Towards an Energy Policy for Transport : A Series of Papers Presented to the Watt Committee Consultative Council Held At the Royal Aeronautical Society in London On November 27th 1979 Watt Committee Report ; No. 7

This report is based on the proceedings of the all-day Consultative Council held at The Royal Aeronautical Society, London, on 27th November 1979 to deal with the factors contributing to a rational energy policy for transport. Book Cover......Page 1 Copyright......Page 2 Title......Page 3 Contents......Page 4 Foreword......Page 6 Fuel type and its future availability......Page 7 Fuel type......Page 8 Fuel qualities......Page 9 Matching production and marketing......Page 10 A future scenario......Page 12 Discussion and conclusion......Page 14 EXTRACTS FROM DISCUSSION......Page 15 The making of a policy......Page 18 Future demand......Page 19 General approach to conservation......Page 20 Public transport......Page 21 Fuel efficiency—road transport......Page 22 Long term to 2025......Page 23 Electric vehicles......Page 24 Conclusions......Page 25 Road vehicles of the future......Page 27 1. Smaller lighter cars......Page 28 3. Stratified charge engines......Page 29 6. Hybrid vehicles......Page 30 Commercial vehicles......Page 32 1. Fuel cells......Page 33 2. Hydrogen fuelled piston engines......Page 34 3. Batteries......Page 35 References......Page 36 Prospect for energy conservation in the railways......Page 37 Prospect for energy conservation in the railways......Page 38 Energy saving in ships by optimum utilisation and long-term reduction in the use of fossil fuels......Page 50 2. Energy saving depends secondly on technological changes......Page 51 2c. Long-term energy saving......Page 52 3. Inland waterways and coastal shipping......Page 53 4. Can urban traffic learn anything from Venice’s waterways?......Page 54 Air transport energy requirements to 2025......Page 55 The passenger market......Page 56 Operations......Page 58 Technology......Page 59 Aerodynamics......Page 60 Structures and materials......Page 61 d) Titanium......Page 62 Systems......Page 63 Active Control Technology......Page 64 Combined effect......Page 65 Fuel price......Page 66 Fuel type and availability......Page 67 Fuel usage......Page 69 EXTRACTS FROM DISCUSSION......Page 70 The telecommunications dimension......Page 72 1. Introduction......Page 73 4. The energy saving potential......Page 74 6. The impacts of substitution......Page 76 References......Page 77 Transport and the consumer......Page 79 Transport and the consumer......Page 80 References......Page 87 EXTRACTS FROM DISCUSSION......Page 89 Towards an energy policy —a resume......Page 91 Towards an energy policy—a resume......Page 92 EXTRACTS FROM DISCUSSION......Page 94 General discussion points......Page 96 General discussion points......Page 97 Energy conservation and mass rapid transit......Page 98 The Mobile Producer......Page 99 Atmospheric pollution......Page 100 1) Fuels of the future—‘synfuels’......Page 101 5) Stirling engines......Page 102 The Mechanical Engineering and Machine Tools Requirements Board......Page 103 Outline of the R&D policy proposals......Page 104 Conclusion, in relation to The Watt Committee debate on ‘Towards an Energy Policy for Transport’......Page 105 Phase 1–1980–2000......Page 106 Phase 11–2000–2020......Page 107 References......Page 108 Epilogue......Page 109 THE WATT COMMITTEE ON ENERGY......Page 110 Watt Committee Reports......Page 112 The importance of energy for transport was recognised in Report No. 1 published by The Watt Committee on Energy in 1977. Two features of transport energy use are its magnitude (approximately 22% of the UK total) and its vulnerability to oilsupplies (nearly 50% of our oil supply). There have been several excellent conferences elsewhere since then on newtechnology and the future designs of aircraft, ships and railway trains but there seemed a need to consider all transport modestogether. In assessing substitution of energy sources there is a tendency also to consider substitution of transport modes, butthis is a complex matter and such substitutions will be slow and generally costly. There are historic instances of such changes, e.g. from sail to steam at sea in the 19th Century, from coal to oil on the railways in the 1950s and from petrol enginedaircraft to kerosene powered jets in the 50s and 60s. Such changes take place over a time span of decades. Some transportvehicles have a normal replacement time of 30 years, a few longer still, hence it is a vital matter to match any major transportresponse to future energy changes to the appropriate time scale These two volumes provide authoritative guidance on all aspects of concrete construction from the point of view of the supervisor responsible for the work on site.