Moving house? Think 'energy-saving'

Location, location, location. The traditional estate agents' argument is that really nothing else matters to a prospective home purchaser. Perhaps the kitchen too. But not the energy bills. Oh no, never the fuel bills. They are just not important enough.

It has long been official policy to address this prejudice. But can it really be altered sufficiently, in order to begin to cut back on the £20bn we spend each year heating and lighting our homes?

I believe that it is entirely practical to deliver such a step change before this decade is out. I accept it will require a combined effort, of a kind never attempted before. It will mean the abandonment of a number of entrenched attitudes. But I am convinced it to be possible, and the end definitely worth it.

First off, is it right to make the time when people change home the right moment to concentrate upon getting the building's energy performance upgraded? I am convinced it is. For a start, movers are frequently improvers. You feel most inclined to make changes when you first arrive. Rather less so when you have long been incumbent, and have grown inured to all that is a bit wrong.

So, you are moving in. First things first. How do you establish what needs to be done to make the home more comfortable, reduce the mounting fuel bills, cut the energy wastage?

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Solar power, weeds and algae to fuel armed forces of future

Britain's armed forces could acquire a new tinge of green under plans to end the military dependency on fossil fuels.

Possible innovations include unmanned attack aircraft powered by the sun. They would fire missiles fuelled with hydrogen produced by feeding algae to microbes.

Tanks could be electrically powered or run on fuel produced from oil squeezed out of weeds so hardy they can grow in the desert.

Ships could run completely on electricity produced from generators powered by synthetic fuels made from grass.

The environmental requirements of the army, navy and air force will be presented this week to specially vetted defence and research companies.

The Ministry of Defence (MoD) said last week that many of the ideas would come to fruition only in the next generation. The US Air Force, however, is expected to start converting its aircraft to use a mix of synthetic and petroleum-based fuel by the end of 2010 and the RAF is likely to follow suit.

The Royal Navy’s new Type45 destroyers already use all-electric propulsion, albeit produced by gas generators, and greener ways of producing the electricity are being explored in conjunction with the French.

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ThoRR, the fully electric open-wheeler

If Caterham Seven-style open-wheelers are last century's pinnacle of pure performance machines, it seems the concept will survive the transition to the electric age. Evisol's ThoRR takes its body shape inspiration from a Lotus Super 7, and adds a 272hp Siemens electric motor with a Lithium Polymer battery pack. Quick, light, accurate and nearly silent apart from road noise, ThoRR fits the Caterham model of a driver's car - there's no power assisted steering or brakes, no ABS, gearbox or even a windshield, so you're in complete control and you feel completely connected to the road through your machine. A range of 140km if you're doing more than 100kmh limits ThoRR to being a Sunday afternoon thrasher, but new tech batteries like those in the Lightning GT will fix that in due time.

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Dithering governments blamed for biofuel tanker shortage

A Stolt tanker. Biodiesel must be carried on specially built vessels. Photograph: Alamy

Britain is facing a big shortage of ships for carrying biofuels unless politicians give clear guidelines about the future of renewable fuels, a leading maritime organisation warned last night.

The comments from Lloyd's Register that the world fleet might be "unable to cope" unless an extra 400 suitable vessels - 20% of the present fleet - were constructed, came after energy minister Malcolm Wicks questioned the use of biofuels at a time of rising food prices.

Richard Sadler, chief executive of Lloyd's Register, said more information was needed about the potentially destructive elements of first-generation biofuels, but second and third-generation looked highly promising and could trigger huge demand for transport.

Mixed messages from governments about whether they will stick to targets for biofuel use were creating problems, he said. "There is so much uncertainty that makes it very difficult for a shipowner to invest in a sector with so much political risk."

Biodiesel must be carried on special chemical carriers, but Sadler said the regulations may need to be changed so that it can be moved on oil tankers. He added: "If second- and third-generation technologies are successful, current projections of demand would see the world fleet unable to cope with the logistics demand."

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