swap‑as‑a‑service” platform in Australia, where trucks equipped with a 120 kWh modular pack can exchange a depleted module for a fully charged one at a network of automated stations.

Hutt revealed that, contrary to the common perception that swapping multiplies inventory, the system’s “shared‑pool” logic allows a fleet of 200 trucks to function with only 150 physical packs—about 25 % fewer than a traditional “own‑the‑pack” approach. The reduction stems from two efficiencies: (1) higher utilization rates, as swapped packs spend an average of 95 % of their time in active service versus 70 % for owned packs, and (2) the ability to stagger charging cycles, smoothing demand on the grid and avoiding the need for oversized on‑site chargers.

Financially, Janus estimates a capital expenditure (CapEx) saving of roughly $1.8 million per 100‑truck fleet, based on an average pack cost of $12,000/kWh. Moreover, the subscription model shifts battery degradation risk to Janus, offering fleet operators predictable operating expenses and extended vehicle uptime.

From a technical standpoint, Janus’s packs use a lithium‑nickel‑cobalt‑aluminum (NCA) chemistry optimized for fast charging (0‑80 % in 12 minutes at 350 kW) and a robust thermal management system that tolerates 150 kW peak power during swaps. The modular design also facilitates second‑life applications; once a pack reaches 80 % of its original capacity, it can be redeployed in stationary storage for grid‑balancing services, further extending asset value.

The broader industry implication is that battery‑swap networks could become a cost‑effective alternative to full‑fleet electrification, especially for logistics operators with high‑utilisation routes and limited depot space. However, Hutt cautioned that the model relies on dense station coverage—Janus currently operates 18 stations across New South Wales and plans to double that number by 2028—to keep swap times under three minutes and avoid dead‑heading.

If other manufacturers adopt similar shared‑pool architectures, the overall demand for battery packs may grow more modestly than projected, but the turnover rate of packs could increase, boosting the market for second‑life storage and recycling services. The interview underscores that battery‑swap is not just a convenience feature; it reshapes the economics and lifecycle of EV batteries. CleanTechnica