Fighting Bushfires Goes High Tech With Laser Drones, Sensors And Satellites
Australia’s fire season looms and researchers are looking to move beyond ‘detecting fires with people in towers and binoculars’.
4 min
SYDNEY—In October, a sensor mounted on an 8.5-metre pole in the Australian countryside detected small particles in the air near a timber plantation and sent out an alert.
When plantation staff arrived, they found a small man-made fire that was already under control, but the incident offered a glimpse of how authorities hope to use new technology to battle bushfires that have grown increasingly intense in recent years.
As a new fire season begins in Australia—a recent bushfire ravaged about half of Fraser Island in the country’s east—researchers are looking to rely more on technology to find blazes quickly and better predict their path.
A monthslong government inquiry into the devastating 2019-2020 fire season in Australia, which killed more than two dozen people and burned an area bigger than Washington state, concluded that authorities need to be better prepared and recommended that officials work with the private sector to develop new technology.
“We’re still detecting fires with people in towers and binoculars. We’ve got to move beyond that,” said Leigh Kelson, program director at FireTech Connect in Australia, a government-funded effort to help startups develop new firefighting technologies. Firefighters also rely on the equivalent of 911 calls to find new blazes.
The ideas researchers are exploring include fitting drones with lasers that can map dry areas at higher fire risk and whether satellites can detect extreme fire behaviour.
Last fire season, authorities were surprised by how quickly the blazes spread and how long they burned, which they later attributed to a prolonged drought that had left the land parched with plenty of dry vegetation to fuel the flames. Last year was Australia’s hottest year on record, according to the government’s Bureau of Meteorology, and fires are projected to become more intense and frequent because of climate change.
Parts of Australia have received more rainfall in recent months, and the current fire season isn’t expected to be as severe. Still, firefighters have struggled to control some of the blazes. The fire on Fraser Island, the largest sand island in the world and a Unesco World Heritage site, prompted officials to tell some residents to evacuate from homes in the path of the flames. On Sunday, firefighters said rainfall had finally helped to contain that blaze, which started in mid-October.
Other regions, including the western U.S. and even in frosty Siberia, have experienced particularly intense fire seasons recently, stretching global firefighting resources and making early detection of fires more crucial. Fires left unchecked can create their own weather systems, raining embers down on nearby communities and pushing dangerous smoke into big cities and even to neighbouring countries.
The sensor that picked up the October fire near the timber plantation is one of more than 40 in a network that covers an area nearly double the size of New York City in Australia’s Victoria state. The solar-powered, cylinder-shaped sensors are packed with instruments including optical and thermal cameras, flame detectors, particle counters for air quality, and ground-vibration readers. The data are publicly available online in real-time.
Attentis Pty. Ltd., a Melbourne, Australia-based company, finished installing the network in early 2019 as a pilot project to demonstrate the technology. They didn’t get much use detecting fires last season because the blazes were too far away.
Cameron McKenna, managing director at the company, said he is in talks to install similar sensor networks to improve fire detection capabilities in other parts of the country. “We use multiple methods of detection as opposed to a single method,” he said.
In Canberra, Australia’s capital, researchers are working with a local firefighting agency to install video cameras on four fire towers. One tower will also have a thermal camera installed.
A computer program will scan images from the thermal camera to detect fires, and a person will monitor the other video feeds. Researchers plan to develop a computer program to automatically scan the video feeds too, said Marta Yebra, director of the Australian National University Bushfire Initiative. The idea is to determine whether the cameras detect new fires quicker than the old-fashioned way of having a person in the fire tower, she said.
Rohan Scott, who leads the rural fire service in the Canberra area, said people in towers on average spot fires within seven minutes of ignition. But the towers are only staffed on high-risk days.
“If we can get detection 24/7 but at the same speed as a human-manned fire tower, then I think that would be a good outcome,” he said. “Anything quicker than that would be a definite bonus.”
Other ideas involve using drones fitted with lasers to create detailed maps so authorities know which areas have more dry vegetation and present a higher fire risk. One recent effort involved researchers poring over satellite imagery in an attempt to build a model for detecting extreme fire behaviour from orbit. They found that changes in smoke colours could help predict fire behaviour, according to the Minderoo Foundation, a nonprofit that sponsored the research.
One company, Fireball.International Pty. Ltd., says its machine-learning method can detect smoke from ground-based cameras and fires from heat signatures on thermal-satellite images. Its system is already being used by a big power company in California, and Fireball plans to begin pilot programs in Australia this fire season, executives said.
A prototype of the system detected smoke from fires within 15 minutes of ignition, while averaging less than one false positive a day per camera, according to an analysis published in a peer-reviewed journal in January. It said there is room for improvement.
“People are beginning to realise, ‘Gosh, we really can detect a fire in the first five minutes,’” said Tim Ball, an academic and co-founder of the company who is also a former firefighter.
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Competitive pressure and creativity have made Chinese-designed and -built electric cars formidable competitors
4 min
China rocked the auto world twice this year. First, its electric vehicles stunned Western rivals at the Shanghai auto show with their quality, features and price. Then came reports that in the first quarter of 2023 it dethroned Japan as the world’s largest auto exporter.
How is China in contention to lead the world’s most lucrative and prestigious consumer goods market, one long dominated by American, European, Japanese and South Korean nameplates? The answer is a unique combination of industrial policy, protectionism and homegrown competitive dynamism. Western policy makers and business leaders are better prepared for the first two than the third.
Start with industrial policy—the use of government resources to help favoured sectors. China has practiced industrial policy for decades. While it’s finding increased favour even in the U.S., the concept remains controversial. Governments have a poor record of identifying winning technologies and often end up subsidising inferior and wasteful capacity, including in China.
But in the case of EVs, Chinese industrial policy had a couple of things going for it. First, governments around the world saw climate change as an enduring threat that would require decade-long interventions to transition away from fossil fuels. China bet correctly that in transportation, the transition would favour electric vehicles.
In 2009, China started handing out generous subsidies to buyers of EVs. Public procurement of taxis and buses was targeted to electric vehicles, rechargers were subsidised, and provincial governments stumped up capital for lithium mining and refining for EV batteries. In 2020 NIO, at the time an aspiring challenger to Tesla, avoided bankruptcy thanks to a government-led bailout.
While industrial policy guaranteed a demand for EVs, protectionism ensured those EVs would be made in China, by Chinese companies. To qualify for subsidies, cars had to be domestically made, although foreign brands did qualify. They also had to have batteries made by Chinese companies, giving Chinese national champions like Contemporary Amperex Technology and BYD an advantage over then-market leaders from Japan and South Korea.
To sell in China, foreign automakers had to abide by conditions intended to upgrade the local industry’s skills. State-owned Guangzhou Automobile Group developed the manufacturing know-how necessary to become a player in EVs thanks to joint ventures with Toyota and Honda, said Gregor Sebastian, an analyst at Germany’s Mercator Institute for China Studies.
Despite all that government support, sales of EVs remained weak until 2019, when China let Tesla open a wholly owned factory in Shanghai. “It took this catalyst…to boost interest and increase the level of competitiveness of the local Chinese makers,” said Tu Le, managing director of Sino Auto Insights, a research service specialising in the Chinese auto industry.
Back in 2011 Pony Ma, the founder of Tencent, explained what set Chinese capitalism apart from its American counterpart. “In America, when you bring an idea to market you usually have several months before competition pops up, allowing you to capture significant market share,” he said, according to Fast Company, a technology magazine. “In China, you can have hundreds of competitors within the first hours of going live. Ideas are not important in China—execution is.”
Thanks to that competition and focus on execution, the EV industry went from a niche industrial-policy project to a sprawling ecosystem of predominantly private companies. Much of this happened below the Western radar while China was cut off from the world because of Covid-19 restrictions.
When Western auto executives flew in for April’s Shanghai auto show, “they saw a sea of green plates, a sea of Chinese brands,” said Le, referring to the green license plates assigned to clean-energy vehicles in China. “They hear the sounds of the door closing, sit inside and look at the quality of the materials, the fabric or the plastic on the console, that’s the other holy s— moment—they’ve caught up to us.”
Manufacturers of gasoline cars are product-oriented, whereas EV manufacturers, like tech companies, are user-oriented, Le said. Chinese EVs feature at least two, often three, display screens, one suitable for watching movies from the back seat, multiple lidars (laser-based sensors) for driver assistance, and even a microphone for karaoke (quickly copied by Tesla). Meanwhile, Chinese suppliers such as CATL have gone from laggard to leader.
Chinese dominance of EVs isn’t preordained. The low barriers to entry exploited by Chinese brands also open the door to future non-Chinese competitors. Nor does China’s success in EVs necessarily translate to other sectors where industrial policy matters less and creativity, privacy and deeply woven technological capability—such as software, cloud computing and semiconductors—matter more.
Still, the threat to Western auto market share posed by Chinese EVs is one for which Western policy makers have no obvious answer. “You can shut off your own market and to a certain extent that will shield production for your domestic needs,” said Sebastian. “The question really is, what are you going to do for the global south, countries that are still very happily trading with China?”
Western companies themselves are likely to respond by deepening their presence in China—not to sell cars, but for proximity to the most sophisticated customers and suppliers. Jörg Wuttke, the past president of the European Union Chamber of Commerce in China, calls China a “fitness centre.” Even as conditions there become steadily more difficult, Western multinationals “have to be there. It keeps you fit.”
Chris Dixon, a partner who led the charge, says he has a ‘very long-term horizon’
Americans now think they need at least $1.25 million for retirement, a 20% increase from a year ago, according to a survey by Northwestern Mutual
