Straight from the sun: The renewables revolution has landedBy Mike Robbins on 19 July 2013
SNIPPET 1Just after the latest round of climate change talks (in Bonn this time) had sort-of stalled, I took a walk to New York’s North Cove Marina.
The southern tip of Manhattan narrows to a point at its southern end and juts out into the broad expanse of New York Harbour. The Marina is on the lower West Side, far enough down for the famous landmark of Ellis Island to be clearly visible. Just beyond is the Statue of Liberty; it was a mid-June Monday and the statue was bathed in the bluish haze of a warm humid late afternoon at the end of spring. A few lazy sailboats drifted in front of it. Further away, the high, bright-orange superstructure of a Staten Island ferry passed in front of the Verrazano Narrows bridge, itself a tiny latticework on the horizon, spanning the channel between Staten Island and Brooklyn, and guarding New York’s gateway to the sea. Closer to the shore, the Circle Line sightseeing boat passed by, as did the odd ferry across the Hudson, carrying commuters home to the New Jersey shore a mile or so away across the river.

The Planet Solar (solar powered catamaran)The Marina itself is tucked into the steel-and-glass canyons of modern Manhattan; over it looms the new Freedom Tower that has sprung from the ruins of September 11 2001. That afternoon the MS
Tûranor Planet Solar had backed into her berth in the Marina after a long trip across the Atlantic to Florida and thence up the coast. The name
Tûranor is taken from J.R.R. Tolkien; it is Elvish for Power of the Sun. They are not joking.
Planet Solar is powered by an enormous solar array of about 5,600 square feet (519 sq m). Walking into the marina from the south, the 89-ton boat was instantly recognisable; she is actually a catamaran, with a totally flat superstructure bar a small blister for the bridge – the rest of her topside is solar cells.
The brainchild of Swiss eco-entrepeneur Raphael Domjan, in 2010-2012 she became the first solar boat to circumnavigate the globe. On this occasion, she had not come so far – across the Atlantic from La Ciotat on France’s Mediterranean coast. The trip had been accomplished solely on solar power; although she carries a back-up engine to recharge the batteries, she hadn’t needed it.
Planet Solar had not come to New York just to prove a point. On board was a team from the University of Geneva, led by Martin Beniston, Professor of Climate Change at the University and also director of its newly-established Institute of Environmental Sciences. On the night the Planet Solar arrived in Manhattan, the Swiss Consulate arranged a cheerful informal reception on board, and I found Professor Beniston unwinding with some excellent Swiss wines and cheeses.
Although Swiss, Professor Beniston was born in the UK and did his first degree at the University of East Anglia, where I did my own PhD on climate change. The project, he explained, was to carry out research in the Gulf Stream into the mechanics of CO2 fluxes between the ocean and the atmosphere, and especially into the role of phytoplankton. “Because it’s a pollution-free boat, it will be ideal for the collection and analysis of samples,” he told me. “They won’t be contaminated.”
SNIPPET 2Not long ago Škoda launched a new version of its popular Octavia model. I was very impressed with an early version that I hired some years ago, so I took a look. The car is available with an arsenal of equipment, including satnav, a digital radio, driver fatigue warning, dual-zone climate control and a box on the dash with a wireless connection for your mobile phone. Electronic stability control is standard, and one can specify a collision warning and even a system to apply the brakes if a collision seems likely. All in all, the car disposes of far more computing power than did the Apollo lunar module. Yet at its heart (and that of almost all cars) is a reciprocating engine not much different in principle from de Rivaz’s, and certainly not from that of the Benz Motorwagen of 1885.
This will not do. Consider the number of moving surfaces in such a unit. Each piston begins its cycle by sucking in fuel on a downward (intake) stroke, compressing it on the upward (compression) stroke, being driven down by combustion on the next stroke and then expelling the waste gases on its next upward travel (the exhaust stroke).
With four such pistons, there are one hell of a lot of moving surfaces, especially given that only one cylinder of the four will be on the combustion stroke, and providing power, at any one time. Moreover, besides the major moving parts – the cylinders, the connecting rods from them to the crankshaft and the crankshaft itself – there are a mass of others; belts or chains from the crankshaft will drive the shafts that open and close the valves at the top of the cylinders, and will also turn the water pump that cools the engine and will drive the alternator that provides electrical power. Thus the one cylinder that is firing at any one time moves a large surface area that constantly changes direction, meaning that it must also accelerate and decelerate a great deal of mass as the pistons pass the tops and bottoms of their stroke.
In short, the modern car engine is an archaic, demented Heath Robinson device that flies in the face of physics, the sort of nightmare of moving parts an incompetent child might make with a Meccano set. Why do we still tolerate it in our digital world? Science fiction fans may remember a short story by John Wyndham,
Chocky, in which the eponymous hero is an alien that communicates with a child; when the child explains that his father’s new car has gears, Chocky cannot hide his contempt.
SNIPPET 3But another answer has been staring us in the face for over 100 years. In 1899 the Belgian engineer Camille Jenatzy broke the world land speed record and also exceeded 100KPH for the first time, using a torpedo-shaped vehicle called the
Jamais Contente. It too still exists and is on display at the Château de Compiègne not far from Paris, but I wouldn’t mess with the
Jamais Contente either; it is rather tall, and the driver sat on top of it, making it look dangerously top-heavy. Jenatzy will not have been scared.
He went on to a distinguished motor-racing career at a time when the sport was horrifically dangerous. He told friends that he would die in a Mercedes, and oddly enough he did; to amuse guests on a hunting trip, he hid behind a bush and imitated a wild boar, whereupon his friends shot him. He died in the ambulance.
What intrigues about the Jamais Contente. , however, is that it was electric. There is nothing new about electric cars at all. In the early days of motoring they were common, especially for town use. The relative lack of moving parts reduces friction, while the simplicity of their action mean that changes in velocity do not mean changes in multiple piston speeds. The
Jamais Contente did not even have a transmission – even a simple transfer gear; the motor and wheels turned on the same shaft. The limiting factor, so far, has been battery technology and inadequate range. Jenatzy himself seems to have abandoned the technology for that reason.
That is changing. Tesla Motors claims that its Model S will manage 300 miles at 55MPH. The range of an electric vehicle is highly variable depending on temperature and usage, but the US Environmental Protection Agency apparently does accept that the Model S car will do 208-265 miles, depending on battery pack.
The Morris Minor I drove in my youth had a range of only about 260 miles. True, that was an era when there were many more fuel stations; but building charging stations for electric cars should be a simpler matter. In fact a recent article on the website of the Rocky Mountain institute
(Is the End of EV Range Anxiety in Sight?, June 20 2013) suggests a number of possibilities, including increases in the number of charging stations, mobile emergency chargers and a 500-mile vehicle through developments in lithium-air batteries.
SNIPPET 4Why use combustion of fuel to heat a separate substance to induce motion, when you can do so directly from the fuel itself? As the
Institute National de Science realised, that was what the Niépce brothers had done. Meanwhile de Rivaz used the piston to convert that process into rotary motion.
But that was 200 years ago. It’s time to move on again. It’s the same process that led the replacement of the piston aero-engine by the turbine and then the jet, a profound simplification; and to the clean shapes of modern aircraft in place of the string-and-fabric birdcages that followed the Wright Brothers.
In the late 1960s a motoring magazine persuaded the 80-year-old W.O. Bentley to give his thoughts on modern technology. It took him to Fairford to see the British prototype of Concorde, then under construction. “Now we’re back to the dug-out canoe,” he snorted.
But perhaps that was the point.
Good technology is ultimately a process of understanding how to use one’s environment, rather than confront it. To confront is a process of complication, of evasion; progress is simplification, cutting the distance between the source of energy and the outcome for which it is needed.But there is a flaw in this argument. Electric cars are not fuel-less vehicles like the
Planet Solar. They do not generate their own electricity. There have been experiments with solar vehicles, but they have yet to pass the proof-of-concept stage. Far from converting fuel directly into motion, electric vehicles must take their charge from power stations that may generate it from fossil fuel.
If the power were generated from renewables, of course, this objection would be overcome. SNIPPET 5This is all quite logical. Just as de Rivaz’s engines bought the power source right into the piston chamber,
so renewable energy sources – especially solar – bring the sun’s energy direct to where it is needed.
By contrast, the use of oil and gas requires the sun to shine on a plant, the plant to grow, the plant to die, the dead plant material to become buried, and for it to work its way deeper underground until it is crushed by the weight of the earth above. It is then necessary to wait 500 million-odd years before it is ready to burn. At that point, it must be brought back to the surface and transported to where it is needed, sometimes with pollution and loss of life.
Examples include the BP explosion in the Gulf of Mexico in 2010, and – less discussed, but possibly worse – the environmental damage done for many years in the Niger Delta.
This is not new. I am old enough to remember the disastrous 1967 oil spill after the shipwreck of the 120,000-ton oil tanker Torrey Canyon on the Seven Stones off south-west England.
Many will also remember the 167 deaths in the explosion of the Piper Alpha gas platform in 1988. Just this week, it is reported that at least 35 people have died in a dreadful accident involving an oil train at Lac-Mégantic in Quebec.
As for nuclear energy, it is scarcely a simpler process, and requires huge infrastructure projects with a limited working life. Moreover, while it has a better safety record, the accidents at Chernobyl and Fukushima have reminded us that it is potentially even more dangerous.
Why on earth not just harvest the wind and the sun?This may seem glib. It is not so simple, of course.
Fossil fuels let us use the energy produced through photosynthesis at a far higher rate than it is produced. (But is that a good idea?
We have unbalanced the global carbon cycle in the process.) And as the Germans are finding, for renewables you need to fix the grid first.
Yet there is an inescapable logic to the direct use of energy, and as the Planet Solar and the Solar Impulse have shown, one day we may be able to use it more directly still.That is why a move to renewables is inevitable.
SNIPPET 6As we left Hangar 19 at JFK last weekend, I turned for a last look at the strange aircraft behind me, and just for a moment I did think of a world where there would be no polluted Niger delta, no terrible Piper Alpha or Lac-Mégantic, no Fukushima; just solar boats that move quietly through clean water and, far above, a magic aeroplane stays aloft forever, soaring and wheeling with kestrels and kites.
Full article herehttp://reneweconomy.com.au/2013/straight-from-the-sun-the-renewables-revolution-has-landed-98340Agelbert NOTE: The author believes the climate problems will not force the transition but, rather the superior and clean Renewable Energy technolgy will do it. I disagree. The fossil fuel industry will not go quietly; it must be forced out! Other than that disagreement I have on what will motivate the transition, this article is a historical gem about our machines and energy use. 