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Arnold
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Uh? Deca relates to factor ten . " The cubic decameter is a metric unit of area equal to 1,000 cubic meters." Decimeter would work.
10 grams / liter at tank level is 100 liter / kilogram. The MOF wouldn't want to be costly. The volume is still significant though comparable to battery. With the many supply line and conversion energy losses for H2 there is no reason to think this will make it competitive with light duty bev's especially when these can be charged from owner supplied solar. But the article does show progress in this area as well as highlight the difficulties.
The current range of internal combustion engine cars being developed by Volkswagen AG brands will be the last ever, VW chief strategist Michael Jost said this week. With an electrification strategy firmly in place for the group’s stable of auto brands, VW is now ready to embrace the end of ICE age and is planning the last rollout of ICE platform cars in eight year’s time. The car maker, which works in seven-year development cycles, says its next cycle will begin in 2025 and will include electric vehicles only.
Calgarygary The US can't even sell their own ice vehicles to their own. As far as no even showing up for the game, why bother when they have such a wonderfully profitable arms manufacturing gig occupying their attention. I guess they plan to 'save the world' with bullets. With respect must disagree that the slow ev take up will be hard to shift. While it is likely limits to associated infrastructure such as charge points will show as the market takes off it is evident that affordability and diverse product range is showing signs of meeting market expectations. Bev's are a given new paradigm and the manufactures wishing to stay relevant are committed.
Just been through a similar historic fire event in Qld including rainforest areas. There is not a lot of media accessible reporting on it yet. As there is no precedent it is not appropriate to make forecast or assumtions but we should hold grave fears from the implications to including diversity and species reductions - which is just a nice way of saying permanent loss of and accelerating extinction. A bit of background can be gleaned from this news report. https://www.abc.net.au/news/2018-12-01/why-qld-bushfires-have-been-described-as-abnormal-unprecedented/10571122
Hard to see this high spec truck coming to market at anywhere near this price. Next years Nissan Leaf has export power as standard with grid service in mind. I would think that the random owners of ev's who would find export power a useful addition is unpredictable. I see E.P. makes the point that using the existing inverter hardware should be a low cost accessory or standard fitment path however there may also be a case for dedicated integrated inverter and associated smarts in so far as quite a lot of the function is not associated with the primary transport function and especially that there are not universal standards for these functions. (I'm not sure how the existing V2G systems are configured but presume there need to be a charge point with vehicle specific communication protocol.) I think the manufactures could supply technical information that enabled factory accessory option and after market installation of devices as required by the owner. This information would indicate acceptable tapping points for both the high current and available computer interface. This could be a selling point for the manufacture by allowing standardised fitting to be tested and documented downstream. It is then up to either the vehicle manufacture to supply generic devices or specialists to fit tailored spec devices allowing a much wider range of options to the customer.
Oh Harvey, It sounds like you might be a university graduate because you know nothing about hard labor and rakes. 50,000 immigrants between the 1,7 million acres that burned so far in California is 33.3 acres each. That's a lot of rakes between them. Goats under young trees - now I know you'r having a lend. The answer would be closer to education resourcing and implementing strategies that can help prevent these events in the face of increasing risk. An obvious low tech method is to physically remove fuel build up and research into species selection that show reduced fuel build up . I'm not aware of comparative scientific studies of the fire risk of various species and forestry practices. It would be a good place to start.
If proper management costs a bit more the free market will try to avoid those costs including cheap labour countries with slack regulations that continue to rip the prized species timbers and leave behind the lower value species (in mixed forests) this is one way that forests are degraded. As the world can oversupply most categories the better managed sources are less competitive. Mono cultured fast growing species maximise output so clear felling makes economic sense. Many places where forest are decimated for such as ranching or palm oil etc with the old forests seen as having no commercial value ( native peoples and animals don't count) so that unsuitable species plantings a compound the other processes that can be specie stress from deforestation land use changes leading to drought and die backs. Forest fires will lead to selection of fire tolerant (and often fire promoting species whether by cold burns or more rapidly with wildfires Even so the rate of change is very slow from the human timescale and much slower again on the geological -continental drift- millions of years timescale. With climate change can expect rapid change in our lifetime.
"Some of the carbon from slash decay" has many angles from almost all slash decays to C gases through various paths as long as the forest is mature and taking up no more to ground or above ground. Or even better as part of a protective strategy to prevent or reduce forest fire and the need for burning for fuel reduction management. The cost in handling and transport would be problematic as the load is awkward and distance and manpower can become unworkable. Much forestry barely pays for the high value timber product so bio fuels economics would need to be seen as offsetting some of the cost of integrated management . Some talk of pelletising or chipping on site which seems sensible as it is probably needed for processing drying etc although you can be sure it will be labor intensive as well. Not managing has other costs as wildfires and other non productive and non carbon mitigating methods. Hard to see returns on this until we see the alternative under managed woodlands and forests on fire. There are many reasons we can expect to see increasing losses to fires beside Global warming and climate change and we should expect it to continue globally dramatic increases in intensity and consequence if not taken seriously. If you have a natural or technical understanding of how fuel and air does its thing you should get this.
The good bit is the 65% reduction in CO2 emission as seems representative of many bio fuels which typically have high H components, The idea that primary feedstocks such as soybean as oppose to waste stream inputs is not sensible. There are so many ( polluting) waste streams most of them with high cost solutions or unmet environmental problems that with appropriate investment can be a win win.
The 10% target by 2020 just 2 years away is a big ask for a proposed technology and would probably be mostly met by a combination of existing techs with some contribution by this process. While the medium term say 2030 /40 target needs to be closer to 80% F.F.free, and is likely to represent international goals, the remaining 20% fossil derived fuel should be understood as a part of a diminished market for fossil fuels owing to electrified transport uptake. If electrification reached 50% then liquid fuels would be down to10%. Of course the recalcitrant governments and their industry donors will not act in the publics interests unless the public insist.
That this is located in a steel making industrial port is important as there are low carbon technologies for steel making that use H as well as for traditional steelmaking. This is seeing interest and implementation around the globe as for this example. https://reneweconomy.com.au/renewable-hydrogen-to-be-trialled-in-sydney-gas-network-84182/#respond
It is irrelevant to the charger that the battery can't handle high current inputs as that is under the batteries management control. . I don't think you are up to date with the 5 and 10 minute to 80% charge figures that have been around for most of this year. Tomorrows technology will be more able and besides toda'ys trucks and supercars can deliver those amounts of power. The main point to this is the possibility to deliver higher efficiency and power capabilities. Effectively simply refining the standard practice in higher f magnetic permeability . As it is reasonable to assume that you will be able to order a brew and let the system do it's job while you stretch your legs the rfid takes care of the billing, it shouldn't be hard to see it as time saving.
Circular in this instance means closed loop. I think that the whole point of green H is it's ability to soak up excess to demand. Why would they describe this as other than that in thousands of references if it was not true? Unless accepting science on face value upsets some other agenda. In the real world we can leave that to the likes of the orangutan in chief and the chosen ones.
More. https://www.bollingermotors.com/
I really like this. The flat panels in aluminum on an ally chassis is a no compromise weight saver. Flat riveted sheets can be repaired on farm with few tools - a straight edge a level some rivets and some cans of remnant paint for that custom camouflage paint . Many rural workshops these days can also weld Al. Sliding windows are so low tech and reliable - if you can't make that work, you probably won't be able to turn a key either. Seriously weight saving on gadgets on this build should outweigh the brick like aerodynamics even at highway speeds. The hydro pneumatic AA arm suspension as pictured is welded tube construction strong and easy to repair modify (I don't say that would be legal). The biggest problems will be protecting the air bags from trapped stones rubbing through. The laws relating to pedestrian impact injury if they affected the rugged cow catcher front bumper. Those would have simple solutions. I just like the way these slab sided utility vehicles take body repair away from high tech workshops that are equipped with to the standard needed to service fluid shapes commonly seen on cars air flowed and sculpted beyond aircraft and flying saucers that the advertising agencies encourage us to dream about piloting. Exploding plastic fronts may work for highways at 100kmh + or suburban cafe racing but they are a pain in the outback . It's a very practical and versatile timeless design no frills unit.
Harvey, Just as long as we don't have to bonk less - well the superstitious ones anyway - the rest can use birth control.
Especially in city urban environments with air and noise restrictions these systems will prove popular. 30 kW battery for full electric will work for many considering the very wide range of duty cycles. Wonder what the 48volt battery pack looks like.
Thats a good comment and no doubt people considering such aquisitions will do exactly that. I guess for me the question will be: after all the batteries are full and the appliances sated and we are faced with surplus electrons at the end of a transmission line what do we do? In the not so distant past the grid had (and no doubt today still has dummy loads. Dummy loads are (or were recently?) a necessary component of off grid renewable systems. Dummy loads simply converted surplus to heat to keep systems stable. Today there are many second tier opportunities to store the same surpluses and we can expect an increasing range of efficiency options to be available from battery pumped hydro and many others depending on grid or off grid availability. To say that H2 is low efficiency option is fairly irrelevant when compared to the options available in the recent past. Even if H2 is found to be economically questionable because other options make more sense , the rate of accelerated technology roll out for these and other solutions will barely keep pace with increases in demand . In respect of renewable hydrogen global demand ex transport will far exceed the next decades of forecast output. Is the exploration of H2 transport solutions handicapping battery development? Is the investment in battery technology detrimental to 'towards zero C ' terms problematic to the developing r.e. H2 industry. I would think not. I suspect that the respective industries are symbiotic and these straw man arguments are not well founded. It may be one subject where economic rationalism is bucking the trend.
Of course it makes sense. As many have suggested the second and subsequent vehicles will need relatively smaller energy storage requirements options in real world application.
From the link they say. " AMSilk high-performance biopolymers give such products unique properties. Among other things, the polymers are biocompatible, safe and robust.." There are many concerns for carbon fibre risks and the industry understanding treats it as no different to asbestos. The worry there should be with increasing volume and volumes entering waste steams including unregulated, the carbon fibre risks become problematic. I wonder if this new material is in similar category.
Wiki gives a date for describing this affect as 1875 - or early days of 'industrial' scale metallurgy. At the same time as the describing the processes as today not well understood.
That's the thing about straight talking, it often offends especially those worthy.
This analysis suggests hydrogen related industries have been either ignoring or understating the difficulties and implications of metal vulnerability. While Hydrogen embrittlement has been understood for many decades it is not clear how an expanded H energy industry expects to solve the problem. Various designs are mentioned including shipping and handling solutions with such as plastics and coatings, 'New alloys' are discussed as if they exist for all applications but reading this article should give cause for clarification if not concern. Obviously on site inspection will not be possible and quality control or predictive tools are only as good as the weakest link. Failures are not an option . (Brooklyn's recent fires from gas pipes over pressurised are an example when the system breaks down) While the commonly referenced 10% H added to existing appliances and NG delivery pipelines is stated as proven, we know that any exposure including ageing in normal atmosphere can cause embrittlement. It is definately a less well understood area that should concern the industry. More explanation and certification seems appropriate.
I would hope that the need to convert the cellulose via the recently promising pathways is understood even if not discussed in this article. While various ambitious new ideas are being trialled to convert cellulose to simple 'process feedstock, there are processes that can or could effectively utilise the residual cellulose or lignin 'waste' . I find the tendency for comments around a particular solution to be a common simplification is an interesting observation of many discussions. But then get caught elaborating and shut down with "Too much information!" Trying to empathise with the less informed reader when maybe it is not meant or often interpreted in that way.