Economic growth originates from a progressively deeper understanding of natural systems and human behaviour, and from the disciplined application of that knowledge in alignment with society’s evolving awareness.
Balanced global exchange, without structurally distorted value creation, presupposes precautionary simulations of trade agreements between parties operating under incongruent regulatory and business practices.
The kind of employment also warrants consideration: when economic activity shifts predominantly from production to regulatory verification, associated jobs are vulnerable when trade flows contract. While compliance activities stimulate specialised instrumentation, they do not substitute the cognitive diversity of a whole productive chain.
Conventional industries accumulate know-how through compliance with directives, process optimisation, and problem-solving in production and maintenance. These activities sustain upstream and downstream employment, including academic, engineering, and research-oriented functions.
Durable job creation is primarily associated with innovation, engineering development, and industrial scaling rather than mere replacement, repair, or service exchange. Low-quality products are environmentally burdensome and waste time, while extreme durability without iterative improvement may slow technological progress.
Focused distribution of transition-related progress across global value chains creates more equitable prosperity, strengthen political goodwill, and share the nuisances of emissions in proportion to the end-use destination.
In this context, the implementation of the proposals outlined below, present Europe as a confident and capable partner to countries seeking reliable technology to manage climate mitigation and industrial transformation.
The extraction potential of open ocean wave converters as a R.E. source is proportional to the extent of areas with suitable wave profiles. The major advantage of our Sea-wiggle.R is that it is adaptable to wave profiles with large statistical variations.
This means that a Seanergy.be convoy is likely to consist of about a thousand Sea-wiggle.Rs and pro rata factory ships.
The core of the Sea-wiggle.R wave converters can be assembled on a continuous chain or in a workshop arrangement. Some of the core parts will be manufactured by subcontractors. The interchangeable skirts are mounted offshore or just before launching into the ocean.
Shipbuilding is grafted onto or inspired by fishing vessels with processing capacity. The wave converters have to be lifted on board for H2 extraction and cleaning. HC synthesis on board is based on C derivatives from CC and energy from waves plus H2.
The production of the chemical conversion plant on board and the supply and habour facilities are contracted out.
I do not doubt that for a full circular economy worldwide, open ocean wave energy will become the main source to upscale as wind has a mixing function for nature and because of the 'enthalpy dilemma' (less GHG is less wind).
Developing a new energy pillar increases our knowledge and competence, allowing us to assist other countries. The world learns from our rapid transition. Innovation and the judicious allocation of different types of energy carriers to consumer functions reduces our raw material acquisition, enabling us to uphold our ethical principles and to gain goodwill.
Maintaining and exploiting multiple technologies (for power generation and distribution) allows our industry to offer an optimal mix to any region where electrification is not feasible due to low population density or high raw material prices. The owner of a factory ship with a fleet of Sea-wiggle.R can provide liquid e-fuels for distribution to remote areas and urban power generation.
Seanergy.be offers countries greater energy independence by synthesising hydrocarbons, aboard factory ships, from large-scale on-site decarbonisation with hydrogen from electrolysis with Sea-wiggle.Rs. Such a fleet can be stationed near areas of high demand for CO2-neutral e-fuels (motorcycles, cars, buses) to reduce pollution while avoiding vulnerable sea-to-land cables.
Ships are using the heavy part of crude oil - it has also an high energetical density.
The shipping industry is getting ready to make the transition to green fuels a reality. Belgian shipowners and ports are already taking concrete steps.
Why not considering a service ship that can refuel cargo ships using NH3 of CH3OH which have a lower energy density.
Worldwide, there are still hundreds of power plants running on coal, heavy fractions of petroleum, and on gas.
It could become a business model to install CO₂, SO₂, and NOx capture systems on these plants and supply the captured emissions to a chemical facility for conversion into e-fuel and possibly fertilizers, using hydrogen provided by Seanerby.be.
A similar approach could be applied to the crackers of oil refineries.
Millions of two- and three-wheelers are powered by small combustion engines. The market for a cleaner fuel is enormous, which would also lead to a reduction in pollution.
Our fleet consisting of a factory ship and several hundred free-floating WECs can be located and delineated in areas nearby and deliver the hydrogen or the e-fuel for reasons of density.
The proposed electrode has the theoretical potential to reduce bubble sticking. This would also reduce heat formation.
The proposed ion-separator has the theoretical potential to retain unwanted ions. This could make membranes configuration cheaper.
The solution I have in mind is adaptable and it is likely that they can be implemented in existing design and compositions, would make the synthesis of e-fuels with hydrogen and carbon from CC more economically viable -- but to verify.
It will be necessary to monitor one or more fleets from both onshore and offshore.
A fleet consisting of a factory ship and several hundred free-floating WECs must be tracked by satellite for safety reasons, but also to locate and delineate the areas where favourable wave profiles prevail.
This center will also track yields and conversions and determine when and where to deliver.
Maintenance and other maritime duties and obligations will also be centralized in it.
A different way than electro-chemical battery types to store energy is to increase potential energy (such as the reuse of mine shafts and heavy weights) but also in the reversible elastic deformation of chemical bond of metal aloi or composites - which is proposed here.
This seems a bit medieval but there are many advantages: longer storage time without loss, a higher and even a non-linear capacity, no total loss in case of failure of a component nor deusability in case of partial damage.
As the image suggests, my technical description is based on the reuse of cooling towers, although abstracted from the appropriate solidity of the structure but benefiting from the round shape and the concrete properties to withstand great pressure.
The described concept can also be updated fairly easily with newer composites and shapes within an existing installation because the physical principle can be translated into many ways but the conversion system stays the same.
Even if batteries have a range of 750 km - without cabin heating or entertainment ! - cars will still stop in unexpected traffic jams. Charging or towing is the only way out unless a mobile service car will become available.
There are fewer options to help an electric car than there are for gasoline-powered cars. This becomes clear in the following scenario: parents who need to pick up their child on time, but who are held up in traffic, will prefer the speed of refuelling.
Even with a total shift in mentality, an assistance vehicle with a high capacity of potential energy and a generator adaptable to different batteries still needs to be developed.
This meant synergy = distributed value for industry + community + mobility facilitates dramatically our transition.
Both private and municipal solar panels can contribute to a robust form of energy storage and distribution. A district-based buffer could accelerate the deployment of e-mobility and (hybrid) heat pumps reducing the drawbacks of low voltage charging.
In mid-transition period hybrid service stations with circular e-fuels, f-fuels and V-loading stations connected with the e-grid and eventually equipped with a wankel powered electricity generation on e-fuels could temporarily compensate for peak / emergency demand in that district.
Effective climate decarbonisation requires indirectly immense adaptations of infrastructural networks in existing cities and industrial zones to replace fossil-fuel based transportation & applications. The actual constraints at present technology are:
A plug-in hybrid car has a range extender to charge a smaller battery and use an electric motor for propulsion. This favorise the shift from 100% fossil to % f/e-fuels to 100% electrical. Using e-fuels synthesised with truly sustainable hydrogen and circular carbon seems contradictional as the synthesis of e-fuels consumes more energy than is released during combustion (2nd law of thermodynamics).
Although this way release CO2, on the other hand, there are CO2 savings in the extraction and refining of fossile fuel during the transition period spanning decades. However, in the case of cars and domestic heating CO2 cannot be captured at the point of emission, and DAC requires very high levels of (nuclear) energy.
The heat of the Wankel engine can be used for the cabin heating and to keep the battery at optimum temperature in cold periods otherwise a higher battery capacity would be needed for these functions and charging times would extent. This gain has to be pondered against the combustion efficiency (Carnot cycle).
A partial solution may be the 'African Taxi'. These are taxis constantly on the move, whose first final destination depends on the first passenger and along that route only pick up passengers with nearby final destinations. Thanks to this self-optimizing method, I got from one side of a capital city to the other faster than with the organized public transport in an European capital.
EV mobility has no direct CO2 exhaust, but does not capture it. Decarbonisation at points of emission or even of the atmosphere will be needed, although the latter, even with catalisators, a reaction mechanism will absorb hugh amounts of energy. Hybrid could serve mutliple purposes: direct fuels, storage in building blocks, organic vectors for fertilizers in areas uncovered by climate warming to produce food.
Even when charging times are as low as 45 minutes no one will interrupt his sleep to move his car !
Europe and allies should not try to catch up China / India (they have more high-potentials than the BENELUX population). Circumspection is in our Christian heritage of the Renaissance by His words "This and more you will do when you believe in God" (God is all, so we ourselves). Europe has to walk his own way, not feeling guilty because we sacrified our free and private space (high population density) to produce for abroad till they do it themself.
This has been a cherished idea since the first solar panels.
The idea is simple and multifuncional. On the one hand, desalination by Sol-d'eau.R and, on the other hand, semi-transparent perforated curved solar panels as a roof over horticultural fields.
The water from the desalination is pumped into a distribution network built into the solar roof. This network has three options: either spraying the water under or above or inside the solar panels. The reason is twofold because, in the target areas, both mineral and organic matter falls on the solar panels and solar panels lose efficiency at higher temperatures.
The reason for the configuration is clear: to rinse and cool the solar panels. As a result, more evaporation will occur (good for the environment if applied on a massive scale), however the additional yield will (partly) go to the desalination plant which benefits from both direct solar and residual energy.
The semi-transparancy, curved forms and perforation of the solar panels is functional and obvious. And, of course, this application is time or conditionally controlled with possibly additional LED lighting from an energy buffer as already proposed here. Also conceivable so that vegetables can be grown with 'well-dosed' sunshine and automatic distribution of fertilizers in liquid form.
Since Sol-d'eau-R is an installation with no/very few moving parts other than pumps, the operational life is considerable. The modules of Sol-d'eau.R can be connected in line or in parallel. For practical reasons and to create shadow, it is advisable to mount the pipeline on pillars. I guess that dimensions for some efficiency will be between 3 and 6 meters in diameter at a height of about 4 meters.
A resilient society can be achieved by channeling emergent dynamics. As president J.F. Kennedy did: "Not because they are easy, but because they are hard".
According to my understanding, the technical proposals and the allocation of energy carriers to specific consumer functions align with the EU’s climate neutrality and reindustrialisation strategies. These solutions can enhance overall efficiency, reduce emissions, support REPoweringEU and boost decarbonisation efforts.
Implementing these proposals could / will contribute to achieving the goals of the IEA, ETIP Ocean and Ocean Energy Systems. This website promotes circular hybrid solutions to alleviate the indirect pressure of the transition on climate neutrality and provides resources to support the European Commission’s initiatives on renewable hydrogen production from ocean wave energy.
→ https://commission.europa.eu/strategy-and-policy/sustainable-development-goals_en
→ https://energy.ec.europa.eu/topics/energy-systems-integration/hydrogen_en
→ https://energy.ec.europa.eu/topics/markets-and-consumers/hydrogen-and-decarbonised-gas-market_en
→ https://energy.ec.europa.eu/topics/energy-efficiency/energy-efficiency-targets-directive-and-rules/energy-efficiency-directive_en
→ https://climate.ec.europa.eu/eu-action/climate-strategies-targets/2030-climate-targets_en
→ https://commission.europa.eu/strategy-and-policy/priorities-2019-2024/european-green-deal/repowereu-affordable-secure-and-sustainable-energy-europe_en
→ https://commission.europa.eu/topics/eu-competitiveness_en/
→ https://commission.europa.eu/topics/eu-competitiveness/clean-industrial-deal_en/
→ https://www.etipocean.eu/
→ https://sdgs.un.org/goals
→ https://www.mckinsey.com/capabilities/sustainability/our-insights/how-the-european-union-could-achieve-net-zero-emissions-at-net-zero-cost
→ https://projects.research-and-innovation.ec.europa.eu/en/horizon-magazine/five-things-you-need-know-about-decarbonising-europe
→ https://www.lr.org/en/expertise/maritime-energy-transition/
→ https://www.iea.org/energy-system/decarbonisation-enablers
→ https://www.iea.org/news/stronger-integration-measures-are-needed-as-solar-and-wind-soar-to-record-levels-in-electricity-sector
→ https://www.ocean-energy-systems.org/news/ocean-energy-and-net-zero/
→ https://www.ocean-energy-systems.org/ocean-energy/international-vision-for-ocean-energy/
The ideas put forward in www.inventhinking.eu seem to fit with the ongoing work of many people and to reflect concerns.
These developments could be part of the EGA classifications of WTO Environmental Goods Agreement and resonate with some aspirations formulated in the opinion at World Economic Forum: How to create a 'safe and just space' rich in opportunities for a healthier Earth.