This interview was first broadcast on the 22nd September 2016 on East Coast FM’s The Morning Show with Declan Meehan
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It was an ambitious target, yet eight years later, despite the building of infrastructure to support electric cars, and financial incentives, there are only 2,000 EVs on our roads – that’s a mere one percent of the Government’s original target.
So why is it that sales of electric cars have not taken off in Ireland, compared to some other countries and is this likely to change any time soon?
The infrastructure supporting electric cars is good, and one of the most advanced in the world, so that’s not an issue.
There are 1,400 charge points between the Republic of Ireland and Northern Ireland. These have been set up by the ESB e cars unit on an all Ireland basis. The idea is that with one electric car access card you can use any of the charger access points throughout the country – north or south.
This is a better system than in the the UK where different councils and different regions would have developed their own infrastructure, and there is no inter operability between them. The charger plugs are the same, but the driver of an electric car in Britain would need five or six different access cards to use the EV charge points around the UK.
Each charge point in Ireland has intelligence built in so that information is sent back to the ESB e car charge point management system. This system monitors the availability of chargers, whether they are currently in use or not.
If there is an issue such as a cable gets blocked the system can unblock the cable. The ESB from the start decided to install a standard electric charge point in every town with 1,500 people or more.
The ESB have realised since that a lot more people are looking for fast chargers than had been anticipated at the start of the infrastructural roll out. There are 22kw chargers with two points in each one – and the Renault Zoe can charge in an hour off that. Then there are the 50kw fast chargers that can charge a car up to 80% in 25 minutes. There are about 75 of these, and one every 50 km of motorway on the main roads.
The idea is that if you leave your house in Dublin heading for Galway and you drive with a full tank, you can stop, get a fast charge and keep going. Most of the in car Sat Navs on cars are linked into the latest information on the nationwide network of charge points which is constantly updated by ESB e cars.
The ESB has a 24-hour call centre in Cork, and there are maintenance teams, response units if anyone breaks down. The charge points can all be operated remotely now – one card for all of Ireland – and in the near future the plan is to have an app that lets you know not just where the nearest charge points on, but whether it is currently in use.
The three main turnoffs people cite when it comes to their reluctance to buy EVs come under three headings: performance, range and cost.
There is an idea out there that EVs are slow and cumbersome, like the old milk floats we saw around Dublin in the 1980s, but, I know, from driving a Nissan Leaf, that this is not the case. The performance of the car is excellent, and there is more than enough zip and acceleration to make electric cars ideal around the city.
You could put somebody into the smallest electric vehicle up beside a Ferrari at a traffic lights and the electric car will get away quicker. The high powered Ferrari will catch him after couple of seconds but there is great zip in an electric car, and overtaking is no problem.
The latest Model S Tesla electric cars can go from 0-100 in 2.6 seconds if you put a Tesla car onto its so called ‘ludicrous’ mode; better than the most powerful Ferrari with an IC engine.
People are concerned about range, and, while surveys of electric car users show that range issues are manageable, it is still an issue for potential buyers.
The industry experts believe that maximum range, which is around 150 or 160km for many electric cars needs to reach 300 or 400 km before ‘range anxiety’ is no longer an issue. That could happen as early as 2018, the experts tell me.
The range of the current Nissan Leaf, which I drove myself a few weeks ago, is between 160 and 165 km after a full charge at home. The home charge points, which are installed for free by the ESB currently for anyone purchasing an electric vehicle, are 16amp, single phase chargers.
A full charge is, however, not enough to get the car from Dublin to Galway (208 km) so anyone planning that trip, must plan to stop at a motorway charge point for about 20 minutes to get a ‘top up’ charge.
For range to improve the existing battery technology must be improved. There has been huge investment in this area, in laboratories around the world, particularly in Japan, Korea and the US, but even a little here in Ireland.
The flamboyant US-based science entrepreneur, Elon Musk, who is the Chief Executive Officer of Tesla Motors, a hugely innovative and dynamic electric car company, is building what he calls a battery ‘gigafactory’ in Arizona. This is due to go into full production in 2020 when it will produce enough lithium-ion batteries, like the ones in our smartphones, to power 500,000 new electric cars per year. All the raw materials required will be brought to Arizona, and when this factor opens it will double the world’s output of lithium ion batteries.
This will provide some of the economies of scale that have been lacking in the electric car industry up to now, and it should be a ‘game changer’. The electric car is more expensive to build than a ‘normal’ car, even without the battery taken into account, because of this issue of economies of scale.
The average car has about 2,000 moving parts, while the average electric has something like 200. The electric car should be cheaper to manufacture!
The prediction is that somewhere between 2020 and 2025, after Musk’s gigafactory opens, the costs of batteries will go down, and the economies of scale for electric will improve so that there will be cost parity.
That is, for the first time, an electric car will cost the same as a car based on the internal combustion engine. This will be a historic moment for e cars.
In summary then, performance is not an issue, and anyone that gets into a modern electric car will quickly realise that. Range is still an issue for some people, but from 2018, it is expected that electric cars with a range of 400 km will be here, so that issue will disappear.
Cost will remain an issue, until cost parity is reached somewhere between 2020 and 2025. In terms of running costs, the electric car is already far ahead of cars powered by the internal combustion engine.
Many people charge their electric car overnight and, at nighttime rates, the cost works out to be between 10 and 15% of the cost of petrol. Even when people charge at the daytime rate for electricity, it works out to be about 25% of the cost of petrol.
It costs less than €5 to run an electric car for 100 miles. The cost to run the car for 17,000 miles per annum (average mileage for residential car use in Ireland) will thus, be less than €850.
There have been difficulties with some local authorities in terms of having the road marked as an e car space reserved for electric vehicle charging. At the moment someone could find a petrol car parked at the e charging location and there is little that can be done about it, unless the local authority has agreed to mark the space as a space set out for electric car charging only – making it an offence for any other car to park there. Some local authorities have done this, others haven’t. Dun Laoghaire has gone further and offered electric cars free parking for up to four hours.
The ESB is trying to sort out all the questions around people booking charging spaces in advance. These are free, so, if electric sales pick up they are likely to become very busy. There are outstanding questions such as how long in advance should people be permitted to book a space? What should the ESB charge for a booking? What happens if someone books and doesn’t show up? What if someone hooks their car up to a charge point, and goes off to dinner, only returning several hours later, or the next morning, blocking up the space for others?
London is one of the leading cities in the world, when it comes to supporting electric vehicles, and certainly Dublin and other Irish cities and towns could learn a lot about what is going on there, and the picture is changing fast.
London is looking to introduce an ultra low emission zone in central London from 2020. This will be in addition to the congestion charge. There is a £10 charge to drive into central London as things stand, and if you are driving a pre-2015 diesel or a pre-2006 petrol car there is another £10 added on top of that. This is to try and reduce congestion and to improve air quality, primarily.
The London taxi company has been bought out by Geely, a Chinese electric vehicle company, who have built a new factory in Coventry. Geely have invested £300 million on that factory, and this will churn out new London taxis, which will all be plug in ‘hybrids’ – or mixtures of conventional internal combustion engine and electric.
In the UK as a whole there are now 70,000 electric vehicles on the road which is far ahead of where we are, at 2,000 in Ireland, even accounting for the population difference.
The new Mayor of London, Sadiq Khan, is talking about extending the low emission zone beyond central London, while the central government at Westminster has allocated £600 million to incentivise the purchase of EVs, build infrastructure and support pilot projects, such as electric bus schemes. There are grants available for the manufacturers and purchasers of EVs and an Office of Low Emission Vehicles, or OLEV, has been set up under the control of the UK’s Department of Transport.
Meanwhile, in Norway 25% of all new car sales are now electric. The Norwegians are proposing to ban conventional vehicle sales in 2025. The proposal is that from 2025 on, cars powered by an internal combustion engine using petrol or diesel will no longer be permitted to be sold. This is extraordinary for a nation that has built its wealth on oil reserves in the North Sea, and shows that the days of the internal combustion engine are numbered at least here in Europe.
There have been 25,000 electric vehicles sold in Norway so far this year. It is the transport department that has proposed to the Government that the new policy to be announced in the Spring. The report to the Government, which is being discussed in the Norwegian parliament at the moment has recommended that there be a ban on IC vehicle sales from 2025. It hasn’t been decided yet, however.
There is a grant which takes €5,000 off the initial purchase price of the electric car, and VRT relief up to €5,000. The ESB provides free home charge point with the purchase of an EV as well, as well as free public charging (public) and a 24 hour backup call centre should problems arise.
But, clearly these measures have not enough to encourage a higher level of electric vehicle purchases in Ireland and more needs to be done if EVs are to move out of the niche market situation here.
The car market has recovered and we are on target for 155,000 cars to be sold this year, which is still down on the 2008 figure of 187,000.
The market, which survived a near death experience, is probably secure enough to look at new technology like electric again, so that’s positive.
A revised target for EVs in Ireland of 50,000 has been mentioned in the National Energy Efficiency programme, but that, experts believe, will not be reached with the current level of incentives for EVs. More is needed.
Ireland could perhaps look at the US where there are 400,000 EVs on the road. The US gives a Federal tax credit of $7,500 per electric car purchased. On top of that certain states add their own incentives. For example, California gives an additional $2,500 grant, while Colorado gives a tax credit of $6,000.
The US moves seem to be working, in some places at least. For example, 6% of new car sales in San Francisco are now EVs.
Some believe that giving executives incentives to buy electric cars here by reducing their Benefit in Kind is something that might kick start things.
Executives in the US are buying the latest Tesla Model S, which is outselling BMW and Mercedes in that luxury class in California.
These executives buy a new car every three years, and are helping to generate a second hand market for electric cars there too.
The Tesla Model S is outselling BMW, and Mercedes in that luxury class in California. This has grabbed the attention of the German car companies. Berlin has been resisting the tightening of regulations in Brussels on the car industry, particularly on non greenhouse gas causing CO2 emissions.
However, they won’t be able to hold the line forever, as more cities and countries move to improve air quality for its urban citizens. The situation where diesel cars are pumping carcinogenic substances into the air, and risking the health of children in particularly, can’t continue. The car companies have woken up to this, and they are all working on hybrids if not full electric vehicles in anticipation of what is to come.
The big picture, however, is even more threatening for the existing car companies, as driverless technology begins to become reality. The Mercedes E class in its latest ads in Ireland talks of a move towards the autonomous, or driverless car.
The Tesla Model S already has all the technology it requires to be driverless and in a test on the Stillorgan dual carriageway it changed lanes without a hitch. The vision of the future is that the transport needs of society is built around a fleet of driverless electric cars, which can be called on demand by phone apps.
This will reduce the need for car ownership, and provide disabled, elderly or children with the means to safely call for a car to get from A to B. The huge amount of space in our cities given over to parking can be used for something else, noise will be eliminated, and air quality vastly improved.
This article was published in The Sunday Times (Ireland) on 11-09-2016
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Broadcast on The Morning Show with Declan Meehan on East Coast FM [9-09-2016]
Broadcast on 29-08-16 on Today with Sean O’Rourke
The evidence shows that the best hospitals – the ones where patients have the best medical outcomes – are those that are most actively engaged in medical research.
This is the kind of practical hospital based research that saves people’s lives and it is often led by doctors or nurses seeking better ways of doing things, with no commercial motivation.
People at the frontline may have an idea of how a tried and tested way of doing things with certain patients can be improved upon. Then trials or tests are setup to test the new idea.
If the idea works, and an improvement in patient medical outcomes is proven, then changes are made in medical practice to ensure that patients fully benefit from the new knowledge.
It is called ‘bench to bedside’ research where doctors or nurses use science to test out their ideas, and if they work, then the new ways are translated from lab bench to patient bedside.
The evidence shows, from decades of work all around the world, that hospitals are safer and generally better where the doctors, nurses and medical professionals are ‘research active’.
Medical practice doesn’t stand still, or it shouldn’t, and there are always ways of making improvements in patient care. Sometimes there is a big leap forward, with a dramatic new advance, while lots of other times, it’s a case of steady, gradual incremental gains.
The important thing is that medical professionals are in a mindset where they are constantly challenging how they do things, and never believe that existing methods can’t be improved.
The research that we are talking about here could be as simple as a better, or more, timely way of delivering a medicine, or a radical new method of performing difficult surgery.
One of the great advantages that hospital researchers have over laboratory scientists is that they can carry out tests and trials on humans, who have agreed to take part in such trials.
The individual patient can be asked to sign up for a ‘clinical trial’ to advance the state of knowledge in a particular field, such as cancer research or cardiovascular disease.
Taking part in such trials offers patients, sometimes very sick patients, the chance to help their fellow man (and woman) that come behind them, who may have the same illness.
But, as well as helping to improve the prognosis for future patients, there is plenty of evidence that an individual has a long to personally gain by taking part in a clinical trial.
The evidence suggests that people on clinical trials in hospitals have better long-term health outcomes that those that aren’t, and have earlier access to new drugs and treatments.
The people on clinical trials are watched very closely by medical staff, and they get the very best of care and attention, so that any issues that arise are picked up quickly and addressed.
There are more and more clinical trials taking place in Irish hospitals and this is a very good thing for our patients there, young or old, as the more trials, the better the health outcomes.
All of the major Irish hospitals have significant research programmes going on at this stage, and many people will have been offered the opportunity to take part in a clinical trial.
It was long recognised that Ireland needed to be done more hospital based research, and in 2006 the Irish Clinical Research Infrastructure Network was setup to facilitate this.
Clinical trials, and studies are best done across a number of hospitals, at home and abroad, to increase the numbers that take part, and make the results more meaningful. The Network is now supported by the Health Research Board, the HRB, and the HSE.
There is also a lot more paediatric research taking place in Irish paediatric hospitals such as Our Lady’s Children’s Hospital Crumlin, and around the country, than ever before.
There is also a paediatric research network being set up between medical researchers at Irish paediatric hospitals, and this is very good news for sick children in Ireland.
Generally speaking then, there is a lot more hospital based research taking place in Ireland than there was say, 20 years ago, but we have a long way to go to catch up with the best.
Many people may have the impression that a lot of research done in hospitals is being by pharmaceutical companies who want to test our new drugs and products on patients.
That kind of industry led research does happen, and, in fairness, it can occasionally lead to the development of a wonderful new drug, or to the different use of an already existing drug.
However, the kind of research that is having a more sustained impact on patients’ health is the type of research that is called ‘investigator led’ research with no commercial motivation.
The genesis of this type of research is a doctor, or nurse, physiotherapist, spotting a potentially better way of doing things in their daily work, and setting up a trial to test this out.
This requires a culture to be established in Irish hospitals, where new ideas, or ways of doing things are encouraged, and they don’t always have to come from the consultant.
The important point is that it is not the pharmaceutical industry calling the shots here, it is the medical professionals on the ground, who have no axe to grind but trying to help patients.
The one issue that we have in Ireland, however, compared to the leaders in hospital research is that not enough time is freed up for consultants and others do do research.
In the US, clinical researchers might spend half their time working with patients and the rest of the time doing research. That kind of freedom is not the norm, here in Ireland.
I visited the UCD Clinical Research Centre last week to talk to some medical researchers about their work. This is just one of many research centres attached to Irish hospitals.
Dr Alistair Nichol, a consultant anesthestist told me about a research project called TRANSFUSE. The goal here is to test out whether using new blood to transfuse patients leads to better outcomes than older blood.
Irish blood products can be 35 to 42 days old by the time they are used for a transfusion, and there is some evidence emerging that ‘using fresh blood is better.
Dr Nichol is testing this out in a study on 5,000 people that receive fresh blood against blood that is ‘standard’ (older). They have gone through 4,000 patients so far.
They plan to publish the results in about one year, and whether the fresh blood is found to be better, or not, the information that is obtained from this trial will change clinical practice.
Dr Nichol is also involved in a study that aims to get Ireland better prepared for the next major flu outbreak, as we weren’t ready for the H1N9 outbreak in 2009 he said.
The idea is to be ready to move fast when the next major flu outbreak happens here, and we are due one he said, by having everything in place to capture information on the flu.
The idea is that the doctors, nurses, and paperwork are all in place so that when people come in with a dangerous flu that UCD is ready to start a trial to capture information on it.
UCD is linked with researchers in Australia and New Zealand, in this major effort to prepare for the next flu outbreak so that information on its first appearance is properly captured.
A flu pandemic hits in waves, so that when the first wave comes through Ireland, the UCD trial will capture the information needed so that it can be tackled on the second wave.
I also met Professor Carel Le Roux, a South African doctor and researcher now based in Ireland who is doing important work on obesity and diabetes.
The work of Professor Le Roux, and colleagues around the world, has found that there is a gene in some people which means they are always hungry, even soon after a meal.
This genetic link to obesity shows that obesity, and related conditions such as diabetes Type 2 are not due to some moral weakness, but due to measurable genetic differences.
This finding means that for some, it may be better for doctors to try and maintain people’s health at their current weight, as trying to get big weight reductions might not be effective.
It also means that for some, said Prof Le Roux, the best option may be to have gastric bypass surgery, which is a proven method of reducing people’s appetite in the long run.
There is also important research into children’s diseases – paediatric research – happening in Ireland, in areas such as leukaemia, eczema, controlling pain and childhood diabetes.
What Irish paediatric researchers are doing is identifying the very earliest signs of diabetes, or allergies, for example, and this means treatment can also begin much earlier.
The goal in the future is to be able to identify children or infants that are at risk from a condition, or that have a condition, even in the womb and then prevent or treat it.
This preventive approach to medicine which is investigator led is far different from a world where the pharmaceutical industry wants to simply test drugs and products on already sick people.
Broadcast on Today with Sean O’Rourke [24-08-2016]
Tax incentives for those buying diesel cars over the last decade has fueled a move to diesel on Irish roads, with diesel cars now outnumbering petrol cars.
This has been widely regarded as a welcome move, as diesel cars are considered ‘better for the environment’ because they produce less carbon dioxide gases than petrol cars – the gases that have been linked with causing global warming.
However, scientific evidence is emerging which shows that the level of diesel particulates, which are damaging to human health, has increased in line with the growing popularity of diesel and that Irish people are dying as a result of this. The European Environment Agency has, for example, estimated that 1,200 people in Ireland per year are dying as a result of diseases caused by particulate pollution.
Until relatively recently, there has not been a significant amount of research into the impact of diesel pollution on public health, particularly in Europe, but the Volkswagen diesel emissions scandal certainly gave it an added push.
The evidence that is emerging from the US primarily – where research has been going on for longer – suggests that there is real reason for concern when it comes to health effects, and environmental effects, or air pollution from diesel engines. The US Environmental Protection Agency (EPA), the World Health Organisation and the UK Department of Transport have all produced reports in the last year or two which point to a real problem here.
As well as pointing to increased emissions of particulate matter (PM) and Nitrogen Dioxide gas, which are known to damage human health, the authorities in Europe and the US have started to make a direct link between an increase in numbers of people dying from respiratory diseases and cancers, and this increase in pollution.
The US EPA, who support a lot of work in this area, has led the way with publication of figures of increased numbers of premature deaths, cancers and respiratory diseases due to air pollution from diesel vehicles. There is a tangible link, a ‘smoking gun’ if you link that is linking cause and effect.
There has been little research into subject in Ireland until this year. In January 2016, a research project began at Trinity College Dublin, with funding from the Irish EPA, which is looking to precisely determine the amount of a certain type of damaging particulate, called PM 2.5 which is produced by diesel vehicles here.
It is a multi-disciplinary research effort, involving experts in air pollution, chemistry and transportation and will take place over 24 months. At the end of it, they say they will be able to determine precisely, using computer software modeling, how many deaths and illnesses here are caused by diesel vehicles.
One of the researchers involved, Dr Bidisha Ghosh, is a transportation expert, and said that the plan is to look at diesel particulates first, and to then to a follow up study where the impact of NO2 is measured and assessed.
The Irish EPA has a number of monitoring sites around Ireland that will be used as measuring points. One of the key challenges – and this is the first time anyone in the world has done this – will be to distinguish the percentage of PM 2.5 (particulate matter 2.5, a size of particulate) that is from diesel cars as opposed to other potential sources, such as sand, or the burning of coal.
The measuring sites will be near to roads as that is where diesel fumes are strongest, and another part of the study will determine how quickly dangerous diesel pollution dissipates as you move away from a busy road.
The researchers will be looking closely at what comes out of the diesel particulate filters that are attached to diesel cars. This is in order to get the chemical composition, or signature of PMs to better identify those PMs that are from diesel cars or other diesel vehicles. This is a difficult task and will involve using specialised machines to look at tiny quantities of polluting chemicals.
Dr Ghosh said that by the end of their project, in the latter part of 2017 they will be in a position to give precise numbers on the health effects of the growing use of diesel cars in Ireland. At that stage, she said they will have precise numbers on how many extra deaths, or premature deaths are being caused or what kind of extra number of lung cancers and other respiratory diseases are happening in Ireland due to us driving more diesel cars.
The calculations are based on knowledge of the car fleet, the type and age of cars on Irish roads, and knowledge of what the standard pollution emission from a certain vehicle of a certain age will be. This makes it possible to do comparison such as comparing the 2000 level of emissions versus the 2015 levels and matching the increase in pollution with the increase in deaths and diseases.
The project will also make it possible to predict, based on a number of scenarios – such as increasing use of diesel cars at the current rate – what Ireland can expect in 2020 or 2030 in terms of death rates from air pollution. This, it is hoped, will produce a solid basis for policy makers to address this problem.
The new new diesel cars on the market have very good particle filters and if you are sitting inside one of these cars you wouldn’t get a whole lot of this PM pollution, and the newer models may not pollute the atmosphere that much. The old diesels is where the big problem lies, and there are still a lot of old diesel cars being driven on Irish roads today, as they have vastly inferior emissions control technology to more modern cars.
It is also true that the bigger diesel car engines are far more polluting. The researchers at TCD, who have access to pollution figures in Ireland between 2010 and 2015 said there was a very significant increase in diesel PMs in those years, and this finding was what prompted a more detailed air pollution study.
The researchers also strongly suspect that the VW scandal wasn’t just a VW issue, and that many other diesel car makers have been cooking the books, in the sense that the emissions reported in the car manual does not bear much resemblance to the real on road emissions. The real figures, I was told, are likely to be far, far higher than what we see in the new diesel car manuals.
The Irish government started to actively support diesel from 20o8, with various tax incentives, in order to help Ireland meet its carbon dioxide ‘greenhouse gas’ targets. In fairness to the Irish government back then, the extent of the public health risk from diesel cars was not widely known.
It was initially thought that certain types of PMs were not harmful, but that thinking has changed, and now scientists are looking at the damage caused by diesel particulates that can remain wedged in the lungs. For example, the particulate, PM 1, is very hard to remove from the lung once in.
The evidence that is now emerging, however, is that not only is diesel bad for public health, it is also, by producing NO2, bad for the environment.
The science around this is all still quite new, and emerging. It is only in 2015 that a report was published by the UK authorities which stated that NO2 can also be very harmful to children, their respiratory development, their lung development and that it can cause irreversible changes.
The initial findings about the problem with diesel took time to emerge, as they didn’t perhaps fit with the green image of diesel, especially in Europe. However, the more research on this that is being done, the clearly the scientific picture becomes, and eventually, governments will have to act on the results.
Nitrous oxide, and nitrous dioxide gases from diesel cars and vehicles are also linked with health problems, and the data can be collected again by using standard emissions and examining the national car fleet. This is likely to be supported by specific EPA funded research in future, which will, like the TCD project looking at PMs, look into NO2 levels at certain EPA monitoring sites, near busy roads around the country.
Aside from being linked with respiratory disease and death, NO2 is known to have a negative impact on vegetation and acts to break down the ozone layer.
There are emerging fuels out there, such as hydrogen gas, which is being made available at existing petrol stations in the UK this summer.
However, experts believe that because the infrastructure and global distribution network is built for diesel and petrol cars, and that huge investment has been made in this system, that it will be impossible to envisage a change to any other fuel or transport type in the near, or even distant future.
Electric cars are still rare in Ireland despite significant government support, as people don’t like some of the unanswered questions that remain on it, such as how long does an electric car last, and what to do should a battery die out?
There is also the fact that a very high amount of energy can be liberated from diesel or petrol, and there is nothing that can rival petroleum on that score.
The solution, some suggest, is to truly move towards a sustainable transport system, where people walk if they can, and only use a car when they have to. Those countries that do this, and that promote public transport have far less emissions from petroleum car engines. It is also very important to think about where we locate our busy roads, as studies have shown that irreversible damage can be done to schoolchildren from air pollution in schools near such roads.
For those that need a car, the advice is to look at getting rid of the old diesel and replacing it with a new one, with better a particulate filter. Also, to avoid buying one of the high performance diesel cars and go for a more modest option.
There is also the issue in Ireland of people removing diesel particulate filters when they start to affect car performance. They can be expensive to replace, and some garages in Ireland are openly offering services on the internet to remove and not replace the filters.
A diesel car can run without a filter, and not replacing a malfunctioning filter can save hundreds if not a few thousand euros. However, from a public health and environmental perspective removing a filter is “disastrous, really, really bad” according to Dr Ghosh.
Actively preventing the removal of diesel particulate filters from diesel cars, and insisting on a high standard of operation of diesel filters as part of the NCT test, might be how the Irish government might start trying to tackle this important public health issue.
The innovation has been announced by Professor Justin Holmes, a scientific investigator at the Advanced Materials and BioEngineering Research Centre and professor of nanochemistry at University College Cork.
The tin-germanium mixture has been used by Holmes and his team to make tiny electricity-conducting wires, called nanowires. These control the electrical flow in devices, as silicon does, but use less power.
Low-power electronics could mean that mobile phones need to be charged less often, Holmes said, and could open the way for solar-powered mobile phones.
“Improved power efficiency means increased battery life for mobile devices, which ultimately leads to lower greenhouse gas emissions,” he said. “The charging of mobile electronic devices currently accounts for 15% of all household electricity consumption.”
The technical problem with having billions of transistors in a single silicon switch is that the amount of heat generated has shortened battery life and can lead to overheating.
This prompted scientists including Holmes to look at different materials that could be used in chips. IQE said it hopes the Irish-made material will make silicon chips faster and reduce their power consumption.
“The ability to increase the speed and number of devices on a chip by reducing size is coming to an end. Novel ideas such as nanowires will allow the microelectronics revolution to continue,” it said.