Please, Please bring this to the notice of all thinking Irishmen.
Please, Please bring this to the notice of all thinking Irishmen.
This engineer called Find Hansen has designed and constructed true diesel diesel engine models. This is truly amazing. Conventional wisdom says that very small true diesels are not possible. But Find is a bit like the Bumble Bee.
According to scientists a Bumble Bee should not be able to fly but the bee does not know this and flies anyhow.
According to Engineers a True Diesel Model is not possible to make but Find Hansen did not listen and MADE it work.
To understand why his engines are so good look at this video of a Model Lister Diesel
OR have a look at this 4-cylinder effort
Another effort not quite up to Find’s standard but better than the two above!
This site has very good pod-casts on Irish History
The following engineering notes were taken about what was checked by the engineering watch-keeper while going on watch in the engineroom of the steam turbine powered steamship S.S. Irish Poplar almost 50 years ago.
The incoming engineer was expected to check the machinery spaces before arriving at the maneuvering platform on the hour for the changeover. He could then take any problems up with the departing watch-keeper before accepting responsibility for the watch.
Indeed he could refuse to take over until a particular problem was ironed out. If he was late coming on watch so that there was not time for the pre-watch inspection then if anything was wrong he would not spot it.
Once he took over it became his problem so tough titty in that case.
The Irish Poplar was a single screw steam turbine cargo liner. She was fitted with twin Babcock and Wilcox marine single pass watertube boilers fitted with interdeck superheaters and tubular air heaters. The fuel burned was called Bunker C with a viscosity of about 3,500 seconds Redwood No.1 at 100 degrees F.
Specific Gravity at 60 deg. F: 0.94 to 0.99
Flashpoint : above 150 deg. F
Viscosity Redwood No. 1 at 100 deg. F: 1,000 to 3,000 seconds
Ash Content: 0.15% Max
Sulphur: 2 to 4 %
Calorific Value BTHU/lb: 18,300 to 18,800
Water & Sediment: 0.5%
Ignition Quality (Cetane Number) : 30 to 35
Conradson Carbon Residue: 10 to 12%
The electrical power was provided by three Ruston diesel 220 volt DC main generators and one 50kw harbour generator.
Evaporation rate: 32,000 lbs of water per hour
Design Steam Pressure: 505 psi
Safety Valve on steam drum set to blow at 495 psi
Safety Value on Superheater set to blow at 480 psi
Working Pressure at Superheater outlet: 450 psi
Final steam temperature 750 degrees F
Number of oil burners: 3 per boiler
Combustion air temperature at burner: 350 degrees F
Weight of water in boiler at working level: 4.75 tons
Design calorific value of fuel oil 18,500 BThU/lb
Ships daily consumption of 40 tons of fuel oil at normal sea speed and power output of 6,000 bhp
The Babcock & Wilcox marine single pass boiler had a steam drum but no water drum but did have collector boxes at the bottom of the water-walls. The downtake headers which came down from the steam drum were connected to a mud drum at their lower ends.
From the steam drum down the rear downcomer tubes to the rear collectorbox, up through the uptake headers and back to the steamdrum through the return tubes.
From the steam drum down the side downcomer tubes to the sidewall headers, through the sidewall tubes to the upper sidewall headers and back to the steamdrum through the uprisers from side waterwalls.
The path of the main circulation was down via the downtake headers through the main generating tubes, up through the uptake headers and returning to the drum via the return tubes.
The air was taken from the top of the boiler room by two forced draught fans, one for each boiler. It is carried from the fans through ducts to the airheater side, it could then pass through the air heater tubes to pick up heat from the outgoing exhaust gasses.
If the airheater bypass damper was open the air would not pass through the airheater. After the airheater the combustion air passed down the back of the boiler and along the bottom, picking up heat all the while. It arrived at the front of the boiler from underneath.
The air then passed through the air registers on the burners to mix with the oil sprayed in order to burn it. The air temperature being about 380 deg F at this point. The fans delivered air at a pressure of 2.5 inches of water with all burners in. With only two burners per boiler less pressure was required and with one burner even less.
If one of the fans should suffer a failure there was a flap which allowed the remaining fan to feed air to both boilers. The fireman on watch looked after the burners and kept his own set of burner nozzles which he changed out and cleaned as necessary.
The steam was generated in the boilers and then passed through the main stop valves to join the main steam line at the auxiliary stop valves. It passed through the main steam line to the emergency stop valve. With the ship going ahead the steam passed through the ahead manoeuvring valve into the High Pressure (HP) Turbine.
After the steam gave up some heat and thus work in this turbine it passed to the Low Pressure (LP) Turbine. It passed through this turbine to give up nearly all the remainder of its energy and was condensed back into feed water in the sea-water cooled condenser located beneath the LP turbine.
There was a separate Astern Turbine which was controlled by the astern turbine manoeuvring valve when the ship was entering or leaving port. The LP and Reverse Turbines were on the same shaft and the overspeed trip mechanism also.
The maneuvering valves had geared shafts passing down to the maneuvering platform and were operated by large diameter, easily spun, handwheels. The most important items in addition to these valves were a large revolution meter (max revs were 106 at full sea speed) and the telegraph through which the bridge signaled the movements they required.
A very important piece of equipment was the wrong-way alarm. This alarm rang a loud bell if the engineer started the shaft turning the wrong way to that indicated by the telegraph. So if the Captain wanted half astern but the engineer went half ahead instead the alarm prevented catastrophe.
The Poplar was fitted with a Cockburn-MacNicoll bulkhead emergency stop valve in the main steam line. This valve was arranged to stop the steam flow to the turbines for three reasons:
A fall in turbine lubricating oil pressure to below 8 psi.
A failure of the vacuum in the condenser, if it became lower than 9 inches of mercury the emergency stop tripped.
If the turbine shaft rpm increased to 15% above normal then the steam flow to the turbine was also interrupted.
An over-speed could be caused by the propeller shaft breaking or by blade damage on the propeller, damage to the gearbox or a shaft coupling or indeed the propeller coming out of the water in severe weather. The latter was unlikely as the engineer would have reduced power already to prevent racing and over-stressing of the machinery in heavy seas. Pressing on in heavy weather got you nowhere, just wasted fuel.
[One instance I came across was where all the bolts which secured the main gearwheel to the output shaft fractured in the main gearbox. The engine was started and the bridge given control. The Captain phoned down "no power" Chief Engineer "well the engine is running". On checking the main gearbox the Engineer of the Watch was astounded to find the input shaft rotating but the output shaft stopped! So a failure could occur which could cause a dangerous over-speed. It was on a variable pitch propeller system]
The emergency stop valve had a manual override so that power could be restored should the safety of the ship require.
It was very important that the watchkeeping engineer established a set routine and journey around the machinery spaces in his watchkeeping checks. The sight, feel and smell of each part of the engineroom had to become an ingrained part of his experience. If this was done correctly then any departure from the normal would automatically trigger his attention. It was uncanny how accurate and instant this could be.
Descending into the engineroom the first machinery were the forced draught fans, the bearings and motors were checked for malfunction such as overheating, vibration etc. Next the gland vapour extraction fan. Then the generator cooling water header tank was checked to see there was a level of water in it.
Down to the next level to check the steam to steam generator and the water levels in the distilled water tanks. [The steam-steam generator provided the low pressure auxiliary steam while the main boilers were in service in port the auxiliary boiler provided this steam.] From them to the main switchboard to check the voltages and load on the generators – if the load was too high another generator might be needed for instance. It was important when two generators were connected to the board that the electrical load was evenly shared between them. If the main voltage was too high or low then this also needed to be corrected. The operating position of the various isolating breakers such as for the fore and aft deck machinery to establish where an electrical load might come from.
Down to the maneuvering platform level to check the bearings on the steam turbines and gearboxes. Each bearing had its own temperature which it found rest at for a particular power setting. If it was very different from that normal temperature, particularly higher, then this indicated a potential problem. Through the oil sight glasses on each bearing it was possible to check that the correct supply of lubricating oil at the correct temperature and pressure was reaching the bearing.
Next the temperature of the oil exiting the lube oil cooler was checked, it was normally about 100 deg F and it could be reduced by opening the cooling water outlet valve some more allowing more water to pass through the lube oil cooler.
The temperature and pressure of the lubricating oil were interconnected. If the temperature of the oil rises the thickness of the oil decreases and it becomes more free flowing. If the oil gets colder its density will rise and it will get thicker and harder to get flowing so its pressure will rise. Before any changes were made to the pumping rate it was necessary to check that the temperature had remained correct. There were no thermostats so the engineer manually controlled the various temperatures and pressures.
[This controlling process was continuous ( and tiring) throughout the four hours of the engineering watch. Such hands on experience over thousands of hours of manual control gave great insight into the operation of machinery. Modern automatic controls mask the operating characteristics of machinery so such experience and knowledge is not obtained.]
Down next to the lowest level in the engine room and on this level were the generators, all pumps and condensers. As a general rule two pumps were provided for each important service. One was in use and one on stand-by. The operating pump was changed over regularly to ensure that any fault would be detected and that the stand-by pump would work should a failure of the in use pump occur. This also equalised the wear.
Also located on the lowest level were the main and auxiliary boilers, the main and auxiliary feed and extraction pumps and the main sea water circulation pumps. All these pumps and motors had to be individually checked for correct operation and overheating.
One of the first items to check was the main thrust block, this had to take all the many tons thrust from the propeller and transmit it to the ships hull. Then down the shaft tunnel which carried the propeller shaft from the engine room located midships to the stern gland located at the aft peak tank at the back of the ship. The shaft tunnel ran under No. 5 and N0. 6 cargo holds. [So called because they "hold" cargo]. The plumber block bearings which carried the propeller shaft had to be checked and importantly the stern gland where the shaft entered the stern tube. This gland kept the sea from flowing into the engine room while allowing the stern shaft to emerge from the ships hull. This had to be greased once per watch and a good drop of sea water managed to leak in to fill the bilge well here and had to be pumped out regularly.
Traveling back from the stern tube through the shaft tunnel back into the engine room the next item to check was the current going through the lube oil pump motor and the lube oil pump itself. This pump took lube oil from the lube oil drain tank located below the main gearbox and thrust-block and pumped it through filters and up into the sea-water cooled lube oil cooler. Out through the main stop valve on the lube oil cooler the lubricating oil entered two ring mains through a stop valve for each. One ring main supplied oil for the turbine and gearbox bearings the second one supplied the gearbox sprayers which sprayed oil onto the main gears in the gearbox. The used lube oil drained back into the drain tank from the main gearbox and from the turbine bearings through a return pipe to the lube oil drain tank.
Next No. 3 Generator was checked. The generators were cooled by fresh water supplied from the generator header tank. The fresh water was pumped by a chain driven pump on the generator through the FW cooler then through the engine liners and cylinder heads and back to the pump suction. The temperature was controlled by adjusting the outlet sea-water valve on the cooler. Similarly the lube oil was pumped by an engine driven pump and cooled by sea-water in the lube oil cooler.
The cooling pump had to be inspected and the temperatures of the fresh water and lube oil into and out of the coolers were checked and adjusted if necessary. The pressures of the lube oil and fresh water cooling were checked on the engine gauge panel. On each cylinder head was located a cooling water outlet temperature gauge and an exhaust gas outlet temperature gauge. These were noted, for instance, if one of the exhaust temperatures was lower than normal while the rest were higher than normal then it lead one to suspect that that cylinder was not firing. The other side of the generator was checked and the end bearing. The DC generator was checked to see everything was normal. A quick check was made that all the push-rods were free to rotate and that none of the valve-gear holding down bolts had become slack. The lubricators for the rocker gear were topped up with oil and the main sump oil level was checked and oil put in if necessary.
These Ruston generators were fitted with Streamline filters which took a portion of lube oil and finely filtered it back into the sump on a bypass line. The oil flow, pressure and temperature through the Streamline filter was checked.
The next machinery to be checked priming and overheating , if they are running, were the bilge and ballast pumps. The the main sea water circulation pump which supplied water for cooling the main condenser. The motor current and temperature was checked. The greasers on these pumps was turned once each watch.
If frozen meat was being carried as part of the cargo then the main fridge circulating pump was checked, this supplied cooling water to the main fridge condensers.
The next pump to check was the main turbo-feed pump which supplied feed water to the main boilers. This pump was driven by a steam turbine. The bearings and glands were checked for overheating – the glands were water cooled. The feed pressure from the feed pump was checked. The bearings were checked for water in the lubricating oil and if necessary this was drained off and the oil replenished to the correct level.
The condensate extraction pump was checked next – this removed the condensed steam from the main condenser.
Onto the stoke-hold to check the main boilers. Normally the water level was on automatic control and the steam pressure was also on automatic being controlled by the “Baily Board” this was a pneumatic boiler pressure controller. Never the less the boiler water level, fuel oil pressure and boiler steam pressure was checked to ensure all was under control. The oil temperature at the burners on the boiler front was checked.
The same things were checked on the auxiliary boiler with its steam and electric feed water pumps. After the boilers pass onto the oil fuel unit checking the motor, gearbox, pump and pump gland. Then the domestic fridge sea water circulating pump, the general service pump (if it was running) and the auxiliary boiler blower.
If the evaporator was running it was checked for water level and shell pressure. This produced distilled water from sea water. The boilers had to be supplied with distilled water ordinary drinking water contained too much impurities to be used. The brine in the evaporator was checked with a salinometer and if it was getting too salty then the blow-down rate was increased. The distilled water from the evaporator was monitored by a salinity alarm.
Next if either No. 1 or No. 2 Generators were running they were checked out. Next were the domestic freshwater and sea water pumps. The freshwater pump supplied washing water for hot and cold taps. The sea water pump supplied water for flushing the toilets.
The final machinery to check was the generator sea water circulating pump and the main air compressor. A separate compressor for control air to the Bailey Board was also inspected.
Return then to the maneuvering platform to take over the watch.
Several machinery areas outside the main engine rooms were visited by the engineer going off watch. The most important of these was the steering gear located at the stern of the vessel and one had to go along the after deck to reach this as the engine-room and accommodation were located midships. Another important one was the main fridge compressor room.
Have a look at this video – if the Americans get their finger out this thing could be solved quick smart
Olympus is a large Japanese company famed for its camera’s and other optical equipment. Apparently, according to this book, the company suffered bad losses over a good few years. In order to cover this up a complicated scheme was devised to buy up basket-case businesses, allow them to fail and cover up the losses in this way.
But they made a mistake in appointing a man of principle and courage as CEO.
His book paints a devastating picture of corporate Japan – an inward looking culture that prefers maintaining the status quo at any cost rather than exposing ugly truths.
Now where does that remind me of?
Michael was a salary man, he had joined KeyMed an Olympus subsidiary when he was a young man and before he was 30 years old he was appointed CEO of KeyMed in 1989.
He was further promoted to run Olympus MEA and European businesses in subsequent years, rising through his ability. In April 2011 he was appointed President and COO of the Olympus Corporation – the first western salary-man to rise to the top of a Japanese Giant Company. Olympus employs over 40,000 people worldwide.
In October 2011 Michael was appointed Chief Executive Officer of Olympus.
Two weeks later he was sacked!
This book tells that story and a disturbing story it is. It repeats the meme that I have found influences people, particularly men, in power. The in-tribe, the protection of those with power. The loss of face in exposing mistakes or wrongdoing.
Human nature at its most dangerous.
The principle of those in power being infallible or wanting to be seen to be infallible. The British administration during famines in their colonies, the Catholic Church with child abuse, TEPCO with the Fukushima reactor.
All about the in-tribe covering their mistakes.
Unless Japan restructures its corporate affairs to minimize the dangers of in-group group-think and cover-up it will not recover.
A good read.
Walter Isaacson did an interview on mainstream media which blamed Steve Job’s lifestyle (a vegan) on the fact that his cancer was not cured.
This is a very good book about Steve Jobs warts and all. It explains how Jobs not only founded Apple and made it great but went back again when the “suits” had ruined all and made it great again.
Meanwhile he was also battling the cancer which eventually took his life and bringing Pixar to greatness also. He was a difficult man who did not suffer fools at all and even did not suffer geniuses either, if they did not agree with his vision.
He did not believe in giving the public what they wanted because they did not know what they wanted. He knew what the public wanted from technology and by God he got it right.
He was very similar to Royce of Rolls Royce fame. Good enough was not good enough – only perfect was good enough. He could charge premium prices because his products did a more than premium job – a perfect job at what they were designed to do.
He won over the “suits” but unfortunately nature won in the end. It was very fortunate that he had the willpower to pursue his vision and though his life was cut short it was a vindication of his greatness.
And all this in spite of his very human failings and faults.
I have been reading several new books on this subject as I am very interested in the real cause of the excessive loss of life. Remember this was in a country which was a part of the United Kingdom of Great Britain and Ireland. This kingdom was in the 1840′s at the head of the biggest and richest Empire the world had known until then. The Irish formed a large part of the armed forces which kept this empire together.
Why then did the British Whig government allow so many of its Irish subjects perish? The so-called efficient British administration can be seen to be a myth and it raises questions as to the governance of the other occupied parts of so-called British Empire. How many more horrific “land clearances” lie hidden in its history?
I say a pox on all your ‘isms, communism, capitalism, protestantism, catholic ism, etc. Also including the different breeds of economy-ism!
I came across a very good saying the other day:
“With or without religion, you would have good people doing good things and evil people doing evil things. But for good people to do evil things, that takes religion”
I agree with this but I would change it so than it reads as follows:
“With or without ‘a great idea’, you would have good people doing good things and evil people doing evil things. But for good people to do evil things, that takes ‘a great idea’. “
We can look at a few examples where “Great Ideas” have so clouded the judgments of people in positions of great power so as to cause great tragedy’s and millions of deaths.
But the biggest danger arises where the person in power possessed by a “A Great Idea” is also possessed with excessive tribalism or racism either knowingly or unconsciously.
The problem is that humans, because of how they evolved, are tribal animals. We evolved to live as part of a group or tribe. Because of this we are naturally racist and we deny this at our folly. The great “civilized” white-men at the top of the Great British Empire were as tribalist/racist as lowest “uncivilized” savage they lorded over.
But they thought not and therein lies the danger.
Here we have a crowd of “civilized” men possessed of “A Great Idea” but also part of a very exclusive tribe. They knew better and were on a mission to improve “uncivilized” savages, the little children incarcerated in Irish industrial schools.
Because the victims were “uncivilized” little savages they were not part of the exclusive tribe in charge and with all the power. So when some of the officials abused their power the abused had no voice – they were not of the tribe with power. So it got worse – absolute power corrupts absolutely.
What an irony – seeing that the Irish Famine Victims had suffered because they were of the wrong tribe (Irish Catholic) – without voice or power – during the famine. Those who do not study history repeat its mistakes.
The Great Irish Catholic Church repeated the same sort of evil racism/tribalism acts as the Great British Empire. It is true that if history does not exactly repeat itself it certainly rhymes.
“Great Ideas” such as communism, capitalism, protestantism, catholicism are very dangerous because they are predicated on the idea of improving human nature. The important question is this – CAN HUMAN NATURE BE IMPROVED? How is it that mostly people of “the other” are the ones which need to be “improved”?
And almost never the ones who want to do the improving?
Could it be that human nature is an inherent quality and cannot be improved? If this is the case then the best we can do is to be very aware of the failings of human nature and arrange our affairs so that its faults and frailties are minimized in our societies.
In the 10th of November 2012 issue of the New Scientist magazine a piece by one of the features editors Kate Douglas outlines what recent scientific research is showing about the biological basis for xenophobic behavior.
It turns out that there is a connection between the pleasure we get with feel-good activities, which is brought about by increased oxytocin, and morality.
Paul Zak at Claremont Graduate University in California discovered about 10 years ago that there was a connection between oxytocin and morality. His experiments showed that people with more oxytocin are more generous and caring and that our oxytocin levels increase when someone puts trust in us. He described oxytocin as “the key to moral behaviour”
Our evolution has promoted altruistic behaviour towards members of our own group and this is policed by the members of the group as a whole punishing selfish behaviour. We have a a neurobiological mechanism which tricks us into placing other members of our group’s interests above our own.
To quote Kate Douglas” This makes us less selfish but, perversely, is also behind some of our most heinous behaviour. That’s because the flip side to niceness to members of one’s group is nastiness to outsiders. This xenophobia is underpinned by oxytocin too and is sometimes called the ‘mama-bear effect’ because it mirrors a parent’s urge to defend her offspring against a threat. As a result, the very system that keeps people working for the good of others can promote atrocities such as racism, genocide and war.”
We cannot change this because we do not control the release of the hormone oxytocin. We will have to live with it as we always have. There is no cure but to structure our affairs in the knowledge that we are capable of both great good and great evil. What makes the difference is the culture in which we live.
In a toxic culture (such as Nazi Germany) almost everyone is capable of evil. This is because good and evil are not universally shared truths but vary with the values of our individual cultures.
To quote Kate Douglas “Evolution has made us both altruistic and selfish – good and evil – and we cannot be otherwise.”
The ‘Great Idea’ always has to do with improving the “other” never the in-group. As xenophobia and racism is practiced the power and wealth is slowly and inexorably transfered to the in-group – the group with the power. The society becomes more and more unequal. The political power, wealth and law enforcement becomes more and more concentrated.
If a natural disaster or any disaster, like the failure of the Irish potato crop, then occurs the out-group lacks the political power, money, rights and the sympathy of the in-group. Many of them simply will not survive and, to make things worse, the in-group will blame them for this misfortune! See Hillsborough Disaster! See Hurricane Katrina
Trevelan was possessed of a ‘Great Idea’ and he was a very powerful British administrator in Ireland. He was also an utter racist as regards the native Irish (not the first – Oliver Cromwell was as bad or worse).
Tim Pat Coogan in his new book about the famine publishes Trevelan’s letter to the MORNING CHRONICLE newspaper 11th October 1843 in which, through his own words, Trevelian reveals his vile racism towards the native Irish.
A few short years later, over two million are dead, two million have emigrated in horrendous circumstances and the Irish population eventually is cut in two. Celtic Ireland and its culture is eliminated. A very successful “land clearance” which allowed “improved agriculture”.
The Irish society before the famine was deeply unequal. The native Irish had been dispossessed of their land, they were forbidden to own property. They were willfully stripped of all forms of wealth and power. When their only source of food – the potato – failed they died in their millions. Partly through hunger, partly by being evicted from their shacks by the landlords because they could not pay their rent.
Whole starving families, by the thousands, put out on the side of the road in cold, wet winter weather. And they were blamed for being poor!
I am thinking now of the state of affairs in the USA and other capitalist countries where the elite ( of the same stock as the elite in Ireland during the famine by the way) the 1%, hold too much of the wealth.
It almost seems that with the fall of communism they have nothing holding them back. They use almost the same argument’s against the 47% as was used In Ireland so many years ago.
I see a great danger in this, we must learn from history.
And when I hear of evictions again in Ireland by the powerful on the people I can hear the millions who died call out despairingly “Not again — Not again in Ireland”
Cuba was left high and dry when the Soviet Union collapsed. Their food supply went missing. Everyone went hungry but none starved because (like it or not) they had an equal society.
Equally poor you might say but equal none the less.
”They who have put out the peoples eyes reproach them of their blindness.” – John Milton
The most amazing thing about this problem is that it is nearly four years since it started and the Irish people are still quiet. All they have done so far is punish the innocent fools who were the Fianna Fail/Green government when the excessive amount of money which the Irish banks LEANT INTO EXISTANCE could not be repaid due to the drop in property prices and the resultant economic contraction.
See this you-tube video about an attempted house repossession in County Laois, Ireland.
Most Irish people (including those involved in the law) do not realise that our constitution is the primary law of the land – they still think that the legal practices inherited from English rule still apply. We are citizens not subjects and this is a very important distinction.
The basic problem with electric cars is the battery pack. But the problem is not the range of the battery, nor is the problem the lifetime of the battery. The problem is the cost of the replacement of the battery or failed cells in the battery.
We all know about batteries and electric car batteries will be no different than the other batteries in our life. All too often a live battery soon becomes a dead battery. That is one of the facts of life – it is unavoidable.
We all know about batteries, from bicycle light batteries to phone batteries to laptop batteries with work tool batteries in between. How many of us have perfectly good portable tools whose batteries have expired and are no longer available? Are orphans whose parents are kaput!
This may be slightly acceptable for a portable tool but is totally not on for a car.
The problem is that each electric car maker is insisting on their own proprietary battery pack. Why are they doing this? Ford or GM or VW or Nissan do not insist on their own petrol or diesel so why insist on their own battery pack?
The resale value of a used electric car is the problem. The electric motor and drive-train will be very reliable. Similarly the electronics for controlling the motor and battery will be fairly reliable; however, experience with ECUs in existing older cars is not a good sign. Many older cars are scrapped because replacement of faulty ECUs is simply too expensive – we do not want this to happen to electric cars.
Suppose there is a six year warranty on the battery pack and the six years is up – how much is your electric car worth? Answer – near zero! Why? – because you will be totally screwed for a replacement battery and many times screwed if it is an OEM proprietary battery. Who would buy your used electric car in those circumstances?
The answer is for lawmakers to insist that battery packs are produced to an industry standard set of sizes and capacities, fitted with industry standard connections and industry standard chargers and charge points. Ideally they also should be fitted with industry standard motor controllers and battery protection systems.
Then we allow competition and “the free market” to work its magic to control prices. Then when you go to sell your electric car or buy a 2nd hand electric car you can get a replacement cell or battery without being totally sculled.
In the adoption of electric cars range anxiety is put up as a big problem but I think that is much overstated.
Lack of cash for fuel is a much bigger anxiety in Ireland today. There are many many people here who do not fill their tank anymore but put in €10 worth of fuel or enough for 150 kilometres or so. This is the real anxiety and a certain goodly proportion of their fuel must be wasted in the constant trips back to the service station to top up.
In a fuel shortage scenario the anxiety of there being no fuel available at any price would be a much bigger anxiety. I have seen this happen twice in my life and it will happen again and sooner rather than later I fear.
It would be much better if we could refill our fuel tanks at home particularly in times of high prices and/or shortages. Home is the base of all our journeys and it would be great not to have to constantly seek out a refuelling stop, particularly those of us who are rural dwellers.
This is exactly what the electric car offers – refuelling at home. As long as you remember to plug in your car at night – for 99% of your normal domestic day to day journeys you have no fuel price or availability anxiety!
According to Jack Ricard of EVTV approximately equivalent to 20% of the energy in a liter of petrol has been used as electricity in the production of that liter of petrol. Electric cars are 80% efficient. So Jack says “don’t bother producing the petrol just give me the electricity used in its production and I will drive my electric car the same distance!”
So in fact there is no net increase in electricity needed when switching from petrol cars to electric cars because there is an equal saving in not using the electricity required to manufacture the petrol.
The beauty is that electricity can be produced in Ireland and the Six Billion Euro annual fuel bill sent abroad can be recycled in our own country.
Unlike other alternative fuels the distribution system for electric cars is already in place – just plug the $$$$ thing in!
To be Continued