Scientific & policy developments regarding the biological & health effects of electromagnetic radiation from cell phones, cell towers, Wi-Fi, Smart Meters, electric vehicles & other wireless technology, including 5G. Website curated by Joel Moskowitz, PhD, Director, Center for Family & Community Health, UC Berkeley School of Public Health.
(See the end of this post for additional resources.)
Combined effects of constant temperature and radio frequency exposure
on
Aedes mosquito development
Dom NC, Dapari R, Halim NMHNA, Rahman ATA.
Combined effects of constant temperature and radio frequency exposure on
Aedes mosquito development. Sci Rep. 2025 Aug 20;15(1):30571. doi:
10.1038/s41598-025-09383-3.
Abstract
Mosquito-borne diseases, such as dengue, Zika, and chikungunya, pose
significant public health threats, particularly in tropical regions like
Malaysia. Aedes aegypti and Aedes albopictus are primary vectors of
these diseases, with their developmental stages being highly sensitive
to environmental factors. While temperature is a well-known driver of
mosquito biology, the potential influence of anthropogenic factors such
as radio frequency (RF) exposure remains underexplored. This study
investigates the combined effects of temperature and RF exposure on the
developmental stages of these mosquito species to provide insights into
their population dynamics and inform vector control strategies. A
factorial experimental design was employed, incorporating four
temperature conditions (20 °C, 25 °C, 30 °C, and 35 °C) and three RF
exposure levels (900 MHz, 18 GHz, and a control group with no RF
exposure). The developmental durations for hatching, larval, pupation,
and adult emergence stages were monitored daily under controlled
laboratory conditions. Data were analyzed using a quadratic response
surface model to evaluate the main effects and interactions between
temperature and RF exposure. Temperature emerged as the dominant factor
influencing developmental durations, with optimal conditions observed at
30-32 °C. RF exposure, particularly at 18 GHz, acted as a secondary
modulating factor, accelerating developmental stages under certain
temperature conditions. Ae. aegypti exhibited greater sensitivity to
temperature changes compared to Ae. albopictus, which displayed higher
adaptability and resilience to environmental variations. Interaction
effects were most evident at intermediate temperatures (25-30 °C), where
RF exposure synergistically reduced developmental durations. However,
extreme RF exposure levels and suboptimal temperatures prolonged
developmental periods. This study highlights the critical role of
temperature in mosquito development while identifying RF exposure as a
potential modulator under specific conditions. The findings underscore
the importance of considering both environmental and anthropogenic
factors in vector management strategies. Future research should explore
the molecular mechanisms underlying these interactions to refine
predictive models and enhance vector control efforts in rapidly
urbanizing regions.
Conclusion
In
summary, temperature is the primary determinant of mosquito
developmental durations, with RF exposure exerting secondary modulating
effects under specific conditions. Ae. aegypti was more sensitive to environmental variations, while Ae. albopictus
displayed greater resilience and adaptability. These findings provide a
foundation for incorporating environmental variables, including
anthropogenic factors such as RF exposure, into predictive models for
mosquito population dynamics and vector management. Future research
should explore the molecular mechanisms underlying these interactions
and assess their implications for disease transmission and control in
different ecological settings.
Potential Effects of Anthropogenic Radiofrequency Radiation on Cetaceans
Balmori-de la Puente A, Balmori A.
Potential Effects of Anthropogenic Radiofrequency Radiation on Cetaceans. Radiation. 2024; 4(1):1-16. doi: 10.3390/radiation4010001.
Abstract
Cetaceans
are cast to shore for a large number of reasons, although sometimes it
is not clear why. This paper reviews the types and causes of cetacean
strandings, focusing on mass strandings that lack a direct scientific
explanation. Failure of cetacean orientation due to radiofrequency
radiation and alterations in the Earth’s magnetic field produced during
solar storms stand out among the proposed causes. This paper proposes
the possibility that anthropogenic radiofrequency radiation from
military and meteorological radars may also cause these strandings in
areas where powerful radars exist. A search of accessible databases of
military and meteorological radars in the world was carried out.
Research articles on mass live strandings of cetaceans were reviewed to
find temporal or spatial patterns in the stranding concentrations along
the coast. The data showed certain patterns of spatial and temporal
evidence in the stranding concentrations along the coast after radar
setup and provided a detailed description of how radars may interfere
with cetacean echolocation from a physiological standpoint. Plausible
mechanisms, such as interference with echolocation systems or pulse
communication systems, are proposed. This work is theoretical, but it
leads to a hypothesis that could be empirically tested. Further in-depth
studies should be carried out to confirm or reject the proposed
hypothesis.
Simple Summary
The
number of mass stranding events is dramatically increasing in recent
decades affecting cetacean diversity and conservation. They consist in
the accumulation of cetacean carcasses or live animals along the coast
following certain temporal and spatial patterns. Although some cases can
be explained based on a combination of physical or biological natural
factors, direct human intervention is contributing to many of them.
However, there are still many cases with unknown causes that demand to
increase the efforts to describe possible new threats to cetacean
species. In this context, we evaluate the potential effect of
anthropogenic radiofrequency radiation (i.e., from meteorological and
military radars) that has had a great expansion in the last years and is
known to alter the magnetic receptor organs in several groups of
animals. The aim of this work, was to conduct a bibliographic review
reporting mass stranding events together with a search of radars in the
vicinity areas. The results obtained suggest that anthropogenic
radiofrequency radiation may be considered as a novel factor to
understand some stranding events with unknown causes and proposes some
plausible mechanisms of action.
Biological effects of electromagnetic
fields on insects:
a systematic review and meta-analysis
Thill A, Cammaerts MC, Balmori A. Biological effects of electromagnetic
fields on insects: a systematic review and meta-analysis. Rev Environ
Health. 2023 Nov 23. doi: 10.1515/reveh-2023-0072.
Abstract
Worldwide, insects are declining at an alarming rate. Among other
causes, the use of pesticides and modern agricultural practices play a
major role in this. Cumulative effects of multiple low-dose toxins and
the distribution of toxicants in nature have only started to be
investigated in a methodical way. Existing research indicates another
factor of anthropogenic origin that could have subtle harmful effects:
the increasingly frequent use of electromagnetic fields (EMF) from
man-made technologies. This systematic review summarizes the results of
studies investigating the toxicity of electromagnetic fields in insects.
The main objective of this review is to weigh the evidence regarding
detrimental effects on insects from the increasing technological
infrastructure, with a particular focus on power lines and the cellular
network. The next generation of mobile communication technologies, 5G,
is being deployed - without having been tested in respect of potential
toxic effects. With humanity's quest for pervasiveness of technology,
even modest effects of electromagnetic fields on organisms could
eventually reach a saturation level that can no longer be ignored. An
overview of reported effects and biological mechanisms of exposure to
electromagnetic fields, which addresses new findings in cell biology, is
included. Biological effects of non-thermal EMF on insects are clearly
proven in the laboratory, but only partly in the field, thus the wider
ecological implications are still unknown. There is a need for more
field studies, but extrapolating from the laboratory, as is common
practice in ecotoxicology, already warrants increasing the threat level
of environmental EMF impact on insects.
Excerpt
Looking back at the history of science, it seems that adverse effects have frequently been reported early on, but mostly been ignored – e.g. in the cases of asbestos, lead and cigarettes. It has typically taken decades to understand the mechanisms of toxicity and for the official position to shift. The European Environment Agency EEA has produced several reports on this topic under the title “Late lessons from early warnings” [146, 147].
Thirty-six of the fifty-five HF-EMF studies reported in this review used field strengths lower than 6 V/m (∼100 mW/m2), and 31 of these 36 studies (86 %) nevertheless found statistically significant adverse effects, starting at about 2 V/m and peaking around 6 V/m. This is below the regulatory thresholds established by the International Commission on Non-Ionizing Radiation Protection (ICNIRP) (41 V/m, or 61 V/m above 2 GHz), and even below the particularly stringent installation limits only found in a handful of countries [94]. (The installation limit is measured where people can stay for long periods of time, i.e. homes, schools, working places and playgrounds for kids.)
Panagopoulos et al. detected a bioactive window at a distance of 20–30 cm from GSM mobile phones, where the power density equaled 100 mW/m2 (∼6 V/m), and where toxic effects in Drosophila are already observed after a 1-min exposure. These results have been replicated several times [148], [149], [150]. If this is generally true for insects, the limit for toxic effects would be 100 times below the current ICNIRP limit (10 W/m2 or 61 V/m), which protects only against thermal effects (in humans), and possibly 1,000 times lower than current limits for chronic exposure, i.e. 10 mW/m2 or 2 V/m (all comparisons based on power densities, i.e. energy per surface area units) [94]. A recent study found significant effects on gene transcription and chromosomal abnormalities using a WiFi signal at 4.8 mW/m2 or 1.35 V/m in Drosophila exposed for 9 days [145]. These findings of biological effects in insects starting at around 2 V/m imply that existing standards would have to be revised and made more stringent, to include nature protection/wild-life concerns.
Current ambient power densities are generally still below 10 or 100 mW/m2 (i.e. 2 or 6 V/m). A recent study measured values of 0.17–0.53 V/m in the field (0.1–0.8 mW/m2) [101]. Values mainly in the range of 0.5–1 V/m were found around schools in Crete [151]. Nationwide measurements of the National Observatory of electromagnetic fields (NOEF) in Greece found average values higher than 1 V/m in 55 % of sites, and values greater than 2 V/m in 20 % of measurement sites [152]. A recent review lists power densities ranging from 0.23 V/m in Swiss residential areas to 1.85 V/m in an Australian university neighborhood [86]. In urban hot spots (UK), a maximum of 150 mW/m2 (7.5 V/m) and an average of 25 mW/m2 (3.3 V/m) were measured (including WiFi) [153]. The French “Agence nationale des fréquences” (ANFR) found an average of 1.17 V/m at 1,300 5G base stations, and the authors expect a 20 % increase in the next years [154]. In Belgium, Italy, Switzerland, Russia and China, the installation limit is 6 V/m (100 mW/m2) for mobile telephony base stations, whereas Germany, the UK, the USA and many other countries adhere to the much higher ICNIRP limits [94, 155]. The ICNIRP limits have recently been questioned, since they are based on findings from more than 20 years ago, and their assumptions have been proven false [156]. Furthermore, the ICNIRP limits are designed to protect humans and have not been tested as to their adequacy in protecting wildlife and insects [157].
Levitt BB, Lai HC and Manville AM II. (2022) Low-level EMF effects onwildlife and plants: What research tellsus about an ecosystem approach.Front. Public Health10:1000840.doi: 10.3389/fpubh.2022.1000840.
Abstract
There is enough evidence to indicate we may be damaging non-human
species at ecosystem and biosphere levels across all taxa from rising
background levels of anthropogenic non-ionizing electromagnetic fields
(EMF) from 0 Hz to 300 GHz. The focus of this Perspective paper is on
the unique physiology of non-human species, their extraordinary
sensitivity to both natural and anthropogenic EMF, and the likelihood
that artificial EMF in the static, extremely low frequency (ELF) and
radiofrequency (RF) ranges of the non-ionizing electromagnetic spectrum
are capable at very low intensities of adversely affecting both fauna
and flora in all species studied. Any existing exposure standards are
for humans only; wildlife is unprotected, including within the safety
margins of existing guidelines, which are inappropriate for
trans-species sensitivities and different non-human physiology.
Mechanistic, genotoxic, and potential ecosystem effects are discussed.
Excerpt
Radiofrequency radiation is a form of energetic air pollution and should be regulated as such (25). U.S. law (130) [42 USC § 7602 (g)] defines air pollution as:
“The term “air pollutant” means any air pollution agent or combination of such agents, including any physical, chemical, biological, radioactive (including source material, special nuclear material, and byproduct material) substance or matter which is emitted into or otherwise enters the ambient air. Such term includes any precursors to the formation of any air pollutant, to the extent the Administrator has identified such precursor or precursors for the particular purpose for which the term “air pollutant” is used.”
Unlike classic chemical toxicology pollutants in which a culprit can typically be identified and quantified, RFR may function as a “process” pollutant in the air not unlike how endocrine disruptors function in food and water in which the stressor causes a cascade of unpredictable systemic effects. The stimulus in the RFR analogy would be physical/energetic rather than chemical.
Long-term chronic low-level EMF exposure guidelines, which do not now exist, should be set accordingly for wildlife; mitigation techniques where possible should be developed; full environmental reviews should be conducted prior to the licensing/buildout of major new technologies like 5G; and environmental laws/regulations should be strictly enforced (25). We have a long over-due obligation to consider potential consequences to other species from our current unchecked technophoria—an obligation we have thus far not considered before species go extinct. In the views of these authors, the evidence requiring action is clear.
The Effects of Non-Ionizing Electromagnetic Fields on Flora and Fauna
(Levitt, Lai, and Manville)
The journal, Reviews on Environmental Health, just published the final part of a three-part monograph that examines the effects
of non-ionizing
electromagnetic fields (EMF), including wireless radiation from cell
towers and EMF from power lines, on flora and fauna. This 150-page tome
(plus supplements) written by B. Blake Levitt, Henry Lai, and Albert
Manville cites more than 1,200 references.
B. Blake Levitt, an award-winning journalist/author and former contributor to the New York Times, has specialized in
medical and science writing for over three decades. Since the late 1970's, she has researched the
biological effects of nonionizing radiation. Henry Lai is a scientist and bioengineering Professor Emeritus at the University of Washington and former Editor-in-Chief of Electromagnetic Biology and Medicine.
Dr. Lai is best known for his research published in 1995 which
concluded that low-level microwave radiation caused DNA damage in rat
brains. Albert Manville is a retired branch manager and senior wildlife
biologist in the
Division of Migratory Bird Management
at the U.S. Fish and Wildlife Service. Dr. Manville has served as an adjunct professor and lecturer for more than two decades at Johns Hopkins University where he
has taught field classes in ecology, conservation biology, and wildlife
management.
The abstracts and excerpts from this three-part monograph appear below.
Effects of non-ionizing electromagnetic fields on flora and fauna, part 1.
Rising ambient EMF levels in the environment
B.
Blake Levitt, Henry C. Lai, Albert M. Manville. Effects of non-ionizing
electromagnetic fields on flora and fauna, part 1. Rising ambient EMF
levels in the environment. Rev Environ Health. 2021 May 27. doi:
10.1515/reveh-2021-0026.
Abstract
Ambient
levels of electromagnetic fields (EMF) have risen sharply in the last
80 years, creating a novel energetic exposure that previously did not
exist. Most recent decades have seen exponential increases in nearly all
environments, including rural/remote areas and lower atmospheric
regions. Because of unique physiologies, some species of flora and fauna
are sensitive to exogenous EMF in ways that may surpass human
reactivity. There is limited, but comprehensive, baseline data in the
U.S. from the 1980s against which to compare significant new surveys
from different countries. This now provides broader and more precise
data on potential transient and chronic exposures to wildlife and
habitats. Biological effects have been seen broadly across all taxa and
frequencies at vanishingly low intensities comparable to today’s ambient
exposures. Broad wildlife effects have been seen on orientation and
migration, food finding, reproduction, mating, nest and den building,
territorial maintenance and defense, and longevity and survivorship.
Cyto- and geno-toxic effects have been observed. The above issues are
explored in three consecutive parts: Part 1 questions today’s ambient
EMF capabilities to adversely affect wildlife, with more urgency
regarding 5G technologies. Part 2 explores natural and man-made fields,
animal magnetoreception mechanisms, and pertinent studies to all
wildlife kingdoms. Part 3 examines current exposure standards,
applicable laws, and future directions. It is time to recognize ambient
EMF as a novel form of pollution and develop rules at regulatory
agencies that designate air as ‘habitat’ so EMF can be regulated like
other pollutants. Wildlife loss is often unseen and undocumented until
tipping points are reached. Long-term chronic low-level EMF exposure
standards, which do not now exist, should be set accordingly for
wildlife, and environmental laws should be strictly enforced.
Ambient
background levels of EMF have risen sharply in the last four decades,
creating a novel energetic exposure that previously did not exist at the
Earth’s surface, lower atmospheric levels, or underwater environments.
Recent decades have seen exponential increases in nearly all
environments, including remote regions. There is comprehensive but
outdated baseline data from the 1980s against which to compare
significant new surveys from other countries which found increasing RFR
levels in urban, suburban and remote areas, primarily from cell
infrastructure/phone/WiFi exposures. One indicative comparison of
similar sites between 1980 and today found a 70-fold (7,000%) increase
in ambient RFR [149]. The increased infrastructure required for 5G
networks will widely infuse the environment with new atypical exposures,
as are increasing satellite systems communicating with ground-based
civilian networks. The new information provides broader perspective with
more precise data on both potential transient and chronic exposures to
wildlife and habitats. Biological effects have been seen broadly across
all taxa at vanishingly low intensities comparable to today’s ambient
exposures as examined in Part 2. The major question presented in Part 1
was whether increasing anthropogenic environmental EMF can cause
biological effects in wildlife that may become more urgent with 5G
technologies, in addition to concerns over potentially more lenient
allowances being considered by major standards-setting committees at FCC
and ICNIRP (examined in Part 3). There are unique signaling
characteristics inherent to 5G transmission as currently designed of
particular concern to non-human species. Background levels continue to
rise but no one is studying cumulative effects to nonhuman species.
379 references.
--
Effects of non-ionizing electromagnetic fields on flora and fauna, Part 2 impacts:
how species interact with natural and man-made EMF
B Blake Levitt, Henry C Lai, Albert M Manville.
Effects of non-ionizing electromagnetic fields on flora and fauna,
Part 2 impacts: how species interact with natural and man-made EMF.
Rev Environ Health. 2021 Jul 8. doi:10.1515/reveh-2021-0050.
Abstract
Ambient levels of nonionizing electromagnetic fields (EMF) have risen sharply in the last five decades to become a ubiquitous, continuous, biologically active environmental pollutant, even in rural and remote areas. Many species of flora and fauna, because of unique physiologies and habitats, are sensitive to exogenous EMF in ways that surpass human reactivity. This can lead to complex endogenous reactions that are highly variable, largely unseen, and a possible contributing factor in species extinctions, sometimes localized. Non-human magnetoreception mechanisms are explored. Numerous studies across all frequencies and taxa indicate that current low-level anthropogenic EMF can have myriad adverse and synergistic effects, including on orientation and migration, food finding, reproduction, mating, nest and den building, territorial maintenance and defense, and on vitality, longevity and survivorship itself. Effects have been observed in mammals such as bats, cervids, cetaceans, and pinnipeds among others, and on birds, insects, amphibians, reptiles, microbes and many species of flora. Cyto- and geno-toxic effects have long been observed in laboratory research on animal models that can be extrapolated to wildlife. Unusual multi-system mechanisms can come into play with non-human species - including in aquatic environments - that rely on the Earth's natural geomagnetic fields for critical life-sustaining information. Part 2 of this 3-part series includes four online supplement tables of effects seen in animals from both ELF and RFR at vanishingly low intensities. Taken as a whole, this indicates enough information to raise concerns about ambient exposures to nonionizing radiation at ecosystem levels. Wildlife loss is often unseen and undocumented until tipping points are reached. It is time to recognize ambient EMF as a novel form of pollution and develop rules at regulatory agencies that designate air as 'habitat' so EMF can be regulated like other pollutants. Long-term chronic low-level EMF exposure standards, which do not now exist, should be set accordingly for wildlife, and environmental laws should be strictly enforced - a subject explored in Part 3.
Effects
from both natural and man-made EMF over a wide range of frequencies,
intensities, wave forms, and signaling characteristics have been
observed in all species of animals and plants investigated. The database
is now voluminous with in vitro, in vivo, and field studies
from which to extrapolate. The majority of studies have found biological
effects at both high and low-intensity man-made exposures, many with
implications for wildlife health and viability. It is clear that ambient
environmental levels are biologically active in all non-human species
which can have unique physiological mechanisms that require natural
geomagnetic information for their life’s most important activities.
Sensitive magnetoreception allows living organisms, including plants, to
detect small variations in environmental EMF and react immediately as
well as over the long term, but it can also make some organisms
exquisitely vulnerable to man-made fields. Anthropogenic EMF may be
contributing more than we currently realize to species’ diminishment and
extinction. Exposures continue to escalate without understanding EMF as
a potential causative and/or co-factorial agent. It is time to
recognize ambient EMF as a potential novel stressor to other species,
design technology to reduce exposures to as low as reasonably
achievable, keep systems wired as much as possible to reduce ambient
RFR, and create laws accordingly — a subject explored more thoroughly in
Part 3.
675 references.
--
Effects of non-ionizing electromagnetic fields on flora
and fauna, Part 3.
Exposure standards, public policy, laws, and future
directions
B. Blake Levitt, Henry C. Lai, Albert M. Manville. Effects of non-ionizing electromagnetic fields on flora and fauna, Part 3. Exposure standards, public policy, laws, and future directions. Rev Environ Health. 2021 Sep 27. doi:
10.1515/reveh-2021-0083.
Abstract
Due to the continuous rising ambient levels of nonionizing electromagnetic fields (EMFs) used in modern societies—primarily from wireless technologies—that have now become a ubiquitous biologically active environmental pollutant, a new vision on how to regulate such exposures for non-human species at the ecosystem level is needed. Government standards adopted for human exposures are examined for applicability to wildlife. Existing environmental laws, such as the National Environmental Policy Act and the Migratory Bird Treaty Act in the U.S. and others used in Canada and throughout Europe, should be strengthened and enforced. New laws should be written to accommodate the ever-increasing EMF exposures. Radiofrequency radiation exposure standards that have been adopted by worldwide agencies and governments warrant more stringent controls given the new and unusual signaling characteristics used in 5G technology. No such standards take wildlife into consideration. Many species of flora and fauna, because of distinctive physiologies, have been found sensitive to exogenous EMF in ways that surpass human reactivity. Such exposures may now be capable of affecting endogenous bioelectric states in some species. Numerous studies across all frequencies and taxa indicate that low-level EMF exposures have numerous adverse effects, including on orientation, migration, food finding, reproduction, mating, nest and den building, territorial maintenance, defense, vitality, longevity, and survivorship. Cyto- and geno-toxic effects have long been observed. It is time to recognize ambient EMF as a novel form of pollution and develop rules at regulatory agencies that designate air as ‘habitat’ so EMF can be regulated like other pollutants. Wildlife loss is often unseen and undocumented until tipping points are reached. A robust dialog regarding technology’s high-impact role in the nascent field of electroecology needs to commence. Long-term chronic low-level EMF exposure standards should be set accordingly for wildlife, including, but not limited to, the redesign of wireless devices, as well as infrastructure, in order to reduce the rising ambient levels (explored in Part 1). Possible environmental approaches are discussed. This is Part 3 of a three-part series.
Excerpts
Introduction
This is Part 3 and concludes a three-part series on electromagnetic field (EMF) effects to wildlife.
Part 1
focused on measurements of rising background levels in urban, suburban,
rural, and deep forested areas as well as from satellites. Discussed
were different physics models used to determine safety and their
appropriateness to current exposures. The unusual signaling
characteristics and unique potential biological effects from 5G were
explored. The online edition of Part 1 contains a Supplement Table of
measured global ambient levels.
Part 2 is an
in-depth review of species extinctions, exceptional non-human
magnetoreception capabilities, and other species’ known reactions to
anthropogenic EMF exposures as studied in laboratories and in the field.
All animal kingdoms are included and clear vulnerabilities are seen.
Part 2 contains four Supplement Tables of extensive low-level studies
across all taxa, including ELF/RFR genotoxic effects.
Part 3
discusses current exposure standards, existing federal, and
international laws that should be enforced but often are not, and
concludes with a detailed discussion of aeroecology—the concept of
defining air as habitat that would serve to protect many, though not
all, vulnerable species today.
Some solutions
Existing
environmental laws in the U.S., Canada, and throughout Europe should be
enforced. For example, in the U.S., NEPA and its EISs should be
required each time a new broadly polluting EMF technology like 5G is
introduced, not as the current policy is being interpreted through
“CatEx” or simple dismissal. EISs should be required for all new
technologies that create pervasive ambient EMF such as ‘smart’
grid/metering, Distributed Antenna Systems (DAS), small cell networks,
and the 5G “Internet of Things.” Where wildlife species are affected,
systems and networks that currently meet radiation levels for CatEx (and
are therefore exempt from review) should be required to
develop/implement NEPA and EIS reviews for cumulative exposures to
wildlife from multi-transmission sources.
Efforts should begin to
develop acceptable exposure and emissions standards for wildlife, which
today do not exist. Setting actual exposure standards for wildlife will
be an enormous challenge, and for some species there may be no safe
thresholds, especially with 5G and MMW. We may simply need to back away
from many wireless technologies altogether, especially the densification
of infrastructure, and refocus on developing better dedicated wired
systems in urban, suburban and rural areas. Environmentally sensitive
wilderness areas should be considered off limits for wireless
infrastructure. Once air is seen as ‘habitat,’ there may come a time
when a cell phone call voluntarily not made will be understood
as removing something detrimental from air’s waste-stream, the way we
now see plastic bags regarding terrestrial/aquatic pollution.
There
are some reasonably simple things that can be done in the ELF ranges
that would benefit insect, bird, and many wild mammal and ruminant
species. For example, high-tension electric utility corridors can be
built or changed to cancel magnetic fields with different wiring
configurations. This is already widely done in the industry for other
reasons but it also coincidentally eliminates at the source at least the
magnetic field component for wildlife. There are other approaches too
but further discussion is beyond the scope of this paper.
Research
into the long-term, low-level ambient exposures to humans and wildlife
is imperative given the picture that is emerging. There is a likelihood
that low-level ambient EMF is a factor, or co-factor, in some of the
adverse environmental effects we witness today—many previously discussed
in this series of papers. There is currently no research in any
industrialized country that looks to the broader implications to all
flora and fauna from these rising background levels, even as effects to
individual species are observed. This is an important, emerging
environmental issue that must be addressed.
Conclusions
In
this broad three-part review, we sought to clarify if rising ambient
levels of EMF were within the range of effects observed in in vitro, in vivo,
and field studies in all animal phyla thus far investigated. We further
discussed mechanisms pertinent to different animal physiology,
behavior, and unique environments. The intention was to determine if
current levels have the ability to impact wildlife species according to
current studies. The amount of papers that find effects at today’s EMF
levels to myriad species is robust. Some unusual patterns did emerge,
including broadly in flora that react beneficially to static EMF but
adversely to AC-ELF and especially to RFR.
There is a very large
database supporting the hypothesis that effects occur in unpredictable
ways in numerous species in all representative taxa from modern ambient
exposures. Associations are strong enough to warrant caution. New
enlightened public policies are needed, as well as existing laws
enforced, reflecting a broader understanding of non-human species’
interactions with environmental EMF. Emerging areas, such as
aeroecology, help define airspace as habitat and bring better awareness
of challenges faced by aerial species—including animals and plants. But
we are in the nascent stages of understanding the full complexity and
detailed components of electroecology—the larger category of how
technology affects all biology and ecosystems.
Historically,
control over the realm of nonionizing radiation has been the purview of
the physics and engineering communities. It is time that the more
appropriate branches of biological science, specializing in living
systems, stepped up to fill in larger perspectives and more accurate
knowledge. We need to task our technology sector engineers to create
safer products and networks with an emphasis on wired systems, and to
keep all EMF exposures as low as reasonably achievable.
Corresponding author:B. Blake Levitt, P.O. Box 2014, New Preston, CT 06777, USA, E-mail: blakelevit@cs.com
Keywords: aeroecology; electroecology; International Council on Non-ionizing Radiation Protection (ICNIRP); Migratory Bird Treaty Act (MBTA); National Environmental Policy Act (NEPA); non-ionizing electromagnetic fields (EMFs); radiofrequency radiation (RFR); rising ambient levels; U.S. Federal Communications Commission (FCC)
Electromagnetic radiation as an emerging driver factor for the decline of insects
Alfonso Balmori. Electromagnetic radiation as an emerging driver factor for the decline of insects. Sci Total Environ. Available online 28 January 2021, 144913. https://doi.org/10.1016/j.scitotenv.2020.
Highlights
• Biodiversity of insects is threatened worldwide • This reductions is mainly attributed to agricultural practice and pesticide use • There is sufficient evidence on the damage caused by electromagnetic radiation • Electromagnetic radiation may be a complementary driver in this decline • The precautionary principle should be applied before any new deployment (e.g. 5G)
Abstract
The biodiversity of insects is threatened worldwide. Numerous studies have reported the serious decline in insects that has occurred in recent decades. The same is happening with the important group of pollinators, with an essential utility for pollination of crops. Loss of insect diversity and abundance is expected to provoke cascading effects on food webs and ecosystem services. Many authors point out that reductions in insect abundance must be attributed mainly to agricultural practices and pesticide use. On the other hand, evidence for the effects of non-thermal microwave radiation on insects has been known for at least 50 years. The review carried out in this study shows that electromagnetic radiation should be considered seriously as a complementary driver for the dramatic decline in insects, acting in synergy with agricultural intensification, pesticides, invasive species and climate change. The extent that anthropogenic electromagnetic radiation represents a significant threat to insect pollinators is unresolved and plausible. For these reasons, and taking into account the benefits they provide to nature and humankind, the precautionary principle should be applied before any new deployment (such 5G) is considered.
Effects of Non-Ionizing Electromagnetic Pollution on Invertebrates, Including Pollinators Such as Honey Bees: What We Know, What We Don’t Know, and What We Need to Know
Friesen M, Havas M. 2020. Effects of Non-Ionizing Electromagnetic Pollution on Invertebrates, Including Pollinators Such as Honey Bees: What We Know, What We Don’t Know, and What We Need to Know.” Pages 127-138 In Working Landscapes. Proceedings of the 12th Prairie Conservation and Endangered Species Conference, February 2019, Winnipeg, Manitoba. Edited by D. Danyluk. Critical Wildlife Habitat Program, Winnipeg, Manitoba. http://pcesc.ca/media/45404/final-2019-pcesc-proceedings.pdf.
Abstract
Invertebrates, including pollinators such as honey bees, can be adversely affected by non-ionizing electromagnetic radiation (EMR). Sources contributing to common environmental EMR exposures include antennae (cell phone, broadcast, and radar), communications satellites, and power lines. Adverse biochemical changes and disorientation have been reported for honey bees and other invertebrates. Field studies have reported changes in abundance and composition of “key pollinator groups” (wild bees, hoverflies, bee flies, beetles, and wasps) that have been attributed to emissions from telecommunications towers. We take a close look at the biological effects on invertebrates of EMR reported in the scientific literature and a general look at evidence from studies on plants, birds, humans, and other animals (domestic, laboratory, wild). We discuss possible implications of excessive electromagnetic pollution on ecosystems and identify knowledge gaps and what we need to know before more electromagnetic pollution is added to the environment, especially in the form of 5G.
Introduction
Invertebrates (animals without backbones) are major components of most ecosystems. Insects are key to the integrity of many ecosystems in many roles including as pollinators. Honey bees play a role in pollination of domestic as well as wild plants and are often used as bio-indicator species and as a “model” to examine environmental problems. The global decline of pollinators is of grave concern and efforts are being made to identify the reasons (Potts et al. 2010; Sánchez-Bayo and Wyckhuys 2019). One factor not widely considered is the possible role of anthropogenic electromagnetic radiation (EMR).
Electromagnetic fields (EMFs) are invisible electric and magnetic fields of force. All living organisms have evolved in Earth’s natural EMFs and depend on them to live. Natural sources include Earth’s static magnetic field, and static electricity, including differences in charges among clouds and the earth that can lead to lightning. Electromagnetic radiation (EMR) originates when fields change.
Anthropogenic (human-made, artificial) EMR sources are sometimes referred to as electromagnetic pollution or electrosmog. The main frequency ranges of interest in this article are: 1) extremely low frequencies (ELF) of 50/60 to 90 Hz that emanate from sources such as power lines and building wiring; and 2) radiofrequency radiation (RFR) of 700 MHz to 6 GHz, commonly used for devices such as cell phones, radio and television, and their supporting infrastructure, e.g., cell towers, antennae on buildings, and orbiting communications satellites. Also discussed are frequencies currently being developed and deployed above 6 GHz for 5G (5th Generation) for faster and more pervasive connectivity, including the “Internet of Things”.
Risk to pollinators from anthropogenic electro-magnetic radiation: Evidence and knowledge gaps
Vanbergen AJ, Potts SG, Vian A, Malkemper EP, Young J, Tscheulin T.
Risk to pollinators from anthropogenic electro-magnetic radiation (EMR): Evidence and knowledge gaps.
Sci Total Environ. 2019 Aug 7;695:133833. doi: 10.1016/j.scitotenv.2019.133833.
Highlights
• Anthropogenic electromagnetic radiation (light, radiofrequency) is perceived to threaten pollinators and biodiversity. • Potential risks are artificial light at night (ALAN) and anthropogenic radiofrequency electromagnetic radiation (AREMR). • We assessed the quantity and quality of evidence, and the level of consensus, to distil key messages for science and policy. • ALAN can alter pollinator communities and functions, although this remains to be well established. • Evidence of AREMR impacts is inconclusive due to a lack of high quality, field-realistic studies. • Whether pollinators and pollination face a threat from the spread of ALAN or AREMR remains a major knowledge gap.
Abstract
Worldwide urbanisation and use of mobile and wireless technologies (5G, Internet of Things) is leading to the proliferation of anthropogenic electromagnetic radiation (EMR) and campaigning voices continue to call for the risk to human health and wildlife to be recognised. Pollinators provide many benefits to nature and humankind, but face multiple anthropogenic threats. Here, we assess whether artificial light at night (ALAN) and anthropogenic radiofrequency electromagnetic radiation (AREMR), such as used in wireless technologies (4G, 5G) or emitted from power lines, represent an additional and growing threat to pollinators. A lack of high quality scientific studies means that knowledge of the risk to pollinators from anthropogenic EMR is either inconclusive, unresolved, or only partly established. A handful of studies provide evidence that ALAN can alter pollinator communities, pollination and fruit set. Laboratory experiments provide some, albeit variable, evidence that the honey bee Apis mellifera and other invertebrates can detect EMR, potentially using it for orientation or navigation, but they do not provide evidence that AREMR affects insect behaviour in ecosystems. Scientifically robust evidence of AREMR impacts on abundance or diversity of pollinators (or other invertebrates) are limited to a single study reporting positive and negative effects depending on the pollinator group and geographical location. Therefore, whether anthropogenic EMR (ALAN or AREMR) poses a significant threat to insect pollinators and the benefits they provide to ecosystems and humanity remains to be established.
A new report found that
electromagnetic fields emitted by power lines, Wi-Fi, broadcast and cell towers
pose a “credible” threat to wildlife, and that 5G (fifth generation cellular
technology) could cause greater harm.
The analysis of 97 peer-reviewed studies
by the EKLIPSE projectconcluded
that electromagnetic radiation (EMR) is a potential risk to insect and bird
orientation and to plant health.
The report concluded that:
EMR represents a potential risk to the orientation or movement of
invertebrates and may affect insect behavior and reproduction;
bird orientation can be disrupted by weak magnetic fields
in the radiofrequency range, and the same may be true for other vertebrates
including mammals; and
EMR exposure may affect plant metabolism due to production of reactive oxygen species often resulting in
reduced plant growth.
Moreover, there is “an urgent need to strengthen the
scientific basis of the knowledge on EMR and their potential impacts on
wildlife.”
The review was conducted by a
multidisciplinary, expert steering group composed of four biologists/ecologists
who specialized in different taxonomic groups, and two physicists who study electromagnetic
fields. This technical report represents the first step in an analysis of currently
available knowledge and future research needs.
The reviewers pointed out the need for more high quality research. They rated the quality of 82 studies--56 had good
to excellent biologic or ecologic quality, and 39 had good to excellent
technical quality.
EKLIPSE (Establishing a European Knowledge and Learning Mechanism to Improve the Policy-Science-Society Interface on Biodiversity and Ecosystem Services) is funded by the European Union to answer
requests from policy makers and other societal actors on biodiversity-related
issues.
Malkemper EP, Tscheulin T,
VanBergen AJ, Vian A, Balian E, Goudeseune L (2018). The impacts of artificial
Electromagnetic Radiation on wildlife (flora and fauna). Current knowledge
overview: a background document to the web conference. A report of the EKLIPSE
project. http://bit.ly/Eklipseoverview
Goudeseune L, Balian E, Ventocilla
J (2018). The impacts of artificial Electromagnetic Radiation on wildlife
(flora and fauna). Report of the web conference. A report of the EKLIPSE
project. http://bit.ly/EKLIPSEconfreport
The EKLIPSE review was conducted at the request of Buglife, the only European organization devoted to the conservation of invertebrates. Invertebrates are vitally important to humans and other life forms which could not survive without them; yet, thousands of species are declining, and many are heading towards extinction.
According to a news story in The Telegraph:
“… the charity Buglife warned that despite good evidence of the harms there was little research ongoing to assess the impact, or apply pollution limits.
The charity said ‘serious impacts on the environment could not be ruled out’ and called for 5G transmitters to be placed away from street lights, which attract insects, or areas where they could harm wildlife.
Matt Shardlow, CEO of Buglife said: ‘We apply limits to all types of pollution to protect the habitability of our environment, but as yet, even in Europe, the safe limits of electromagnetic radiation have not been determined, let alone applied.
There is a credible risk that 5G could impact significantly on wildlife, and that placing transmitters on LED street lamps, which attract nocturnal insects such as moths increases exposure and thereby risk.
Therefore we call for all 5G pilots to include detailed studies of their influence and impacts on wildlife, and for the results of those studies to be made public.’
Buglife called for 5G transmitters to be moved away from street lights where insects are drawn.
As of March, 237 scientists have signed an appeal to the United Nationsasking them to take the risks posed by electromagnetic radiation more seriously.”
Aikaterina L, Stefi AL, Vassilacopoulou D, Margaritis LH, Christodoulakis NS. Oxidative
stress and an animal neurotransmitter synthesizing enzyme in the leaves of wild
growing myrtle after exposure to GSM radiation. Flora. 243:67-76. June 2018. https://doi.org/10.1016/j.flora.2018.04.006
Granger J,
Walkowicz L, Fitak R, Johnsen S. Gray whales strand more often on days with
increased levels of atmospheric radio-frequency noise. Curr Biol. 2020 Feb
24;30(4):R155-R156. https://www.ncbi.nlm.nih.gov/pubmed/32097638
Lupi D, Mesiano MP, Adani A, Benocci R, Giacchini R, Parenti P, Zambon G, Lavazza A, Boniotti MB, Bassi S, Colombo M, Tremolada P.
2021. Combined Effects of Pesticides and Electromagnetic-Fields on
Honeybees: Multi-Stress Exposure. Insects. 12(8):716. doi: 10.3390/insects12080716. https://www.mdpi.com/2075-4450/12/8/716
Nyqvist D, Durif C, Johnsen MG, De Jong K, Forland TN, Sivle LD.
Electric and magnetic senses in marine animals, and potential behavioral effects of electromagnetic surveys.
Mar Environ Res. 2020 Mar;155:104888. https://www.ncbi.nlm.nih.gov/pubmed/32072990
Panagopoulos DJ, Balmori A, Chrousos GP. On the biophysical mechanism of
sensing upcoming earthquakes by animals. Sci Total Environ. 2020 Jan
29;717:136989. https://www.ncbi.nlm.nih.gov/pubmed/32070887
Hybrid and electric cars may be cancer-causing as they emit extremely low frequency (ELF) electromagnetic fields (EMF). Recent studies of the EMF emitted by these automobiles have claimed either that they pose a cancer risk for the
vehicles' occupants or that they are safe.
Unfortunately, much of the research conducted on this issue has been industry-funded by companies with vested interests on one side of the issue or the other which
makes it difficult to know which studies are trustworthy.
Meanwhile, numerous peer-reviewed laboratory studies conducted over several decades have found biologic effects from limited exposures to ELF EMF. These studies suggest that the EMF guidelines established by the self-appointed, International Commission on Non-Ionizing Radiation Protection(ICNIRP) are inadequate to protect our
health. Based upon the research, more than 260 EMF experts have signed the International EMF Scientist Appeal which calls on the World Health Organization to establish stronger guidelines for ELF and radio frequency EMF. Thus, even if EMF measurements comply with the ICNIRP guidelines, occupants of hybrid and electric cars may still be at increased risk for cancer and other health problems. Given that magnetic
fields have been considered "possibly carcinogenic" in humans by the
International Agency for Research on Cancer of the World Health Organization since
2001, the precautionary principle dictates that we should design consumer
products to minimize consumers’ exposure to ELF EMF. This especially applies to hybrid and electric automobiles as drivers and passengers spend considerable amounts of time in these vehicles, and health risks increase with the duration of exposure.
In January 2014, SINTEF, the largest independent research organization in Scandinavia,
proposed manufacturing design guidelines that could reduce the magnetic fields in electric vehicles (see
below). All automobile manufacturers should follow these guidelines to ensure their customers' safety.
The public should demand that governments adequately fund high-quality
research on the health effects of
electromagnetic fields that is independent of industry to eliminate any potential conflicts of interest. In the U.S., a
major national research and education initiative could be funded with as little as a 5
cents a month fee on mobile phone subscribers.
Following are summaries and links to recent studies and news articles on this topic.
==
August 15, 2025 (Updated Aug. 18, 2025)
My note: Hybrid & Electric Cars: Electromagnetic Radiation Risks has been one of the most popular posts on my website since I began
writing about this issue in 2014, so I am pleased to learn about a new
website devoted to this important issue.
Caveat emptor: I do not endorse any harm reduction products; users of this new website should be cautious about adopting any unproven technologies that it promotes....
CarsRadiation.org Launches to Share Verified Data on EMF in Vehicles
New research and education platform offers structured technical insights into magnetic field levels in electric and hybrid cars
HERZLIYA,
Israel, Aug. 14, 2025 /PRNewswire-PRWeb/ -- A new information platform,
CarsRadiation.org, is now available for drivers, buyers, engineers,
health professionals, and policymakers looking for reliable data on
electromagnetic field (EMF) exposure inside electric and hybrid
vehicles. The site presents verified reports, structured summaries of
peer-reviewed publications, and interpretation of exposure levels based
on standards such as ICNIRP, WHO, IEC 62764, and China NCAP.
Content
is prepared in collaboration with engineers and public-health
researchers. All material is reviewed for accuracy by professionals in
system architecture, electromagnetic compliance, and health science. The
objective is to convert technical readings into clear, usable
information for both technical and non-technical audiences.
"With
millions of people now spending hours each week in electrified
vehicles, it's critical that the public has access to clear,
science-based information about in-car radiation, its sources, and
potential health effects." said Shaul Shulman, Co-founder and Co-CEO of
SafeFields Technologies, and Contributing Editor at CarsRadiation.org.
"We aim to bridge the gap between industry data and public knowledge."
Core content areas of the site include:
Magnetic field level measurements in leading EV and hybrid models
Summaries of published studies on biological effects of long-term exposure
Side-by-side breakdowns of global guidelines and safety thresholds
Technical recommendations for reducing EMF exposure in vehicles
Regular tracking of regulatory activity and manufacturer disclosures
CarsRadiation.org
is a structured resource focused on electromagnetic exposure from
electric and hybrid vehicle systems. It offers validated analysis,
standard references, and exposure-mitigation guidance. The platform is
intended for anyone seeking to understand health-related implications of
low-frequency magnetic fields in modern vehicles.
Media Contact: CarsRadiation.org Team, CarsRadiation.org, 972 545202120, info@carsradiation.org, https://carsradiation.org
Your comprehensive guide to electromagnetic radiation in cars
CarsRadiation.org is a research and education platform focused on the health impacts of electromagnetic field
(EMF) exposure in electric and hybrid vehicles. Our content is built
for drivers, car buyers, engineers, researchers, and regulators who care
about both technological progress and biological safety.
We
publish technical reviews, scientific summaries, and practical guidance
grounded in peer-reviewed research and international benchmarks such as
ICNIRP, WHO, IEC 62764, and China NCAP. Every article is reviewed by
professionals in electromagnetic compatibility (EMC), public health, and
automotive system design.
Our Mission
To educate the public on EMF and magnetic field
exposure in electric and hybrid vehicles using evidence-based
reporting, expert-reviewed analysis, and tools for reducing exposure
risk.
Our Vision
A future where all vehicles are designed with biological safety
in mind, not just speed and performance. Consumers deserve
transparency, regulators need clarity, and automakers should be held to
health-conscious engineering standards.
What We Do
Measure and report EMF levels in popular electric and hybrid car models
Summarize and explain peer-reviewed studies on health effects of EMFs
Compare international safety standards and exposure guidelines
Collaborate with engineers, researchers, and medical experts
Provide practical steps for reducing in-vehicle EMF exposure
Monitor evolving regulations and industry disclosures
Our team includes engineers, EMF safety researchers, and
automotive technology professionals committed to science-backed
reporting. Each piece is verified for accuracy and updated regularly to
reflect the latest knowledge in vehicle design, exposure limits, and
public health research.
Contributing Editor Spotlight: Shaul Shulma
Shaul brings more than 30 years of experience in EMC, wireless systems, and electrical engineering. His background includes:
Senior engineering roles at Intel and Texas Instruments
Co-developer of the DOCSIS 4.0 standard
EMC researcher at Israel’s Ministry of Defense
B.Sc. in Electrical Engineering (Ben-Gurion University)
M.Sc. in Electrical Engineering (Tel Aviv University)
Co-Founder and Co-CEO of SafeFields Technologies, focused on reducing magnetic field risks in EVs
At CarsRadiation.org, Shaul leads technical review and verifies that
all scientific and engineering claims meet professional standards.
All content is guided by scientific integrity, reviewed
against international standards, and written in the public interest. We
aim to be a reliable source for science-based information on EMF
exposure in cars.
Our readers value accuracy, transparency, and practical insights. You can read what they think directly on TrustPilot, SiteJabber, WOT, and Norton Safe Web where our current rating reflects the trust we’ve built through our reporting and research.
If you’re an engineer, researcher, journalist, or driver with
data or insights related to EMF in vehicles, we welcome collaboration.
Visit our Contact page to share your research, ask questions, or propose a joint project.
Electromagnetic
Field Exposure in Motor Vehicles: A Comprehensive Analysis
Google Gemini (Deep
Research), July 29, 2025
Executive Summary
This report provides a comprehensive analysis of
electromagnetic field (EMF) exposure within motor vehicles, detailing the
diverse sources, measured exposure levels across conventional, hybrid, and
electric vehicle types, and the factors influencing these levels. It examines
the current scientific understanding of potential health implications,
including the International Agency for Research on Cancer (IARC)
classification, and reviews relevant international guidelines and automotive
electromagnetic compatibility (EMC) standards. Finally, the report outlines
strategies for EMF reduction in vehicle design and offers user-level recommendations, concluding with identified knowledge gaps and future research
directions. While in-vehicle EMF levels generally remain below international
safety limits, concerns persist regarding long-term exposure, particularly for
sensitive populations, underscoring the need for continued research and a
precautionary approach in vehicle design and policy.
Magnetic Field Measurement of Various Types of Vehicles, Including Electric Vehicles
My note: The
"reference levels" recommended by the International Commission on
Non-Ionizing Radiation Protection (ICNIRP) for public exposure are no
assurance of safety.
Fukui H,
Minami N, Tanezaki M,
Muroya S, Ohkubo C.
Magnetic Field Measurement of Various Types of Vehicles,
Including Electric Vehicles. Electronics. 2025; 14(15):2936.
https://doi.org/10.3390/electronics14152936.
Abstract
Since around the year 2000, following
the introduction of electric vehicles (EVs) to the market, some people
have expressed concerns about the level of magnetic flux density (MFD)
inside vehicles. In 2013, we reported the results of MFD measurements
for electric vehicles (EVs), hybrid electric vehicles (HEVs), and
internal combustion engine vehicles (ICEVs). However, those 2013
measurements were conducted using a chassis dynamometer, and no
measurements were taken during actual driving. In recent years, with the
rapid global spread of EVs and plug-in hybrid electric vehicles
(PHEVs), the international standard IEC 62764-1:2022, which defines
methods for measuring magnetic fields (MF) in vehicles, has been issued.
In response, and for the first time, we conducted new MF measurements
on current Japanese vehicle models in accordance with the international
standard IEC 62764-1:2022, identifying the MFD levels and their sources
at various positions within EVs, PHEVs, and ICEVs. The measured MFD
values in all vehicle types were below the reference levels recommended
by the International Commission on Non-Ionizing Radiation Protection
(ICNIRP) for public exposure. Furthermore, we performed comparative
measurements with the MF data obtained in 2013 and confirmed that the MF
levels remained similar. These findings are expected to provide
valuable insights for risk communication with the public regarding
electromagnetic fields, particularly for those concerned about MF
exposure inside electrified vehicles.
Conclusions
As
the adoption of EVs and PHEVs increases, public concern about MFs from
these vehicles has also grown. Narrowing the perception gap between
scientific risk assessments and public anxiety is essential for
effective risk communication. In this study, we conducted measurements
of MFs emitted by domestic vehicles in Japan using IEC 62764-1:2022
methods and were able to provide reliable and easily accessible data to
the public as a basis for risk communication.
The
results confirmed that the measured MFs comply with ICNIRP guidelines
and remain at levels that do not cause known acute adverse effects, such
as nerve stimulation. The locations and characteristics of the maximum
MF strengths for EVs, PHEVs, and ICEVs were identified.
For
EVs and PHEVs, the highest MF values were observed on the rear seat at a
6.5 cm measurement distance, while for ICEVs, the maximum was recorded
at the driver’s side dashboard at 20 cm. Among the vehicle types, PHEVs
showed the highest MF levels, followed by ICEVs, which had higher values
than EVs.
As a result of the frequency
analysis, both speed-dependent and speed-independent MF components were
detected across all vehicle types. Speed-dependent peaks included 6–29
Hz frequency components near the front seats, attributed to magnetized
tires. Fixed-frequency peaks included a 294 Hz component observed during
air conditioner operation. Low-frequency peaks around 1 Hz were
observed near wiring routes around the rear seat area and were
attributed to current flow during vehicle operation, with notably higher
values in the PHEV during deceleration. In ICE vehicles, low-frequency
components in the 1–5 Hz range were associated with wiper motor
operation, while higher-frequency peaks at 847 Hz and 1268 Hz were
detected but could not be clearly linked to specific sources.
A
comparison with a previous study conducted in 2013 revealed that the MF
levels are comparable to those of current vehicles as of 2025.
A
comparison with the MF measurement results from Seibersdorf Laboratory
in Austria revealed that their reported values were significantly
higher. This difference is attributed to their capturing of rapid
increases in MFD due to transient phenomena occurring on timescales
below 200 ms, which were not considered in this study, and reflects
differences in measurement conditions.
These
findings are expected to provide valuable insights for risk
communication with the general public regarding EMFs, particularly for
those concerned about MF exposure inside electrified vehicles.
As
a future perspective, as the performance of EVs continues to improve
each year, with increases in motor output and battery capacity, exposure
to MFs is expected to rise. Therefore, it is important to continue
publishing measurement results regularly in the future.
This
study focused on the vehicle itself and did not include measurements of
the charging equipment. Wireless charging systems are being developed
as an emerging technology [27,28,29,30,31],
and demonstration experiments are currently underway in Japan. As their
adoption is expected to increase in the future, opportunities for risk
communication with the general public are likely to grow. It is
therefore important to conduct MF exposure measurements in line with
public road deployment and to advance risk communication accordingly.
In
addition to passenger cars, the electrification of other vehicles such
as buses is advancing, and the introduction of new mobility
technologies, including the construction of linear motor cars, is
expected to progress in the future. As such technologies are introduced,
public concern about EMF exposure is likely to increase. Therefore, it
is important to consider conducting measurements in line with the pace
of their deployment.
Exploring RF-EMF levels in Swiss microenvironments: An evaluation of environmental and auto-induced downlink and uplink exposure in the era of 5G
Veludo AF, Stroobandt B, Van Bladel H, Sandoval-Diez N, Guxens M, Joseph W, Röösli M. Exploring RF-EMF levels in Swiss microenvironments: An evaluation of environmental and auto-induced downlink and uplink exposure in the era of 5G. Environmental Research, 2024, doi: 10.1016/j.envres.2024.120550.
Highlights
A new protocol was created to measure environmental and auto-induced RF-EMF levels.
Environmental RF-EMF was mainly attributed to downlink frequency bands
Inducing downlink and uplink traffic increased RF-EMF exposure levels notably
Auto-induced downlink exposure was mainly attributed to the 5G band at 3.5 GHz
The main contributor to auto-induced uplink exposure was the band at 2.1 GHz
Abstract
The advancement of cellular networks requires updating measurement protocols to better study radiofrequency electromagnetic field (RF-EMF) exposure emitted from devices and base stations. This paper aims to present a novel activity-based microenvironmental survey protocol to measure environmental, auto-induced downlink (DL), and uplink (UL) RF-EMF exposure in the era of 5G. We present results when applying the protocol in Switzerland. Five study areas with different degrees of urbanization were selected, in which microenvironments were defined to assess RF-EMF exposure in the population. Three scenarios of data transmission were performed using a user equipment in flight mode (non-user), inducing DL traffic (max DL), or UL traffic (max UL). The exposimeter ExpoM-RF 4, continuously measuring 35 frequency bands ranging from broadcasting to Wi-Fi sources, was carried in a backpack and placed 30cm apart from the user equipment. The highest median RF-EMF levels during the non-user scenario were measured in an urban business area (1.02 mW/m2). Here, DL and broadcasting bands contributed the most to total RF-EMF levels. Compared to the non-user scenario, exposure levels increased substantially during max DL due to the 5G band at 3.5 GHz with 50% of the median levels between 3.20-12.13 mW/m2, mostly in urban areas. Note that the time-division nature of this band prevents distinguishing between exposure contribution from DL beamforming or UL signals emitted at this frequency. The highest levels were measured during max UL, especially in rural microenvironments, with 50% of the median levels between 12.08-37.50 mW/m2. Mobile UL 2.1 GHz band was the primary contributor to exposure during this scenario. The protocol was successfully applied in Switzerland and used in nine additional countries. Inducing DL and UL traffic resulted in a substantial increase in exposure, whereas environmental exposure levels remained similar to previous studies. This data is important for epidemiological research and risk communication/management.
Conclusion
A
novel activity-based microenvironmental survey protocol was developed
and successfully carried out to disentangle environmental from
auto-induced downlink and uplink exposure in the era of 5G. The
measurements conducted in Switzerland demonstrate that higher RF-EMF
exposure levels were measured when inducing maximum downlink and uplink
traffic using a user equipment, with the 5G band at 3.5 GHz and the UL
band at 2.1 GHz the main contributors to exposure, respectively. This
data is important for epidemiological research, risk communication and
risk management, but also for future dosimetry and modelling studies.
Future research understanding auto-induced DL and UL exposure from more
realistic case scenarios remains necessary for a better characterization
of the exposure levels. Future research will consist of the application
of the proposed protocol in various countries and the comparison of the
exposure values.
6/18/2024 Note: The following paper was just published. Also see below a 2020 European Commission study I just added to this post, "Assessment of low frequency magnetic fields in electrified vehicles."
--
Do non-ionizing radiation concerns affect people's choice between hybrid and traditional cars?
Tchetchik A, Kaplan S, Rotem-Mindali O. Do non-ionizing radiation concerns affect people's choice between hybrid and traditional cars? Transportation Research Part D: Transport and Environment, Volume 131, 2024, doi: 10.1016/j.trd.2024.104226.
Abstract
The growing market for hybrid electric vehicles (HEV) has raised concerns about the long-term impacts of non-ionizing radiation (NIR) exposure. This study is the first to address the impact of NIR on consumer choice between HEV and internal combustion engine (ICE) vehicles. We explore the hypothesis that NIR is associated with a lower probability of HEV choice in the presence of NIR information and the relative effect of NIR-health concerns versus environmental attitudes and driving norms. The data are collected from a stated choice experiment and estimated via a hybrid choice model. The results show that i NIR is associated with a lower choice probability of HEV, ii NIR-dread is associated with a higher probability of choosing ICE vehicles, while skepticism about NIR is associated with a higher probability of choosing HEV, iii prompting positively or negatively framed information about NIR discourages HEV choice compared to providing no information.
Conclusions and policy recommendations
The results show the effect of NIR-associated barriers on the choice of HEV versus ICE and highlight the following policy recommendations.
First, the massive production of EVs combined with the lack of regulatory frameworks can lead to the introduction of low-cost car models with low NIR safety standards (Trentadue et al., 2020). The European Union recommends a clear regulatory framework and international standards to promote the transition toward EVs. This study showed that NIR levels negatively affect the choice of HEV, signaling to car manufacturers and policymakers that consumers are concerned about NIR levels. Accordingly, setting NIR safety standards and maintaining low NIR levels are important goals for the transition toward autonomous, connected, electric vehicles.
Second, this study showed that while NIR dread was a discouraging factor, NIR skepticism was a strong choice motivator. Thus, perceived occurrence probability is as important as NIR risk dread. As with other health issues, prevalence across the population is an important decision-making factor that, in the absence of information, may lead to self-exemption beliefs. Scientific evidence from large-scale studies regarding both short- and long-term NIR effects and their prevalence in the population and among risk groups will enable informed decision-making, help mitigate NIR dread, and establish meaningful guidelines for in-vehicle NIR levels. With climate goals requiring the transition toward EV by 2030 and with the rapid technological advancement of autonomous, connected, electric vehicles, establishing the prevalence of NIR short- and long-term health effects is important for the future of the industry.
Third, better information quality strengthens the relationship between the depiction of new vehicle technologies and perceived purchase value (Zhang et al., 2022). Our study showed that both positive and negative framing can lead to a lower choice probability when an NIR safety threshold is provided. In this study, the information that “Studies show that long-term exposure to NIR levels below 4 mG is safe” was associated with lower choice probabilities, similar to the case of negative framing, “Studies show that long-term exposure to NIR levels below 4 mG increases the health risks to health concerns.” Policymakers and manufacturers must consider information quality in terms of accuracy, clarity, ambiguity, and potential sources of confusion and decision bias. In this study, consumers used the provided threshold of 4 mG as a decision anchor, which means that consumers in some cultural contexts seek clear, “fast and frugal” evaluation criteria without engaging in complex exposure evaluations.
Finally, the model shows that travel with children is negatively associated with HEV leasing. Nevertheless, while NIR dread is negatively associated with HEV leasing, an additional interaction effect between NIR levels and travel with children was not statistically significant. These results indicate that while NIR dread is important, there is no additional health concerns particularly associated with travel with children. Hence, the decrease in the HEV leasing propensity when traveling with children may be associated with other reasons, such as vehicle reliability or other concerns that were not investigated in the current study. Notably, previous studies found a particular concern for children’s health-related to NIR from mobile phones and cellular stations. Leach and Bromwich (2018) found that two-thirds of the participants believed that mobile technology use should be restricted due to possible health risks to children’s health. P¨olzl (2011) added that 30 % of the population had strong or considerable concerns regarding NIR health risks to children, and noted that adults can be motivated to adjust their behavior to protect their children. Further research is important in other regions and contexts, to understand more thoroughly the issue of HEV leasing or purchase when traveling with children.
Eberhard J, Fröhlich J, Zahner M.
[Electromagnetic fields (EMF) in electric cars] Elektromagnetische
Felder (EMF) in Elektrofahrzeugen. Swiss Federal Office of Energy
(SFOE). 2023.
My
note:
I would be interested in seeing an English translation of this report. The exposures reported in the following English-language summary are alarming since the ICNIRP exposure limits are far too lax and inadequate to protect our health.
Summary
More
and more battery-powered electric vehicles (e-vehicles) are being put
into operation to facilitate the decarbonisation of mobility. Electric,
magnetic and electromagnetic fields (EMF) are generated in and around
vehicles by the electrical components of the drive, through battery
charging and from other diverse electronic systems used in modern
vehicles. In principle, it can be stated from a technical point of view
that all vehicles generate immissions of electromagnetic fields,
regardless of the type of drive. In addition to the electrical
parameters of the components, the design and the materials used are
significant. A feature of exposure in vehicles is that passengers may be
simultaneously exposed to a large number of sources of various
frequencies in a very confined space for hours at a time. One is also in
a volume that is (partially) shielded by the car body and window panes
coated with vapour-deposited metal.
The aim of this project was
to assess, through measurements on a selection of e-vehicles, whether
the additional EMF immissions from the electric drive and associated
components are to be judged critically as a health risk and whether
further, more in-depth clarifications are necessary.
For this
purpose, extensive measurements of the occurring low-frequency and
high-frequency EMFs extant under real operating conditions, including
the charging process, were carried out on a small selection of
series-production passenger vehicles (5 e-vehicles purely electric and
battery-powered, 1 diesel-motorised vehicle for comparison) from the
stock vehicle market in order to be able to assess the immissions on
passengers and persons staying in the vicinity of the vehicle. Since
there are currently no specific regulations for EMF in e-vehicles, the
field strengths of the measured EMF were classified against
internationally established limit recommendations (ICNIRP). The total
exhaustions of the limit values thus determined from all sources were
rather low, on average in the range of up to 5% for low-frequency
magnetic fields and up to approx. 10% for high-frequency EMF.
Occasionally, higher peak readings of low-frequency magnetic fields up
to approx. 50% of the limit values were found. In general, as is common
with magnetic fields in general, these high values are often very
localised. Moreover, due to the dynamic and complex situation in
vehicles, they often occur only sporadically and, as far as they could
be identified, are hardly directly related to the electric drive. The
measurement results of the present study are consistent with other
previous studies. Wireless power transfer (charging) was not
investigated in this project.
As far as the results of this study
can be generalised, the electric drive with energy drawn from a battery
appears to be unproblematic with regard to additional EMF.
Regardless
of the type of drive, attention must be paid to further technological
development, especially with regard to the trend toward increasing
networking and digitisation. One outstanding issue remains the
insufficient EMF regulation for vehicle interiors.
Exposure to RF Electromagnetic Fields in the Connected Vehicle: Survey of Existing and Forthcoming Scenarios
G.
Tognola, M. Bonato, M. Benini, S. Aerts, S. Gallucci, E. Chiaramello,
S. Fiocchi, M. Parazzini, B. Masini, W. Joseph, J. Wiart, P. Ravazzani.
Exposure to RF Electromagnetic Fields in the Connected Vehicle: Survey
of Existing and Forthcoming Scenarios. IEEE Access. doi:
10.1109/ACCESS.2022.3170035.
Abstract
Future vehicles will be increasingly connected to enable new
applications and improve safety, traffic efficiency and comfort, through
the use of several wireless access technologies, ranging from
vehicle-to-everything (V2X) connectivity to automotive radar sensing and
Internet of Things (IoT) technologies for intra-car wireless sensor
networks. These technologies span the radiofrequency (RF) range, from a
few hundred MHz as in intra-car network of sensors to hundreds of GHz as
in automotive radars used for in-vehicle occupant detection and
advanced driver assistance systems. Vehicle occupants and road users in
the vicinity of the connected vehicle are thus daily immersed in a
multi-source and multi-band electromagnetic field (EMF) generated by
such technologies. This paper is the first comprehensive and specific
survey about EMF exposure generated by the whole ensemble of
connectivity technologies in cars. For each technology we describe the
main characteristics, relevant standards, the application domain, and
the typical deployment in modern cars. We then extensively characterize
the EMF exposure scenarios resulting from such technologies by resuming
and comparing the outcomes from past studies on the exposure in the car.
Results from past studies suggested that in no case EMF exposure was
above the safe limits for the general population. Finally, open
challenges for a more realistic characterization of the EMF exposure
scenario in the connected car are discussed.
Complex Electromagnetic Issues Associated with the Use of Electric Vehicles in Urban Transportation
Krzysztof Gryz, Jolanta Karpowicz, Patryk Zradziński.
Complex Electromagnetic Issues Associated with the Use of Electric Vehicles in Urban Transportation. Sensors (Basel). 2022 Feb 22;22(5):1719. doi: 10.3390/s22051719.
Abstract
The electromagnetic field (EMF) in electric vehicles (EVs) affects not only drivers, but also passengers (using EVs daily) and electronic devices inside. This article summarizes the measurement methods applicable in studies of complex EMF in EVs focused on the evaluation of characteristics of such exposure to EVs users and drivers, together with the results of investigations into the static magnetic field (SMF), the extremely low-frequency magnetic field (ELF) and radiofrequency (RF) EMF related to the use of the EVs in urban transportation. The investigated EMF components comply separately with limits provided by international labor law and guidelines regarding the evaluation of human short-term exposure; however other issues need attention-electromagnetic immunity of electronic devices and long-term human exposure. The strongest EMF was found in the vicinity of direct current (DC) charging installations-SMF up to 0.2 mT and ELF magnetic field up to 100 µT-and inside the EVs-up to 30 µT close to its internal electrical equipment. Exposure to RF EMF inside the EVs (up to a few V/m) was found and recognized to be emitted from outdoor radio communications systems, together with emissions from sources used inside vehicles, such as passenger mobile communication handsets and antennas of Wi-Fi routers.
Excerpts
4.5. Health Aspects of Exposure to EMF in EVs
An EV driver’s long-lasting daily exposure to EMF, even if compliant with the exposure limits, cannot be counted to be negligible when the context of possible adverse health effects due to chronic exposure to EMF is considered. The ELF MF was classified to be a possible carcinogenic to human (2B classification) based on the epidemiologically proven elevated carcinogenic health risks in populations chronically exposed to MF exceeding 0.4 μT (attention level related to yearly averaged exposure) [38,39,40]. The level of ELF MF exposure reported in various studies focused on EMF in EVs and discussed in this article may significantly contribute to the total long-lasting exposure to drivers.
The effects of EMF exposure induced in exposed objects are frequency-dependent, but the significant majority of studies performed so far in the area of EMF safety have referred to the populations exposed to high-voltage power lines (i.e., to chronic exposure to EMF of sinusoidal power frequency), and the outcome of such observations was a base for the abovementioned 2B classification for ELF MF exceeding 0.4 μT. Because of differences in the frequency patterns of the discussed exposures (near power lines and in EVs), there needs to be very careful analysis of how far the studied health and safety outcomes from ELF EMF exposures vary in such cases, and which exposure metrics are relevant to evaluate them. Consistently, the mentioned differences in frequency characteristics of ELF EMF in EVs and EMF near regular electric power installations also need attention with respect to the exposure evaluation protocol, which in practice means that studies of the parameters of EMF exposure associated with the use of EVs require not only measurements of the RMS value (which, in practice, is usually almost equal to the RMS value of the dominant frequency component of exposure), but also attention to the higher harmonics of this exposure, the components of fundamental frequencies other than 50 Hz, the parameters of transient EMF over rapid changes in the mode of EV driving, and combined exposure including the above mentioned components.
Similar to ELF MF, RF EMF was classified by the IARC in the group of 2B carcinogenic environmental factors [41]. This component of driver EMF exposure also needs attention because of its level at least comparable to office exposure, where wireless radio communication facilities are in use and daily long-lasting exposure, potentially significantly contributing to total driver chronic exposure, combines with other components of lower frequencies (covering together exposure to: static, low frequency and radiofrequency fields).
5. Conclusions
In every urban area, there is a daily mass of passengers traveling by public transportation. Ecological and economic reasons, as well as technological development, mean that a significant percentage of the population already use EVs (trams, metro, trolleys, buses) daily, seeing as they are an increasing majority of transportation resources in various large cities. During the journeys, passengers and drivers are exposed to a specific complex EMF, with a dominant ELF component emitted by the driving systems and their supply installations, and an RF component emitted by various wireless communications systems (e.g., Wi-Fi routers located often inside vehicles, handsets of mobile communications used by passengers, and mobile communication BTS located outside vehicles). Depending on the location of the electric equipment inside the EVs, a higher exposure to EMF may affect passengers, or in some cases drivers.
Investigations into SMF, ELF and RF EMF emitted by various electrical equipment associated with the use of EV urban transportation showed that their levels, considered separately, comply with the limits provided by international labor law and guidelines aimed at protecting against the direct effects of short-term influence on humans of EMF of a particular frequency range (set up to prevent thermal load or electrical stimulation in exposed tissue) [12,13,17,20,21,22]. International guidelines and labor law do not provide rules on how to evaluate simultaneous exposure at various frequency ranges (e.g., SMF together with ELF and RF). This needs also specific attention, given that electronic devices and systems used inside EVs need to have sufficient electromagnetic immunity to ensure that their performance is not negatively affected by the impact from EMF emitted by the use of EVs.
Considering the chronic nature of exposure to EMF in EVs (in particular with respect to potential exposure to drivers when various EMF sources are located near their cabins), and the potential specific risks from exposure to EMF of complex composition in time and frequency domains, there is a need to collect research data on the complex characteristics of EMF exposure related to the use of EVs in public transportation and the associated health outcome in chronically exposed workers, as well as decreasing the level of their exposure by applying relevant preventive measures (e.g., locating indoor Wi-Fi routers, and other such electrical equipment, away from the driver’s cabin) [17,23,42,43,44].
Assessment of low frequency magnetic fields in electrified vehicles
European Commission, Joint Research Centre, Trentadue, G., Zanni, M., Martini, G. (2020). Assessment of low frequency magnetic fields in electrified vehicles, Publications Office. https://data.europa.eu/doi/10.2760/056116
Abstract
This report presents exploratory research into the low frequency (up to 400 kHz) magnetic fields generated by hybrid and electric vehicles under driving and charging conditions.
The study includes a literature survey and experimental work addressing the issues of: measurement protocols; instrument selection; and data processing, with the aim of contributing to standards development. When the experimental activities were planned, there were no published measurement procedures specific to the automotive sector; so different methodologies and instrumentation setups were explored.
Executive Summary
Electrification is currently considered one of the key options for decarbonisation of the road transport sector. The number of registered electric vehicles and of models offered on the market is continuously increasing.
Still, there are a number of issues that represent, or are perceived by consumers as, barriers to the purchase of an electric car. Limited range, high price, and lack of recharging infrastructure are the most important ones. Potential safety hazards related to exposure to magnetic fields during the use of electric vehicles are in some cases indicated as a reason for concern that can discourage people from choosing this technology.
The health effects of electromagnetic fields have been studied for several decades and there is no clear evidence of possible long-term effects. On the contrary, direct physiological effects are well known. Direct effects occur above certain thresholds and consist of electrostimulation of nerves at low frequencies (1 Hz to 10 MHz) and heating of body tissues at higher frequencies (100 kHz-300 GHz). Indirect effects are also known and include: initiation of electro-explosive devices, electric shocks or burns due to contact currents, projectile risk from ferromagnetic objects, interference with medical devices, etc.
Direct effects are linked to in-body quantities, not measurable in practice. For these reasons the international guidelines published by the International Commission on Non-Ionizing Radiation Protection (ICNIRP) identify specific parameters to be measured, and define the related reference levels for workers and the general public.
While existing vehicle regulations address aspects such as electromagnetic compatibility and other safety related issues, for the moment there is no specific legislation regulating electromagnetic fields (EMFs) generated by vehicles. There are a few recently published procedures that are recommended to assess EMFs in the automotive sector which differ in the level of detail of the protocol description and certain requirements.
This study was carried out with the following objectives in mind:
To provide a clear picture of current knowledge in this field by means of a comprehensive literature survey. A summary of the main findings is available in chapter 3.2;
To gather experimental data on low frequency magnetic fields generated by electrified vehicles of the latest generation through ad-hoc experiments carried out in the JRC’s VELA laboratories (section 5);
To support the development of a standard test procedure in anticipation of future legislation on type approval of electric vehicles (sections 6, 7).
In total, nine different electrified passenger cars, including both pure electric vehicles and hybrids, were tested in the JRC’s facilities. The main focus was the assessment of the magnetic flux density (B-field), in the time and frequency domains, inside the vehicle under various operating conditions. The instrument used for the campaign follows the guidelines set in IEC standard 61786-1:2013 “Measurement of DC Magnetic, AC Magnetic and AC Electric Fields from 1 Hz to 100 kHz with Regard to Exposure of Human Beings – Part 1: Requirements for measuring instruments”.
It is important to stress that when this exploratory work started, no standard for the assessment of low frequency magnetic fields inside vehicles was available. As a consequence, the protocol used changed significantly in response to the experience gained in the course of the work. Measurement locations corresponding to different parts of the human body (head, thorax and feet) were defined inside each vehicle. The vehicles were operated according to a driving cycle that included hard acceleration and braking events, as well as constant speed phases. Being a completely new activity for the JRC, solutions to a number of technical challenges were found, in particular regarding reproducibility of the driving cycle and proper data acquisition.
Results show that the highest B-field values were recorded in locations corresponding to the feet positions, during hard accelerations and regenerative braking. Acceleration and braking phases, rather than constant speed phases, were responsible for the highest peaks of current and consequently B-field; B-field values were also influenced by vehicle configuration and use during the test (air conditioning, regenerative breaking).
The study has identified some potential issues related to the requirements of the instrumentation and the test procedure that have to be further investigated and solved in view of a future regulation.
A complete characterization of the magnetic fields arising during vehicle operation would require correlation of instantaneous B – field values with the currents in the conductors within the vehicle, and with the vehicle’s speed. This task represents a significant challenge in terms of measurement instrumentation that has not yet been fully solved. Ad-hoc tools must be developed to acquire and synchronize all relevant parameters, including encrypted parameters from the vehicle's electronic control unit. Moreover, it turned out that the frequency resolution of probes appropriate for measuring human exposure to magnetic fields (i.e. probes complying with European Directive 2013/35/UE, ICNIRP 2010 and 1998 guidelines, and IEC 61786-2 -Measurement of DC magnetic, AC magnetic and AC electric fields from 1 Hz to 100 kHz with regard to exposure of human beings – Part 2: Basic standard for measurements) might not be sufficient for accurate frequency-domain characterisation of the field. This implies that specific requirements are needed for instruments to be used for measurements of exposure to magnetic fields inside vehicles. The other issue related to the instrument used is that raw B - field values were not available during time-domain measurements, since the probe only output the percentage of the ratio between the measured field and the reference level, limiting the possibilities for post-processing. For this reason, further measurements, whose results are pending publications, were made with a second instrument in collaboration with ENEA, the Italian Agency for New Technologies, Energy and Sustainable Economic Development, with the aim to acquire instantaneous magnetic field values to quantify a hypothesised underestimation of values recorded by the instrument used previously.
Recently published measurement procedures for magnetic fields inside vehicles recommend an approach similar to that described here in terms of used instrumentation and operating conditions of the vehicle under test. However, these protocols differ in the level of detail concerning both the procedure and the requirements for the instrumentation. An effort to harmonize and better define the so far proposed standards is desirable.
In a future with massively increased production of electric vehicles and inadequate regulation, manufacturers might seek to reduce production costs by saving on protections against EMF exposure, bringing car models with lower EMF safety standards to market. To prevent this, an appropriate regulatory standard, for type approval or in-use compliance, is required. This would also provide a clear legislative framework with which market players in the automotive sector could plan their investments with less uncertainty
Review of Safety and Exposure Limits of Electromagnetic Fields (EMF) in Wireless Electric Vehicle Charging (WEVC) Applications
Erdem Asa, Mostak Mohammad, Omer C. Onar, Jason Pries, Veda Galigekere, Gui-Jia Su. Review of Safety and Exposure Limits of Electromagnetic Fields (EMF) in Wireless Electric Vehicle Charging (WEVC) Applications.
2020 IEEE Transportation Electrification Conference & Expo (ITEC).23-26 June 2020. doi:
10.1109/ITEC48692.2020.9161597.
Abstract
This study reviews the
exposure limits and safety of intermediate frequency (IF)
electromagnetic field (EMF) emissions for wireless electric vehicle
charging (WEVC) applications. A review of the electromagnetic field
exposure limits identified in international guidelines are presented. An
overview of the electromagnetic field shielding technologies is
provided including recommended geometries, materials, and performances
of the methods available in the literature. Available laboratory results
of EMF emissions are summarized considering several wireless power
transfer studies in different power levels. Possible EMF reduction
techniques are discussed with shielding practices and ORNL [Oak Ridge National Laboratory] case studies.
Also, living object detection (LOD) and foreign object detection (FOD)
methods are reviewed from a safety aspect.
Conclusions
This study reviews and compiles the EMF emission limitations identified in international guidelines and standards including IEEE, ICNIRP, ACGIH, and SAE. EMF emissions can be substantial particularly at high-power transfer levels and misaligned conditions and should be reduced below the limits identified in the ICNIRP 2010 guidelines which are more conservative and thought to be safer. This study also provides a review of the shielding methods and presents two case studies from ORNL experiences and practices on EMF shielding. EMF exposure levels and shielding methodologies for high-power and dynamic wireless power transfer applications should be analyzed in future studies with possible standards development activities.
Electromagnetic Exposure Study on a Human Located inside the Car Using the Method of Auxiliary Sources
Jeladze VB, Nozadze TR, Tabatadze VA, et al. Electromagnetic Exposure Study on a Human Located inside the Car Using the Method of Auxiliary Sources. J Communications Technology Electronics. 65(5): 457-464. May 2020.
Abstract
The article studies the effect of the electromagnetic field of wireless communications on a human inside a car in the frequency ranges of 450, 900, and 1800 MHz, corresponding to the operational range of police radios and modern mobile phones. A comparative analysis of the influence of the Earth’s surface under the car is presented. The results of numerical calculations using the Method of Auxiliary Sources show the presence of resonance phenomena and a high reactive field inside the car, which leads to an undesirable increase in the level of absorbed energy in human tissues.
Conclusions
The Method of Auxiliary Sources was used to study the exposure of the electromagnetic field of a mobile phone’s antenna on a human inside a car. The calculations took into account the effect of Earth’s reflective surface under the car. The results showed that high-amplitude reactive fields inside the car can lead to a multiple increase in the SAR coefficient in human tissues compared to values obtained in the free space. It is recommended to reduce the duration of mobile phone calls inside a car.
-- Patients with pacemakers or defibrillators do not need to worry about e-Cars: An observational study
Lennerz C, Horlbeck L, Weigand S, Grebmer C, Blazek P, Brkic A, Semmler V, Haller B, Reents T, Hessling G, Deisenhofer I, Lienkamp M, Kolb C, O'Connor M. Technol Health Care. 2019 Nov 8. doi: 10.3233/THC-191891.
Abstract
BACKGROUND: Electric cars are increasingly used for public and private transportation and represent possible sources of electromagnetic interference (EMI). Potential implications for patients with cardiac implantable electronic devices (CIED) range from unnecessary driving restrictions to life-threatening device malfunction. This prospective, cross-sectional study was designed to assess the EMI risk of electric cars on CIED function.
METHODS: One hundred and eight consecutive patients with CIED presenting for routine follow-up between May 2014 and January 2015 were enrolled in the study. The participants were exposed to electromagnetic fields generated by the four most common electric cars (Nissan Leaf, Tesla Model S, BMW i3, VW eUp) while roller-bench test-driving at Institute of Automotive Technology, Department of Mechanical Engineering, Technical University, Munich. The primary endpoint was any abnormalities in CIED function (e.g. oversensing with pacing-inhibition, inappropriate therapy or mode-switching) while driving or charging electric cars as assessed by electrocardiographic recordings and device interrogation.
RESULTS: No change in device function or programming was seen in this cohort which is representative of contemporary CIED devices. The largest electromagnetic field detected was along the charging cable during high current charging (116.5 μT). The field strength in the cabin was lower (2.1-3.6 μT).
CONCLUSIONS: Electric cars produce electromagnetic fields; however, they did not affect CIED function or programming in our cohort. Driving and charging of electric cars is likely safe for patients with CIEDs.
Pääkkönen
R, Korpinen L. Low Frequency Magnetic Fields Inside Cars. Radiation
Protection Dosimetry. 2019. 187(2):268-271. doi: 10.1093/rpd/ncz248.
Abstract
Magnetic
fields were compared inside passenger seats of electric, petrol and
hybrid cars. While driving about 5 km in an urban environment, values
were recorded and compared between car types. The magnetic flux
densities of the cars were less than 2.6 μT. The magnitudes of the
magnetic fields of petrol cars and hybrid cars were about the same and
slightly lower for electric cars. Based on our measurements, values were
less than 3% of the guidelines given for the general population or
people using pacemakers.
Long-Term Monitoring of Extremely Low Frequency Magnetic Fields in Electric Vehicles
Yang L, Lu M, Lin J, Li C, Zhang C, Lai Z, Wu T.
Long-Term Monitoring of Extremely Low Frequency Magnetic Fields in Electric Vehicles.
Int J Environ Res Public Health. 2019 Oct 7;16(19). pii: E3765. doi: 10.3390/ijerph16193765.
Abstract
Extremely low frequency (ELF) magnetic field (MF) exposure in electric vehicles (EVs) has raised public concern for human health. There have been many studies evaluating magnetic field values in these vehicles. However, there has been no report on the temporal variation of the magnetic field in the cabin . This is the first study on the long-term monitoring of actual MFs in EVs. In the study, we measured the magnetic flux density (B) in three shared vehicles over a period of two years. The measurements were performed at the front and rear seats during acceleration and constant-speed driving modes. We found that the B amplitudes and the spectral components could be modified by replacing the components and the hubs, while regular checks or maintenance did not influence the B values in the vehicle. This observation highlights the necessity of regularly monitoring ELF MF in EVs, especially after major repairs or accidents, to protect car users from potentially excessive ELF MF exposure. These results should be considered in updates of the measurement standards. The ELF MF effect should also be taken into consideration in relevant epidemiological studies.
Effect of static magnetic field of electric vehicles on driving performance and on neuro-psychological cognitive functions
He Y, Sun W, Leung PS, Chow YT. Effect of static magnetic field of electric vehicles on driving performance and on neuro-psychological cognitive functions. Int J Environ Res Public Health. 2019 Sep 12;16(18). pii: E3382. doi: 10.3390/ijerph16183382.
Abstract
Human
neuropsychological reactions and brain activities when driving electric
vehicles (EVs) are considered as an issue for traffic and public safety
purposes; this paper examined the effect of the static magnetic field
(SMF) derived from EVs. A lane change task was adopted to evaluate the
driving performance; and the driving reaction time test and the reaction
time test were adopted to evaluate the variation of the
neuro-psychological cognitive functions. Both the sham and the real
exposure conditions were performed with a 350 μT localized SMF in this
study; 17 student subjects were enrolled in this single-blind
experiment. Electroencephalographs (EEGs) of the subjects were adopted
and recorded during the experiment as an indicator of the brain activity
for the variations of the driving performance and of the cognitive
functions. Results of this study have indicated that the impact of the
given SMF on both the human driving performance and the cognitive
functions are not considerable; and that there is a correlation between
beta sub-band of the EEGs and the human reaction time in the analysis. Open access paper: https://www.mdpi.com/1660-4601/16/18/3382
--
Possible Health Impacts of Advanced Vehicles Wireless Technologies
Judakova Z, Janousek L. Possible Health Impacts of Advanced Vehicles Wireless Technologies. Transportation Research Procedia. 40:1404-1411. 2019. https://doi.org/10.1016/j.trpro.2019.07.194
Abstract
Modern vehicles contain various security systems including vehicular networking where vehicles receive relevant traffic information using wireless communications from their peers. This wireless communication is mediated by the radiofrequency electromagnetic field. Exposure to electromagnetic fields caused by the transportation system is a cause of concern for many people. Plenty of dosimetric analysis of electromagnetic field carried out by various research groups found out the highest exposure values in the transport. How long-term effects of these fields affect the human organism and what is the mechanism of action, are questions without known answers. Several studies point to the possible association of different diseases with electromagnetic field exposure. The key to understanding the effect of the electromagnetic field on the human organism is to reveal the mechanism of action of these fields. Open access paper: https://www.sciencedirect.com/science/article/pii/S2352146519303643?via%3Dihub
-- Evaluating extremely low frequency magnetic fields in the rear seats of the electric vehicles
Lin
J, Lu M, Wu T, Yang L, Wu TN. Evaluating extremely low frequency
magnetic fields in the rear seats of the electric vehicles. Radiation
Protection Dosimetry. 182(2):190-199. Dec 2018.
Abstract
In
the electric vehicles (EVs), children can sit on a safety seat
installed in the rear seats. Owing to their smaller physical dimensions,
their heads, generally, are closer to the underfloor electrical systems
where the magnetic field (MF) exposure is the greatest. In this study,
the magnetic flux density (B) was measured in the rear seats of 10
different EVs, for different driving sessions. We used the measurement
results from different heights corresponding to the locations of the
heads of an adult and an infant to calculate the induced electric field
(E-field) strength using anatomical human models. The results revealed
that measured B fields in the rear seats were far below the reference
levels by the International Commission on Non-Ionizing Radiation
Protection. Although small children may be exposed to higher MF
strength, induced E-field strengths were much lower than that of adults
due to their particular physical dimensions.
-- Radiofrequencies in cars: A public health threat According to Theodore P. Metsis, Ph.D., an electrical, mechanical, and environmental engineer from Athens, Greece, modern conventional gas- and diesel-powered automobiles incorporate many EMF-emitting devices.
"EMFs in a car in motion with brakes applied + ABS activation may well exceed 100 mG. Adding RF radiation from blue tooth, Wi Fi, the cell phones of the passengers, the 4G antennas laid out all along the major roads plus the radars of cars already equipped with, located behind, left or right of a vehicle, the total EMF and EMR fields will exceed any limits humans can tolerate over a long period of time."
-- Mobile Phone Antenna’s EM Exposure Study on a Human Model Inside the Car Nozadze T, Jeladze V, Tabatadze V, Petoev I, Zaidze R. Mobile phone antenna’s EM exposure study on a homogeneous human model inside the car. 2018 XXIIIrd International Seminar/Workshop on Direct and Inverse Problems of Electromagnetic and Acoustic Wave Theory (DIPED). Tlibisi, Georgia. Sep 24-27, 2019. DOI: 10.1109/DIPED.2018.8543310
Abstract
Mobile phones’ radiation influence on a homogenous human model located inside a car is studied in this research. One of the novelty of proposed research is earth surface influence consideration under the car on EM field formation inside it. The inner field and its amplification by the car’s walls that in some cases act like a resonator are studied. The problem was solved numerically using the Method of Auxiliary Sources. Numerical simulations were carried out at the 450, 900, 1800 [MHz] standard communication frequencies. Obtained results showed the presence of resonant phenomena inside the car.
Excerpts
On Fig. 9 are presented point SAR peak values at the considered non-resonant and resonant frequencies. As it seen, point SAR peak values for resonant frequencies are approximately 5–8 times higher than non-resonant frequencies.
Based on the analysis of the obtained results we can conclude that at some frequencies car’s walls acts as the resonator and amplifies the field radiated from the mobile phones; which is cause of high point SAR values inside the human body. For the low frequency the EM field energy deeply penetrates into the human body, while for the high frequencies is mostly absorbed in the skin.
Conclusions
The mobile phone’s EM exposure problem for a homogenous human model inside the car is studied using the MAS. MAS were used to simulate earth reflective surface. The obtained results, conducted with the MAS based program package, showed the presence of resonance and reactive fields inside the car, that causes high SAR in human tissues. The reason of this is that at the considered frequencies car’s metallic surface acts as the resonator. So, it isn’t desirable speak on phones for a long time inside the car, that can be hazardous for the cell phone users located in it. https://ieeexplore.ieee.org/document/8543310
-- Electric cars
and EMI with cardiac implantable electronic devices: A cross-sectional evaluation
Lennerz C,
O'Connor M, Horlbeck L, Michel J, Weigand S, Grebmer C, Blazek P, Brkic A,
Semmler V, Haller B, Reents T, Hessling G, Deisenhofer I, Whittaker P, Lienkamp
M, Kolb C. Letter: Electric cars and electromagnetic interference with cardiac implantable electronic devices: A cross-sectional evaluation. Annals of
Internal Medicine. Apr 24, 2018.
No Abstract
Excerpts
Cardiac implantable electronic devices (CIEDs) are considered
standard care for bradycardia, tachycardia, and heart failure. Electromagnetic
interference (EMI) can disrupt normal function … Electric cars represent a
potential source of EMI. However, data are insufficient to determine their
safety or whether their use should be restricted in patients with CIEDs.
Objective: To assess
whether electric cars cause EMI and subsequent CIED dysfunction.
Methods and Findings: We approached
150 consecutive patients with CIEDs seen in our electrophysiology clinic … 40
patients declined to participate, and 2 withdrew consent … Participants were
assigned to 1 of 4 electric cars with the largest European market share…we
excluded hybrid vehicles.
Participants sat in the front seat while cars ran on a roller
test bench … Participants then charged the same car in which they had sat.
Finally, investigators drove the cars on public roads.
Field strength was generally highest during charging (30.1 to
116.5 µT) and increased as the charging current increased. Exposure during
charging was at least an order of magnitude greater than that measured within 5
cm of the CIED in the front seat (2.0 to 3.6 µT). Field strength did not differ
between the front and back seats. Peak field strength measured outside the cars
ranged between the values measured during charging and those measured within
the cars during testing … Field strength measured inside the cars during road
driving was similar to that measured during test bench studies.
We found no
evidence of EMI with CIEDs ...The electrocardiographic recorder did observe
EMI, but CIED function and programming were unaffected.
Our sample
was too small to detect rare events ... Nevertheless, other evidence supports a lack of EMI
with CIEDs. Magnetic fields are generated in gasoline-powered vehicles if the
vehicles' steel-belted tires are magnetized (3); average fields of
approximately 20 µT were reported in the back seat of 12 models, and those as
high as 97 µT were reported close to the tires (4). Similar values were
reported in electric trains and trams (5). The lack of anecdotal reports of
CIED malfunction associated with such transportation is consistent with our
findings.
Electric cars
seem safe for patients with CIEDs, and restrictions do not appear to be
required. However, we recommend vigilance to monitor for rare events,
especially those associated with charging and proposed “supercharging”
technology.
-- Evaluating ELF magnetic fields in the rear seats of electric vehicles
Lin J, Lu M, Wu T, Yang L, Wu T. Evaluating extremely low frequency magnetic fields in the rear seats of the electric vehicles.
Radiat Prot Dosimetry. 2018 Mar 23. doi: 10.1093/rpd/ncy048.
Abstract
In the electric vehicles (EVs), children can sit on a
safety seat installed in the rear seats. Owing to their smaller
physical dimensions, their heads, generally, are closer to the
underfloor electrical systems where the magnetic field (MF) exposure is
the greatest. In this study, the magnetic flux density (B) was measured
in the rear seats of 10 different EVs, for different driving sessions.
We used the measurement results from different heights corresponding to
the locations of the heads of an adult and an infant to calculate the
induced electric field (E-field) strength using anatomical human models.
The results revealed that measured B fields in the rear seats were far
below the reference levels by the International Commission on
Non-Ionizing Radiation Protection. Although small children may be
exposed to higher MF
strength, induced E-field strengths were much lower than that of adults
due to their particular physical dimensions. https://www.ncbi.nlm.nih.gov/pubmed/29584925
Excerpts
Small
children and infants sitting in a safety seat at the rear part of the
vehicle is a common occurrence. Children have smaller physical
dimensions and, thus, their heads are generally much closer to the car
floor, where the MF strength has been reported to be higher due to tire
magnetization and the operation of the underfloor electrical systems (6,
7). The matter of children being potentially subject to greater
magnetic field exposure may be relevant as leukemia is the most common
type of childhood cancer (8). In particular, Ahlbom et al. (9) and
Greenland et al. (10) indicated that the exposure to 50 and 60 Hz MF
exceeding 0.3–0.4 μT may result in an increased risk for childhood
leukemia although a satisfactory causal relationship has not yet been
reliably demonstrated. Also, it was reported that a combination of weak,
steady and alternating MF could modify the radical concentration, which
had the potential to lead to biologically significant changes (11).
... the B field values
measured at location #4 (floor in from of rear seat) were the highest,
followed by values from location #3 (rear seat cushion), #2 (child’s
head position) and #1 (adult’s head position) (p < 0.012, α = 0.05/3 = 0.017). There was a significant difference between the driving scenarios (F(3, 117) = 3.72, p = 0.013). The acceleration and deceleration scenarios generated higher B fields compared with the stationary and the 40 km/h driving scenarios (p < 0.01, α = 0.05/3 = 0.017) while no difference was identified between acceleration and deceleration (p = 0.16).
...
The results demonstrate that the induced E-field strength was lower for the infant model compared with that of the adult in terms of both the head and body as a whole.
The infant was reported to have higher electrical conductivity (29)
but there was no database dedicated to the infant. Furthermore, below 1
MHz, the database was hard to be measured and the uncertainty was large (30). Therefore, we would not include the issue in the study. Although several SCs (spectral components) on higher frequencies have been observed (can
spread to 1.24 kHz), the spectral analysis revealed that the SCs
concentrated on bands below 1000 Hz. The EVs under test used aluminum
alloy wheel rims, which have low magnetic permeability. However, the
steel wire in the reinforcing belts of radial tires pick up magnetic
fields from the terrestrial MF. When the tires spin, the magnetized
steel wire in the reinforcing belts generates ELF MF usually below 20
Hz, that can exceed 2.0 μT at seat level in the passenger compartment (6).
The measurement did not identify the ELF MF by different sources
because the purpose of the study was to investigate the realistic
exposure scenario for the occupants. To note, degaussing the tires or
using the fiberglass belted tires can eliminate this effect and provide
the MF results solely introduced by the operation of the electrified
system. ICNIRP proposed guidelines to evaluate the compliance of the non-sinusoidal signal exposure(3). The measurements rendered the maximal B
field at the level of one-tenth to several μT, far below the reference
level of the guidelines (e.g. 200 μT for 20–400 Hz). The similar
non-sinusoidal MF signal magnitudes can only account for 6–10% of the
reference levels according to the previous reports(32).
However, as noted in the Introduction, ‘… 50 and 60 Hz MF exceeding
0.3–0.4 μT may result in an increased risk for childhood leukemia’.
Therefore, it is necessary to measure the MF in the EVs to limit the
exposure and for the purpose of epidemiological studies.
In
this study, we measured ELF MF in the rear seats of ten types of EVs.
The measurements were performed for four different driving scenarios.
The measurement results were analyzed to determine the worst-case
scenario and those values were used for simulations. We made numerical
simulations to compare the induced E-field strength due to the physical
difference between children and adults using detailed anatomical models.
The results support the contention that the MF in the EVs that we
tested was far below the reference levels of the ICNIRP guidelines.
Furthermore, our findings show that children would not be more highly
exposed compared to adults when taking into consideration of their
physical differences. However, the measurement results indicated that
further studies should be performed to elucidate the concerns on the
incidence of the childhood leukemia for infant and child occupants.
-- Evaluation of electromagnetic exposure during 85 kHz wireless power transfer for electric vehicles SangWook
Park. Evaluation of Electromagnetic Exposure During 85 kHz Wireless
Power Transfer for Electric Vehicles. IEEE Transactions on Magnetics.
Volume: PP, Issue: 99. Sep 1, 2017. doi: 10.1109/TMAG.2017.2748498.
Abstract
The
external fields in the proximity of electric vehicle (EV) wireless
power transfer (WPT) systems requiring high power may exceed the limits
of international safety guidelines. This study presents dosimetric
results of an 85 kHz WPT system for electric vehicles. A WPT system for
charging EVs is designed and dosimetry for the system is evaluated for
various exposure scenarios: a human body in front of the WPT system
without shielding, with shielding, with alignment and misalignment
between transmitter and receiver, and with a metal plate on the system
for vehicle mimic floor pan. The minimum accessible distances in
compliance are investigated for various transmitting powers. The maximum
allowable transmitting power are also investigated with the limits of
international safety guidelines and the dosimetric results.
-- Electric and magnetic fields <100
KHz in electric and gasoline-powered vehicles
Tell RA,
Kavet R. Electric and magnetic fields <100 KHz in electric and
gasoline-powered vehicles. Radiat Prot Dosimetry. 2016 Dec;172(4):541-546.
Abstract
Measurements
were conducted to investigate electric and magnetic fields (EMFs) from 120 Hz
to 10 kHz and 1.2 to 100 kHz in 9 electric or hybrid vehicles and 4 gasoline
vehicles, all while being driven. The range of fields in the electric vehicles
enclosed the range observed in the gasoline vehicles. Mean magnetic fields
ranged from nominally 0.6 to 3.5 µT for electric/hybrids depending on the
measurement band compared with nominally 0.4 to 0.6 µT for gasoline vehicles.
Mean values of electric fields ranged from nominally 2 to 3 V m-1 for
electric/hybrid vehicles depending on the band, compared with 0.9 to 3 V m-1 for
gasoline vehicles. In all cases, the fields were well within published exposure
limits for the general population. The measurements were performed with Narda
model EHP-50C/EHP-50D EMF analysers that revealed the presence of spurious
signals in the EHP-50C unit, which were resolved with the EHP-50D model.
-- Passenger exposure to magnetic fields due to the batteries of an electric vehicle
Pablo Moreno-Torres Concha; Pablo Velez; Marcos Lafoz; Jaime
R. Arribas. Passenger Exposure to Magnetic Fields due to the Batteries
of an Electric Vehicle. IEEE Transactions on Vehicular Technology. 65(6):4564-4571. Jun 2016.
Abstract
In electric vehicles, passengers sit very close to an
electric system of significant power. The high currents achieved in these
vehicles mean that the passengers could be exposed to significant magnetic
fields (MFs). One of the electric devices present in the power train are the
batteries. In this paper, a methodology to evaluate the MF created by these batteries
is presented. First, the MF generated by a single battery is analyzed using
finite-elements simulations. Results are compared with laboratory measurements,
which are taken from a real battery, to validate the model. After this, the MF
created by a complete battery pack is estimated, and results are discussed.
Conclusion
Passengers inside an EV could be exposed to MFs of
considerable strength when compared with conventional vehicles or to other
daily exposures (at home, in the office, in the street, etc.). In this paper,
the MF created by the batteries of a particular electric car is evaluated from
the human health point of view by means of finite-elements simulations,
measurements, and a simple analytical approximation, obtaining an upper bound
for the estimated MF generated by a given battery pack. These results have been
compared with ICNIRP's recommendations concerning exposure limitation to
low-frequency MFs, finding that the field generated by this particular battery
pack should be below ICNIRP's field reference levels, and conclusions
concerning the influence of the switching frequency have been drawn. Finally,
some discussion regarding other field sources within the vehicle and different
vehicles designs has been presented. Due to the wide variety of both available
EVs and battery stacks configurations, it is recommended that each vehicle
model should be individually assessed regarding MF exposure.
Vassilev A et
al. Magnetic Field Exposure Assessment in Electric Vehicles. IEEE Transactions
on Electromagnetic Compatibility. 57(1):35-43. Feb 2015.
Abstract
This article
describes a study of magnetic field exposure in electric vehicles (EVs). The
magnetic field inside eight different EVs (including battery, hybrid, plug-in
hybrid, and fuel cell types) with different motor technologies (brushed direct
current, permanent magnet synchronous, and induction) were measured at
frequencies up to 10 MHz. Three vehicles with conventional powertrains were
also investigated for comparison. The measurement protocol and the results of
the measurement campaign are described, and various magnetic field sources are
identified. As the measurements show a complex broadband frequency spectrum, an
exposure calculation was performed using the ICNIRP “weighted peak” approach.
Results for the measured EVs showed that the exposure reached 20% of the ICNIRP
2010 reference levels for general public exposure near to the battery and in
the vicinity of the feet during vehicle start-up, but was less than 2% at head
height for the front passenger position. Maximum exposures of the order of 10%
of the ICNIRP 2010 reference levels were obtained for the cars with
conventional powertrains. http://ieeexplore.ieee.org/abstract/document/6915707/
-- Characterization of ELF magnetic fields from diesel, gasoline and hybrid cars under controlled conditions
Hareuveny
R, Sudan M, Halgamuge MN, Yaffe Y, Tzabari Y, Namir D, Kheifets L.
Characterization of Extremely Low Frequency Magnetic Fields from Diesel,
Gasoline and Hybrid Cars under Controlled Conditions. Int J Environ Res
Public Health. 2015 Jan 30;12(2):1651-1666.
Abstract
This study characterizes extremely low frequency (ELF) magnetic field (MF) levels in 10 car models.
Extensive
measurements were conducted in three diesel, four gasoline, and three
hybrid cars, under similar controlled conditions and negligible
background fields. Averaged over all four seats under various
driving scenarios the fields were lowest in diesel cars (0.02 μT),
higher for gasoline (0.04-0.05 μT) and highest in hybrids (0.06-0.09
μT), but all were in-line with daily exposures from other sources.
Hybrid cars had the highest mean and 95th percentile MF levels, and an
especially large percentage of measurements above 0.2 μT. These
parameters were also higher for moving conditions compared to standing
while idling or revving at 2500 RPM and higher still at 80 km/h compared
to 40 km/h. Fields in non-hybrid cars were higher at the front seats,
while in hybrid cars they were higher at the back seats, particularly
the back right seat where 16%-69% of measurements were greater than 0.2
μT. As our results do not include low frequency fields (below 30
Hz) that might be generated by tire rotation, we suggest that net
currents flowing through the cars' metallic chassis may be a possible
source of MF. Larger surveys in standardized and well-described settings
should be conducted with different types of vehicles and with spectral
analysis of fields including lower frequencies due to magnetization of
tires.
Excerpts
Previous
work suggests that major sources of MF in cars include the tires and
electric currents [4,5]. The level of MF exposure depends on the
position within the vehicle (e.g., proximity to the MF sources) and can
vary with different operating conditions, as changes to engine load can
induce MFs through changes in electric currents. Scientific
investigations of the levels of MF in cars are sparse: only one study
evaluated fields only in non-hybrid cars [6], two studies of hybrid cars
have been carried out [4,7], and few studies have systematically
compared exposures in both hybrid and non-hybrid cars [8,9,10,11,12],
some based on a very small number of cars
In
hybrid cars, the battery is generally located in the rear of the car
and the engine is located in the front. Electric current flows between
these two points through cables that run underneath the passenger cabin
of the car. This cable is located on the left for right-hand driving
cars and on the right for left-hand driving cars. Although in principle
the system uses direct current (DC), current from the alternator that is
not fully rectified as well as changes to the engine load, and
therefore the current level, can produce MFs which are most likely in
the ELF range. While most non-hybrid cars have batteries that are
located in the front, batteries in some of them are located in the rear
of the car, with cables running to the front of the car for the
electrical appliances on the dashboard. In this study, all gasoline and
diesel cars had batteries located in the front of the car.
...the
percent of time above 0.2 µT was the most sensitive parameter of the
exposure. Overall, the diesel cars measured in this study had the lowest
MF readings (geometric mean less than 0.02 μT), while the hybrid cars
had the highest MF readings (geometric mean 0.05 μT). Hybrid cars had
also the most unstable results, even after excluding outliers beyond the
5th and 95th percentiles. With regard to seat position, after adjusting
for the specific car model, gasoline and diesel cars produced higher
average MF readings in the front seats, while hybrid cars produced the
highest MF readings in the back right seat (presumably due to the
location of the battery). Comparing the different operating conditions,
the highest average fields were found at 80 km/h, and the differences
between operating conditions were most pronounced in the back right seat
in hybrid cars. Whether during typical city or highway driving, we
found lowest average fields for diesel cars and highest fields for
hybrid cars.
Previous
works suggest that the magnetization of rotating tires is the primary
source of ELF MFs in non-hybrid cars [5,15]. However, the relatively
strong fields (on the order of a few μT within the car) originating from
the rotating tires are typically at 5–15 Hz frequencies, which are
filtered by the EMDEX II meters. ....
Overall,
the average MF levels measured in the cars’ seats were in the range of
0.04–0.09 μT (AM) and 0.02–0.05 μT (GM). These fields are well below the
ICNIRP [17] guidelines for maximum general public exposure (which range
from 200 μT for 40 Hz to 100 μT for 800 Hz), but given the complex
environments in the cars, simultaneous exposure to non-sinusoidal fields
at multiple frequencies must be carefully taken into account.
Nevertheless, exposures in the cars are in the range of every day
exposure from other sources. Moreover, given the short amount of time
that most adults and children spend in cars (about 30 minutes per day
based on a survey of children in Israel (unpublished data), the relative
contribution of this source to the ELF exposure of the general public
is small. However, these fields are in addition to other exposure
sources. Our results might explain trends seen in other daily exposures:
slightly higher average fields observed while travelling (GM = 0.096
μT) relative to in bed (GM = 0.052 μT) and home not in bed (GM = 0.080
μT) [1]. Similarly, the survey of children in Israel found higher
exposure from transportation (GM = 0.092 µT) compared to mean daily
exposures (GM = 0.059 µT). Occupationally, the GM of time-weighted
average for motor vehicle drivers is 0.12 μT [18].
-- Design guidelines to reduce the magnetic field in electric
vehicles
SINTEF, Jan 6, 2014
Based on the measurements and on extensive simulation work
the project arrived on the following design guidelines to, if necessary,
minimize the magnetic field in electric vehicles.
Cables
For
any DC cable carrying significant amount of current, it should be made in
the form of a twisted pair so that the currents in the pair always flow in
the opposite directions. This will minimise its EMF emission.
For
three-phase AC cables, three wires should be twisted and made as close as
possible so as to minimise its EMF emission.
All
power cables should be positioned as far away as possible from the
passenger seat area, and their layout should not form a loop. If cable
distance is less than 200mm away from the passenger seats, some forms of
shielding should be adopted.
A
thin layer of ferromagnetic shield is recommended as this is
cost-effective solution for the reduction of EMF emission as well EMI
emission.
Where
possible, power cables should be laid such a way that they are separated
from the passenger seat area by a steel sheet, e.g., under a steel
metallic chassis, or inside a steel trunk.
Motors
Where
possible, the motor should be installed farther away from the passenger
seat area, and its rotation axis should not point to the seat region.
If
weight permits, the motor housing should be made of steel, rather than
aluminium, as the former has a much better shielding effect.
If
the distance of the motor and passenger seat area is less than 500mm, some
forms of shielding should be employed. For example, a steel plate could be
placed between the motor and the passenger seat region
Motor
housing should be electrically well connected to the vehicle metallic chassis
to minimise any electrical potential.
Inverter
and motor should be mounted as close as possible to each other to minimise
the cable length between the two.
Batteries
Since
batteries are distributed, the currents in the batteries and in the
interconnectors may become a significant source for EMF emission, they
should be place as far away as possible from the passenger seat areas. If
the distance between the battery and passenger seat area is less than
200mm, steel shields should be used to separate the batteries and the
seating area.
The
cables connecting battery cells should not form a loop, and where
possible, the interconnectors for the positive polarity should be as close
as possible to those of the negative polarity.
-- Magnetic fields in electric cars won't kill you
Jeremy Hsu, IEEE Spectrum, May 5, 2014
Summary
“The study, led by SINTEF, an independent research
organization headquartered in Trondheim, Norway, measured the electromagnetic
radiation—in the lab and during road tests—of seven different electric cars, one hydrogen-powered car, two
gasoline-fueled cars and one diesel-fueled car. Results from all conditions
showed that the exposure was less than 20 percent of the limit recommended by
the International Commission on Non-Ionizing Radiation
Protection (ICNIRP).”
“Measurements taken inside the vehicles—using a test dummy
with sensors located in the head, chest and feet—showed exposure at less than 2
percent of the non-ionizing radiation limit at head-height. The highest electromagnetic field readings—still less than 20
percent of the limit—were found near the floor of the electric cars, close to
the battery. Sensors picked up a burst of radiation that same level, when the
cars were started.”
-- ELF magnetic fields in electric and
gasoline-powered vehicles
Tell RA, Sias
G, Smith J, Sahl J, Kavet R. ELF magnetic fields in electric and
gasoline-powered vehicles. Bioelectromagnetics. 2013
Feb;34(2):156-61. doi: 10.1002/bem.21730.
Abstract
We conducted
a pilot study to assess magnetic field levels in electric compared to
gasoline-powered vehicles, and established a methodology that would provide
valid data for further assessments. The sample consisted of 14 vehicles, all
manufactured between January 2000 and April 2009; 6 were gasoline-powered
vehicles and 8 were electric vehicles of various types. Of the eight models
available, three were represented by a gasoline-powered vehicle and at least
one electric vehicle, enabling intra-model comparisons. Vehicles were driven
over a 16.3 km test route. Each vehicle was equipped with six EMDEX Lite
broadband meters with a 40-1,000 Hz bandwidth programmed to sample every 4 s.
Standard statistical testing was based on the fact that the autocorrelation statistic
damped quickly with time. For seven electric cars, the geometric mean (GM) of
all measurements (N = 18,318) was 0.095 µT with a geometric standard deviation
(GSD) of 2.66, compared to 0.051 µT (N = 9,301; GSD = 2.11) for four
gasoline-powered cars (P < 0.0001). Using the data from a previous exposure
assessment of residential exposure in eight geographic regions in the United
States as a basis for comparison (N = 218), the broadband magnetic fields in
electric vehicles covered the same range as personal exposure levels recorded
in that study. All fields measured in all vehicles were much less than the
exposure limits published by the International Commission on Non-Ionizing
Radiation Protection (ICNIRP) and the Institute of Electrical and Electronics
Engineers (IEEE). Future studies should include larger sample sizes
representative of a greater cross-section of electric-type vehicles.
-- Mythbuster: EMF levels in hybrids Consumer Reports News: August 4, 2010
Summary
“Some concern has been raised about the possible health
effects of electromagnetic field radiation, known as EMF, for people who drive
in hybrid cars. While all electrical devices, from table lamps to copy
machines, emit EMF radiation, the fear is that hybrid cars, with their big
batteries and powerful electric motors, can subject occupants to unhealthy
doses. The problem is that there is no established threshold standard that says
what an unhealthy dose might be, and no concrete, scientific proof that the
sort of EMF produced by electric motors harms people
“We found the highest EMF levels in the Chevrolet Cobalt, a
conventional non-hybrid small sedan.”
[The peak EMF readings at the driver’s feet ranged from 0.5
mG (milligauss) in the 2008 Toyota Highlander to 30 mG in the Chevrolet Cobalt.
The hybrids tested at 2-4 mG. Here are some highlights from the tests. EMF
readings were highest in the driver’s foot well and second-highest at the
waist, much lower higher up, where human organs might be more susceptible to
EMF.
“To get a sense of scale, though, note that users of
personal computers are subject to EMF exposure in the range of 2 to 20 mG,
electric blankets 5 to 30 mG, and a hair dryer 10 to 70 mG, according to an
Australian government compilation. In this country, several states limit EMF
emissions from power lines to 200 mG. However, there are no U.S. standards
specifically governing EMF in cars.”
“In this series of tests, we found no evidence that hybrids
expose drivers to significantly more EMF than do conventional cars. Consider
this myth, busted.”
-- Israel preps world’s first hybrid car radiation scale
Tal Bronfer, the truth about cars, March 1, 2010
Summary
“The Australian Radiation Protection and Nuclear Safety
Agency (ARPANSA) recommends a limit of 1,000 mG (milligauss) for a 24 hour
exposure period. While other guidelines pose similar limits, the International
Agency for Research on Cancer (IARC) deemed extended exposure to electromagnetic
fields stronger than 2 mG to be a “possible cause” for cancer. Israel’s
Ministry of Health recommends a maximum of 4 mG.”
“Last year, Israeli automotive website Walla! Cars conducted
a series of tests on the previous generation Toyota Prius, Honda Insight and
Honda Civic Hybrid, and recorded radiation figures of up to 100 mG during
acceleration. Measurements also peaked when the batteries were either full (and
in use) or empty (and being charged from the engine), while normal driving at
constant speeds yielded 14 to 30 mG on the Prius, depending on the area of the
cabin.
The Ministry of Environmental Protection is expected to
publish the results of the study this week. The study will group hybrids sold
in Israel into three different radiation groups, reports Israel’s Calcalist.
It’s expected that the current-gen Prius will be deemed ‘safe’, while the Honda
Insight and Civic Hybrid (as well as the prev-gen Prius) will be listed as
emitting ‘excessive’ radiation.”
-- Fear, but few facts, on hybrid risk
Jim Motavalli, New York Times, Apr 27, 2008
Summary
“... concern is not without merit; agencies including the National Institutes of Health and the National Cancer Institute acknowledge the
potential hazards of long-term exposure to a strong electromagnetic field, or
E.M.F., and have done studies on the association of cancer risks with living
near high-voltage utility lines. While Americans live with E.M.F.’s all around — produced by
everything from cellphones to electric blankets — there is no broad agreement
over what level of exposure constitutes a health hazard, and there is no
federal standard that sets allowable exposure levels. Government safety tests
do not measure the strength of the fields in vehicles — though Honda and
Toyota, the dominant hybrid makers, say their internal checks assure that their
cars pose no added risk to occupants.” “A spokesman for Honda, Chris Martin, points to the lack of
a federally mandated standard for E.M.F.’s in cars. Despite this, he said,
Honda takes the matter seriously. “All our tests had results that were well
below the commission’s standard,” Mr. Martin said, referring to the European
guidelines. And he cautions about the use of hand-held test equipment. “People
have a valid concern, but they’re measuring radiation using the wrong devices,”
he said.”
“Donald B. Karner, president of Electric Transportation
Applications in Phoenix, who tested E.M.F. levels in battery-electric cars for
the Energy Department in the 1990s, said it was hard to evaluate readings
without knowing how the testing was done. He also said it was a problem to
determine a danger level for low-frequency radiation, in part because dosage is
determined not only by proximity to the source, but by duration of exposure.
“We’re exposed to radio waves from the time we’re born, but there’s a general
belief that there’s so little energy in them that they’re not dangerous,” he
said.”