An Israeli-Russian-German venture said it had developed a safe and lightweight hydrogen tank, overcoming a significant obstacle to the mass manufacture of automobiles operated by hydrogen fuel.
The venture, known as C.En, has completed a design and test programme aimed at producing the tank for use in cars, Moshe Stern, who leads the investors in the project, told Reuters on Thursday.
One of the biggest hurdles to building hydrogen-powered cars has been the safe and lightweight storage of hydrogen. Stern said C.En's technology solves three main storage problems: weight, volume and safety.
"We can build a 60-litre tank that can travel up to 600 km and weighs no more than 50 kg," Stern said, adding this compares with about 150-200 km for existing hydrogen cars. Unlike others working with hydrogen, C.En uses hydrogen gas rather than liquid.
"Our breakthrough is that we have succeeded in accumulating hydrogen in a glass material that is very small, only a few microns," said Stern, who is also president of Israeli waste treatment company Environmental Energy Resources (EER).
"You don't need to transport hydrogen to fuel stations and you don't need pipelines. The tanks will be like a battery that can be replaced and you can carry a reserve in the car."
He said this technology could also be used for laptops, mobile phones and military applications.
Long a centre for technological innovation, Israel is seeking to leverage that experience in the field of clean energy that has become popular due to soaring oil prices and pollution from heavy use of fossil fuels.
"It will help to achieve a practical solution for the hydrogen era," he said. "When you run out of fossil fuel you need another fuel source and you don't want everything to run on electricity. You also want a mobile source of chemical energy."
Storing hydrogen in the needed quantity has been one of the biggest obstacles to using it as a fuel source, as it has to be in a limited volume and weight, he said.
"It seems that they succeeded. Their tank is roughly the size and weight of a normal fuel tank," Riess said, noting that hydrogen fuel tanks currently in use are too heavy and therefore limited in how much they can store.
By Tova Cohen
full article
Sunday, 3 February 2008
Honda’s hard cell can lead motorists to a fuel paradise
LATER this year a few lucky drivers will have the chance to experience a car that represents the holy grail of green motoring – a zero-emissions vehicle. The Honda FCX Clarity may not look much different from any of the company’s other medium-size cars but it is powered by a hydrogen fuel cell and the only emission from its engine is water.
The fuel cells in these cars generate the electricity that drives them from the chemical reaction of pure hydrogen from the tank with oxygen from the air. Hydrogen has many attractions as a fuel: it is the most common element in the universe and can be produced by methods that create hardly any emissions. A fuel cell needs no combustion and produces no emissions from the engine.
At present most hydrogen for vehicle use is produced by a process known as “reforming” from natural gas, a fossil fuel. But the technology has existed for more than a century to produce it by electrolysis, passing a current through water to separate the hydrogen and oxygen atoms. Until now that would have involved using large amounts of electricity generated from fossil fuels, cancelling out any advantage of zero-emissions running, but Honda says it is now feasible to use electricity from renewable sources for this process, thus producing the fuel with virtually no emissions.
However, the introduction of the Clarity illustrates some of the problems that even the biggest of car-makers face when trying to launch technologies that will slash the rate of carbon emissions rather than simply reduce the way in which vehicles use fossil fuels.
John Kingston, environment manager at Honda UK, would relish the chance to try the Clarity here. But, in the absence of a fuel infrastructure, he accepts that he is unable to put a date on when that will be possible: “Unfortunately, it is not imminent. We have looked at many alternative fuels: solar power, battery electric and hybrid. But this is no longer an experiment. Honda is convinced of the role that hydrogen vehicles can play in reducing emissions. We now have to maintain progress in bringing the cost down and getting infrastructure in place.” The company has been investing heavily in the development of a home energy station, a compact unit that could produce hydrogen domestically both for heating and vehicle use.
An experimental filling station in Hornchurch, East London, was used during the trial of fuel-cell buses, but that was dismantled when the first experiment with just three vehicles ended last year. Ken Livingstone, the Mayor of London, has announced plans to acquire 70 fuel-cell vehicles – including ten buses – for Transport for London, the police, fire brigade and other services. They will rely on a network of fuel stations to be installed on Greater London Authority premises but these could be made available to other fuel-cell vehicles at a later stage of the trial.
Alan Copps
full article
The fuel cells in these cars generate the electricity that drives them from the chemical reaction of pure hydrogen from the tank with oxygen from the air. Hydrogen has many attractions as a fuel: it is the most common element in the universe and can be produced by methods that create hardly any emissions. A fuel cell needs no combustion and produces no emissions from the engine.
At present most hydrogen for vehicle use is produced by a process known as “reforming” from natural gas, a fossil fuel. But the technology has existed for more than a century to produce it by electrolysis, passing a current through water to separate the hydrogen and oxygen atoms. Until now that would have involved using large amounts of electricity generated from fossil fuels, cancelling out any advantage of zero-emissions running, but Honda says it is now feasible to use electricity from renewable sources for this process, thus producing the fuel with virtually no emissions.
However, the introduction of the Clarity illustrates some of the problems that even the biggest of car-makers face when trying to launch technologies that will slash the rate of carbon emissions rather than simply reduce the way in which vehicles use fossil fuels.
John Kingston, environment manager at Honda UK, would relish the chance to try the Clarity here. But, in the absence of a fuel infrastructure, he accepts that he is unable to put a date on when that will be possible: “Unfortunately, it is not imminent. We have looked at many alternative fuels: solar power, battery electric and hybrid. But this is no longer an experiment. Honda is convinced of the role that hydrogen vehicles can play in reducing emissions. We now have to maintain progress in bringing the cost down and getting infrastructure in place.” The company has been investing heavily in the development of a home energy station, a compact unit that could produce hydrogen domestically both for heating and vehicle use.
An experimental filling station in Hornchurch, East London, was used during the trial of fuel-cell buses, but that was dismantled when the first experiment with just three vehicles ended last year. Ken Livingstone, the Mayor of London, has announced plans to acquire 70 fuel-cell vehicles – including ten buses – for Transport for London, the police, fire brigade and other services. They will rely on a network of fuel stations to be installed on Greater London Authority premises but these could be made available to other fuel-cell vehicles at a later stage of the trial.
Alan Copps
full article
Thursday, 31 January 2008
E. Coli Bacteria: A Future Source Of Energy?
For most people, the name "E. coli" is synonymous with food poisoning and product recalls, but a professor in Texas A&M University's chemical engineering department envisions the bacteria as a future source of energy, helping to power our cars, homes and more.
By genetically modifying the bacteria, Thomas Wood, a professor in the Artie McFerrin Department of Chemical Engineering, has "tweaked" a strain of E. coli so that it produces substantial amounts of hydrogen. Specifically, Wood's strain produces 140 times more hydrogen than is created in a naturally occurring process, according to an article in "Microbial Biotechnology," detailing his research.
Though Wood acknowledges that there is still much work to be done before his research translates into any kind of commercial application, his initial success could prove to be a significant stepping stone on the path to the hydrogen-based economy that many believe is in this country's future.
Renewable, clean and efficient, hydrogen is the key ingredient in fuel-cell technology, which has the potential to power everything from portable electronics to automobiles and even entire power plants. Today, most of the hydrogen produced globally is created by a process known as "cracking water" through which hydrogen is separated from the oxygen. But the process is expensive and requires vast amounts of energy -- one of the chief reasons why the technology has yet to catch on.
ScienceDaily
full article
By genetically modifying the bacteria, Thomas Wood, a professor in the Artie McFerrin Department of Chemical Engineering, has "tweaked" a strain of E. coli so that it produces substantial amounts of hydrogen. Specifically, Wood's strain produces 140 times more hydrogen than is created in a naturally occurring process, according to an article in "Microbial Biotechnology," detailing his research.
Though Wood acknowledges that there is still much work to be done before his research translates into any kind of commercial application, his initial success could prove to be a significant stepping stone on the path to the hydrogen-based economy that many believe is in this country's future.
Renewable, clean and efficient, hydrogen is the key ingredient in fuel-cell technology, which has the potential to power everything from portable electronics to automobiles and even entire power plants. Today, most of the hydrogen produced globally is created by a process known as "cracking water" through which hydrogen is separated from the oxygen. But the process is expensive and requires vast amounts of energy -- one of the chief reasons why the technology has yet to catch on.
ScienceDaily
full article
Rising from stormy seas, the giant turbine towers of an offshore wind farm seem almost miraculous to the untrained eye. But how do you put them there?
Most boats do not have legs. But a jack-up barge has six, protruding high into the air when the ship is in transit.
Extending to a length of 48m from the bottom of the ship, and penetrating up to 5m into the sea bed, the "legs" of these ships provide a stable "ground" in a place where there is only roiling water.
As the legs push down, the ship is lifted above the waves. Purpose-built at a Chinese shipyard, the £60m jack-up barge MPIO Resolution is an extraordinary piece of engineering in itself.
If government targets are to be met, the UK could have as many as 7,000 offshore wind turbines by 2020. In the process, it would increase the amount of energy produced by that means about 60-fold.
By Giancarlo Rinaldi
full article
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