Professional Engineering Issue 1 2025 by imeche

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03 Welcome

IMechE chief executive

Alice Bunn sets out the Institution’s goals for 2025

38 The big interview

Mohsin Nurbhai, head of engineering at AWE, on why the UK is having a nuclear renaissance

44 Averting disaster

Creative solutions to tackle the increase in extreme weather events, from wildfires to floods

52 Five materials that could transform net zero

Why cutting-edge materials could be our secret weapons against climate change

58 The hydrogen revolution

With alternative fuels in demand to reduce pollution, hydrogen could soon be having its moment

64 Weird engineering

Flying motorbikes might sound outlandish, but the SkyriderX1 is on its way

05 Opener

Quantum mechanics could advance the engineering industry in ways we are yet to fully understand

08 Breaking barriers

The Boom Supersonic aircraft broke the sound barrier in January

11 Five for the future

Meet the engineers and researchers who are coming up with groundbreaking innovations

13 Blueprint

IMechEoutlinesitsresponse to the UK government’s new Industrial Strategy

15 In the spotlight

Our series on IMechE members who are having a big impact profiles

DrAlexander Quayle

18 Competitions

We get the lowdown on this year’s UAS Challenge

21 Encouraging innovation

IMechE deputy president Clive Hickman on why the Institution is undergoing a transformative phase

24 Your voice

Readers have their say on key issues of the day

27 Heritage

The Thrust SSC supersonic car still holds the land speed record it broke in 1997

31 Diversity and inclusion

A recent IMechE event considered proactive ways to make the industry better reflect the diverse community it serves

35 Management

Why good managers need to consider both individual and team performance to get the best results

36 Hydropower

How improvements in technology are making turbines both more efficient and better for the environment

37 Electrifying rail travel

We have the ability to power trains by battery, so what are the current barriers to rolling out the technology more widely?

TDefining our purpose, delivering our strategy

he Institution remains committed to improving the world through engineering. Demand for engineering skills has never been higher. In the UK alone, we need an extra 124,000 engineers and technicians a year to meet demand, according to EngineeringUK, with many companies struggling to recruit. To play ourvaluable role, we have translated our high-level mission into a clearly defined purpose to guide our activities and direction. Our purpose has four strands:

l Provide opportunities for the engineering community to develop skills, knowledge and professional practice.

l Maintain and enhance the professional status of mechanical engineers.

l Develop the pipeline of talent for the future of the engineering profession.

l Engage with society and governments to leverage innovation for sustainable economic development. These strands provide the detail beneath the two goals of our IMechE 2030 strategy – to support and develop our members and the wider community, and to maximise the positive impact of engineering on society. We aim to achieve these goals in manyways. IMechE courses provide life-long learning opportunities, notably to reskill to meet the fast-changing environment. Formula Student and our Challenges encourage the next generation, helping them to develop their skills and creativity in real-life settings.

Communication and collaboration

Communication and close collaboration are at the heart of everything we do; ‘one team’ is our mantra. Recognising our unique structure, we have established a new forum

PROFESSIONAL ENGINEERING

is published by Think on behalf of the Institution of Mechanical Engineers.

PE, 65 Riding House Street, London W1W 7EH 020 3771 7200

EDITORIAL profeng@thinkpublishing.co.uk

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Deputy editor: Joseph Flaig

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to foster best practice sharing among chairs of operating boards and members of the executive, ensuring a more cohesive and efficient approach. Working together, we will have the most impact. Education and skills are a priority, with the policy team working with members to respond to the Industrial Strategy. This collaboration ensures that the engineering profession contributes to the debate. Matt Rooney, head of policy, shares further details on page 13.

IMechE Year of Rail

Highlighting the work of our members is always a priority and we are making 2025 AYear of Rail. As the home of the railway engineering community, we are proud to mark the 200th anniversary of the world’s first passenger railway in 1825, pioneered by our first president, George Stephenson. Through events, training courses, and thought leadership, we’re championing the critical role of engineering in shaping the railways of tomorrow. We will also be delving into our archives, where my colleagues are digitising Stephenson’s letters, and can’t wait to see what they find.

Looking ahead

Financial stability remains a priority. We are 178 years old, but more relevant now than ever before with the pace of technological change – we must thrive into the future. Engineering is at the heart of solutions to many global challenges and I am confident the Institution is well placed to encourage innovation and support ourmembers. Finally, I encourage all members to engage with the HQ Programme, instrumental in ensuring we are fit for the future. Your participation is crucial to determine the best path forward.

Commercial director: Michael Coulsey michael.coulsey@thinkpublishing.co.uk

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SUBSCRIPTIONS

For address changes, phone 01952 214050 or email subscriptions@imeche.org

ABOUT IMECHE

The Institution of Mechanical Engineers is the professional body overseeing the qualification and development of mechanical engineers. It has 115,000 members in 140 countries.

Visit imeche.org for more information about membership and its benefits, or email membership@imeche.org.uk

@ProfEng tinyurl.com/PEmagazine

Views expressed in Professional Engineering are not necessarily those of the Institution or its publishers.

Chief executive: Dr Alice Bunn OBE FIMechE

President: Clive Hickman OBE FIMechE

IMechE is a registered charity in England and Wales number 206882

IMechE chief executive Alice Bunn OBE on how the Institution’s four key strands support its high-level mission for the year ahead

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IMPACT

The forces shaping engineering

QUANTUM ENGINEERING

Greater understanding of the uncertainty behind quantum mechanics will change engineering – or will it?

The last two and a half years have been the start of the AI revolution, but the technology that looks likely to take us into the next decade and beyond is quantum. For the layperson, quantum can be inscrutable – a technology that exploits the laws of quantum mechanics to provide new opportunities in computing and other areas. But for those in the know, it’s a game-changing

technology for the world of engineering. Unesco has declared 2025 the International Year of Quantum Science and Technology.

“While the ‘why’ behind the theory of quantum mechanics has yet to be fully explained, the ‘how’ is very well understood,” says Matt Himsworth, chief scientific officer at Aquark Technologies and previously in charge of the Ministry of Defence’s quantum laboratory.

Put very simply, quantum mechanics is the study of matter on the atomic and subatomic scale. At that scale, particles behave in unexpected and seemingly paradoxical ways, with concepts including the uncertainty principle and quantum entanglement. Knowing only the ‘how’ and not the ‘why’ does not matter for engineering, Himsworth says. “We must think of quantum mechanics

as simply another tool in the engineer’s toolbox – it’s not going to be useful in all applications, but it provides new or alternative methods for attacking problems.”

Much of the attention has so far been paid to quantum computing – the idea of being able to do more powerful equations and calculations at a faster speed, enabling better, more accurate results.

Computational fluid dynamics (CFD) is one area where quantum can change engineering, says Chris Ballance, co-founder and CEO of quantum computing firm Oxford Ionics. “CFD relies on high-performance computers to perform large-scale and intensive computations, and quantum computing has the potential to improve the effectiveness of this process,” he says.

“Sophisticated quantum algorithms running on powerful quantum computers could improve overall accuracy for CFD and dramatically reduce the computation time and cost – empowering the aerodynamics sector to achieve unprecedented innovations.”

Endless possibilities

But quantum computing is just the beginning, says Himsworth. “There are applications in timing, magnetometry, electrometry, gravimetry and inertial sensing that are available already, and that can have a greater impact on engineering in the short to medium term, so long as we can unshackle them from the laboratory,” he says.

Cristian Bonato, an engineering and physical sciences professor at Heriot-Watt University, agrees.

“There are ways in which quantum can directly provide new tools for engineering, and then there are ways in which engineering needs to be taken into quantum to make the quantum devices work and accessible to users,” he says.

One of the areas Bonato and his university laboratory are working on is quantum sensors. “We use the spin of a single electron to detect magnetic fields and temperature with nanoscale spatial resolution,” he says. Such a new and precise way of benchmarking and characterising materials and their properties will be useful for engineers looking to create new devices from those materials, he explains. It’s also eminently possible that quantum computing could be used to discover new materials or to build better battery chemistries that could support future development of novel engineering areas.

Quantum dots, which produce different coloured lights depending on the size of the particle, enabling purer colours on televisions, are already in use in devices found in homes around the world and are just the beginning of the quantum revolution in engineering.

$55bn has been invested in quantum technologies by global powers, according to Forbes

“There are quite a few groups and companies also now using this nanoscience of quantum sensors to, for example… make a map of an electronic device and see what the flow is, and then you can detect if there are faults,” says Bonato.

Those current and potential future uses highlight the excitement of quantum – as debated in a recent episode of IMechE’s ‘Impulse to Innovation’ podcast. “Quantum 1.0 was lasers and things like that,” said Tobias Lindstrom, head of science for the department of quantum technology at the National Physical Laboratory. “Quantum 2.0 is applications that use entanglement and superposition.”

Increased precision

These new quantum applications can be used to more precisely measure how materials work – a core tenet of engineering. That can change the industry in new and exciting ways that we have not yet fully understood, says Himsworth.

“Most ‘classical’ technologies involve measuring the response of bulk materials to stimuli – for example, silicon photodetectors producing electricity when light falls on [them],” he says.

Those responses are reliable enough, but are always dependent on the quality of material and how well it has been manufactured. “In most quantum technologies, we’re interacting with single particles – atoms, ions, solid state defects – whose properties are defined by fundamental constants, meaning their response to stimuli is very predictable and identical from device to device.”

That reliability and predictability changes the equation – literally. It is the reason why many engineers are so excited about the potential of the technology.

Quantum computing could enable people to do more powerful equations at a faster speed

BREAKING BARRIERS

Boom Supersonic is aiming to bring faster-than-sound passenger travel back to the skies for the first time since Concorde. In January, in tests over the Mojave Desert, the US company’s XB-1 demonstrator aircraft broke the sound barrier for the first time. It is the first independently developed jet to achieve that goal without the support of military or government backing. This is a major milestone as Boom tries to build Overture, a supersonic airliner that could fly from London to New York in three hours and 30 minutes. “XB-1’s supersonic flight demonstrates that the technology for passenger supersonic flight has arrived,” said Boom founder and CEO Blake Scholl. “A small band of talented and dedicated engineers has accomplished what previously took governments and billions of dollars. Next, we are scaling up the technology on XB-1 for the Overture supersonic airliner. Our ultimate goal is to bring the benefits of supersonic flight to everyone.”

FIVE FOR THE FUTURE

Meet the scientists and researchers improving the world through engineering. For more, head to imeche.org/news

COOL RUNNING

Your fridge could be getting a long overdue upgrade. Researchers in China have developed a new cooling technology based on thermogalvanic cells that produce a cooling effect using a reversible electrochemical reaction. It could be cheaper and more environmentally friendly than other cooling methods as it uses less energy.

GOOD ON PAPER

BORN STICKY

Engineers have used silicone rubber enhanced with nanoparticles of zirconia to recreate the sticky, hydrophilic feet of the gecko. These sticky footpads allow the gecko to move over moist, slick surfaces, and the researchers hope their invention – which sticks to ice – could be incorporated into the soles of shoes to reduce injuries in humans. 02

SEWER BOTS

04 03

At the CES trade show in January, Flint, a Singaporean start-up, unveiled batteries based on cellulose, a key ingredient in paper. The new products have a similar structure to lithium-ion batteries, with an anode, cathode and separator, but with proprietary chemistry aimed at cost-effective production, reduced environmental impact and high performance. The paper battery can bend and fold, which could make it ideal for wearables and medical sensors. It will also decompose naturally.

A new project called Pipeon, led by TalTech in Estonia, is developing robotic and AI-based technologies for mapping and monitoring Europe’s sewer networks. Engineers will build bots that can navigate in darkness, move through wastewater full of solids and fats, and survive for days on their own.

STAR SAILORS

Caltech engineers are developing material for ‘lightsails’ that could help spacecraft reach other star systems. These ultra-thin sails will aim to capture solar radiation and use it for propulsion. Researchers are still trying to figure out how to build materials and test them, and have developed a system that fires a laser at a tiny patch of silicon nitride that vibrates like a trampoline. A long way to go.

ENGINEERING THE UK’S FUTURE: A NEW INDUSTRIAL STRATEGY

The UK government is developing a new Industrial Strategy. Matt Rooney, IMechE head of policy, explains what it is and how the Institution is seeking to shape it

Last year, the new government came to power on a promise to boost the economy. Key to this is its new Industrial Strategy, which chancellor Rachel Reeves described as a “10-year plan to deliver the certainty and stability businesses need to invest in the high-growth sectors”. It identifies eight sectors with the potential to drive growth, including advanced manufacturing, clean energy and defence. When a government embarks on such a wide-ranging plan, the process involves broad stakeholder engagement. The first step was to publish a green paper, Invest 2035: The UK’s Modern Industrial Strategy, which sets out the plan in draft format and asks stakeholders 35 questions about the strategy. The IMechE’s policy team worked with our expert member committees across the Institution to draft a response. The five key messages we are making to the government are as follows:

Engineering as a foundational sector Engineering not only underpins each of the eight growth-driving sectors, but it is essential to their development. Technology development, investment and productivity improvements are engineeringrelated topics that will be important to ensure growth is achieved.

National engineering and technology workforce strategy

To address the demands of the Industrial Strategy, we advocate for a comprehensive national engineering and technology workforce strategy. This is vital to ensuring the UK has a robust pipeline of skilled engineers and technicians to lead progress in the sustainable development and innovation needed to deliver the government’s goals, including for growth-driving sectors and missions.

Systems thinking

Integrating systems thinking within the Industrial Strategy is essential for effective problem-solving and implementation. A systems approach would enable coordinated, scalable and sustainable solutions across industries, strengthening the UK’s global competitiveness.

Invest in infrastructure and clusters

scale-up. This proximity enables faster, more efficient development by bringing together all players in the value chain – an approach that we believe should be prioritised.

Commitment to a long-term strategic policy

Large-scale demonstration and test facilities have proven successful in advancing highintegrity engineering solutions, especially when co-located with industry clusters. These sites are places where innovative ideas and approaches can be introduced and showcased to validate and support

To ensure sustainable growth and productivity increases, the UK government must prioritise long-term strategic decisions and leverage tools to better align with the growth-driving sectors. By using policy levers such as government procurement, financing mechanisms, education and skills development, and regulatory frameworks, the government can create a supportive ecosystem that nurtures innovation and fosters investment. This is essential for providing stability and direction to industry sectors, enabling businesses to plan for the future and ensuring the UK is competitive on a global stage.

Connecting engineers, recognising success

A breath of fresh air

In our next article showing the tremendous impact made by IMechE members, we speak to Dr Alexander Quayle, whose engineering journey took him from his grandparents’ farm to developing a multibillion-pound offshore wind farm

Wind forecast: there’s a powerful gust of optimism blowing south from Edinburgh, expected to reach London in midMay. Alexander Quayle is a keynote speaker at the IMechE Wind Turbine User Group, and he’s travelling with a suitcase full of success stories about offshore wind projects.

Under his leadership, Flotation Energy recently secured a multibillion-pound, 15-year government contract for project Green Volt, putting it on track to become Europe’s largest floating wind farm by 2030. “With this success in hand, we’re really changing the landscape of the floating wind sector internationally,” says Quayle. “It’s creating a massive opportunity for the UK to lead the market globally as we look further offshore, into deeper waters.”

Believe in the fundamentals

At the event, starting on 14 May, Quayle will share his experience leading massive wind turbine projects such as Green Volt and Cenos, and discuss hurdles faced by the sector. He’ll reflect on the global mood around sustainable energy and deliver a key message: this moment, turbulent as it may be, offers an opportunity as much as a challenge.

“We’re going to see this transition [to clean, sustainable

ENGINEERS INTHE SPOTLIGHT

energy] speed up and slow down. But, like a big freight train, it will move and it will pick up speed. And when it does, we want to be ready.”

What makes him so sure? “This is one of those moments where you have to take a longer-term view and believe in the fundamentals.”

By fundamentals, Quayle means the reality of global warming (scientists say the planet just had its warmest January on record), the fact that energy mixes must change, and the inevitable return of demand and investment.

Quayle talks a lot about the power of fundamental knowledge and skills. It’s a belief forged over

decades, starting with childhood days of “endless fascination” on his grandparents’ farm.

Make things happen

Growing up in West Yorkshire, on the outskirts of the Dales, Quayle helped out on the family farm. Those years, he says, had a major impact on his life.

“On a farm, there are always things to be done,” he explains. “You never run out of jobs, and you have to prioritise them. Many things can’t wait for tomorrow. So you develop an itch to always be doing something productive. You learn to make things happen.”

At the time, making things happen meant fixing a tractor’s starter motor at midnight, doing emergency fence repairs or fixing some trinket he and his grandfather bought at a local car boot sale. Later, it meant joining a school electronics club and winning awards for his inventions. Later still, it meant embarking on an engineering career that involved four of the world’s top universities and more than a decade working at energy giant BP.

There was a bit of magic along the way, too. When he was young, Quayle staged magic shows for his cousins. Even then, he knew success required preparation (if you’re making a bouquet of flowers appear, he says, you have to have them hidden away somewhere) and careful management of focus –especially that of the audience.

‘Many things can’t wait for tomorrow. So you develop an itch to always be doing something productive. You learn to make things happen’

Love what you learn

After finishing school, Quayle, the oldest of three children, became the first in his family to head to university. His mother worked as an English teacher – she helped spark his love of literature – while his father balanced books as an accountant. Quayle wanted to be an engineer and managed to secure a spot at the University of Oxford. His Engineering Science degree was tough but multidisciplinary, which he loved.

He completed his final year on exchange at Princeton, and after that came a Mechanical and Aerospace Engineering PhD at Cambridge. His doctorate involved researching and designing an ultralow noise aircraft in collaboration

with the Massachusetts Institute of Technology.

“The equations you apply for a spring, or a viscous flow, are the same equations you apply to a circuit board, an inductor or a capacitor,” he says. “Getting handson experience of that has been really impactful. It allows you to work across many domains.”

Less abracadabra, more planning

Quayle’s first chance to apply himself was in a start-up, but it wasn’t long before he joined BP to work at In Salah Gas, then the world’s largest carbon sequestration project and a big focus for the energy giant at the time. Later, his role involved exploring the evolution of green energy technology and the decarbonisation of gas pipeline operations. Quayle also gathered valuable experience in managing large-scale infrastructure projects.

In 2021, he moved from one of the world’s biggest energy companies back to a start-up.

Joining Flotation Energy, a company of eight people at the time, was a chance to make things happen in the wind sector.

Quayle assumed the role of project director for the Green Volt and Cenos projects, securing seabed rights at auction and working with the board to launch them into a joint venture with Norwegian developer Vårgrønn. Investment during his tenure exceeded £100m. In September 2024, he led the Green Volt project through the CfD (Contract for Difference) auction process, securing a UK government contract to guarantee electricity sales for more than a decade.

Following this success, Quayle became technical director at Flotation Energy, extending his responsibilities across all projects. He has a passion for start-ups

l The Wind Turbine User Group offers attendees two days of technical content and knowledge sharing to support all engineers involved with wind turbine assets. Find out more and sign up at imeche.org/training-qualifications

and has co-founded a separate investment company, Apollo, with 15 investments so far. Married with two children, he’s also recently been building model aeroplanes with his son and teaching him a few magic tricks.

“In the real world,” Quayle muses, “saying abracadabra doesn’t produce the results you want.”

So, the bigger lessons will come later: use the technical fundamentals you learn, apply your focus where it’s needed most, plan carefully and make things happen.

NOMINATE

To nominate an IMechE member making a difference, email profeng@ thinkpublishing.co.uk

SIMULATION TAKES OFF

This year’s UAS Challenge has an emphasis on design. By Joseph Flaig

Student teams are busy tweaking aircraft designs and fine-tuning performance ahead of this year’s Unmanned Aerial System (UAS) Challenge.

Following a record-breaking 10th year, in which more teams flew than ever before, the competition will return to BMFA Buckminster on the Leicestershire/Lincolnshire border from 30 June to 3 July.

We spoke to project manager Kristina Panikkar about what to expect from this year’s event, which could feature almost 40 teams.

What’s new for this year?

There’s a lot more emphasis on the design and testing, specifically the simulation elements. That’s what we focused on primarily this year – trying to fine-tune that, to give the students the right amount of time to do each of the stages in the design lifecycle.

We’re trying to educate more as well, with the webinars. We started doing them a couple of years ago, throughout the year of the competition, but we’ve put a lot more emphasis on them this year. We’ve got a couple more, and we’ll have sponsors and key personnel talking in those to try to aid the students in making design decisions and taking on board key elements from their industry experience.

More teams than ever flew at last year’s event – are you aiming to build on that?

The amount of teams getting to the event in a flyable condition and then doing successful flight tests is gaining traction year on year. I think that is largely to do with all these improvements and

the additional support we’ve put in place each year.

For the students, we have sponsorship opportunities and mentoring programmes. We also offer steering committee mentorship, where they can ask for clarity on rules or different aspects of the competition, and they take up more and more of those opportunities each year. We are seeing those have a positive impact on the challenge, by having more teams come in a state where they’re ready to fly very early on, rather than at the very end.

We haven’t changed a lot of the competition requirements because we really want to focus on finetuning that, the additional support at the competition, where they can get live feedback, live judging, and they can use that to improve very quickly. We’re hoping this year even more will be ready to fly.

How do you expect the event to evolve in future?

What we’re looking to do for next year already is adapt the mission requirements. What we’ve tried to do every year is change the mission requirements to actually reflect what’s happening in the world.

The competition is a simulated humanitarian aid mission. We changed the course a couple of years ago to reflect high-density populated areas. As well as obstacles such as trees, if you were trying to deliver humanitarian aid packages you would have

to accommodate that with the movability of your aircraft. Going forward, what we’re looking to do is develop new mission scenarios. We can give teams multiple options and then pick one at the event. They would need to be able to programme for that scenario. We will also be looking at the operational safety a bit more.

How does the competition help meet demands?

What industry wants to see is the innovation side – when students are given these new sets of requirements, how can they respond to those and what innovative ideas can they come up with? To do that, we have to

‘What industry wants to see is the innovation side – when students are given these new sets of requirements, how can they respond to those and what innovative ideas can they come up with?’

Above and right:

IMechE’s UAS Challenge had a record-breaking 10th year, with more teams flying than ever before

give them testing requirements and scenarios to encourage that. We’re always pushing the innovation; that’s what we want. That’s what these competitions are – they’re not only to teach you the design lifecycle of an aircraft, but also to inspire you to think a little bit outside the box: “How can we come up with solutions? How can we do this?”

If we keep the requirements fresh, we give more and more opportunity for the innovation and evolution of designs.

What does the competition offer students?

The lifecycle of an aircraft can go from 10 to 60 years, being designed ‘outside’ in the real world, and this gives them a condensed course in how to do all of those different processes. You wouldn’t necessarily get that perspective in university. You would be doing small parts of it at every stage, but getting to see how it impacts a programme of work and the key considerations you need to make is a really useful tool for students. Every competition we run, we have students saying how important it was for them in putting everything they’ve learned together. It also helps them when it comes to job applications and knowing what they want to do in future. There’s a wide world of aerospace engineering – this guides them into what they’re interested in and what they feel passionate about.

FIND OUT MORE

For more information, visit imeche.org/events/formulastudent and imeche.org/events/ challenges/aac-challenge

STUDENT COMPETITIONS RETURN

Railway Challenge

Open to spectators on 28-29 June, this competition sees students, apprentices and graduates design a miniature railway locomotive in accordance with a strict set of rules and a detailed specification. The Entry Level competition also returns this year.

26-29 June, Stapleford Miniature Railway

Formula Student

Race cars designed and built by student teams will roar onto the tarmac in July, but the Formula Student calendar is already well underway. The competition proposed a new concept class version of the autonomous FS-AI element in February, while over 60 teams have been taking part in the Sim Racing Series. 16-20 July, Silverstone

Apprentice Automation Challenge

Apprentice teams from companies including Leonardo, BAE Systems Submarines and 2024 winners Niftylift will design and manufacture devices to automate everyday products in this growing competition, returning for an 11th year.

25 September, Manufacturing Technology Centre

Design Challenge

Student teams will design, build and test autonomous robotic charging devices for this year’s competition, with a key focus on automatic connection and disconnection. Regional finals are ongoing from March to May, ahead of the national final at IMechE headquarters later in the year.

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SHAPING THE FUTURE: ENCOURAGING INNOVATION AND ENGINEERING

By Clive Hickman OBE, IMechE president

The Institution of Mechanical Engineers is undergoing a transformative phase, ensuring long-term financial stability and positioning itself for a future of innovation and excellence. In my year as president, we have focused on streamlining our operations, investing in digital advancements and making strategic decisions that will shape IMechE’s trajectory for years to come.

Strengthening financial stability

One of the key priorities for IMechE is securing financial sustainability. Significant steps have already been taken, including the sale of our two trading businesses, IMechE Argyll Ruane and Sonaspection, following a strategic review.

In line with these efforts, a thorough evaluation of operating costs is being conducted. By identifying areas for significant savings, the Institution aims to optimise resources while maintaining the high standards of service and support it provides to members.

A headquarters fit for the future

I would like to thank all our members who attended the special meeting in January and took part in the vote about our headquarters building. With 83% of members who took part voting in favour of the resolution, we can now move

to the next phase. I would encourage all members to continue to engage with the HQ programme, which is instrumental in reaching a solution to ensure that our headquarters remain fit for the future.

Driving efficiency and digital transformation

Efficiency and strategic alignment remain at the heart of IMechE’s operations. A significant reshaping of the finance function is under way, with a focus on streamlining internal processes and improving operational effectiveness. The Institution is also exploring new ways of working to enhance productivity and deliver on its core purpose more effectively.

As part of its forward-thinking approach, IMechE continues to invest in digital transformation.

‘I was pleased to attend the Formula Student and Railway Challenges where it was inspiring to see the students’ enthusiasm and innovation’

This commitment includes a comprehensive review of its operating model to ensure that members benefit from cuttingedge tools, seamless services and improved accessibility to the Institution’s vast resources.

Enhancing transparency and communication

In a move toward greater transparency and improved reporting, IMechE has changed the date of the publication of this year's annual report to September. This is to accommodate the increasingly complex auditing process, which is faced by many organisations.

Looking ahead

I have had some notable opportunities to engage with members during my presidency and know there are some exciting events in my diary for the remainder of my term.

I was pleased to attend the Formula Student and Railway Challenges where it was inspiring to see the students’ enthusiasm and innovation. Overall, it was a record year for participants at our Student Challenges.

I would like to express my gratitude for the encouragement and collaboration of members, and look forward to working together for the remainder of my term.

The path ahead is one of progress, resilience and innovation. With a clear vision and decisive action, IMechE is poised to build a stronger, more sustainable future – one that upholds the proud legacy of mechanical engineering while embracing the opportunities of tomorrow.

Optimising Compressed Gas Tanker Loading A Seamless Process for Efficient Operations

When it comes to the safe and efficient loading of compressed gases, attention to detail in planning and infrastructure is key. From understanding gas properties to selecting the right equipment, here's a closer look at the essentials for setting up a successful compressed gas tanker loading station.

Gas State and Transfer Conditions:

The majority of compressed gas transfers occur in a liquid state, typically at -20°C and 20 barG. These standard conditions help streamline the design and functionality of the system, ensuring smooth operation from start to finish. It's also important to note that in Europe, all transfers are conducted at ground level, providing additional consistency across regions.

Configurations for Tanker Loading:

European compressed gas tankers typically utilise a B-Type rig configuration, with flexibility in connection points. Tanker connections can be positioned on the side, rear, or both, depending on specific operational needs. This adaptability allows for smooth integration into various facilities.

Typical Compressed Gas European B-Type Rig

Loading Bay Design:

The design of the loading bay plays a crucial role in facilitating safe and efficient operations.

• Rear-loading bays should position the tanker 400-S00mm from the kerb, with a bay width of 3500mm.

• Side-loading bays, on the other hand, require the tanker to be placed 1500mm from the kerb, with a wider bay of 5630mm to ensure easy operator access.

Standard Station Layout:

Many loading stations utilize a double-sided meter skid, with loading arms positioned on both sides for maximum versatility. This setup ensures that the arms remain parked safely when not in use and minimizes any potential design-related issues during installation.

The Role of the Meter Skid:

The meter skid is the heart of the loading system, ensuring precise measurement and preventing overfilling. Key components include:

• Mass meters for accurate measurement

• Control and emergency valves for safe operation

• Pressure and temperature instruments, along with relief valves to manage system pressure

• Batch controllers and electrical distribution panels for seamless operation

The dimensions of the meter skid can vary, typically ranging from 5000mm to 12000mm, depending on the specifics of the facility and operational needs.

Essential Design Features:

Loading arms are critical components in the process, mounted on a sturdy galvanised steel standpost. These arms feature:

• A spring balance cylinder for easy handling

• A manual ball valve for flow control

• Emergency release couplers to ensure safety during disconnection

• Tanker connections (e.g., Weco screw coupling)

For additional safety, Dry-Disconnect couplers can be used to eliminate the need for manual venting during disconnection, particularly in more specialised systems.

Loading Station Design Features

These boxes indicate the two possible interfaces for the tanker connections. It could be side or rear or both.

Rear Loading Bay Width

Side Loading Bay Width

Innovationsin LNG Road Tanker Loading

Efficiency & Safety in LNG Road Tanker Stations

The transition to cleaner energy sources has driven a significant increase in the demand for Liquefied Natural Gas (LNG). As a result, the efficient and safe loading of LNG road tankers is a critical consideration for energy companies and logistics operators worldwide. This overview highlights the essential factors involved in setting up an LNG road tanker loading station, addressing key design and operational features that optimise efficiency and safety.

Optimising Space and Layout

One of the first considerations when planning an LNG road tanker loading station is the amount of space required. A typical articulated LNG road tanker is approximately 2.4 metres wide and 16 metres long, including the tractor cab. However, variations exist depending on the type of tank and the location of the loading connections, whether they are at the rear or the side.

Rear Loading Bay Width

For maximum space efficiency, rear connections allow for double-sided loading islands, reducing the overall footprint of the station. In contrast, side-loaded tankers typically require singlesided connections, potentially increasing space requirements. Additionally, an important factor in the layout is the handling of Boil-off Gas (B.O.G.). If the B.O.G. is to be recompressed and returned to storage or used for energy generation, metering skids must include an extra metre to track mass usage.

Key Features of a Loading Station

A modern LNG loading station is designed with both operational efficiencyand safety in mind. A standard station features loading arms mounted on a galvanisedsteel standpost with earthing provisions.

These arms facilitatethe seamless transfer of LNG and vapour return using specialised hardware, including:

• Spring balance cylinders for controlled movement

• Cold-resistant handles for safe operation in extreme conditions

• Swivel joints with nitrogen (N2) purge systems to prevent freezing and ensure operational integrity

• Breakaway couplers to prevent damage in case of accidental drive-away incidents

The nitrogen purge system plays a crucial role in maintaining the reliability of the loading arms. This system distributes N2 flow to each swivel joint and can be enhanced with monitoring sensors that detect inconsistencies, ensuring predictive maintenance.

Testing and Quality Assurance:

A robust Factory Acceptance Test (FAT)ensures the station meets performance expectations before deployment. The standard FAT includes an ambient pressure test, with the option to simulate real-world conditions using liquid nitrogen testing. This additional step provides an extra layer of assurance that the system will operate reliably in actual LNG loading scenarios

Metering and Flow Control:

Efficient LNG transfer depends on precise metering and flow control systems. Depending on the specific requirements of the facility, loading stations may include:

• Flow control skids, which integrate seamlessly with weighscale software to manage valve operations

• Meter skids, ranging in length from 5,000mm to 12,000mm, depending on the facility's needs

For stations where tankers are loaded on weighscales, a separate meter package may not be necessary. In such cases, the weighscale software communicates directly with the control skid to manage the loading process.

Side Loading Bay Width

YOUR VOICE

Got something to share with the IMechE community? Write to us at profeng@thinkpublishing.co.uk, using the subject line ‘Your Voice’

Step change

I have been taking Professional Engineering magazine for 60 years now and am pleased to say that the most recent issue was the best I have ever experienced for ease of reading, clarity of expression and general all-round coverage. What I see is a step change in the communication skills being demonstrated, and I wish to congratulate you and your staff for such a successful transformation of something that was often a trial to read into something I was unable to put down until I had finished it. Well done and thank you!

Barry

Woolley, CEng, FIMechE

The case for multiple baskets

Since the new government took office, there have been a series of announcements proclaiming the benefits of renewable power and its role in a net zero electricity network by 2030. Recent events should demonstrate the risks involved and our continued dependence on thermal generation. From late October into November, there was a three-week period of very low wind speeds and little sunshine. As of 17 November, the electricity production split for the previous 28 days was: natural gas 41%; offshore wind 9%; onshore wind 9%; solar 2% (from 10GW); nuclear 14% (from 6GW); and imports 14%. The thousands of wind machines therefore produced only 28% more electricity than the halfdozen subsea cable connections.

‘Simple, cheap methods of achieving the reduction of energy gain are readily available for immediate use’

The potential damage to everyday life when there is very low renewables generation because of the common mode failure during still, foggy weather is too real and terrifying to ignore.

A post-manufacturing economy needs electricity with a stable frequency 100% of the time. We must maintain adequate reserves of controllable power and not place all the eggs in the renewables basket.

Paul Spare

The geoengineered planet

sun moves around the sky, so the angle at which its rays are reflected would vary constantly. If retroreflective paint was used instead of a plane mirror, the radiant energy would be reflected back towards its source. No mechanism would be needed and the angle of the reflector would not be critical. Existing surfaces, such as roofs and walls, would all then be suitable platforms for treatment. Painting house walls and roofs with reflective paint would greatly increase the available treatable area and have the added benefit of keeping the property cool. Sheds and garages are easily treatable and the paint would help to protect them from the weather.

Keeping it simple

Referring to the article in Professional Engineering issue two of 2024, reflecting solar radiation back into space is one obvious way of reducing the gain of heat energy by the earth. Why are the methods of doing that, which are currently being discussed, so expensive and complicated? Simple, cheap methods of achieving the reduction of energy gain are readily available for immediate use. There are around 25 million households in the UK. If each one of them erected a 1m2 mirror in an exposed place, up to 25,000,000,000 watts (25 billion watts) could be reflected back into space whenever the sun shines.

The reflectors need not be optically perfect. A board covered in kitchen foil would suffice. The

Floating reflectors would keep the sea slightly cooler, assisting the North Atlantic meridional overturning current. Those could be tethered to – or close to – offshore wind farms so they would not present a great hazard to shipping.

I have bought a polished aluminium Venetian blind for a window at home. Hopefully that will keep one room cooler in summer and warmer in winter. Outside reflectors could be deployed to reflect the winter sun into a window to reduce the fuel requirement slightly. Cheap, simple solutions are often the best overall, and the more people who adopt them, the greater the overall benefit, even if the efficiency of each individual application is relatively low. They can certainly put a brake on a runaway situation until better methods can be deployed. They can continue to contribute beneficially thereafter.

Alan Winter

Aerospace outreach

For most of us, it’s quite difficult to influence policy or be a worldleading expert consulting in a specific science or engineering discipline, but what we do all have are the foundations of science, technology, engineering and maths (STEM) under our belts to pass on to the younger generation. Sometimes a stage on which to inspire future engineers just needs to present itself.

The annual Royal International Air Tattoo (RIAT) attracts more than 150,000 people to RAF Fairford in Gloucestershire over three days in July. Some 30,000 children, young adults and students visit the show’s Techno Zone to explore, discover and be inspired by an incredible range of fascinating and fun activities and exhibits.

A small group of IMechE Aerospace Division volunteers joined the Foundations of Engineering section of the Techno Zone alongside the Institution of Engineering and Technology and other institutions. On the stand we ‘flew’ paper aeroplanes in a home-made wind tunnel, using kitchen scales to measure the ‘lift’ generated while demonstrating factors such as air velocity and wing area. Visitors were then challenged to make their own and earn a place on the ‘lift leaderboard’. This activity proved highly competitive, particularly among families. From paper aeroplanes to the real thing, we also displayed Hammerhead, the University of Nottingham’s entry in this year’s IMechE UAS Challenge. It proved an extremely popular exhibit and, fortunately, our volunteers included some of the third-year aerospace engineering students who had designed, built and flown the UAV, and were therefore well-placed to answer questions.

‘It was an enormous privilege to be a part of the show and a pleasure to work with our own young member volunteers’

The Techno Zone at RIAT is a vibrant hub, full of noise and enthusiastic young people experiencing and learning about STEM; hopefully, we have done our bit to inspire the next generation. It was an enormous privilege to be part of it and a pleasure to work with our own magnificent young member volunteers.

Volunteer quotes: “The experience was incredible this year and I enjoyed seeing sparks of inspiration appear in the people that approached the table. It was great fun engaging with both the visitors and the volunteers. It was a fantastic experience getting involved with the young ones and experiencing the rest of the air show – one that I will certainly be inspired by going forward.” Tony Harris, CEng, FIMechE

Primary energy and other fallacies

In Professor Kalghatgi’s letter in issue one of 2024, he makes several alarming mistakes, which lead him to an even more alarming conclusion. Firstly, he takes the primary energy provided to the UK from fossil fuels and assumes we need to replace 60% of it with nuclear or wind generation. This is known as the ‘primary energy fallacy’. It implies we need to replace most, if not all, of the fossil fuel demand in today’s economy with clean power. But because fossil fuels waste so much energy and heat, and direct electrification of processes, heat pumps, EVs, etc. are so much more efficient at converting energy inputs to useful energy, that 60% can be as low as a third (see Lawrence Livermore National Laboratory flowcharts for the US as an example).

He then asserts that, because humans have adapted to 1.2ºC of warming, that we will be OK if it continues to warm. I can only point readers to the Intergovernmental Panel on Climate Change’s 2022 impact report, which makes clear the hazards of unchecked warming, particularly on the most vulnerable, not to mention on nature itself.

I presume Professor Kalghatgi’s arguments are made in good faith, but as someone still in their 20s who will have to live through a warming world if emissions are not reduced, I cannot accept his conclusion that we have to give up on mitigation and just adapt. Quite aside from being built on poor analysis, defeatism like this shows a lack of faith in the ingenuity and determination of humanity, and cannot prevail if young people today are to have a chance at living on a thriving planet in the future.

Ed Wilson

Close Coupling of Hydraulic Pumps directly to the Prime Mover ·11·

In application areas as diverse as industrial, mobile, marine, machine tools, agricultural equipment and offshore installations, machinery that needs to generate high forces in a compact package will typically rely on hydraulic drive systems. At the heart of that power transmission system is the hydraulic pump, in turn driven by a prime mover which might be a motor, electric, hydraulic, pneumaticor an I.C.E.

Q: Why is coupling hydraulic pumps to prime movers critical for machinery performance?

A: Proper coupling ensures precise shaft alignment, improves efficiency, reduces wear, and prevents premature pump failure. It also minimizes maintenance costs and extends the system's lifespan by reducing unnecessary stress on components like seals and bearings.

Q: What role does a hydraulic pump play in machinery systems?

A: Hydraulic pumps are at the heart of power transmission systems in applications like industrial, mobile, marine, agricultural, and machine tools. They deliver high force in compact packages, powered by a prime mover, which can be electric, hydraulic, air motor, or internal combustion engine.

Q: What happens if hydraulic pumps are improperly installed?

A: Improper installation can lead to pump failure, increased maintenance costs, and reduced productivity. Additionally, misaligned pump shafts can cause excessive wear on seals and bearings, shortening the system's lifespan.

Q: What are torsional resonant frequencies, and why do they matter?

A: Torsional resonant frequencies are vibrations that can develop within the drivetrain. If unaddressed, they can damage components, reduce system life, and impact performance.

Q: How does jbj Techniques ensure proper coupling for hydraulic systems?

A: jbj Techniques designs, manufactures, and integrates customized components, including hydraulic pump adapters, bellhousings, and couplings. Their tailored solutions ensure precise coupling, optimized performance, and reduced wear for various machinery systems.

Q: What are jbj Techniques' hydraulic adapters, and how are they customized?

A: Hydraulic adapters consist of bellhousings and flexible drive couplings, fully machined to match driving and driven components. They can handle shaft-to-shaft, flange-to-shaft, or flange-to-flange connections and are tailored for specific system requirements.

Q: What electric motor sizes and configurations are supported by jbj bellhousings?

A: jbj bellhousings accommodate IEC frame sizes from D56 to D400 (0.06-750 kW) and are compatible with BS or B14 flange configurations. They also support NEMA and imperial frame motors with C-face or Dflange fitments.

Q: What materials are available for jbj bellhousings?

A: Standard options include aluminum and cast iron, with exotic materials available upon request. Aluminum bellhousings come in monoblock or composite formats for flexibility and rapid delivery-often same or next day.

Q: What coupling options does jbj offer?

A: jbj provides torsionally flexible or rigid couplings machined to meet DIN, SAE, ANSI, or ISO standards. Spider couplings are available in materials like aluminum, grey cast iron, nodular iron, steel, and stainless steel. Noise-sensitive applications can also benefit from anti-vibration and noise-reduction components.

Q: Are jbj hydraulic adapters suitable for hazardous areas?

A: Yes, jbj offers ATEX-compliant adapters for Zone 1 and Zone 2 hazardous areas. These include anti-static and flameproof drives. Wet mount bellhousings are also available to reduce seal temperatures and meetATEX standards for high-pressure applications.

Q: Can jbj adapters be used with petrol and diesel engines?

A: Yes, jbj provides hydraulic adapters for petrol and diesel engines. Their solutions support SAE dimensions from SAE 6 to SAE Oand offer custom bellhousings for engines that don't conform to SAE standards.

Q: What engines are compatible with jbj petrol engine adapters?

A: Adapters are available for popular brands like Honda, Briggs & Stratton, Kawasaki, Kubota, Hatz, and others. These adapters can be machined to fit a wide variety of hydraulic pumps and configurations.

Q: What makes jbj Techniques a reliable partner for hydraulic coupling solutions?

A: jbj's in-house design team and manufacturing capabilities provide tailored, competitively priced solutions with on-time delivery. Their extensive range of components, both off-the-shelf and custom-made, ensures optimal performance for any application.

For more detailed information, visit: www.jbj.co.uk/hydraulic-adaptors.html

THRUST SSC SUPERSONIC CAR

Nearly three decades since it broke the sound barrier, the Thrust SSC still holds the land speed record

This iconic car became the first land vehicle to break the sound barrier, a feat accomplished in 1997 in the Black Rock Desert of Nevada. Driven by RAF squadron leader Andy Green, the 16.5m-long, 10.5-ton car broke the land speed record by hitting 763 miles per hour. The car was designed and built in Britain, by Richard Noble, Jeremy Bliss, Ron Ayres and Glynne Bowsher. It was powered by two Rolls-Royce Spey turbofan engines – the same ones used in F-4 Phantom II jet fighters. Those engines burned an incredible 18 litres of fuel per second to develop 223kN of thrust.

Incredibly, almost 30 years later, Thrust SSC’s record still stands. Its successor, Bloodhound LSR, has been in development since 2008 and is believed to be capable of up to 1,000 miles per hour, but has been beset by funding challenges. As of January 2025, the project is still alive and searching for more funding and a new driver, with Green stepping down in 2023. Get your applications in!

DATES ANNOUNCED FOR ADVANCED ENGINEERING 2025

Advanced Engineering UK is set to return to the NEC, Birmingham, on 29 and 30 October 2025, showcasing the latest innovations from the manufacturing and engineering sectors. With eight months remaining, the exhibition halls are filling up as companies across the supply chain secure their spots. Currently, 70 per cent of the space is already booked, so interested exhibitors should act promptly to reserve a place.

Following a record-breaking 2024 event that welcomed over 9,800 professionals, Advanced Engineering 2025 is gearing up for another big year. Providing a platform for engineering and manufacturing professionals to connect, the show organisers are planning for two action-packed days where attendees will gain access to cutting-edge technologies, expert-led conference sessions and networking opportunities.

For exhibitors, the event offers an opportunity to showcase the latest solutions in composites, automation, additive manufacturing, testing, green technologies and more. With access to over 9,000 industry leaders from Tier 1 suppliers and OEMs, businesses can position themselves at the forefront of industry transformation, helping manufacturers overcome critical challenges such as supply chain

resilience and the journey to net zero. Alongside the exhibition, attendees can expect over 200 expert speakers delivering insight across multiple forums, tackling key industry topics such as digitalisation, supply chain resilience and sustainability. Plus, in response to the ongoing skills shortage in the UK engineering and manufacturing sectors, Advanced Engineering is continuing its #MINDTHEskillsGAP initiative.

This campaign aims to address the critical skills gap by allowing collaboration between industry leaders, educational institutions and policymakers to develop effective training and recruitment strategies. By participating in the event, businesses can contribute to and benefit from efforts to build a skilled workforce for the future.

“Advanced Engineering is where the UK’s engineering and manufacturing community comes together to share ideas, do business and, ultimately, drive the industry forward,” explained Simon Farnfield, event director at Easyfairs, the organiser of Advanced Engineering.

Limited exhibition spaces available at the UK’s annual engineering and manufacturing event

“Every year, we see the latest innovations on the show floor and the energy from exhibitors and attendees proves just how important this event is. We can’t wait to be back in 2025 with even more opportunities for businesses to connect and make an impact.”

The show is again supported by a range of industry partners, including the Institution of Engineering and Technology (IET), Composites UK, Make UK, UKRI, UK Space Agency, the Institution of Mechanical Engineers, GAMBICA, BARA, the Department for Business and Trade, and ADS Group, who will be running the Meet the Buyer progamme again this year.

Such partnerships, along with many more, help the show to stay on top of the latest issues arising in the manufacturing and engineering industry, passing knowledge on these topics on to its visitors.

There is no place better to experience the innovation the UK’s engineering and manufacturing industry has to offer.

To book your stand, visit advancedengineeringuk.com and make an enquiry – but don’t hesitate as space is selling out fast.

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ENGINEERING NEEDS EVERYONE EXPERTISE

Sharing knowledge and experience

A recent IMechE event highlighted the importance of diversity and inclusion in engineering

ngineering offers many ways to make the world a better place. But to truly meet society’s needs, industry must reflect it – and with persistently low levels of women engineers and low representation of minority groups, many hurdles still remain in the UK sector. Those barriers should be identified and removed through discussions between engineers and teachers, according to diversity and education expert Jeff Greenidge. “What hurdles did you overcome?” asked the Association of Colleges’ director for diversity and governance at an IMechE event in March. “We need

you to talk to us, and we will talk to you, and we will create something that is much more inclusive.”

The suggestion was made at Inclusivity by Design, the first event in the Institution’s new Engineering Needs Everyone series. Following on from the success of the Verena Holmes anniversary events in 2024, which celebrated the legacy of IMechE’s first female member, the evening set out to explore the steps organisations can and should take “to ensure all engineering spaces, both organisational and physical, are welcoming to all those with a contribution to make”.

Beyond the comfort zone

Held on 13 March at the Institution’s headquarters in Westminster, London, the event came amid a global backlash against diversity, equity and inclusion (DEI) measures, spearheaded by the second Donald Trump administration. The US president has suggested diversity measures could have been to blame for the Washington DC plane crash, while his senior adviser Elon Musk has railed against what he calls the “woke mind virus”. Companies including Google and Meta have cancelled DEI programmes since the start of Trump’s presidency.

‘Why wouldn’t we want to make the most of those different thoughts, experiences and perspectives on life and on work?’

Speaking at the event, however, Greenidge said he was “happy to be woke” because it signals an inclusive approach to education and employment. The non-executive director at MTC Training stressed the importance of tackling internal biases during his presentation, which used the extended metaphor of building a concert hall with foundations, pillars, a stage and even mosaics with “jagged pieces”. Equity – giving people that need it assistance, rather than distributing resources equally regardless of need – is a “superpower” when it comes to creating spaces where everyone can thrive, Greenidge said.

He also stressed the importance of diversity to creating innovative and dynamic workspaces. “We’re all different, and so why wouldn’t we want to make the most of that difference in this room – all those different thoughts, all those different experiences, all those different perspectives on life and on work?” he asked.

“We can create a space where people fit in or we can create a place where people stand out. And I think we in engineering want to create that space where people stand out.”

Getting uncomfortable

Embedding inclusivity into the “DNA” of organisations means taking risks, he added. “We have to move beyond the compliance, which is comfortable, to a much more uncomfortable place where we’re talking about a cultural shift,” he said. “You are the ones who can help us do that, because that’s the way you think. You think about things right from the outset… as part of the overall picture.”

In education, Greenidge stressed the need for assessments and curricula that allow individuals to

show what they can do. Engineering success stories should also be “amplified” to encourage more young people into the industry, he continued.

“One of the outcomes of this session, I hope, is that you in the engineering arena will talk a lot more to us in the education and training sector, so we can make those links,” he said.

The business case

Inclusion by design is not just the right thing to do, according to the second set of presenters – it “makes great business sense”. The case study focused on the development of the Kent and Medway Engineering, Design, Growth and Enterprise (Edge) hub at Canterbury Christ Church University.

The formation of the school of engineering, technology and design, housed in the new £65m Verena Holmes building, set out to tackle local challenges including unemployment, low wages, a lack of STEM employer visibility and a reduction in school pupils taking science at A-level.

“It absolutely cried out to me that the region needed a university that was known for widening participation and responding to workforce challenges,” said former deputy vicechancellor of the university and chair of the IMechE Education and Skills Strategy Board Professor Helen James

OBE. “I was adamant I was not going to develop yet another ‘same old engineering department’: traditional curriculum, teaching, learning and assessment, masculine culture, staff and students, not industry-engaged… I was in a position of influence, and I was going to use that to the full.”

Also aimed at stemming the engineering ‘brain drain’ from the region, the new facility was based on “holistic, systems-based, integrated and inclusive” principles. This included removing maths and physics A-levels as entry requirements, both barriers that reduce the pool of people going to university.

Project leaders read the latest research literature on space layout, including measures to encourage inclusivity, such as collaborative learning spaces and maker spaces. They also made sure not to “clog up” the space with staff offices. “In essence, inclusion was and is the business case,” said James.

The school’s founding head, Professor Anne Nortcliffe, told Professional Engineering in 2022

‘It’s

not just the stereotypical grease and mechanics –it’s human factors, industrial design, biomedical stuff’

that 40% of the staff were female, providing a wealth of role models. The website even used “feminised” language, she said, and avoided the use of stereotypical imagery to encourage female applicants.

“Everybody brings that own minority characteristic. But you have to help people to… see from everybody’s perspective, to make sure they support the students appropriately, and nobody feels isolated,” she told the IMechE event. “DEI policy must exist, but it must be lived and breathed.”

Humanising engineering

The event concluded with a panel conversation featuring the presenters and other industry inclusivity experts. Facilitator Abbey Addison, an IMechE trustee board member, highlighted a recent BBC Bitesize survey that showed engineering was the secondmost popular future profession for 13- to 16-year-olds. This is at odds with the huge annual shortfall in the number of engineers and technicians joining the industry, however, with current projections showing a gap of 37,000 to 59,000.

Asked how the industry could maintain interest from young people

throughout their lives, Charlotte Briers from train manufacturer Alstom said it was important to “move away from stereotypes”. “It’s not just the stereotypical grease and mechanics – it’s human factors, it’s industrial design, it’s the biomedical stuff,” the rolling stock lead said. “It’s opening up everyone’s eyes to everything that engineering does. Engineering does touch everything in the world.”

Engineering broadcaster Dr Shini Somara, who is also board director of the Campaign for Science and Engineering and pro-chancellor at Brunel University of London, said it is important that engineers share personal experiences to “humanise” the profession.

Education should also nurture different ways of learning such as hands-on work, she said, to maximise everyone’s potential, including neurodiverse people. “Why are we not nurturing these different ways of learning? All these different strands of characters and talents and skills.”

Neurodiversity networks can help companies adapt and become more inclusive in their application processes, said Steven Murray, senior resourcing lead at Babcock International Group. “We used to ask: ‘Are you registered as disabled?’ We don’t do that any more, because a lot of neurodiverse people do not classify themselves as being disabled, but they still need reasonable adjustments. So our question, through discussion within the neurodiversity network, has become: ‘Do you require any reasonable adjustments to the application process? If you do, please let us know.’”

‘Diversity of thought’

Other topics included the risk that some older engineers might see inclusivity initiatives as weakening the profession “by lowering standards and systems”. Reciprocal mentoring –also known as co-mentoring, in which junior and senior employees share their knowledge and experiences of work – can help turn that conversation around, Professor Nortcliffe said, changing older employees into advocates for DEI measures.

Inclusivity and diversity efforts should be seen from the perspective of the impact they make, Greenidge said. “It’s not a deficit. Part of this is about using people’s different talents and different skills.”

IMechE chief executive Dr Alice Bunn OBE highlighted the useful support on the Institution’s Culture and Inclusion webpage as she brought the event to a close.

“If we’ve got the right values in an organisation, that encourages the right behaviours,” she said. “If we have the right behaviours, that encourages inclusion. And if we get true inclusion, we get a diversity of thought.”

WATCH THE IMECHE EVENT

Engineering Needs Everyone: Inclusivity by Design is now available to watch online at youtube.com/@imecheuk

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HOW TO MANAGE TEAMS AND INDIVIDUAL PERFORMANCE

very team is made up of individuals, but what works for one person might not translate to the wider group. A nuanced approach is needed to motivate and get the best from workers. An upcoming IMechE training course, Managing Team and Individual Performance, tackles both sides of the equation. Running in May, the course is aimed at leaders and managers who are responsible for the performance of others.

Leadership trainer and coach Andy Webber is one of its trainers. Here are his five tips to help you manage teams and individual performance.

Trust your team members

As a leader, you need to adjust the way you delegate based on the individual and their experience. The first time you tackle a task together, you might show them how to do it. That should evolve the second time you do it, and the third, and so on.

Managers sometimes don’t want to let go of tasks. Trust your team members and their ability to do a good job.

Focus on feedback

Feedback is a really important tool to support development, both when something has gone wrong and when it’s gone really well. A leader and manager needs to have that information, and to share it with team members to help them make adjustments and develop in their roles.

Be flexible

It’s about flexibility –supporting development and recognising that needs evolve

01 02 03 04 05

One of the most important parts of the workshop is where we look at how people learn. Different people obviously need different things, and it’s your job as a manager to work it out and give people what they need. What’s slightly less obvious is that the same

person needs different things at different times. As a manager, you have to be quite directive with new tasks, telling team members what steps to take.

If you carry on with that approach, it quickly becomes micromanagement and they will get pretty annoyed. They will start to work it out for themselves, so what you need to do as a manager is back off and let them get on with it. It’s about flexibility – supporting development and recognising that needs evolve.

Treat the team like an organism

Leadership expert and author John Adair, famous for “actioncentred leadership”, recognises the importance of balancing the effective functioning of the team with the needs of the individuals within it. The team can be treated as if it’s a living, breathing organism in its own right – it is made up of individuals, but what the team needs might be quite different to what individuals within the team need at any one moment.

It’s about balancing those competing priorities, but also understanding what a team needs and how it evolves over time.

Similar to an individual learning something new, as a team gets more experienced and more knowledgeable, your job is to back off and let them get on with it, rather than micromanaging them.

Link individual objectives to the team’s success

If, as an individual, I have an objective and I don’t really understand how that connects to anything else, but I just come to work and do my stuff and then go home again, that’s not as motivating as a situation where I have my objectives but I am absolutely clear how they link to other people in the team.

When we put it together, it creates something bigger. It’s that sense of purpose that we are able to engender by connecting things.

LEARN MORE

IMechE's Managing Team and Individual Performance course runs in London from 27-28 May. Find out more and book at imeche.org/training-qualifications

HOW IMPROVED TURBINES ARE MAKING HYDROPOWER BETTER

A cornerstone of the renewables revolution is constantly improving thanks to engineering innovation, writes Chris Stokel-Walker

One energy source will play a vital role if the renewables revolution is to upend our energy mix for the better. Hydropower is the workhorse of the sector, generating more electricity worldwide than other renewables combined, according to the International Energy Agency (IEA).

While the combination of solar and wind was expected to overcome water power last year, hydro’s key role will continue for a decade or more, at least – but the 4,300TWh produced annually, says the IEA, can be supercharged by innovation.

Hydropower faces a conundrum: it’s widely recognised as a clean, reliable source, but there’s a belief that it has hit its peak from the design standards conceived of decades ago. The traditional system involves water being passed down a penstock so that gravity, combined with pressure, spins a wheel connected to a turbine to produce electricity, but other methods are now being deployed.

Enter the vortex

One of the most promising involves a vortex-based system that spins water into a whirlpool, developed in Australia, which can increase energy production by 10% or more. The method has been equated to a black hole by Marstecs, one of the companies behind the system. That 10% figure is based on retrofitting the new vortex system into pre-existing plants. Engineering advantages from a new plant could generate double or triple the amount of power compared with decades-old technology.

Beyond brute-force engineering,

‘Turbines that are better for fish survival need to function identically to a conventional turbine’

other decisions could eke out more efficiency from hydrogen. The AI revolution is sweeping all before it and the hydropower sector is no different, PV Magazine forecasts. It foresees a future where intelligent systems design enables turbines to be called on more accurately and quickly than the old way of working.

One of the biggest breakthroughs is in turbine reinvention. Conventional turbines were designed for efficiency, power output and longevity – but not ecological sustainability. New designs maintain and improve efficiency while reducing environmental footprint, particularly for fish populations.

“For turbines that are better for fish survival to be adopted, they need to function identically to a conventionally designed turbine,” says Abe Schneider, co-founder at Natel Energy. “Prior efforts resulted in turbines with really low power density.” Natel’s design includes sleek blades that are 10 times thicker than conventional ones, preventing fish from being sliced on impact by the peripheral speed of turbines ranging from 20 to 30 metres per second. Blade edges are also

angled to make it more likely that fish hit by them will survive.

Such innovations are enabled by advances in computational power. High-performance computers allow engineers to model every aspect and design custom solutions.

Doing the right thing

“Today it’s routine for us to take on a new project and create a completely new runner geometry for a specific hydropower station,” Schneider says.

“It is a generational opportunity to do the right thing, to modernise our hydropower fleets, to be a continued, efficient, reliable, lowor zero-carbon backbone of our clean energy economy, while at the same time making the right decision for the aquatic ecosystem.”

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Hydropower Engineering 2025 will showcase the latest developments across the hydropower industry, covering regulatory updates, technical innovations, new opportunities and much more. Find out more and register at imeche.org/events

COULD BETTER BATTERIES ELECTRIFY RAIL TRAVEL?

The technology to power rail travel by battery exists in theory – but putting it into practice is another challenge entirely, reports Chris Stokel-Walker

elays on the line are not news to passengers, but delays in batterypowered travel could be about to clear.

Japan Rail introduced the first battery trains between 2016 and 2019, converting 18 Dencha trains from diesel power. The model converts AC electricity from overhead lines to charge on-board batteries. Nearly a decade later, the UK has few options, but operators are considering batterypowered for the next generation.

Last year, Hitachi Rail replaced the diesel engine in one of its intercity Class 802 trains with a single 700kW battery. The trial included a 70km journey powered entirely by the battery. Following the test, Jim Brewin, chief director for the UK and Ireland at Hitachi Rail, said: “Everyone should be immensely proud of creating battery technology that had zero failures during the trial. The greenest mode of transport just got greener.” The next step for Hitachi Rail was a full intercity battery-powered train with a range of 100-150km.

Some experts are unsure if battery trains will become a frequent sight, however. “I’m slightly sceptical, but

people I talk to are very confident,” said transport commentator Christian Wolmar. He said the additional weight would scupper any chance of trains becoming economical. “It seems like a lot of weight for not much power. I can’t see it having widespread use… there might be places like branch lines where it could be useful, but I don’t think it’s a game-changer.”

Tentative first steps

There could nonetheless be marginal use cases. Merseyrail is using battery technology on its Class 777/1 IPEMUs (independently powered electric multiple units), which expanded the network to include areas without overhead power lines. But the initiative has been hit with delays, with some saying it was rolled out too quickly.

Merseyrail isn’t the only operator to dabble with batteries: Great Western Railway set a UK record for the longest distance travelled on battery power alone in February 2024. But it was only 86 miles (138km) – half the distance from London to Manchester by train.

Manufacturers are also making strides with battery technology. In

‘Electric trains require initial investment. It’s difficult because there are so many stakeholders’

the North East, Hitachi’s tri-mode train switches between a single diesel generator and lithium batteries, reducing the amount of fuel used. Siemens is also developing batteryonly trains in Yorkshire, which it said could “consign diesel trains to history” and save £3.5bn, plus 12 million tonnes of CO2 emissions, in the next 35 years.

The Hitachi experiment highlights the potential for future rail travel, but it will need a whole-industry response. Wolmar pointed to slow progress in electrifying the rail network itself as a challenge. It remains stuck at 38% electrified, but a Railway Industry Association report in April 2024 suggested this figure could be more than half in the next decade. With tweaks, it said it would be possible to decarbonise all passenger and almost all freight services, which would mean new innovations and work on safety.

Safety concerns

Some engineers worry about degradation of the cells powering the next generation, fearing they could cause fire risks. Supporters of the movement point to positive data from electric road vehicles as evidence that those worries are overblown.

The main issue is not necessarily the technology, but the financial environment. “Electric trains have been around for 100 years, and [are] a more efficient way of doing things,” Wolmar said. “But they require initial investment. It’s difficult at the moment because there are so many stakeholders.” The arrival of Great British Railways could unite the industry’s disparate initiatives into a concerted effort, he added.

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Rolling Stock 2025: Batteries and BEMUs will take place on May 8, 2025, at One Birdcage Walk. Find out more and sign up at imeche.org/events

National endeavour

As head of engineering at AWE, Mohsin Nurbhai tackles the technical challenges involved in renewing the UK’s nuclear arsenal

By Alex Eliseev

Above: Mohsin Nurbhai says he wants to leave a generational legacy of excellence at AWE

Cresh out of university, Mohsin Nurbhai was leafing through a copy of Professional Engineering magazine when he landed on an advert that would change his life. There, spread out across a full page, was his introduction to AWE. Twenty years later, Nurbhai – or Mo, as he is known to his colleagues – still works at AWE, a secretive-by-design organisation that, among other things, develops, builds and maintains the UK’s nuclear warheads for its Continuous-At-Sea Deterrent.

With its roots stretching back to the end of the Second World War, AWE is currently on a major recruitment drive as the company forges ahead with the replacement warhead and significant infrastructure programmes.

Earlier this year, prime minister Sir Keir Starmer announced that the UK will increase its defence spending to 2.5% of national income by 2027. This target fast-forwards government plans by three years and, to borrow Starmer’s words, signals a “new era for national security”.

Last year, the previous administration, led by Rishi Sunak, released a new strategy that framed the country’s nuclear deterrent as a “National Endeavour”. “Our deterrent is more relevant now than ever before,” Sunak stated in a command paper presented to parliament.

“Nuclear risks are rising,” added Grant Shapps, then secretary of state for defence.

The National Endeavour strategy involves billions of pounds in investment to bolster existing nuclear defence projects. It also includes new infrastructure (such as AWE’s multibillion-pound Future Materials

We have one mission. It’s to play our part in keeping the nation safe. And it’s never been more important

Campus, to be built in Aldermaston, Berkshire), a replacement warhead (known as Astraea), more nuclear power, strong supply chains and a taskforce to recruit scientists and engineers.

Away from the headlines and press conferences, AWE is rising to meet a “nuclear renaissance”, as Nurbhai calls it. Behind its walls, thousands of scientists and engineers are using state-of-the-art technology – lasers, supercomputers, modelling and simulation, complex integrated experiments, advanced manufacturing and artificial intelligence (AI) – to “deliver a secure future

for all”. Marking an important milestone this year –75 years of existence – AWE collaborates with dozens of leading universities and has grown into a “city of opportunities” for engineers. Nurbhai can’t take us into the heart of this city, but he can take us on a visitor’s tour and offer a glimpse of what it’s like to be at the “forefront of nuclear technology and innovation”.

Your organisation’s mission is, quite literally, to protect the UK from nuclear threats. What does it feel like to work for AWE?

In 1950, when the Atomic Weapons Research Establishment (later shortened to Atomic Weapons Establishment, or AWE) was formed, it had one key role: to keep our nation safe. That was our mission.

Seventy-five years later, we have one mission. Any guesses what it is? It’s to play our part in keeping the nation safe. And it’s never been more important for us to do that.

So, there’s definitely a deep sense of responsibility and commitment. And you’ll see that naturally in a lot of people who work here. We’re proud and honoured that we’re a small cog in a much larger endeavour. People are genuinely motivated by the mission to preserve peace, which enables everyone’s way of life and prosperity.

I’m motivated and inspired to leave a generational legacy of excellence in delivery and innovation. That’s very important to me.

What is an average work day for you?

My job is to lead people on various engineering projects, focused on nuclear security and defence. We develop technologies and capabilities to sustain our long-term future in this field, and to propel us towards doing lots of new great things.

I have the privilege to work with hundreds of talented engineers and scientists to make sure milestones are met. I review progress on projects, plot strategies for the overall business and do a huge amount of mentoring.

I collaborate with other departments. A key part of my job is to develop new collaborations and maintain existing relationships, including international ones (some of which date back as far as the 1950s).

I tend to do a lot of cultural transformation. We’re in a growth environment and technology is modernising really quickly around us. As we cross generational gaps, we have to think carefully about how people perceive information, and how they want to work. There’s a genuine difference in how people show up, and it’s really important to get it right.

What kind of projects do you manage?

We’re doing cutting-edge research in the development, design and manufacture of nuclear security

technologies.We’re modernising product design and advanced manufacturing techniques.We’re taking testing and diagnostic methodologies to next levels. This includesvarious predictive techniques.We’re also looking to leverage technologies like machine learning,AI and data sciences.

Essentially,we have to think of possibilities, and then design and build products that can neverreally be tested, but always have towork.

What’s your favourite part of the job?

I have an absolutelyunique opportunitytowork on projects of national importance, so there’s a real call to duty.Working atAWE means having access to state-ofthe-art facilities.Things like advanced supercomputing and advanced engineering multi-physics testing.

We conduct hydrodynamics and high-powered laser testing to simulate – inverycontrolled environments –the types of temperatures and pressuresyou might see in materials.The research and testingwe carryout helps us understand nuclearand quantum environments better, aswell as hypersonic flight environments.

This is seriouslylike rocket science.That’s the cool thing about it.

Working here,you also have the abilityto collaborate with some of the brightest minds in this field in the UK and abroad. From the furthest corners of the nation. Where else canyou actuallyget that?

We’ve grown to a team of 9,000 people. It’s an extraordinaryenvironmentwith so much diversity of thought and disciplines.

What are some of the big mechanical engineering challenges you solve?

Think about howchallenging it might be to develop technologies forextreme environments. Sayyou’re re-entering the Earth’s atmosphere at hypersonic speeds, trying to protect delicate and critical structures.

It’s imperative forus to enhance the reliability and accuracyof ourmethods,whetherthey’re predictive, experimental, response models or diagnostics. Let’s just saythis is engineering for a taxing environment.

Left: Nurbhai works with hundreds of talented engineers

The research and testing we carry out helps us understand nuclear and quantum environments better, as well as hypersonic flight

Can you tell us a bit about your engineering journey?

Like anykid born in the 80s, Iwas fascinated byflight. But mypersonal passionwas to understand howthings worked. One day, mydad bought a newVHS unit [video player].And I just needed to knowhowthat thing worked! So, I literallyjust unscrewed it all, down to the cleaning heads.Thesewere the days beforeYouTube and Haynes manuals, so therewas nowaythis thingwas getting put back together. I have thisvivid memoryof myself, aged about seven oreight, sitting therewith all the parts laid out in the living room, knowing mydad wouldwalk in and see it. Iwas so scaredwhat mydad would sayI think I hid in the toilet forabout fourhours!

Do you have other memories from this period? The othervivid memoryI have is that everyevening, when theweatherwas good, Iwould sit outside and just stare up at the sky,wondering about stuff. I’ve always had this curiosity.

Iwas born inTanzania and grewup nearthe seaside in Dares Salaam. Myparentswere not engineers, but theyhad friendswhowere. I’ve got two sisters and we’re a close-knit family. I must have been around 14 when myparents decided to move back to the UK.

It’s like you knew you would become an engineer. Afterschool, Iwent to the Universityof Hertfordshire to studyaerospace engineering. I think Iwas always destined to eitherbecome a pilot ortowork as an engineerin aerospace. I had the option to do a PhD, but Iwas desperate to get out into the realworld. Iwanted to get into industryand do stuff.

We’d all become student oraffiliate members of IMechE and I always read Professional Engineering magazine.Therewere job ads there,which meant you didn’t have to go around looking. Not long after I finished mydegree, I sawa full-pageAWE advert in mymonthlycopyof the magazine. It immediately caught myeye.

At that stage, I didn’t knowwhatAWEwas.There was nowebsite. It didn’t even feature on ordinance maps. I thought, “Huh, that’s something interesting.” Like 99% of people, I’d neverreallythought about

the atomic establishment ornucleardeterrence. But everything the job required – knowledge in things like materials, structures, simulation, testing, mechanical and electrical design – matched my[university] modules. It all just called out to me. Iwas looking forjobs in aerospace and myheadwas in that space. This ad had elements of flight, but itwas reallyabout deterrence. So, I figured I’d just give it a go.

You came for the ad, but you stayed for the…?

I got through the clearance process and entered through a graduate scheme.AWEwas on a big recruitment drive back then, much likewe’re on today. During myfirst year, I met a lot of people and I sawtheirpassion. Iwas quicklyinspired bythe idea and opportunitytowork on projects of national significance. In manyways, I fell in lovewith the place.

I moved through manydifferent technical roles. Iworked in simulation and testing, diversified into structural dynamics and developed skills invibration testing. Eventually, I moved into project management and then leadership. It’s been a 20-yearrollercoasterride.

What would you say to engineers looking at a career at AWE?

The nuclearsectoris absolutelyripe forSTEM opportunities.Thework is extremelychallenging, butveryrewarding.There are excellent training opportunities too. I often saythatAWE is a cityof opportunities. It’s so large, and there are so many different disciplines.You can prettymuch have any jobyou can think of in the STEMworld, oreven beyond the STEMworld.Think of: systems, physics, chemistry, mathematics, materials, mechanical, electrical, construction, manufacturing, law, history, AI orquantum. It’s all being done here.

We’ve also diversified howwe recruit.We’ve pivoted towards non-traditional routes and support major careerchanges.We have police officers and postpeople becoming engineers.Andwe encourage peoplewho are coming back into theworkingworld [aftera career break orparental leave] to apply.We’re reaching out to local communities, searching fortalent and offering placements.We’re trying to be out there in ourapproach.

Is this a good time to join AWE?

We’re in a period of nuclearrenaissance in the UK. We’ve got some of the most challenging science and technologyand systems projects ahead of us. There’s a large infrastructure programme on the go, and investment in theworkwe’re doing.This is the perfect recipe forinnovation and growth.

This is a once-in-a-generation opportunity.The scale of ambition thatwe have, the growth thatwe’re

Below: AWE engineers can access state-of-the-art facilities

I was quickly inspired by the idea and opportunity to work on projects of national significance. In many ways, I fell in love with the place

doing, the innovation and the national capabilitythat wewant to develop… it’s a reallygood time.

You do a lot of mentoring and outreach work. What do you tell young engineers?

Stayverycurious. Neverstop learning. Embrace every single opportunityforgrowth. I believe that personal growth is a keyto personal satisfaction.

Always staycore toyourvalues, things like integrity and humility.Andwith those,you’ll be able to honeyour communication skills and earn trust.

Seek out people thatyou trust andwho can mentor you. Stayopen to theirguidance. I’ve had lots of mentors along theway.

And from an engineering perspective, go out and make a positive impact on theworld.

Scientists hypothesise the possibilities; engineers transform thosevisions into realities.

And, finally, what do you like to do outside of work? I enjoydoing stuff forthe community. I’m a trustee of a charitable organisation that specialises in education and povertyrelief. One of myresponsibilities is overseeing the operations of ourcommunityfood kitchen.We’re running a manufacturing-level catering capability, churning out 1,400 meals a day, in a highlyregulated environment.That keeps me on mytoes and excited.

I love the outdoors and spending timewith myfamily [Nurbhai is married and has three children]. I also love just having a good laughwith mymates.

l This interview has been edited forclarity and length.

Averting disaster

Extreme weather is becoming more frequent and more severe. These engineers aim to prevent the worst

By Joseph Flaig

population – are highly vulnerable to climate hazards. Conditions that were previously considered to be once in a generation now occur more frequently, while the expansion of urban areas and farmland – often into areas particularly prone to fires or floods – is introducing new dangers.

Relentless climate disasters can easily make us feel hopeless. As we watch fire, floods and extreme heat ravage countries around the world, the grim question arises: where next? Mitigation efforts, which aim to cut carbon emissions, offer some optimism. But the rate of change is too slow and, even if we do clean up our act, climate chaos is here to stay for now. “The next few decades, through to 2050, are pretty much fixed now in terms of the climate change that we’re going to get,” says Dr Tim Fox, author of several IMechE reports on the topic. “What we can influence now, with reducing our emissions, is what comes towards the end of the century.”

Until then, more people will be at risk from extreme weather than ever before. According to a 2023 report by the Intergovernmental Panel on Climate Change, up to 3.6 billion people – almost half the Earth’s

Such a combination of factors could make disasters such as the Los Angeles wildfires, Valencia floods or deadly heatwaves depressingly commonplace. But that does not mean we need to face their worst effects. Some tragedies could be reduced and others avoided entirely, thanks to some innovative engineering efforts.

Branching out

Richard Alexandre came across a “staggering” statistic about wildfires as he started to research the expected impact of the climate emergency at Imperial College London. “By the end of the century, they are going to increase by 50%, especially in regions that are not used to wildfires. We are talking about tropical forest and the Arctic Circle,” he says.

“What these areas have in common is they are very remote and they are vast… early detection systems for regions like that can be quite expensive, if you consider the current solutions.” Those options include satellites, which can detect smoke plumes over huge areas, and drones, which provide regional data from lower altitudes. Ground-based technologies, including cameras and metal oxide sensors, are also starting to be deployed in some areas.

“You’re not going to get all the vital information you need from a satellite, or from a ground-based sensor,” says Blake Goodwyn, who studied with Alexandre on the Innovation Design Engineering course, a joint programme from Imperial and the Royal College of Art in London (RCA).

“What we found is that a lot of ground-based sensors that can act on a local level are very expensive to install and have a limited amount

Left: As the planet continues to heat up, global wildfires are predicted to increase by 50%

of coverage. Beyond that, the information quality is veryvariable. They usually depend on smoke, and that smoke information could be prone to false positives if not mitigated from other sources.”

Solely relying on satellite technology, on the other hand, risks missing “granular” data – if a thin trail of smoke rises above the tree canopy, is it the start of a small fire that could have beneficial effects for the local environment, a campfire or a devastating blaze?

Alexandre (above), Goodwyn and Karina Gunadi founded Pyri to tackle the problem. The start-up, which won the 2024 James Dyson Award, is developing an earlywildfire detection device known as the PyriPod.

From the outside, the pod looks like an exotic pine cone –a deliberate choice to both blend into the forest floor and protect the internal electronics when the pod is airdropped into place. These electronics are triggered by the heat from an approaching wildfire, generating power to broadcast a shortwave radio signal.

In the planned Pyri system, signals are picked up by listening stations in the environment – either conventional radio towers or dedicated receivers –which triangulate the pod’s position. That information is then corroborated with existing weather and satellite data before an alert is sent to vulnerable communities.

The pods are designed to survive multiple fire seasons if they avoid combusting in a blaze, afterwhich they should decompose over time, to be replaced with new devices. They are made from bio-based materials to minimise environmental impact when they do burn up and to prevent plastic pollution while in place.

Fighting fire with engineering

The Pyri team spoke to professionals and people affected bywildfires around the world as they developed the product. “What we found is that early-stage detection is really the most effective tool at mitigating potential damage,” Goodwyn says.

“Knowing about a fire as early as possible is the most critical bit of information in order to determine whether or not this is a fire that

matters, something that’s going to be vital to the environment and its health, or destructive to human civilisation, or somewhere in between.”

When existing ground-based technologies do successfully capture information, they have the advantage of being very low-latency, alerting people within about 20 minutes. Satellite imagery can take about an hour. The Pyri team aims to improve on the pure satellite-based approach, in both the time taken to send an alert and confidence in alert accuracy.

In some situations, the heat from nearby fires can be detected before flames or smoke are spotted. Pyri aims to provide swift alerts by monitoring that heat – and, by using multiple triangulated pods, it could also determine a fire’s direction of travel.

Ultimately, the team hope the system could save lives. They are testing the device in different environments and plan to validate it in the field with at-risk communities around the world in 2025 and 2026.

“People are moving into areas where there were previously no towns or cities, in so-called ‘wildland-urban interfaces’,” says Alexandre. “A lot of wildfires start exactly in these spaces, because you start to have people interact with nature, and this can trigger [them].”

While those interfaces are unlikely to have emergency infrastructure in place, one area in particularwould be expected to be ready forwildfires: California. The destruction in January 2025 showed that even the bestprepared populated areas are at risk. “Every community has a very complex context forwildfire management,” says Alexandre. “The LA fires helped a lot of [at-risk] places to see that

The pods are designed to survive multiple fire seasons if they avoid combusting in a blaze, after which they should decompose over time, to be replaced with new devices

Above: The PyriPod device resembles an exotic pine cone, both to blend in with the forest floor and protect its internal electronics

The ELESAstandard in your favorite COLOUR

The

even California, a place that is known for being well-prepared forwildfire, struggled… It’s hard to tell if we could have supported LA or not, because we’re not so close to the situation.”

When fires do break out and pose a risk to communities, other engineering-led solutions could help. Researchers at the University of Bristol are developing drone “swarms” to detect and extinguish blazes. The project,which involves Lancashire Fire and Rescue Service and AI technology developed at the University of Sheffield, uses Windracers Ultra uncrewed aircraft capable of carrying 100kg of fire retardant.

In tests at Predannack Airfield in Cornwall last year, the drones used AI-enhanced thermal and optical imaging to detect and investigate fires, sending information to fire and rescue teams. If deployed, they could use swarm technology developed at Bristol to “intelligently selfcoordinate”, deploying retardant to extinguish a blaze before monitoring the situation and returning to base.

In the worst-case scenario of fires reaching urban environments, fire-resistant materials can protect buildings from destruction. Some surviving structures from the LA fires used modern cladding materials, as well as conventional options such as concrete walls and metal roofs.

Left: Floods are an increasing problem in the UK, costing billions of pounds a year

Above: Dr Alalea Kia created permeable pavement Kiacrete to combat the issue

Holding back the flood Flooding is another hazard that could be avoided using new materials. Kiacrete is a “puddle-free pavement surface” designed to prevent floods after extreme rainfall. The issue can cost the UK billions of pounds a year and the problem is set to get worse.

“Current infrastructure is not capable of addressing the amount of rainfall that it is receiving,” says developer DrAlalea Kia, a UKRI Future Leaders fellow and a Royal Academy of Engineering associate research fellow at Imperial College. “Our drainage infrastructure is also quickly overwhelmed when we have extreme rainfall events. So our aim is to come up with technologies that can potentially replace it over time.”

Designed to be used in everything from footpaths to cycle routes and airport infrastructure, Kiacrete is a “permeable pavement” technology that lets water drain straight through. Other materials that offer similar

properties are easily blocked by debris in flowing water, says Kia. They also have low strength and durability, needing to be replaced within 10 years. Kiacrete, on the other hand, is designed to last at least 40 years. Its high permeability means an Olympicsized swimming pool with a Kiacrete bottom would completely drain in just 40 seconds, Kia claims. The material is made of high-strength concrete or low-carbon and cement-free concrete for lower environmental impact. Pores on the surface are 6mm across and go straight down to prevent blockages.

Lab testing showed the material is twice as strong (over 70 megapascals) and 10 times more permeable (water drains at over 4cm per second) than conventional permeable concrete, according to Kia. If the soil beneath is suitable, water can drain through to recharge the groundwater table. If not, it is prevented by an impermeable layer. The team also plans to include storage tanks for storm water

‘Our drainage infrastructure is quickly overwhelmed when we have extreme rainfall events. So our aim is to come up with technologies that can potentially replace it over time’

management, which could feed into the drainage network or be used for irrigation and toilet flushing in areas that need it.

Manufacturing – which can be on or off site – was challenging to develop due to concrete’s changing properties as it hardens. “You can’t just drill the holes through because the material is very hard and we need a substantial number of holes. With our in situ system, we have a recycled plastic formwork that creates these holes and permanently stays in the concrete.” The team is also developing a plastic-free method to improve sustainability.

Kia hopes Kiacrete could prevent flooding and save lives. “We want to see Kiacrete being used in urban areas,” she says. “We get a lot of rainfall as a result of climate change. We will have the opportunity for this water to have somewhere to go. So it can enhance lives, the environment and also the economy.”

attributable to climate change.”

Rising temperatures is one of the most obvious symptoms. The United Nations Environment Programme’s October 2024 Emissions Gap Report said the world is on track for 2.6ºC to 3.1ºC of warming compared with pre-industrial levels by the end of the century. In January, the European Copernicus Climate Change Service announced that 2024 was the first year to pass 1.5ºC warming above the pre-industrial average.

The rise in temperatures and increase in heatwaves is a significant problem for the UK, which has both natural and built environments suited for lower temperatures. As the mercury rises, people suffer heat exhaustion, heat stress and disrupted sleep. This affects cognitive ability, in turn causing more accidents.

The new material will be installed this spring, in a frequently flooded Liverpool cycle path. The team hopes the deployment will demonstrate its benefits and lead to wider use.

Clean cooling

If it was once possible to ignore the growing signs of the climate emergency, we no longer have that luxury – and engineers are reacting. Emissions cuts from climate change mitigation get a lot of the attention, but climate change adaptation is growing in stature.

“Those of us that work within the community… have noticed a real step up in the level of interest,” says Fox (above), who is chair of IMechE’s working group on climate change adaptation. “Having worked in this area for at least 15 years, we can see around us now, every day, tangible impacts from climate change and extreme weather events that are

“If the temperature is extreme and it goes on for too many days, people will die,” says Fox. “It’s quite simple –it impacts mortality. We’ve seen that in several heatwaves in recent years, where thousands have died.” A study by the Barcelona Institute for Global Health found almost 62,000 heatrelated deaths in Europe during the 2022 heatwaves.

Other issues include breakdowns in the food system, causing produce to rot, and issues with medicines and vaccines, which are temperaturesensitive and require cold storage.

One of the solutions is widespread cooling – everywhere from the home and the workplace to hospitals, factories and digital infrastructure,

according to Fox, who is co-author of Cop28 briefing note The Hot Reality: Living in a +50°C World. But this needs to be done sustainably. Cooling contributes 7-10% of global greenhouse gas emissions from the energy required and the refrigerants used. “If we are going to dramatically increase the amount of cooling to cope with heatwaves and extreme heat events, then we need to make sure that it’s ‘clean cooling’,” says Fox.

That approach, which the consultant said should be labelled critical national infrastructure –along with assets such as energy, water and transportation – at an IMechE event last year, first involves consideration of passive, nature-based solutions, drawing

‘If we are going to dramatically increase the amount of cooling to cope with heatwaves and extreme heat events, then we need to make sure that it’s “clean cooling”’

on traditional approaches used in the architecture of hot countries.

This includes optimising the orientation of buildings to minimise solar gain – the increase in temperature from sunlight – and take advantage of breezes. These traditional approaches – including Iranian windcatchers, which channel cool breezes into homes – can be combined with modern engineering techniques such as computational fluid dynamics to maximise air flows and fine-tune thermodynamics.

Other low-energy techniques include drawing water from reservoirs into the walls of buildings, says Fox, a method already used in hot countries. In future, phase-change materials could also be built into roofs, ceilings and walls to absorb cool temperatures at night, then “give out” that cooling by melting and turning into a liquid during the day. If air conditioning is needed, it should then be as lowcarbon and efficient as possible.

Outside of the built environment, mobile cooling will become vital for food, medicine and vaccines, in vehicles with cooled cargo space.

Typically, this uses small fossil fuelpowered engines, but some cleaner options use biomethane. Surrey firm Sunswap goes even further by using solar panels on top of cargo sections, such as trailers on articulated lorries, to power refrigeration systems.

Cold stores themselves can be used like thermal batteries, Fox suggests. When there is excess electricity, it can be used to cool refrigerated rooms to lower temperatures than needed for food safety, such as -25ºC. When electricity demand increases, refrigeration can be switched off, only turning on again once the temperature rises to a set point.

As temperatures increase, regularly threatening people’s comfort and health, personal cooling devices could become popular. The Reon Pocket device from Sony uses a heat pumplike thermal module, known as a Peltier element, to cool the wearer’s body on one side and expel heat on the other. Wearable fans and ice vests are available from other companies.

CLIMATE CHANGE

‘A huge role for engineers’ One of the main challenges for companies, according to Fox, will be making solutions commercially attractive. Policymakers and infrastructure developers see adaptation as an additional cost –they should instead see it as a way to prevent further costs down the line.

“There’s a huge role for engineers in doing that,” he says. “Taking something that we have, in terms of really innovative technology, and making it easy to substitute it into the existing infrastructure and built environment… but to do it in such a way that it’s really affordable and there’s a really solid business case.”

The focus on climate change adaptation will only accelerate as society reckons with what is to come. Many researchers and entrepreneurs are already focusing on the topic, including in prominent ecosystems such as the Imperial College and RCA collaboration. Others will likely follow.

Extreme weather is “the new reality for society,” says Alexandre at Pyri. Climate mitigation is needed to prevent the worst from happening in the next decades. But when extreme weather does hit, climate adaptation could help us avert disaster.

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Want to hone your skills to focus on climate adaptation?

IMechE is running an event, Engineering Skills in a Changing World, with British Expertise International on 1 May. Get the latest expertise from the world’s leading authorities on the topic at IMechE’s International Conference on Climate Change Adaptation and Resilience, running from 14-15 October at the Institution’s headquarters at One Birdcage Walk, London: tinyurl.com/3rj4femm

Above: Andrew Sucis, Michael Lowe and Nikolai Tauber at Sunswap (right) use mobile solar panels to power refrigeration systems

Five materials that could transform net zero

A new National Materials Innovation Strategy has highlighted cutting-edge materials that could help us fight climate change

By Chris Stokel-Walker

From new filters that can desalinate water with lower energy use to cathodes for batteries that can improve energy density and end the need for expensive lithium, to greener polymers for packaging and consumer products, there are a wealth of options available just around the corner to cut down carbon emissions and help fight climate change.

As the UK races towards playing its part in the global community’s ambitious net zero goals, the National Materials Innovation Strategy, developed by the Henry Royce Institute, is trying to position the UK as a leader in sustainable materials,

championing breakthroughs that could fundamentally change how we generate, store and use energy while reducing our footprint.

At the core of the effort is the belief that materials science underpins every major advancement. “Materials is the base of everything,” says David Knowles, CEO of the Henry Royce Institute (left).

Yet, despite its importance, materials science has traditionally been siloed within industries, slowing down innovation. And, although it’s integral to everything we do, it’s often overlooked.

“Everything we do in the manufacturing space and the technology space is linked into materials.”

Materials are key to our changing economy – and the tools that will keep emissions down in years to come, he reckons. “We’re not going to have quantum computing without materials.”

“Materials is everyone’s second best friend,” says Knowles. “People don’t lead with it, but it’s absolutely essential to the delivery of different areas of technology.”

Understanding its importance – and unlocking how materials development can cut across industries – is why the strategy was developed. But beyond the broad shifts, there are a number of game-changing materials that could give the UK the edge in the fight against climate change.

Lithium-free batteries

Batteries are set to be the backbone of the clean energy transition, powering the electric vehicles revolution and providing grid-scale storage to reduce reliance on more polluting energy sources when seasonal shifts in our energy demand require greater supply.

But today’s lithium-ion batteries have multiple drawbacks, from high costs to limited supply chains and environmental concerns around lithium mining. In 2021 and 2022, the demand for lithium to build batteries outstripped supply, according to the International Energy Agency (IEA) – despite the fact that production has increased by 180% since 2017. That’s why the UK is focusing on

alternative battery chemistries. Among the methods recommended in the innovation strategy are plans to develop and deploy next-generation battery chemistries and materials to improve performance and diversify supply away from constrained chains. Sodium-ion and solid-state batteries are leading the charge, offering higher energy density, improved safety and a more sustainable supply chain.

“While lithium-ion (li-ion) technologies are the predominant technology in the short (and likely medium) term, there is a significant opportunity to accelerate the development and deployment of a portfolio of battery chemistries, including post-li-ion (for example, sodium-ion, solid-state, lithiumsulphur), as well as large-scale flow batteries,” the report authors write.

Moving beyond lithium is important – and this is recognised globally. But the challenge is to scale up production while ensuring the materials meet global performance standards, stepping forwards, rather than backwards. One way in which the UK stands ahead of competitors here, the report acknowledges, is that it is home to The Faraday Institution, spearheading research into nextgeneration batteries to try to develop alternative chemistries that can become viable commercial solutions. If successful, these innovations could make battery storage cheaper, more efficient and more widely available.

Net zero cement

Cement and concrete production is responsible for nearly 8% of global CO₂ emissions, making it one of the largest industrial polluters. We use a lot of concrete around the world every year, too: 4.2 billion tonnes annually. So it’s understandable that the strategy is aiming to develop a lower-carbon construction centre. “If we got net zero cement – even a 50% reduction –it would have an unbelievable impact on our transition to net zero,” Knowles says. Innovations in cements, carboncapturing aggregates and self-healing concrete are making it possible to cut emissions while improving durability.

We’ve seen those innovations for decades around the world: limestone calcined clay cement, nicknamed LC3, has been around since 2005, with some predicting it could account for more than a quarter of all cement used worldwide by 2050. It’s able to reduce emissions by 40% compared with traditional concrete and Portland cement. And there are new innovations every year from university laboratories and private companies. One recent example from the University of Cambridge involves the ability to recycle Portland cement by heating it in electric arc furnaces. But, while those laboratories and industry are making great strides in

developing cleaner cement and other building materials, there are hitches elsewhere. One major barrier to bringing these new technologies into the construction sector? Insurance and regulatory hurdles. “You can’t bring new material innovations into the built environment at pace because insurance companies want bricks and mortar, and established ways of doing things,” Knowles explains. That issue is one key reason why a focus of the new materials strategy is doing more than simply promoting the adoption of new material development, and instead looking more holistically at how to tackle those non-technical barriers to unlock the speedier adoption of sustainable building materials in the future.

Specialist, sustainable polymers

Plastics are one of the world’s biggest environmental problems, with hundreds of millions of tonnes ending up in landfills and oceans every year.

The UK is no different, with the National Materials Innovation Strategy pointing to data suggesting British households generate 90 billion pieces of plastic waste every year –less than a fifth of which is recycled domestically. We’re also heading in the wrong direction, with the amount of packaging waste expected to triple by 2050. The strategy therefore makes the development of biodegradable and bio-based polymers to replace traditional plastics one of its core recommendations, with a section devoted to consumer products,

‘If we got net zero cement – even a 50% reduction – it would have an unbelievable impact on our transition to net zero’

packaging and specialist polymers. By leveraging plant-based sources and industrial waste, researchers are creating plastics that break down naturally, reducing environmental impact. But, in this instance, it’s not just an engineering problem of finding more eco-friendly alternatives to traditional plastics that have polluted our planet. Beyond simply finding better materials, the UK is also championing a circular economy approach, ensuring that new materials are designed for reuse, recycling and decomposition from the start.

“As a group, we’ve turned the phrase ‘sustainable by design’,” says Knowles. “That hasn’t been the mantra of people when they’ve been thinking about new materials or the application of new materials. But now it’s got to be ingrained in everything we do.”

That has huge implications for the design of materials. “One of the first questions we ask now is: ‘Can we unmake this as easily as we can make it?’” he adds. “It’s not just about better materials and higher-performing materials; that’s one of the design criteria that we’ve got to consider.”

One issue is that there is no consensus on certain terminology. Knowles points out that, while it’s good to pursue sustainable polymers, there is no agreement on what ‘sustainable’ really means worldwide or across industries. And without that agreed-upon target, it’s difficult to know exactly how to get there.

Next-gen electronics

Energy waste is a massive issue for our environment –and so tackling its scourge is vital, but tricky. Electronics are vital to modern life, but they consume enormous amounts of energy. “I think one of the big opportunities is nextgeneration power electronics and transistors,” says Knowles, pointing to low-energy-loss electronics as

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“a huge opportunity going forward.”

The challenge is ensuring the UK takes the right approach, he says. Rather than trying to catch industry up, it should pursue a strategythat leapfrogs rival countries. “This is ambitious, but if we get the digital piece right, that will be transformational in the discovery and application of new materials, because nobody around the world’s got that,” he says.

New materials like wide-bandgap semiconductors and meta-materials could cut energy loss in electronics by a significant chunk, amping up the efficiency of everything from data centres to electric vehicles – both of which look likely to power the economy in years to come. The UK is also investing heavily in quantum materials and low-power transistors through the Materials for Quantum Network, established in 2022, with the goal of developing even more energy-efficient computing systems.

The strategy puts these nextgeneration materials at the heart of the revolution that can ensure the UK plays a significant role in the race to net zero. If they’re brought to commercial production, these breakthroughs could slash electricity consumption across industries and put the UK at the heart of sustainable electronics manufacturing globally.

Hydrogen storage materials

Hydrogen is frequently hailed as the fuel of the future and has been championed by the IEA as a way to achieve net zero goals, but storing and transporting it remains a major challenge. That’s why UK researchers – guided by the National Materials Innovation Strategy – are developing better materials for hydrogen transport, storage and use, as well as for the generation and conversion of energy through large-scale electrochemical means.

The strategy sees three key areas of technology in which industry ought to focus: developing new barriers and coatings, developing better materials to enable deployment in extreme environments of the type that storage solutions may encounter, and developing materials that enable ‘hydrogen to X’ – shifting the hydrogen to a fuel stock that can enable use elsewhere.

Given that demand for hydrogen energy in the EU and the UK is expected to be around 2,750TWh by 2050, and the global size of the hydrogen economy is expected to rise from £136bn in 2023 to at least £2trn by 2050, UK leadership in this space could be a major economic driver –while also accelerating the shift away from fossil fuels.

What’s next?

nabling all these innovations outlined in the National Materials Innovation Strategyis Materials 4.0, the digital revolution transforming materials research. “That’s applyingAI and those ‘sexy’ words, but it is also more like a digital thread right across the manufacturing chain,” says Knowles. “It’s got a real opportunityto bind the materials communitytogether in awaythatwe haven’t been able to before, becausewe have to develop common methods and processes, and theyhave to be the same forall the different material sectors.We can’t create different silos around howwe tackle those challenges in silico. It’s a great opportunityright nowto go on the front foot and use that as the glue to bring us all back together.”

The strategyis a once-ina-generation opportunityto lead theworld in sustainable materials, paving thewayfora greener, more resilient economy that gets us closerto the global net zero targets thatwill keep the climate emergencyin check. Get the strategyright and “the opportunities are endless,” Knowles explains.

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The hydrogen revolution

The race to net zero is continuing at pace, but what impact could hydrogen have on getting us to the finish line?

By Chris Stokel-Walker

nThere are few dissenting voices in this argument, at least: something needs to be done to help save our climate. The old way of extracting energy from fossil fuels torn from the earth and burned, releasing harmful pollutants into the atmosphere, no longer cuts it. A race to net zero has captured the world as global leaders try to keep warming below 1.5°C, in large part by swapping out the most harmful fossil fuels for clean alternatives.

However, progress has not been as fast as the world needs it to be.

“Keeping alive the goal of limiting global warming to 1.5°C requires the world to come together quickly,”

International Energy Agency (IEA) executive director Fatih Birol said as he unveiled an updated version of the IEA’s net zero roadmap in late 2023.

“The good news is we know what we need to do – and how to do it.”

Alternative fuels are helping to reduce reliance on polluting energy sources, but many widely recognised

alternatives, such as solar, hydro and wind, need boosting with newer alternatives. One solution riding to the potential rescue is hydrogen.

Such a bold target by the IEA to get to net zero “really made people’s ears and eyes and brain sit up and say: ‘Well, what are we going to do now?’” says Tim Mays, director of UK-HyRES, the UK’s hydrogen research hub, which recently funded 10 new projects – totalling £3m – that will help bring about new hydrogen solutions to climate issues.

‘The motivation was to manage the supplydemand mismatch, but the idea of a hydrogen economy has expanded beyond that’

In its roadmap, the IEA places a premium on hydrogen, requiring it to be deployed in heavy industry and long-distance transport as a fuel stock, accounting for around 10% of total final consumption by 2050. While it might not seem like a major component of our energy mix now, it has been earmarked as a key fuel to bridge us into the low-carbon future.

One problem, many potential solutions

The range of projects UK-HyRES is funding speaks to the scale of the problem and the potential solutions being proffered. They include projects looking at: the safe transportation of hydrogen by sea and storage in port bunkering facilities; how North Sea offshore hydrocarbon extraction locations could be repurposed for hydrogen production; whether new techniques can produce hydrogen from seawater; and how hydrogen can be more sustainably and efficiently produced through new electrolysis methods – among others.

“The original motivation for this was to help us manage the supply-demand mismatch for renewable electricity generation,” says Mays (right). “But the idea of a hydrogen economy has expanded way beyond that.”

than, let’s say, battery energy storage technologies on a cost-per-kWh basis,” says Oliver Curnick, professor of electrochemical engineering at Coventry University.

It’s a plan that many say is much needed. “Hydrogen offers enormous decarbonisation potential across a broader range of end uses than direct electrification, but it is inherently less efficient and for now more expensive

More than 100 million tonnes a year of hydrogen is already used worldwide to refine petroleum and for the production of ammonia and other chemicals. “But only a fraction of this is green hydrogen produced by electrolysis,” says Curnick.

Hydrolysis is one of the areas UK-HyRES is targeting. “Electrolysis of water normally assumes that the

water is pretty clean,” says Mays. “But there’s a lot of seawater around an island nation like the UK, so there are problems electrolysing seawater because of the chlorine and salt in it.”

One of the projects the hub has funded in its 2025 round is to understand how to develop optimal technologies to tackle the issues inherent with seawater, including the corrosion of metal components.

Green hydrogen

It’s important not to think of hydrogen as a one-size-fits-all solution. So-called grey hydrogen comes from the steam methane reformation process without

‘If we site electrolysers close to offshore wind generators, we could make huge quantities of green hydrogen’

capturing the greenhouse gases that are expelled during the process of production. That makes it the easiest and most common form of hydrogen on the market, but also one of the most polluting – albeit less than fossil fuels.

Decarbonising this grey hydrogen will be important for bringing about a cleaner, greener future, says Curnick (right). “We’ve a huge challenge just to convert existing production from ‘grey’ to ‘green’ to decarbonise current use cases before we can even begin to address other applications.”

One way of doing so would be to pair up electrolysers, which split water into its constituent parts of hydrogen and oxygen, with the burgeoning wind power we have across the country – and the wider world. “In 2024, Britain spent £1bn on wind energy curtailment,” explains Curnick. “If we could site

electrolysers close to these wind generators offshore, then we could be using these spare electrons to make huge quantities of cheap, green hydrogen.” It would be a “win-win” situation, he adds. But the use of hydrogen generally is one that most sectors feel comfortable pursuing. “Hydrogen has a sort of Swiss army knife approach to applications,” says Mays. “It’s a rich and interesting area, and one that will be part of the energy mix as we transition away from fossil fuels to renewables and net zero.”

Under Mays, who acts as its director, UK-HyRES is a national hub that started with 14 different research projects across seven UK universities, relating to the production, storage, distribution and use of hydrogen, as well as alternative carriers to hydrogen such as ammonia.

“The concept of the whole hub is really to identify, then prioritise and then deliver solutions to technical challenges that will enable and accelerate hydrogen to be used in a future low-carbon energy system,” says Mays.

Storage: key to survival

One of the projects Mays is working on is around storage – something he describes as a “major issue if you want to use liquid hydrogen in aerospace”. A major problem is that hydrogen is particularly low-density. Per unit mass, 1kg of hydrogen contains as much energy as 3kg of methane, but its density makes it extraordinarily difficult to store. “The storage issue is to try to engineer systems that can increase the density of hydrogen and therefore reduce the volume requirements for it,” says Mays.

Similarly, repurposing spent geological formations such as salt mines and caverns to store hydrogen seasonally – by using the summer sun to make hydrogen that is then stored away and redelivered in the winter –could help tackle energy problems. “Hydrogen is like a glue or a bridge that keeps all our requirements together,” says Mays.

It’s only through tackling all aspects of the energy cycle when it comes to hydrogen that the world can really make a difference to its energy mix. “Establishing the hydrogen backbone and further transmission networks – such as those in the North Sea – will enable large-scale, cross-border hydrogen distribution, allowing affordable hydrogen produced in one location with lower energy prices to be transported to

‘Hydrogen offers an efficient alternative, with faster refuelling times and the ability to manage supply across multiple vectors’

higher-value markets across Europe,” says Markus Kösters (below), head of commercial at hydrogen company Lifte H2.

One way that international trade and transport could be made easier is by repurposing the infrastructure that already exists. “There are already over 10,000km of natural gas pipelines under the North Sea, which could be repurposed to carry hydrogen,” says Curnick. “There are some technical challenges here due to the differing properties of hydrogen versus methane, but these are well understood and surmountable at what we believe is a reasonable cost.”

The use cases

Achieving cross-border transport and trade in hydrogen will be important given the range of sectors the energy source can be used in. “An example of hydrogen’s transformative potential can be seen in steel manufacturing,” says Kösters. “Direct reduction processes can leverage clean hydrogen to replace fossil-based feedstock, particularly in applications where electric solutions do not achieve the required temperature. This can significantly reduce carbon dioxide emissions from one of the world’s largest industrial emitters.”

Kösters adds that in parallel there will be a strong need for hydrogen elsewhere. “Specific sectors such as heavy-duty transport face practical challenges when relying on batteryelectric solutions alone,” he explains,

pointing to the strain on power grids when large fleets of buses or trucks charge simultaneously on an electric grid. Hydrogen could step into the breach. “Hydrogen offers an efficient alternative, with faster refuelling times and the ability to manage energy supply across multiple energy vectors,” he says.

But despite the wide range of potential use cases, there needs to be targeted attempts to capitalise on it, Kösters says. A scattergun approach will waste time, effort and money. “The hydrogen revolution is pivotal in accelerating global transition to net zero, particularly by providing a

scalable, flexible and clean energy carrier for hard-to-abate sectors,” he says. “However, the real challenge for policymakers and industry is to identify and focus on those applications with the most significant impact on emission reductions –where hydrogen either has no viable alternatives or provides clear cost advantages over other solutions.”

One problem that needs to be overcome before hydrogen can be widely used is the safety question. “There are new and innovative announcements with regards to hydrogen and its production each week,” says Rachael Burns, director

‘The real challenge is to identify and focus on those applications with the most significant impact’

of Hydrogen Safe, a specialist training provider educating individuals and organisations to work with and around hydrogen safely. “The challenge comes when we consider how these projects will be delivered and by whom.”

Channelling support in the right direction

It’s for this reason that the UKHyRES hub is so important to our energy future. However, it’s just the beginning, and not the be-all and endall of the process. “Hydrogen is a fastmoving area, so we wanted to make sure we had enough money to be able to fund new ideas and new projects as they came along,” says Mays. The 10 new projects recently supported by the hub augment its initial 14, all trying to reach the same aims.

“What’s needed is a long-term strategic investment in hydrogen R&D in the UK, along the lines of what has been made in battery technologies via The Faraday Institution, for example,” says Curnick. It also needs support for academia from both the private and public sectors. “There’s often been a problem with university research not being taken up and then moved up from the so-called technologyreadiness-level scale to pilot scale and then to commercial scale,” says Mays.

“One of the challenges we face is that the hub is working side by side with industry. It’s not as if we have a project and we invite industry. They’re the ones that come forward with ideas and projects that need to be done to resolve particular technical challenges in relation to their business. So we’re working very much in partnership, co-creating and co-delivering these projects. The main funding does come from the government, but industry co-funding is a very, very important part of that investment.”

The projects, therefore, live or die on the potential of industry to recognise that net zero is a good goal to target – and working in tandem with the brightest minds to achieve it. But Mays hopes that a rallying movement focused around the hub, in its aims toward meeting broader global goals, can get at least much of the way there to save our climate while ensuring the world still works, powered by a new, cleaner alternative fuel.

The Skyrider X1 flying motorcycle

Rictor’s flying motorcycle sounds like the stuff of science fiction, but will it take off? We ask the experts

nPicture the scene –you’re stuck in traffic, the roads gridlocked, and running late fora meeting.You press a couple of buttons, rotors fold out fromyourenclosed motorbike cabin and start towhir– andyou lift off. It is the kind ofvision imagined byscifiwriters fora hundredyears. Nowthe SkyriderX1 aims to turn it into reality.

Unveiled byRictor, part of Chinese e-scooterspecialist Kuickwheel, at the ConsumerElectronics Show(CES) in Vegas, the X1 combines motorcycle and eVTOL(electricvertical take-off and landing) features – butwill it catch on?

Careful control

According to Rictor’s announcement during CES in January, the X1 features a four-axis, eight-propellersystem forstability,with a bodymade of carbon fibre composites and aviation-grade aluminium.

Rictorclaims itwill have a top speed of 100km/h and duration of up to 40 minutes, suggesting a maximum range of up to 66.6km.That distance is likelyto be shorter, however, says DrMike Bromfield, associate professorin aerospace at the Universityof Birmingham.

“Ifyou’re using this in the commuting environment, you need a minimum of 10 minutes forreserve,” he says. “That’s the sort of figure quoted at the moment forelectric aircraft.”With no charging facilities atyour destination, thatwould turn a 40-minute one-way commute into two 15-minute journeys.

The multicopterconfiguration presents another challenge, Bromfield says: a lack of glide capability. “In the event of a partial orfull propulsion system failure, there’s onlyone direction to go, and that is down,” he says. “In an urban area, that presents a risk to occupants and the public.” Rictorsays the vehiclewill be able to flyeven if an engine fails. In theworst-case scenario, it uses an integrated emergencyparachute.

The X1will use automatic route planning to identifyoptimal flight paths, with automated take-off and landing. Even still, fleets of Skyriders could quicklylead to congested airspace.

“The skies are going to get busierwith the use of unmanned aerialvehicles for

all sorts of things,” says Bromfield. “There has to be properadequateplanning,managementandmonitoring. The idea of ad hoc flights from Battersea PowerStation to Hyde Park fora daytrip are not feasible.”

The announcement also mentioned manual control options, including a joystick.Alot ofworkwould be needed to make that safe, Bromfield says. Flightwould “need to be autonomous”, adds DrNadjim Horri, lecturerin aerospace control at the Universityof Leicester. “I do not think that trusting the passenger to flythe dronewould be an option.”

Ultimate freedom?

Although the freedom envisioned in ourscenario is enticing, it ignores one keypoint – motorbikes already avoid most traffic.That raises the question ofwho the X1 is aimed at, says Bromfield. Urgent blood deliveries might be one application.

OTHER WEIRD THINGS WE LEARNED WHILE MAKING THIS ISSUE:

Batteriesmadefrom papercanbend,fold anddecompose(p11) Newturbinesaimto makehydropower fish-friendly(p36)

Syntheticpinecones withsensorscould reducewildfires(p44)

Rictor’s main development challenge, he adds,will be sourcing the necessary skills forthewhole package, including navigation,automationandflightcontrol.

Thevehicle is also described as “amphibious” (although it seems Rictor means land and air, notwater) and has a potential price of $60,000, according to Engadget. Manyproblemswill need to be solved to reach that point.Then again, manythings that once seemed impossible are nowcommonplace –maybe it is nice to dream forawhile.

Professional Engineering Issue 1 2025

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