Monday, November 10, 2003
http://www.newenergy.org/organizations.html
Renewable Energy and Sustainable Energy Organizations
The Alternative Energy Organization Directory maintained by the Environmental Web directory out of the Environmental Studies Program, University of California, Santa Barbara
The World Directory of Renewable Energy Suppliers and Services
Renewable Energy and Sustainable Energy Organizations
The Alternative Energy Organization Directory maintained by the Environmental Web directory out of the Environmental Studies Program, University of California, Santa Barbara
The World Directory of Renewable Energy Suppliers and Services
http://www.ilr.tu-berlin.de/WKA/towertrends.html
Good wind turbine electric generation article. They're using them now, more in Europe than here because the cost of oil is artificially deflated here.
Wind Turbine Tower Trends
Copyright 1995 by Paul Gipe All rights reserved. No portion of this document may be reprinted without the permission of the author.
An edited version of this article appeared in WindStats Vol 8 No 1, (1st Quarter 1995)
Portions of this article were adapted from Wind Energy Comes of Age Copyright 1995 by John Wiley & Sons. All rights reserved.
"Jay Carter was right. There's wind up there," said one wag about the industry-wide trend toward tall towers. Jay Carter Jr. was the first to install medium sized wind turbines on towers taller than 30 meters. His 160-foot (49-meter) towers are a prominent, if jarring, feature of the landscape in California's San Gorgonio Pass where they look down upon a seething mass of 1000 turbines atop once commonplace 24 meter towers. But the shift is most apparent in Denmark (see accompanying table) and in Germany.
Winkra's revealing market survey shows all major European manufacturers offer 40 meter towers at a minimum. The German wind company's annual price list of products on the German market now shows that Bonus, Carter, Nordex, Nordtank, Nedwind, Tacke, Vestas, WindWorld, and WindMaster offer towers up to 50 meters in height. The fierce competition in the German market has led some manufacturers to stretch their tower designs slightly to gain an edge. Vestas offers a 53 meter tower, for example, while Enercon, long the height leader, advertises the availability of a 65 meter tower.
Click on the link at the top for more of this article.
Good wind turbine electric generation article. They're using them now, more in Europe than here because the cost of oil is artificially deflated here.
Wind Turbine Tower Trends
Copyright 1995 by Paul Gipe All rights reserved. No portion of this document may be reprinted without the permission of the author.
An edited version of this article appeared in WindStats Vol 8 No 1, (1st Quarter 1995)
Portions of this article were adapted from Wind Energy Comes of Age Copyright 1995 by John Wiley & Sons. All rights reserved.
"Jay Carter was right. There's wind up there," said one wag about the industry-wide trend toward tall towers. Jay Carter Jr. was the first to install medium sized wind turbines on towers taller than 30 meters. His 160-foot (49-meter) towers are a prominent, if jarring, feature of the landscape in California's San Gorgonio Pass where they look down upon a seething mass of 1000 turbines atop once commonplace 24 meter towers. But the shift is most apparent in Denmark (see accompanying table) and in Germany.
Winkra's revealing market survey shows all major European manufacturers offer 40 meter towers at a minimum. The German wind company's annual price list of products on the German market now shows that Bonus, Carter, Nordex, Nordtank, Nedwind, Tacke, Vestas, WindWorld, and WindMaster offer towers up to 50 meters in height. The fierce competition in the German market has led some manufacturers to stretch their tower designs slightly to gain an edge. Vestas offers a 53 meter tower, for example, while Enercon, long the height leader, advertises the availability of a 65 meter tower.
Click on the link at the top for more of this article.
http://www.ovonic.com/res/2_4_solid_hydrogen/solid_hydrogen.htm
Here's how hydrogen can be stored in cars without having extremely high pressures in the tank.
Overview:
Hydrogen energy technology has been a part of our scientific work since our founding in 1960.
Hydrogen is the ultimate fuel. It is clean, efficient, and yields more energy per unit of weight than any other existing fuel. Because hydrogen is a major component of water and of hydrocarbons, it is in abundant supply.
We are developing a new, practical approach to storing hydrogen in a safe and economical manner using a family of new efficient metal hydrides based upon our proprietary, atomically-engineered materials technology which stores hydrogen in a solid metal matrix at low practical pressures.
Proprietary ECD Ovonics metal hydrides are alloys that are specifically formulated according to new principles and stored in a storage device. They absorb hydrogen gas, much as a sponge absorbs water. When the metal hydrides absorb hydrogen, they release heat. Conversely, when they absorb heat, the alloys release the hydrogen-rich fuel to the fuel cell, which can subsequently power a broad range of commercial applications. By using ECD Ovonics atomic engineering principles, materials can be tailored over a wide range of pressures and temperatures to meet industry needs. The storage system design is based completely on the performance parameters of the application and the needs of the ultimate user of the application.
We are also developing an integrated renewable hydrogen-generation storage system. This system uses our multi-junction PV products to electrolyze water into oxygen and hydrogen and stores the produced hydrogen in metal hydride hydrogen storage devices. This system is being designed for residential or small-scale commercial production of hydrogen which can be used to replace conventional fuels as sources of energy conversion.
Here's how hydrogen can be stored in cars without having extremely high pressures in the tank.
Overview:
Hydrogen energy technology has been a part of our scientific work since our founding in 1960.
Hydrogen is the ultimate fuel. It is clean, efficient, and yields more energy per unit of weight than any other existing fuel. Because hydrogen is a major component of water and of hydrocarbons, it is in abundant supply.
We are developing a new, practical approach to storing hydrogen in a safe and economical manner using a family of new efficient metal hydrides based upon our proprietary, atomically-engineered materials technology which stores hydrogen in a solid metal matrix at low practical pressures.
Proprietary ECD Ovonics metal hydrides are alloys that are specifically formulated according to new principles and stored in a storage device. They absorb hydrogen gas, much as a sponge absorbs water. When the metal hydrides absorb hydrogen, they release heat. Conversely, when they absorb heat, the alloys release the hydrogen-rich fuel to the fuel cell, which can subsequently power a broad range of commercial applications. By using ECD Ovonics atomic engineering principles, materials can be tailored over a wide range of pressures and temperatures to meet industry needs. The storage system design is based completely on the performance parameters of the application and the needs of the ultimate user of the application.
We are also developing an integrated renewable hydrogen-generation storage system. This system uses our multi-junction PV products to electrolyze water into oxygen and hydrogen and stores the produced hydrogen in metal hydride hydrogen storage devices. This system is being designed for residential or small-scale commercial production of hydrogen which can be used to replace conventional fuels as sources of energy conversion.
http://auto.howstuffworks.com/air-car.htm
Although these cars merely shift the pollution from the car to the electric generating plant, the electric generating plant can produce energy more efficiently, and with less pollution, than a bunch of poorly tuned vehicles on the road.
How Air-Powered Cars Will Work
by Kevin Bonsor
Have you been to the gas station this week? Considering that we live in a very mobile society, it's probably safe to assume that you have. While pumping gas, you've undoubtedly noticed how much the price of gas has soared in recent years. Gasoline, which has been the main source of fuel for the history of cars, is becoming more and more expensive and impractical (especially from an environmental standpoint). These factors are leading car manufacturers to develop cars fueled by alternative energies. Two hybrid cars took to the road in 2000, and in three or four years fuel-cell-powered cars will roll onto the world's highways.
While gasoline prices in the United States have not yet reached their highest point ($2.66/gallon in 1980), they have climbed steeply in the past two years. In 1999, prices rose by 30 percent, and from December 1999 to October 2000, prices rose an additional 20 percent, according to the U.S. Bureau of Labor Statistics. In Europe, prices are even higher, costing more than $4 in countries like England and the Netherlands. But cost is not the only problem with using gasoline as our primary fuel. It is also damaging to the environment, and since it is not a renewable resource, it will eventually run out.
One possible alternative is the air-powered car. There are at least two ongoing projects that are developing a new type of car that will run on compressed air. In this edition of How Stuff Will Work, you will learn about the technology behind two types of compressed-air cars being developed and how they may replace your gas guzzler by the end of the decade!
Although these cars merely shift the pollution from the car to the electric generating plant, the electric generating plant can produce energy more efficiently, and with less pollution, than a bunch of poorly tuned vehicles on the road.
How Air-Powered Cars Will Work
by Kevin Bonsor
Have you been to the gas station this week? Considering that we live in a very mobile society, it's probably safe to assume that you have. While pumping gas, you've undoubtedly noticed how much the price of gas has soared in recent years. Gasoline, which has been the main source of fuel for the history of cars, is becoming more and more expensive and impractical (especially from an environmental standpoint). These factors are leading car manufacturers to develop cars fueled by alternative energies. Two hybrid cars took to the road in 2000, and in three or four years fuel-cell-powered cars will roll onto the world's highways.
While gasoline prices in the United States have not yet reached their highest point ($2.66/gallon in 1980), they have climbed steeply in the past two years. In 1999, prices rose by 30 percent, and from December 1999 to October 2000, prices rose an additional 20 percent, according to the U.S. Bureau of Labor Statistics. In Europe, prices are even higher, costing more than $4 in countries like England and the Netherlands. But cost is not the only problem with using gasoline as our primary fuel. It is also damaging to the environment, and since it is not a renewable resource, it will eventually run out.
One possible alternative is the air-powered car. There are at least two ongoing projects that are developing a new type of car that will run on compressed air. In this edition of How Stuff Will Work, you will learn about the technology behind two types of compressed-air cars being developed and how they may replace your gas guzzler by the end of the decade!
http://www.toyota.com/vehicles/2004/prius/
Start driving the next generation, mid-size 2004 Prius with Hybrid Synergy Drive.® Completely reconceived with cutting-edge technologies throughout, the gas/electric Prius offers all the power of a conventional vehicle, an unheard-of 55 estimated combined mpg and an Advanced Technology Partial Zero Emission Vehicle (AT-PZEV) rating. Plus, you never need to plug-in for recharging -- which makes the Prius a solution with no cords attached.
Unfortunately, the model that does parallel parking on autopilot is available only in Japan.
Start driving the next generation, mid-size 2004 Prius with Hybrid Synergy Drive.® Completely reconceived with cutting-edge technologies throughout, the gas/electric Prius offers all the power of a conventional vehicle, an unheard-of 55 estimated combined mpg and an Advanced Technology Partial Zero Emission Vehicle (AT-PZEV) rating. Plus, you never need to plug-in for recharging -- which makes the Prius a solution with no cords attached.
Unfortunately, the model that does parallel parking on autopilot is available only in Japan.
Sunday, November 09, 2003
http://www.o-keating.com/hsr/maglev.htm
Maglevs (Magnetically levitated trains)
Introduction
The principal of a Magnet train is that floats on a magnetic field and is propelled by a linear induction motor. They follow guidance tracks with magnets. These trains are often refered to as Magnetically Levitated trains which is abbreviated to MagLev. Although maglevs don't use steel wheel on steel rail usually associated with trains, the dictionary definition of a train is a long line of vehicles travelling in the same direction - it is a train.
How it works
A maglev train floats about 10mm above the guidway on a magnetic field. It is propelled by the guidway itself rather than an onboard engine by changing magnetic fields (see right). Once the train is pulled into the next section the magnetism switches so that the train is pulled on again. The Electro-magnets run the length of the guideway.
What is the advantage of Maglev?
Well it sounds high-tech, a floating train, they do offer certain benefits over conventional steel rail on steel wheel railways. The primary advantage is maintanance. Because the train floats along there is no contact with the ground and therefore no need for any moving parts. As a result there are no components that would wear out. This means in theory trains and track would need no maintanence at all. The second advantage is that because maglev trains float, there is no friction. Note that there will still be air resistance. A third advantage is less noise, because there are no wheels running along there is no wheel noise. However noise due to air disturbance still occurs. The final advantage is speed, as a result of the three previous listed it is more viable for maglev trains to travel extremely fast, ie 500km/h or 300mph. Although this is possible with conventional rail it is not economically viable. Another advantage is that the guidway can be made a lot thicker in places, eg after stations and going uphill, which would mean a maglev could get up to 300km/h (186mph) in only 5km where currently takes 18km. Also greater gradients would be applicable.
What is the disadvantages with Maglev
There are several disadvantages with maglev trains. Maglev guide paths are bound to be more costly than conventional steel railways. The other main disadvantage is lack with existing infrastructure. For example if a high speed line between two cities it built, then high speed trains can serve both cities but more importantly they can serve other nearby cities by running on normal railways that branch off the high speed line. The high speed trains could go for a fast run on the high speed line, then come off it for the rest of the journey. Maglev trains wouldn't be able to do that, they would be limited to where maglev lines run. This would mean it would be very difficult to make construction of maglev lines commercially viable unless there were two very large destinations being connected. Of the 5000km that TGV trains serve in France, only about 1200km is high speed line, meaning 75% of TGV services run on existing track. The fact that a maglev train will not be able to continue beyond its track may seriously hinder its usefulness.
A possible solution
Although I haven't seen anywhere a solution could be to put normal steel wheels onto the bottom of a maglev train, which would allow it to run on normal railway once it was off the floating guideway.
Are maglevs really more enviromentally friendly?
In terms of energy consumption maglev trains are slightly better off than conventional trains. This is because there is no wheel-on-rail friction. That said the vast majority of resistive force at high speed is air resistance (often amounting to several tons), which means the energy efficiency of a maglev is only slightly better than a conventional train.
German engineers claim also that a maglev guideway takes up less room and because greater gradients are acceptable there is not so much cuttings and embankments meaning a new guideway would be less disruptive to the countryside than a new high speed conventional railway.
Will Maglevs replace conventional trains?
Provided maglev can be proved to be commerciably viable (which has not yet been done) it should be a success. Most people have their eyes on Germany, where the first maglevs will run in commercial service. This may decide whether or not maglevs will be used across the world. Maglev may become the preferred path for new high speed railway lines although it would depend whether or not services were needed to stretch beyond a high speed line. For example, if you have 300km of conventional track between two cities cleared for over 200km/h but there was a 60km long section only cleared for 80km/h then it would make sense to build a new high speed (300km/h) line for the 60km distance. If a maglev train were to be used a track 300km long would have to be built. However if there is no existing rail network (only the case in the USA) then it makes sense to build a maglev line. Whether or not new railway lines stopped being built in favour of maglevs, one thing is certain, there is 31932km of track in the UK, 34449km in France and 40726km Germany, no one is going to convert all of this into maglev track, conventional trains are here to stay for a long time.
Maglevs in commercial service.
In the mid 1980s, Britain was the first country to introduce a maglev service. It was to link two terminals at Birmingham airport, about 400meters long and a top speed of about 10mph (16km/h). However it was recently replaced with a bus service due to the difficulty of getting spare parts.
Germany is the only country with solid plans for a maglev railway which will link Berlin with Hamburg in 2005. This will be high speed called the transrapid project.
There are no other examples of maglev in use, even thought the technology has been around since the 1960s. This has meant most have lost interest in the idea, especially now when very high speeds are achievable with conventional steel rail technology.
Maglevs under test
Above: The Japanese Test Track
Countries who tested maglev trains are the USA, Japan and Germany. However nowerdays the USA is less interested in maglev. Japan has built two maglev lines, the first in the 1960s and the second in 1996. The first was to test the basic theory of maglev the second is going for more advanced things such as high speed tests with the MLX01, and set a speed record of 550km/h (344mph) in early 1998.
See Also:
The Transrapid German Maglev Project
The MLX01 - fastest train in the world.
Maglevs (Magnetically levitated trains)
Introduction
The principal of a Magnet train is that floats on a magnetic field and is propelled by a linear induction motor. They follow guidance tracks with magnets. These trains are often refered to as Magnetically Levitated trains which is abbreviated to MagLev. Although maglevs don't use steel wheel on steel rail usually associated with trains, the dictionary definition of a train is a long line of vehicles travelling in the same direction - it is a train.
How it works
A maglev train floats about 10mm above the guidway on a magnetic field. It is propelled by the guidway itself rather than an onboard engine by changing magnetic fields (see right). Once the train is pulled into the next section the magnetism switches so that the train is pulled on again. The Electro-magnets run the length of the guideway.
What is the advantage of Maglev?
Well it sounds high-tech, a floating train, they do offer certain benefits over conventional steel rail on steel wheel railways. The primary advantage is maintanance. Because the train floats along there is no contact with the ground and therefore no need for any moving parts. As a result there are no components that would wear out. This means in theory trains and track would need no maintanence at all. The second advantage is that because maglev trains float, there is no friction. Note that there will still be air resistance. A third advantage is less noise, because there are no wheels running along there is no wheel noise. However noise due to air disturbance still occurs. The final advantage is speed, as a result of the three previous listed it is more viable for maglev trains to travel extremely fast, ie 500km/h or 300mph. Although this is possible with conventional rail it is not economically viable. Another advantage is that the guidway can be made a lot thicker in places, eg after stations and going uphill, which would mean a maglev could get up to 300km/h (186mph) in only 5km where currently takes 18km. Also greater gradients would be applicable.
What is the disadvantages with Maglev
There are several disadvantages with maglev trains. Maglev guide paths are bound to be more costly than conventional steel railways. The other main disadvantage is lack with existing infrastructure. For example if a high speed line between two cities it built, then high speed trains can serve both cities but more importantly they can serve other nearby cities by running on normal railways that branch off the high speed line. The high speed trains could go for a fast run on the high speed line, then come off it for the rest of the journey. Maglev trains wouldn't be able to do that, they would be limited to where maglev lines run. This would mean it would be very difficult to make construction of maglev lines commercially viable unless there were two very large destinations being connected. Of the 5000km that TGV trains serve in France, only about 1200km is high speed line, meaning 75% of TGV services run on existing track. The fact that a maglev train will not be able to continue beyond its track may seriously hinder its usefulness.
A possible solution
Although I haven't seen anywhere a solution could be to put normal steel wheels onto the bottom of a maglev train, which would allow it to run on normal railway once it was off the floating guideway.
Are maglevs really more enviromentally friendly?
In terms of energy consumption maglev trains are slightly better off than conventional trains. This is because there is no wheel-on-rail friction. That said the vast majority of resistive force at high speed is air resistance (often amounting to several tons), which means the energy efficiency of a maglev is only slightly better than a conventional train.
German engineers claim also that a maglev guideway takes up less room and because greater gradients are acceptable there is not so much cuttings and embankments meaning a new guideway would be less disruptive to the countryside than a new high speed conventional railway.
Will Maglevs replace conventional trains?
Provided maglev can be proved to be commerciably viable (which has not yet been done) it should be a success. Most people have their eyes on Germany, where the first maglevs will run in commercial service. This may decide whether or not maglevs will be used across the world. Maglev may become the preferred path for new high speed railway lines although it would depend whether or not services were needed to stretch beyond a high speed line. For example, if you have 300km of conventional track between two cities cleared for over 200km/h but there was a 60km long section only cleared for 80km/h then it would make sense to build a new high speed (300km/h) line for the 60km distance. If a maglev train were to be used a track 300km long would have to be built. However if there is no existing rail network (only the case in the USA) then it makes sense to build a maglev line. Whether or not new railway lines stopped being built in favour of maglevs, one thing is certain, there is 31932km of track in the UK, 34449km in France and 40726km Germany, no one is going to convert all of this into maglev track, conventional trains are here to stay for a long time.
Maglevs in commercial service.
In the mid 1980s, Britain was the first country to introduce a maglev service. It was to link two terminals at Birmingham airport, about 400meters long and a top speed of about 10mph (16km/h). However it was recently replaced with a bus service due to the difficulty of getting spare parts.
Germany is the only country with solid plans for a maglev railway which will link Berlin with Hamburg in 2005. This will be high speed called the transrapid project.
There are no other examples of maglev in use, even thought the technology has been around since the 1960s. This has meant most have lost interest in the idea, especially now when very high speeds are achievable with conventional steel rail technology.
Maglevs under test
Above: The Japanese Test Track
Countries who tested maglev trains are the USA, Japan and Germany. However nowerdays the USA is less interested in maglev. Japan has built two maglev lines, the first in the 1960s and the second in 1996. The first was to test the basic theory of maglev the second is going for more advanced things such as high speed tests with the MLX01, and set a speed record of 550km/h (344mph) in early 1998.
See Also:
The Transrapid German Maglev Project
The MLX01 - fastest train in the world.
http://www.howstuffworks.com/maglev-train.htm
How Maglev Trains Work
by Kevin Bonsor
If you've been to an airport lately, you've probably noticed that air travel is becoming more and more congested. Despite frequent delays, airplanes still provide the fastest way to travel hundreds or thousands of miles. Passenger air travel revolutionized the transportation industry in the last century, letting people traverse great distances in a matter of hours instead of days or weeks.
The only alternatives to airplanes -- feet, cars, buses, boats and conventional trains -- are just too slow for today's fast-paced society. However, there is a new form of transportation on the horizon that will revolutionize transportation of the 21st century the way airplanes did in the 20th century.
At least two countries are using powerful electromagnets to develop high-speed trains, called maglev trains. Maglev is short for magnetic levitation, which means that these trains will float over a guideway using the basic principles of magnets to replace the old steel wheel and track trains. In this edition of HowStuffWorks, you will learn how electromagnetic propulsion works, how two specific types of maglev trains work and when you might be able to ride one of these trains.
Electromagnetic Propulsion
If you've ever played with magnets, you know that opposite poles attract and like poles repel each other. This is the basic principle behind electromagnetic propulsion. Electromagnets are similar to other magnets in that they attract metal objects, but the magnetic pull is temporary. As you can read about in How Electromagnets Work, you can easily create a small electromagnet yourself by connecting the ends of a copper wire to the positive and negative ends of an AA, C or D-cell battery. This creates a small magnetic field. If you disconnect either end of the wire from the battery, the magnetic field is taken away.
The magnetic field created in this wire-and-battery experiment is the simple idea behind a maglev train rail system. There are three components to this system:
A large electrical power source
Metal coils lining a guideway or track
Large guidance magnets attached to the underside of the train
The big difference between a maglev train and a conventional train is that maglev trains do not have an engine -- at least not the kind of engine used to pull typical train cars along steel tracks. The engine for maglev trains is rather inconspicuous. Instead of using fossil fuels, the magnetic field created by the electrified coils in the guideway walls and the track combine to propel the train.
How Maglev Trains Work
by Kevin Bonsor
If you've been to an airport lately, you've probably noticed that air travel is becoming more and more congested. Despite frequent delays, airplanes still provide the fastest way to travel hundreds or thousands of miles. Passenger air travel revolutionized the transportation industry in the last century, letting people traverse great distances in a matter of hours instead of days or weeks.
The only alternatives to airplanes -- feet, cars, buses, boats and conventional trains -- are just too slow for today's fast-paced society. However, there is a new form of transportation on the horizon that will revolutionize transportation of the 21st century the way airplanes did in the 20th century.
At least two countries are using powerful electromagnets to develop high-speed trains, called maglev trains. Maglev is short for magnetic levitation, which means that these trains will float over a guideway using the basic principles of magnets to replace the old steel wheel and track trains. In this edition of HowStuffWorks, you will learn how electromagnetic propulsion works, how two specific types of maglev trains work and when you might be able to ride one of these trains.
Electromagnetic Propulsion
If you've ever played with magnets, you know that opposite poles attract and like poles repel each other. This is the basic principle behind electromagnetic propulsion. Electromagnets are similar to other magnets in that they attract metal objects, but the magnetic pull is temporary. As you can read about in How Electromagnets Work, you can easily create a small electromagnet yourself by connecting the ends of a copper wire to the positive and negative ends of an AA, C or D-cell battery. This creates a small magnetic field. If you disconnect either end of the wire from the battery, the magnetic field is taken away.
The magnetic field created in this wire-and-battery experiment is the simple idea behind a maglev train rail system. There are three components to this system:
A large electrical power source
Metal coils lining a guideway or track
Large guidance magnets attached to the underside of the train
The big difference between a maglev train and a conventional train is that maglev trains do not have an engine -- at least not the kind of engine used to pull typical train cars along steel tracks. The engine for maglev trains is rather inconspicuous. Instead of using fossil fuels, the magnetic field created by the electrified coils in the guideway walls and the track combine to propel the train.
http://www.dawnbreaker.com/virtual2003/briefings/OceanPowerTech.doc
Floating Platform PowerBuoy™ Wave Energy Converter (WEC) System
Ocean Power Technologies, Inc.
1590 Reed Road
Pennington, NJ 08534
Contact: Dr. George W. Taylor
Deborah A. Montagna
Phone: (609) 730-0400
Fax: (609) 730-0404
Email: dmontagna@oceanpowertech.com
Website: http://www.oceanpowertechnologies.com/
Command: ONR
Topic: N00-116
PROBLEM STATEMENT
“Efficiency in supporting forward-deployed troops is critical to current and future military efforts. Thirty five to forty percent of all Air and Ship support to these efforts is related to fulfilling fuel and energy requirements of aircraft, ships, land vehicles, and power stations. The ability to have forward deployable self contained power generation capability could provide needed efficiency and help offset large transportation costs and substantial logistical efforts.”
Emerging technologies are available and being perfected on Navy Contracts for providing power in remote locations utilizing energy taken from ocean waves. Installations exist and are being expanded for systems in relatively shallow water (up to 150 feet).
The problem encountered is to devise a practical system that can be readily deployed in deep water to provide power for various remote locations in the world. This system can be accomplished by integrating the existing PowerBuoy technology for generating power from ocean waves into a floating platform.
Floating Platform PowerBuoy™ Wave Energy Converter (WEC) System
Ocean Power Technologies, Inc.
1590 Reed Road
Pennington, NJ 08534
Contact: Dr. George W. Taylor
Deborah A. Montagna
Phone: (609) 730-0400
Fax: (609) 730-0404
Email: dmontagna@oceanpowertech.com
Website: http://www.oceanpowertechnologies.com/
Command: ONR
Topic: N00-116
PROBLEM STATEMENT
“Efficiency in supporting forward-deployed troops is critical to current and future military efforts. Thirty five to forty percent of all Air and Ship support to these efforts is related to fulfilling fuel and energy requirements of aircraft, ships, land vehicles, and power stations. The ability to have forward deployable self contained power generation capability could provide needed efficiency and help offset large transportation costs and substantial logistical efforts.”
Emerging technologies are available and being perfected on Navy Contracts for providing power in remote locations utilizing energy taken from ocean waves. Installations exist and are being expanded for systems in relatively shallow water (up to 150 feet).
The problem encountered is to devise a practical system that can be readily deployed in deep water to provide power for various remote locations in the world. This system can be accomplished by integrating the existing PowerBuoy technology for generating power from ocean waves into a floating platform.
http://directory.google.com/Top/Science/Technology/Energy/Renewable/Ocean_Sources/Tides/
Electricity from the Sea - http://www.fujitaresearch.com/reports/tidalpower.html
Description of various techniques for generating power from tides. Fujita Research Report.
Electricity from the Sea - http://www.fujita.com/archive-frr/TidalPower.html
Fujita Research archived report discussing the technical aspects of tidal power generation. (September, 1998)
Tidal Electric, Inc. - http://tidalelectric.com
Technical discussion of tidal power generation, the business environment, and the identification of potential sites worldwide.
British Tidal and Wave Energy Report - http://www.parliament.the-stationery-office.co.uk/pa/cm200001/cmselect/cmsctech/291/29102.htm#evidence
British House of Commons report on tidal and wave energy.
Tidal Power Development - http://www.fisheries.org/resource/page15.htm
Statement by the American Fisheries Society raising environmental concerns about tidal power generation.
Tidal Power - http://hydroelectricity.hypermart.net/tidal.html
Short introduction to harnessing the tides as an energy source.
Tidal Power - http://www.mech.uwa.edu.au/courses/ES407/Tidal/1999/default.html
General discussion about the physics of tides, techniques of tidal power generation, potential tidal power generating sites throughout the world, and links.
Tidal Power - The Australian Renewable Energy Website - http://renewable.greenhouse.gov.au/technologies/ocean/tidal.html
Discusses the physics, mechanics, and methods of generating electricity from tidal movements.
Gannon Media Services - The Fight for the West Kimberley Tidal Power Station. - http://www.gannonmedia.com.au/page16.html
Electricity from the Sea - http://www.fujitaresearch.com/reports/tidalpower.html
Description of various techniques for generating power from tides. Fujita Research Report.
Electricity from the Sea - http://www.fujita.com/archive-frr/TidalPower.html
Fujita Research archived report discussing the technical aspects of tidal power generation. (September, 1998)
Tidal Electric, Inc. - http://tidalelectric.com
Technical discussion of tidal power generation, the business environment, and the identification of potential sites worldwide.
British Tidal and Wave Energy Report - http://www.parliament.the-stationery-office.co.uk/pa/cm200001/cmselect/cmsctech/291/29102.htm#evidence
British House of Commons report on tidal and wave energy.
Tidal Power Development - http://www.fisheries.org/resource/page15.htm
Statement by the American Fisheries Society raising environmental concerns about tidal power generation.
Tidal Power - http://hydroelectricity.hypermart.net/tidal.html
Short introduction to harnessing the tides as an energy source.
Tidal Power - http://www.mech.uwa.edu.au/courses/ES407/Tidal/1999/default.html
General discussion about the physics of tides, techniques of tidal power generation, potential tidal power generating sites throughout the world, and links.
Tidal Power - The Australian Renewable Energy Website - http://renewable.greenhouse.gov.au/technologies/ocean/tidal.html
Discusses the physics, mechanics, and methods of generating electricity from tidal movements.
Gannon Media Services - The Fight for the West Kimberley Tidal Power Station. - http://www.gannonmedia.com.au/page16.html
http://www.siemenswestinghouse.com/en/products/induspower/induspower/biomass/index.cfm
Biomass Power Plants
Moving into the future with proven innovation
Effectively combating the greenhouse effect calls for energy generation that does not add to CO2 emissions. And this is exactly the basic idea behind biomass power plants: to take advantage of this naturally occurring fuel as an energy source in a way that is useful, environmentally sound and cost-effective, and thus to contribute effectively to the protection of the environment. Because the carbon dioxide emissions produced by burning natural fuels are reabsorbed through plant photosynthesis during the next growing period, no additional carbon dioxide enters the environment.
As a result, government-supported programs have been established
Biomass Power Plants
Moving into the future with proven innovation
Effectively combating the greenhouse effect calls for energy generation that does not add to CO2 emissions. And this is exactly the basic idea behind biomass power plants: to take advantage of this naturally occurring fuel as an energy source in a way that is useful, environmentally sound and cost-effective, and thus to contribute effectively to the protection of the environment. Because the carbon dioxide emissions produced by burning natural fuels are reabsorbed through plant photosynthesis during the next growing period, no additional carbon dioxide enters the environment.
As a result, government-supported programs have been established
http://www.infinitepower.org/reswind.htm
TEXAS' RENEWABLE ENERGY RESOURCES
These pages present a detailed description and assessment of Texas' abundant renewable energy resources.
Jump to: Introduction | Overview | Solar | Wind | Biomass | Geothermal | Water | Building Climatology | Resource Transportation | Recommendations | Glossary/Credits
Wind
The use of wind as an energy source has its roots in antiquity. At one time, wind was the major source of power for pumping water, grinding grain and transporting goods by sailing ships. Present day applications of wind power include water pumping and the generation of electricity.
In 1994, wind turbines generated approximately 4 billion kWh of electricity worldwide -- enough power for about half a million Texas households. While utility-scale electricity generation from wind is in its infancy in Texas, the industry is already experiencing vigorous activity. In 1993, the Lower Colorado River Authority contracted to purchase competitively priced electricity from Kenetech's 50 MW wind plant in the Delaware Mountains. Royalty payments from this project to the General Land Office (the leaseholder of the site) will provide a new source of funding for the Permanent School Fund. Several of the state's large investor owned utilities, including Texas Utilities and Central and South West Services, have also recently committed to wind power projects.
Characterization of the Resource
Vast areas with high wind power potential exist in Texas. Figures 6 and 7 on this page show average annual wind power for the United States and Texas. Wind power is categorized according to Wind Power Class. Wind class 1 (light blue) denotes very light winds; higher numbers indicate stronger winds. In the United States, wind farms are presently built on tracts with winds of class 5 (orange) and higher. Technology currently being developed should make class 4 (yellow) wind regimes viable. Eventually, even class 3 (green) wind regimes are expected to be capable of supporting utility-scale ventures.
TEXAS' RENEWABLE ENERGY RESOURCES
These pages present a detailed description and assessment of Texas' abundant renewable energy resources.
Jump to: Introduction | Overview | Solar | Wind | Biomass | Geothermal | Water | Building Climatology | Resource Transportation | Recommendations | Glossary/Credits
Wind
The use of wind as an energy source has its roots in antiquity. At one time, wind was the major source of power for pumping water, grinding grain and transporting goods by sailing ships. Present day applications of wind power include water pumping and the generation of electricity.
In 1994, wind turbines generated approximately 4 billion kWh of electricity worldwide -- enough power for about half a million Texas households. While utility-scale electricity generation from wind is in its infancy in Texas, the industry is already experiencing vigorous activity. In 1993, the Lower Colorado River Authority contracted to purchase competitively priced electricity from Kenetech's 50 MW wind plant in the Delaware Mountains. Royalty payments from this project to the General Land Office (the leaseholder of the site) will provide a new source of funding for the Permanent School Fund. Several of the state's large investor owned utilities, including Texas Utilities and Central and South West Services, have also recently committed to wind power projects.
Characterization of the Resource
Vast areas with high wind power potential exist in Texas. Figures 6 and 7 on this page show average annual wind power for the United States and Texas. Wind power is categorized according to Wind Power Class. Wind class 1 (light blue) denotes very light winds; higher numbers indicate stronger winds. In the United States, wind farms are presently built on tracts with winds of class 5 (orange) and higher. Technology currently being developed should make class 4 (yellow) wind regimes viable. Eventually, even class 3 (green) wind regimes are expected to be capable of supporting utility-scale ventures.
http://www.powerlight.com/
Solar technology is cost effective, reliable, and environmentally sound.
PowerLight Corporation
is the nation's leading designer, manufacturer and installer of grid-connected solar electric systems. We offer a full line of products including roof-mounted, ground-mounted, and canopy solar systems for industrial, commercial, and government applications. Join the growing number of forward thinking companies and government agencies that are investing in on-site solar generation and reaping the benefits of harnessing the sun's abundant, free energy.
Solar technology is cost effective, reliable, and environmentally sound.
PowerLight Corporation
is the nation's leading designer, manufacturer and installer of grid-connected solar electric systems. We offer a full line of products including roof-mounted, ground-mounted, and canopy solar systems for industrial, commercial, and government applications. Join the growing number of forward thinking companies and government agencies that are investing in on-site solar generation and reaping the benefits of harnessing the sun's abundant, free energy.
http://www.cartercopters.com/
All efforts to combine the vertical flight of helicopters with the flight efficiency of winged aircraft have been unsuccessful. This remains a major goal for man's future.
Welcome to the Future
Imagine flying non-stop from a small vertiport near your home on the west coast direct to a small vertiport near your destination in New York City. Traveling hassle free coast to coast, point to point in half the time it takes now. At the dawn of this new era in aviation our challenge is to do what skeptics say cannot be done, in the next few months we plan to break the rotorcraft Mu-1 barrier and enter the unexplored realm of extreme Mu flight.
The CarterCopter is a vertical takeoff and landing aircraft projected to cruise at 350 MPH at 45,000 feet (200 MPH at sea level). It uses a rotor for vertical takeoff and landing and a small wing for high speed cruise. The CarterCopter offers the speed and efficiency of a fixed wing aircraft and the off-airport abilities of a helicopter, all with much less complexity than tiltrotor aircraft and other vectored thrust aircraft such as the Harrier.
So fly into the future and watch history being made.
All efforts to combine the vertical flight of helicopters with the flight efficiency of winged aircraft have been unsuccessful. This remains a major goal for man's future.
Welcome to the Future
Imagine flying non-stop from a small vertiport near your home on the west coast direct to a small vertiport near your destination in New York City. Traveling hassle free coast to coast, point to point in half the time it takes now. At the dawn of this new era in aviation our challenge is to do what skeptics say cannot be done, in the next few months we plan to break the rotorcraft Mu-1 barrier and enter the unexplored realm of extreme Mu flight.
The CarterCopter is a vertical takeoff and landing aircraft projected to cruise at 350 MPH at 45,000 feet (200 MPH at sea level). It uses a rotor for vertical takeoff and landing and a small wing for high speed cruise. The CarterCopter offers the speed and efficiency of a fixed wing aircraft and the off-airport abilities of a helicopter, all with much less complexity than tiltrotor aircraft and other vectored thrust aircraft such as the Harrier.
So fly into the future and watch history being made.
