An End of Innocence Shari Prange c. Shari Prange Electric racing was forever changed one hot April Sunday at Phoenix International Raceway. The accident happened just past the grandstands, where a few hundred sat in the available patch of shade. During the final event of the Solar & Electric 500, the lead car, number 99 from Solectria, began to trail a smear of yellow fluid and vapors. It spun and came to rest not quite off the track. Driver James Worden struggled out of the car and collapsed on the ground. The other cars stopped and soon retreated to the garages, yielding the track to ambulances and fire engines. The stands and infield were evacuated. Worden was flown by med-evac chopper to the hospital. What really happened? Rumors ran wild: exploding batteries, deadly gas, Worden severely burned, pavement melted. Actually, James Worden was released from the hospital in a few days with no burns and no lasting damage. The track surface was undamaged. There was no explosion, just a leak. The drama has dissipated, but the questions remain. What really happened, and how dangerous was it? New Technology The Solectria car was using zinc-bromine batteries. This type of battery has its electrolyte, which is almost 80% water, stored in two tanks external from the reaction, and is continuously circulated by a pump for the battery to operate. Electricity is stored by dissociating Zinc-Bromide and storing the Zinc metal and Bromine for later recombination during discharge. During a charge, Zinc is plated onto one electrode and Bromine evolves at the other electrode in the cell. As Bromine is formed, it is "complexed" immediatelyÄa complexing agent "holds" six Bromine atoms. The complexed bromine is pumped to the external tank. During discharge, the electrolyte circulates to the cell for reaction with the Zinc. During the race, one of the hoses became disconnected and leaked the complexed bromine fluid, some of which vaporized on the 130ø pavement. Pure liquid bromine is extremely toxic. However, the battery uses a complexed bromine solution which significantly reduces the emission of vapors. Phillip Eidler of Johnson Controls, manufacturer of the battery, said the fumes are comparable to ammonia fumes: irritating to the lungs and extremely unpleasant, but not dangerous unless inhaled in concentrated amounts. Eidler himself was on track within minutes after the incident, pouring baking soda on the spill to neutralize it just as you would for a lead-acid battery spill. The Zinc-Bromine battery has been under development and testing by Johnson Controls for several years. It has a high energy density. The battery holds energy for short periods of time and can be totally discharged. It is intended as a battery for electric vehiclesÄcommuter cars, busses, delivery trucks, etc.Ä and a load leveler for utilities and home solar power systems. The Texas A & M entry also used Zinc-Bromine batteries, which were supplied by S.E.A. of Australia. David Swan, Assistant Director of the Center for Electrochemical Systems, said their car experienced no problems, and they still regard Zinc-Bromine as a promising technology. The Questions The questions raised by this incident extend beyond this specific battery, car, or race. What is the role of electric car racing? One role is to provide an exciting positive showcase for electric vehicles. Should racing then limit itself to proven "safe" technologies? Is there a "safe" technology in any carÄelectric or combustion? Another role of electric racing is to spur the development of new technologies and be their proving ground. As David Swan pointed out, the firewalls we now have in all our cars were developed in response to early racing accidents. Perhaps separate racing classes would be appropriate: a "showroom stock" class, and a class for experimental or racing technology. Race organizer Ernie Holden said different classes are being considered for future events. The Question of Safety Racing is a dangerous sport and as electric racing matures and speeds increase, there will be accidents and injuries. Safety precautions will have to grow along with the technology and performance of the cars, but there will always be some risk. Accepting risks is the way humanity explores the edges of its potential. However, not all risks are acceptable. It is not acceptable to endanger spectators. According to Johnson Controls, the incident in Phoenix did not pose any threat to spectators. However, it did raise the issue of the potential threat, which needs to be addressed in future racing rules. Minimizing risks Many procedures can minimize risks. Ambulance and fire crews were on site and properly briefed for the race. "The emergency crews did exactly what they were supposed to do, " said Eric Holden. Not everyone was briefed. Mike Brown of Electro Automotive was in the pit and one of his team's cars was right behind Worden when the spill occurred. Said Mike Brown, "I know there were Zinc-Bromine batteries in the race, but I know nothing about how they work or what to do in an accident. Better safety briefings are definitely needed, especially on exotic technologies." Eric Holden agreed that more detailed information on possible hazards should and will be disseminated to all track personnel and driving teams. What rules should apply to the batteries themselves? Both James Worden and driver Tim Considine agree the batteries should be contained and isolated from the driver. What should tech inspections include? What are the qualifications of the inspectors? Eric Holden plans to bring in qualified independent parties to assess the safety issues specific to new technologies. Teams will be required to submit detailed plans of their cars, especially the battery systems, well in advance of the race. Mike Brown, from his years as an auto mechanic, feels this incident is a strong argument for automotive-quality components in automotive applications. "Gauges and fittings that work just fine on a lab bench were never intended to withstand the temperatures, vibration, and jostling of a car. We already have the technology to handle hazardous fluids in vehicles. We need to apply it." Professionalism is another factor. In the two years of the Solar & Electric 500, some of the cars were built in haste at the track under less than ideal conditions, and made their maiden runs to qualify. This erodes safety, and more so if experimental technologies are used. Driver Responsibility Drivers and teams are responsible for monitoring the condition of their cars, and must voluntarily pull out if they detect potential safety hazards such as leaks, bad tires, or unsecured batteries. Tim Considine, a professional race driver, objected strongly to the poor skill of some of the amateurs, which was evidenced by numerous reported "bumps" between cars. Although "bumping" probably did not contribute to the bromine spill, it did unnecessarily lower the overall safety level of the race. "I saw some very foolish driving out there," he said. "There has to be better policing of the drivers." He does not rule out amateurs. "Amateurs can be good or bad. The fellow in the Porsche never made a wrong move, and he had never raced before." One suggestion is that drivers be required to take several checkout laps under judges' observation to qualify for the race, or show some minimal driving experience. Perhaps the race sponsors could provide a short practical introduction to race techniques and etiquette by a professional driver prior to the race. Eric Holden agrees that there will be tighter security and controls on driver ability in the future. Overreaction And what about the release of toxic hysteria into the atmosphere? When the bromine hit the fan, there was a cry of "Run for your lives!" and a minor stampede through the infield. If the grandstands had been full, the panic could have been much more dangerous than the bromine. Ignorance begets fear. In a world where we are daily warned of invisible dangers in the innocent-seeming sunshine and rain, the unknown red cloud had a terrifying appearance. The race announcer especially should have information at his or her fingertips. A voice of calm sanity could do much to preserve order in such a situation. The Conclusion of the Race One final hotly debated question applies only indirectly to safety. Should the car responsible for ending the race prematurely be awarded first place? James Worden who was leading by several laps when the race was red-flagged was awarded the trophy. So far no one has found a precedent for the situation in racing history. Or is it possible, as Worden contends, that the spill could have been cleared and the race safely completed under calmer, better informed circumstances? "If I had to do it again, I'd do the same thing," said Eric Holden. "I prefer to err on the side of caution." Off the race track Aside from the rules and safety considerations of the race, do these technologies belong in our future personal cars and homes? There is irony in this question. The accusations being tossed at exotic batteries are the same ones the public throws at electric vehicles in general: "Aren't they dangerous? What would happen in an accident? They're too strangeÄwe should stick to improving conventional technology." We must evaluate the risks and benefits, and techniques to minimize or eliminate risks both on and off the race track. Many common items in our homes and cars are dangerous if used carelessly or improperly, but we scarcely notice because they are familiar and well controlled. Methods exist for safely handling dangerous technologies like sulfuric acid or propane. Coming of Age "It's time for electric vehicles to grow up," said David Swan. "Up until now, they've been idealized as wholly benign. We need to acknowledge that, like any car, they have hazards that must be adequately addressed in their design." The Phoenix incident raises many questions that involve people as much as they do technology. The answers cannot blindly embrace all new technologies and ignore potential risks, nor condemn all new technologies and all risks as bad and unacceptable. The wise answers will lie somewhere in the middle. As Tim Considine said, "Today electric cars came of age." 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