CT, a leading engineering company in technological innovation throughout the product lifecycle, aims to participate in a dozen fourth-generation reactor programs already underway across France in the coming years. The company seeks to decentralize electricity production by developing small nuclear plants of various types: high-temperature reactors, fast neutron reactors, or molten salt reactors.

Advanced Modular Reactors (AMR), or fourth-generation reactors, offer a versatile and sustainable solution to meet local energy needs, from supplying remote villages to industrial areas and scientific facilities. Additionally, their mass production in factories positions them as an accessible alternative for developing countries.

In these projects, CT will contribute its extensive expertise across the product lifecycle: from definition and certification to industrialization, production support, and the provision of industrial means. With its mastery in mechanical, electrical, systems, and process engineering, CT aims to become a key partner in standardizing and mass-producing these reactors, thereby reducing costs and implementation timelines.

According to Rudi Zammataro, Industrial Facilities & Equipment expert at CT: “Modular reactors allow energy production to adapt to demand, reducing electrical system costs. Additionally, they produce low-carbon electricity and minimize environmental impact by being closer to consumers.”

Lower Environmental Impact and Greater Energy Flexibility

AMRs, also known as Small Modular Reactors (SMRs), offer flexibility by adapting to energy demand and bringing electricity production closer to consumers, reducing the need for grid upgrades and significantly lowering system costs. Like traditional nuclear plants, they produce low-carbon electricity with minimal land use, reducing the impact of high-voltage transmission lines.

At CT, they also favor this alternative because of its economic advantages. Thanks to mass production and prefabrication, SMRs control costs and timelines, reducing construction expenses and enabling rapid commissioning. Some SMR technologies can also use nuclear waste or spent fuel, contributing to waste management, while their passive cooling systems enhance safety and minimize accident risks. All of this reduces the need for energy storage and optimizes the cost of the global energy system.

Current Challenges

However, this technology, which is set to revolutionize clean energy generation, still faces several challenges. These include the need for long-term governmental support with stable funding programs and strengthening the supply chain through training and collaboration among builders, subcontractors, and regulators. Additionally, the management of spent nuclear fuel is crucial, as SMRs can reduce long-term waste.

A Reliable and Sustainable Energy Source for the Future

AMRs will primarily help reduce the costs of the future energy system. The cost of AMRs ranges from 300 million to 3 billion euros per unit, depending on reactor capacity. Although more expensive than renewables in terms of construction and operation, they offer advantages in stability and flexibility, especially in contexts where renewables require costly storage and transportation systems.

In conclusion, AMRs, with their modular design and sustainable approach, have the potential to transform the global energy landscape, especially in regions with specific energy needs or limited infrastructure. “At CT, we aim to be at the forefront of this technology, offering a sustainable, flexible, and accessible energy solution capable of integrating into a global low-carbon energy system and adapting to future needs,” explains Rudi Zammataro.

Model-based engineering

Model-Based Engineering (MBE) has emerged as a key methodology in industry to improve efficiency and reduce costs and lead times in the design and development of complex systems. Although its initial application was concentrated in sectors such as aerospace, defense and the naval industry, its begun to have a profound impact on the automotive industry, revolutionizing both the large Original Equipment Manufacturers (OEMs) and the suppliers in the supply chain.

This article explores how MBE is transforming the way vehicles are designed, tested and manufactured, and how this methodology is penetrating every level of the automotive supply chain.

What is MBE?

Model-based engineering is a methodology that uses digital representations or models to design and simulate complex systems. It is based on the creation of models that integrate different engineering disciplines, such as mechanics, electronics and software with the objective of representing not only the physical properties, but also the

behavior and relationships of an element or subsystem within a complex system.

This allows engineers to evaluate performance and make decisions prior to physical implementation.

Using model-based engineering, engineers can create detailed representations that allow them to visualize the behavior of the system under various conditions without having to physically build it. These models allow virtual testing to identify potential system failures or inefficiencies in order to iteratively adjust and improve the system, significantly reducing the time and costs associated with prototyping.

MBE in the aeroespace, naval and defense industries

MBE recorded its first successes in industries such as aerospace, defense and naval, where system complexity and simultaneously managing multiple variables are critical. An emblematic example is NASA, which has used advanced models to define, simulate and validate its flight systems prior to physical testing, significantly reducing development costs.

In the naval sector, companies such as Lockheed Martin and General Dynamics have employed MBE to design submarines and ships, enabling the integration of mechanical, electrical and software subsystems in a virtual environment before building the first physical prototypes. Similarly, the defense industry is benefiting from the use of model-based engineering in systems integration, achieving greater interoperability and reduced development times. One example is the future European FCAS fighter aircraft.

MBE in the automotive industry

In recent years, major automakers have begun to adopt MBE as a fundamental tool to meet the challenges of digital continuity and sustainable mobility. Today’s vehicles, especially electric and autonomous vehicles, increasingly rely on integrated hardware and software systems that require more sophisticated management during development.

OEMs such as General Motors, Ford, Toyota and Volkswagen use MBE to optimize the design of their vehicles from the early conceptual stages to series production. The use of MBE allows engineers to virtually test the interaction between different subsystems, such as electric motors, energy management systems and autonomous driving sensors. This approach significantly reduces development times, lowers the costs associated with physical prototypes, and improves vehicle quality and reliability.

MBE is expanding into the automotive supply chain

One of the big challenges facing the automotive industry in its digital transformation is bringing advanced methodologies such as MBE to the downstream supply chain. OEMs have made already significant investments in MBE implementation, and now Tier 1, 2, and 3 suppliers, responsible for supplying smaller components and systems, are beginning to adopt these practices.

The future of MBE in the automotive industry

The advancement of autonomous driving, vehicle electrification and the implementation of connected systems are driving the adoption of MBE as an essential methodology for automotive design and production.

Model-Based Engineering is revolutionizing the way vehicles are designed, tested and manufactured. As OEMs and their suppliers move towards full digitization, MBE plays a key role in integrating complex systems, improving efficiency and reducing costs. Although the automotive industry is in the early stages of this transformation, the potential of MBE to improve quality and accelerate the development of innovative vehicles is undeniable.

CT’s role in the deployment of MBE.

Always attentive to technological trends and with the founding mission of using the most advanced methodologies, processes and tools at the service of improving the efficiency of our customers, CT has launched the MBE Center of Excellence with the aim of deploying this methodology in all technological areas. Taking advantage of our extensive experience in the aeronautical and aerospace sectors, we are promoting the application of model-based engineering in all sectors with special attention to the automotive sector, where this technology will play a key role in the near future.

The automotive industry is in a state of constant evolution, driven by the adoption of advanced technologies that enhance quality, efficiency, and safety in production lines. One of the most impactful innovations is machine vision, a technology that uses cameras to extract valuable information from digital images, optimising decision-making and automating complex tasks.

Machine vision cameras play a key role in this transformation. They provide real-time data essential for the automated systems in the automotive industry. This article focuses on evaluating and comparing different camera technologies, with a particular focus on hyperspectral cameras, which are revolutionising inspection and supervision applications thanks to their ability to reveal details not visible with conventional technologies.

Technological diversity in machine vision cameras

RGB cameras: These cameras, which capture images in red, green, and blue, are fundamental in applications where colour perception is critical. They are ideal for inspecting painted surfaces and monitoring the quality of manufacturing processes, although their performance can decrease in low light conditions and they are not the best for measuring distances.

Monochrome cameras: Operating in grayscale, these cameras eliminate the need for colour processing, allowing them to offer higher contrast and sensitivity in dark environments. They are effective for verifying the presence and alignment of components and detecting surface defects.

Infrared or thermal cameras: Used to detect thermal radiation, these cameras are crucial for identifying issues such as overheating or material defects through thermal analysis, though their image resolution is generally lower than other machine vision cameras.

3D vision cameras: Using techniques such as stereoscopy or time of flight, these cameras provide a three-dimensional image of the inspected object, facilitating complex tasks such as dimensional inspection and robotic manipulation of components.

The transformative role of hyperspectral cameras

Hyperspectral cameras represent a qualitative leap in machine vision technology. These devices not only identify surface defects as conventional cameras do, but they are also particularly useful for inspecting coatings and paints, detecting contaminants and unwanted particles in components, and analysing the composition of materials.

This is crucial to ensure the durability and quality of products, making them invaluable in the automotive industry, all with high precision.

With the implementation of advanced machine learning technologies and continuous improvements in data processing, hyperspectral cameras have the potential to radically transform manufacturing processes in the automotive industry. They elevate quality and efficiency standards to unprecedented levels, solidifying the automotive industry at the forefront of technological innovation.

However, several challenges are faced in the implementation of hyperspectral technology. The capture speed of these cameras is relatively low compared to conventional cameras, which can compromise the efficiency of production processes that require rapid inspections. Additionally, processing hyperspectral data requires advanced programming and entails a high computational load. These challenges could be mitigated with the development of more efficient algorithms and the application of emerging technologies such as machine learning and cloud computing.

Another significant obstacle is the complexity of integrating these cameras into industrial environments, which demands specific hardware and precise calibrations. Adaptability and automation in calibration systems are essential to simplify the implementation of hyperspectral cameras in production lines, improving efficiency and fully leveraging the capabilities of this technology in the automotive industry.

Success story: A 300% improvement in computation time

Innovative projects such as those led by CT are advancing the use of hyperspectral vision. These initiatives aim not only to increase data capture speed but also to improve the precision and quality of analysis, ensuring that vehicles meet the highest quality standards.

The project focused on optimizing hyperspectral camera data processing to enhance image capture with potential applications in the automotive industry. The main objective was to optimise hyperspectral image capture, generate spectral data for decision models, and validate data and machine learning algorithms in a laboratory prototype.

For ease of access to test products, it was decided to train advanced hyperspectral vision tools by evaluating the quality of fruits and vegetables. The work included identifying aspects such as sugar content and detecting bruises by creating specific hyperspectral libraries.

The results have been significant: capacities for defining chemometric bases of test elements and their subsequent analysis have been generated, machine learning algorithms for detecting bruises and surface defects have been developed, and a graphical interface for visualizing and interacting with the results

has been constructed. Additionally, a 300% improvement in computation time was achieved using a Principal Component Analysis (PCA) model that reduced the information from images of 224 spectral bands to a three-dimensional vector without losing precision.

Future prospects

As previously mentioned, machine vision cameras are setting a new standard in vehicle manufacturing. Hyperspectral cameras, in particular, offer a detailed and in-depth view of materials and processes, going beyond the limitations of conventional technologies. The successful integration of these cameras into production lines not only improves quality and safety standards but also promotes operational efficiency.

Therefore, true to CT’s mission of applying the latest digital tools to enhance the efficiency and effectiveness of our clients, the next objective in this research area will be the application of the results obtained in a mass production industrial environment, specifically focusing on detecting surface defects in the automotive sector.

Classification model for hyperspectral images of bruised apples On the left side of the screen are the training images, and on the right, the images to be analysed.

The age of Industry 4.0 has fastened the pace of technological modernisation in factories, leading to rapid obsolescence of machinery and technologies. This shift poses a significant challenge for all industrial sectors. Against this backdrop, industrial revamping emerges as a key strategy to optimise investment and extend the lifespan of existing facilities, presenting a cost-effective alternative to complete equipment renewal.

In the Process Division of the Industrial Plants Area at CT, we specialise in the basic and essential design for the renovation and enhancement of pre-existing industrial facilities, known as revamping, and in assessing the feasibility of new units or process plants aligned with sustainability and energy efficiency principles.

At CT, we turn our clients’ ideas into viable projects. Based on specific needs, we conduct feasibility studies for new process units or the upgrade of existing ones, ensuring their adaptability to new products or raw materials. Through conceptual engineering activities, basic designs, and simulations using advanced tools like ASPENONE and HAZOP analysis, our team is dedicated to adapting production processes to the latest technologies in energy efficiency.

Our track record is defined by multiple success stories. Since 2012, CT has been recognised as a benchmark of quality in the Oil & Gas sector, where we have adjusted and expanded our capabilities to meet our customers’ most complex challenges.

However, our experience is not confined to the oil and gas sector. The energy revolution has led us to be leaders in feasibility analysis for emerging technologies such as green hydrogen and biofuels, positioning us as experts in the field and aiding our customers’ transition to these new energies.

At CT, we respond to our customers’ challenges with real solutions that improve their processes from a production, energy, and environmental standpoint. Our team possesses a wide range of skills, including:

• process calculations of various kinds
• development of comprehensive basic engineering documentation
• use of advanced software such as Aspen Hysys for dynamic simulations to allow an accurate assessment of the proposed modifications.

Furthermore, we complement these services with HAZOP analysis and the generation of CAPEX and OPEX budgets, providing our customers with a complete technical and economic overview of their future investments.

At CT, we are fully committed to innovation and the development of technologies that transform urban and highway mobility. V2X technology, in particular, is a key part of our vision of safer, more efficient and connected transportation. This technology facilitates communication between vehicles, road users and infrastructure, enabling real-time data exchange and communications that are essential to improving road safety and traffic efficiency.

We use two main approaches in our V2X applications: WLAN-based communication (IEEE 802.11p) and cellular-based V2X communication (C-V2X). Each has its strengths, with WLAN enabling direct communications without the need for cellular networks and C-V2X leveraging existing cellular infrastructure for wider coverage.

At CT, we believe in the power of accurate and timely information to enhance the driving experience. Through our V2X technology, we provide assistance in various scenarios, both on highways and in the complicated city environment. Specific use cases we implement include:

• Intersection Movement Assist: Avoids unexpected collisions by facilitating communication between vehicles at critical points.
• Overtaking Assistance: Allows vehicles to overtake safely based on information from the surrounding traffic.
• Sudden Brake Assist Warning: Informs drivers of the need to brake abruptly due to unforeseen road conditions.
• Emergency Vehicle Warning for V2V: Identifies and communicates the presence of emergency vehicles, allowing other drivers to react appropriately.
• ADAS sensors connected to virtual SIMULATORS: Cost-effective fine-tuning of ADAS systems through advanced simulation.
• Traffic Light Timing Assistant: Optimizes traffic flow by adjusting traffic signals in real time.
• Ideal Driving Speed Reporting: Guides drivers to maintain the ideal speed, facilitating continuous green light traffic.
• Proprietary Sensor-based Roadway Inspection and Improvement: Uses collected data to predict and rectify pavement defects.
• Smart City Traffic Manager through Integral Sensors: Explores how vehicles can contribute to efficient urban traffic management.
• Self-Calibration of Our Own Sensors: Improves the accuracy and efficiency of our devices by collaborating with infrastructure and other road users.
• Remote Driving: Increases the operational efficiency of vehicle fleets.

We are also exploring the integration of V2X communications with aerial platforms such as UAVs or drones, which opens up new possibilities for surveillance and aerial data collection. Our approach not only seeks to improve the safety and efficiency of individual vehicles, but also to contribute to the development of smart and sustainable cities.

Communication is the linchpin of today’s fast-paced global society, facilitating seamless interaction and the flow of information at unprecedented speeds. At CT, we recognize the crucial role of satellite communications in shaping our world. From global connectivity to emergency response and beyond, these technologies permeate every aspect of our daily lives. By leveraging cost-effective technologies, we aim to democratize access to reliable communication tools, ensuring that everyone can benefit from the boundless possibilities of satellite-based connectivity.

Revolutionizing connectivity with our cost-effective antenna for enhanced satellite communications.

As technology evolves, the optimization of existing technologies becomes paramount to enhance their performance, reduce costs, and broaden accessibility. Our innovative approach to satellite communications focuses on the design of a cost-effective H-plane horn antenna with a dielectric lens using Substrate Integrated Waveguide (SIW) technology. By harnessing affordable technologies, we strive to ensure that everyone can benefit from the limitless possibilities of satellite-based communication.

This antenna has been designed for SATCOM applications, operating in Ka-band, within the 26.5 GHz to 40 GHz frequency range. It enables high-speed data, voice, and video transmission, catering to a wide range of applications, from broadband communications and video streaming to mobile communications in remote areas and government/military services. Furthermore, the antenna’s compatibility with satellite navigation systems, earth observation, and meteorology applications underscores its significance in scientific research and environmental monitoring.

Tools used:

• CST Studio Suite
• MATLAB
• Simulink

Design and simulation

The antenna design process involves integrating conventional and SIW rectangular waveguides, sectoral horn antennas, and dielectric lenses on a single substrate using SIW technology. The following paragraphs provide details regarding the phases of the design process.  

• Substrate Integrated Waveguide (SIW) technology to design rectangular waveguides was employed using printed technology, a cost-effective alternative. It employs a structure consisting of two parallel transverse metallic plates and two parallel arrays of metallic vias on a dielectric substrate. These vias simulate the walls of a conventional rectangular waveguide. The significant advantage of SIW over traditional designs is its considerably lower manufacturing costs. Furthermore, this technology has emerged as an alternative to planar technology for achieving low losses in very high frequency bands (SATCOM).

• H-Plane horn antenna. Its main characteristic is their constant height while modifying the width in the H-plane, resulting in cylindrical wavefronts. Key components in microwave systems, known for their ability to efficiently transmit signals with high gain and low losses. They work by flaring the signal at the end of a waveguide, ensuring effective communication with receiving antennas.

• Dielectric lens. Horn antennas face challenges in evenly distributing signals across their aperture, which affects negatively their performance. To tackle this issue, a solution involves adding a dielectric lens at the antenna’s opening. This lens, placed in front of the aperture, modifies the way electromagnetic waves pass through, thereby improving the antenna’s radiation pattern. The benefits include increased signal strength, controlled beam direction, reduced unwanted radiation, and the ability to operate in specific frequency bands.
• Coaxial feeding. It employs a connector with two conductors separated by Teflon insulation, allowing smooth signal transmission to the antenna.
• Design, optimization, and simulation of the unitary element. Results show good reflection coefficients and radiation patterns. The dimensions of the SIW H-plane horn has been optimized, considering factors like directivity and aperture efficiency. The addition of a dielectric lens improves phase uniformity and radiation efficiency. Overall, the design process aims to optimize antenna performance through careful integration and optimization of the components.

The development of a new antenna enhances global satellite communications with promising features and opens avenues for further advancements in technology.

In the intricate landscape of satellite communications, the development of this antenna offers a cost-effective and innovative solution for enhancing global connectivity. The results of this prototype have been impressive, providing high directivity and improved field uniformity, making it suitable for various applications.

Future efforts could focus on refining the feeding mechanism, potentially transitioning to waveguide technology for better performance at higher frequencies. Additionally, manufacturing a functional prototype and exploring the feasibility of multi-horn arrays opens exciting avenues for further research and development in SATCOM systems.

Current situation and challenges

The rise of new technologies, consumer preferences, and emerging mobility services are radically transforming the automotive industry. We find ourselves in an exciting era of change, driven by the pursuit of sustainable digital mobility.

Urban mobility is shifting from private car use to the concept of smart cities, where shared smart transport infrastructures for people and goods include private vehicles, bicycles, and public transit. This industry transformation requires the digital mobility value chain to capitalise on the latest innovations in software and electronics.

Artificial Intelligence (AI), the Internet of Things (IoT), sensor systems, robotics, and mobility services are paving the way, albeit with formidable challenges, towards a technological shift to new business models where the entire mobility ecosystem must collaborate for the evolution of transport services and features. Coordinating different means of transport for efficient door-to-door mobility is essential, as is fostering fully automated and autonomous driving, where software implements new features, capabilities, and vehicle performance enhancements.

Hardware components in vehicles are becoming more powerful and efficient, yet more challenging to manage. Concurrently, the complexity of software functions is growing exponentially, and vehicles are increasingly becoming an “Internet node on wheels.”

Current connectivity ecosystem among vehicles, infrastructures, and public road users. Source: FutureBride Analysis

Enabling technologies

In future mobility scenarios, vehicles will exchange a staggering amount of data with their environment, such as other vehicles, pedestrians’ handheld devices, and surrounding infrastructures like traffic lights, overhead cameras, or even with manned and unmanned aerial platforms.

It is evident that traditional mechanics must be complemented with hardware devices that allow for a seamless and agile data flow, with minimal latency (no more than 50 milliseconds), capable of maintaining its characteristics even in low or degraded connectivity situations. Vehicles will be self-aware and aware of their surroundings, capable of independently processing the vast amount of information being transmitted and received. Front and rear cameras, radar, and lidar (light detection and ranging) devices for detecting and avoiding obstacles and surrounding traffic are now common in many vehicles currently on the market. This remarkable hardware is matched by powerful management software with the most sophisticated artificial intelligence and image identification algorithms (Computer Vision) to turn vehicles into true digital platforms, enabling them to perform safe driving and even carry out evasive manoeuvres to avoid situations that put occupants at risk, such as unexpected lane changes, accelerations, or braking.

When a vehicle is autonomous, this implies that it can react independently, making decisions based on perceived information. It must also filter information and process only data that adds value in its data stream; the rest should be discarded and not included in its internal database. Finally, it should also be able to transmit useful and quality information to other ground and aerial platforms. It involves continuous interaction with the environment, extensively employing the V2V (Vehicle to Vehicle) and V2X (Vehicle to Everything) communication concept. For this, enabling technologies like 5G will be pivotal for the definitive roll-out of autonomous vehicles and traffic management in smart cities.

Moreover, the significance of cybersecurity in communications cannot be overlooked. Efforts will be made to ensure all links and data flow are fortified with a cyber protection layer against malicious attacks, attempts at usurping key user and entity information, and the deployment of deliberately false data. The traceability of information flow secured by blockchain is also emerging as significant added value.

Ongoing developments: towards predictive digital twin technology

At CT, we are engaged in significant urban mobility projects. One such initiative is the ECOMOBILITY KDT-JU project, involving 44 companies from 9 European countries, funded by the European Commission, where CT is responsible for developing a traffic manager for smart cities. With hardware technology and telecommunications devices, image capture, and digital maps generated by our partners, we are able to develop a predictive digital twin that informs us in real-time not only about the current traffic conditions in the city but also about likely future occurrences. Predictive ability will be crucial, going beyond mere data capture and display.

With current traffic data, we can establish trends about its evolution and thereby inform all stakeholders so that they can take the most effective and efficient actions. Everyone can benefit: from drivers, who can receive optimal alternative routes via their GPS devices in case of traffic jams, to city governing bodies, who can be provided with better traffic light synchronisation, display the most useful messages on electronic signage, or suggest the best roadworks or modifications to streets and access points to make traffic flow more smoothly. With the capability to manage both real and synthetic data, we will strengthen our digital twin, ensuring its results and predictions are highly accurate.

Streamlined cities and less pollution are among the many benefits

As we have seen, ecomobility presents significant challenges, but also a great opportunity to deploy the best digital technology for managing the autonomous capabilities of vehicles, integrated into current traffic management. This is an opportunity to make cities more agile, less congested, and where local transport and delivery services can operate more smoothly.

Additional benefits include a significant reduction in polluting emissions due to smoother traffic and promoting the roll-out of clean electric vehicles, decreased travel times between origin and destination, and optimised vehicle usage with shared platform business models.

The enabling technologies available to us for making this impressive leap include: IoT, sensor technology, predictive digital twins, and artificial intelligence. With these, our task will be to integrate all disciplines so that there is a seamless flow of information between vehicles and their environment, ensuring that they operate as if they were a single entity. It’s a complex mission, but we will drive together towards sustainable digital mobility.

From windmills to aircraft-borne kites: the evolution of devices to capture wind energy.

Wind energy is not anything new. The first practical windmills emerged in Persia, possibly in the 7th Century CE. From there it extended to other parts of Asia, and later to Europe. Windmills were used for a variety of reasons, including grinding grain, extracting water and pumping water. Today they are used to generate electricity.

The technological evolution of devices used to capture wind energy has led today to the use of tethered unmanned aerial vehicles (UAV). These aircraft are used to capture wind energy by flying in crosswinds, and their energy is transmitted to the ground; so they could be considered tethered drones. These peculiar drone systems are called Airborne Wind Energy Systems or AWES.

AWES systems combine multiple concepts for the conversion of wind energy into electrical energy using autonomous aerial vehicles connected to the ground with a cable. The two main concepts are: on-vehicle (« fly-gen ») or on-ground (« ground-gen ») power generation:

AWES is still a young technology. The mathematical foundations of what would become AWES were presented in the scientific paper: « Crosswind Kite Power » by Miles L. Loyd in 1980. During the nineties, AWES research was practically abandoned; but in the last decade, the sector has experienced an extremely rapid acceleration. Several companies, mostly small start-ups and university spin-offs, have entered the wind energy business at high altitude, filing hundreds of patents and developing prototypes and demonstrators. Now that drone technology has matured, it has become possible to carry out the various concept demonstrators on AWES that today we can find flying in some parts of the world.

7 reasons to use AWES technology to generate electricity:

1. Enables access to more wind resources.

At higher altitudes, wind speed increases, and it does so almost exponentially. For example, the energy density of the wind doubles between 500 and 1500 meters. This translates into the global industrial trend of developing individual wind turbines with increased rated power (up to 5 MW) that have long blade lengths (to increase the swept area) and tall turbine shafts (to achieve stronger winds at higher altitudes); but these will never be able to reach the heights of an AWES. In the case of Spain, AWES would significantly increase both on-shore and off-shore wind resource potential (on the mainland and even more on islands).

Extrapolating the case to the whole planet, it is possible to conclude that a significant part of the world’s primary energy could potentially be extracted from medium and high altitude winds. This means there will be great commercial and research opportunities for the coming years in the field of AWES.

2. Mitigates the problem of intermittent renewable energy sources.

In 2016, Bill Gates called for « energy miracles. » By miracles, he meant new technologies that can help solar PV and conventional wind turbines achieve a faster and more affordable transition to 100% renewable energy that meets needs globally. He was especially looking for technologies that could solve the problem of intermittency of renewable energy sources (when there is no sun or wind there is no solar or wind generation). When asked to name such potential breakthroughs or « miracle » technologies, Bill Gates mentioned high-altitude wind power and called it a « potential magical solution » to the world’s energy problem. In another interview, he called High-Altitude Wind Energy one of the three most promising technologies for renewable energy generation.

Realistically, we will still have to wait a few years before we have the technologies (especially the materials that make up the cable) to reach heights greater than 500m; but with the current 200 to 500m we can access winds that are above the atmospheric boundary layer, which are less turbulent and more constant and which improve the load factors of current solar and wind generation systems. For example, according to Enerkite’s data for its EK200 system (see graph below), these winds would improve the estimated load factors of both solar photovoltaic (12%) and conventional wind generation systems (35%) by up to 75%:

3. Reduces generation costs (LCOE).

Introducing a new technology into the real world is no easy task, as many barriers to entry must be overcome. When the market considers adopting a new technology, it is because it improves on existing technologies in at least one aspect (e.g. economics, environment, social factors, etc.) and does so in a significant way (e.g. by improving it by at least 50%).

When quantifying improvements in the economics of renewable generation systems, the best approach is to compare the Levelized Cost Of Energy (LCOE). The LCOE represents the sum of the costs of a power generation asset over its lifetime (from construction to recycling) relative to the energy it has produced in that time (€/Mwh).

According to several sources, including the historical series of LCOE analysis carried out by the LAZARD consulting firm, current renewable energies (solar infrastructures larger than 1 MW and onshore wind turbine farms) have a lower LCOE than coal or natural gas plants. Therefore, AWES should be compared with current renewable energies, of which conventional wind turbines have the lowest LCOE given their maturity and period of existence in the market. Since there are no AWES systems in real operation, beyond a few concept demonstrators that operate with a certain degree of autonomy, we cannot consider their operation and maintenance aspects (OPEX); but we can quantify the investment costs (CAPEX) and infer the recycling costs (LCOE).

In a conventional wind turbine, 60% of the energy is generated with 30% of the outermost end of the blade; therefore, this can be replaced by an aerial vehicle whose wing area is equivalent to 30% of the blade area to generate the same energy. This transformation into an AWES system achieves a CAPEX saving of 50% in a typical infrastructure (see graph below) by replacing the blades and tower of the wind turbine with an aircraft tethered by a ground cable:

As for the recycling costs, it can be inferred that they are much lower; since the mass of an AWES (e.g. see the data of the European AWES Association in Kg/Mwh in the following graph) is approximately one third of a conventional wind turbine. Therefore we obtain a saving of 66% in terms of the mass of the material to be recycled.

The carbon footprint of a product is an environmental indicator, measured in mass of CO₂ equivalent, which aims to reflect « the total greenhouse gases (GHG) emitted by direct or indirect effect during the life cycle of that product. This indicator has been analyzed in the study: « Life Cycle Assessment of Electricity Production from Airborne Wind Energy » by Stefan Wilhem) based on a theoretical AWES system of 1.8 Mw including all necessary components up to grid connection. As an example case, a generic fixed-wing aircraft with a ground-based generator was considered. This system was then compared to a conventional wind turbine of similar power. The study concludes that the AWE plant studied has a carbon footprint of 49% compared to the conventional wind turbine (see carbon footprint breakdown by elements):

5. Has less visual impact.

As they say, a picture is worth a thousand words: the visual impact of the different technologies for generating 100 kW is very different.

6. Provides greater flexibility.

AWES provide a renewable generation system that can be installed and uninstalled in minutes and can be easily transported, installed and operated almost anywhere in the world. At the end of the day, an AWES is basically composed of three elements: an aircraft, a ground system and a cable that joins them, which can be « compacted » in a format that even allows it to be easily transported by road. In fact, the multiple AWES concept demonstrators that exist today, usually house all the elements in a container; thus allowing its transport by land, sea or air, easily and efficiently.

Flexibility means logistical advantages that make AWES a very attractive option in cases such as emergencies, military operations, self-consumption or in any isolated (off-grid) and/or remote systems in which they can compete successfully against optimized solutions such as generator sets.

7. Provides greater scalability.

There are now a large number of AWES concepts that have been demonstrated in flight (see the following picture of some European demonstrators). Once the AWES concept demonstrator has been developed, it can quickly be scaled up from a few Kw to several Mw.

The Remote Control and SCADA Department opened its Testing Lab at CT’s headquarters in Madrid back in 2019. The Lab’s goal is to replicate the Renewable Energies Operations Centre (CORE, in Spanish) of Iberdrola in isolation for when we develop and implement projects for them, including wind farms, substations, and solar plants. More than 400 renewable energy facilities across Spain are operated, monitored, and serviced from the Operations Center.

Over time our testing facilities have also been utilized by other clients, like GAMESA—for which we do substation integration work—, as well as by the remaining part of Iberdrola’s CORE in the United Kingdom (Glasgow), the United States (Portland), and Brazil (Rio de Janeiro).

Iberdrola also carried out interoperability tests for the new data acquisition equipment that various manufacturers intended to integrate into the Substations, since the right environment was available.

   What is the purpose of having a lab such as this?

First of all, having our own Remote Control Lab allows us to work in an environment that is as closely comparable as possible to how projects will be developed in the field. In this case, it is about knowing how data will be transmitted between the turbines of a wind farm and the control centre. The Lab also allows us to test new substation equipment before installation takes place, which is something our clients increasingly demand.

•         What kind of tasks do you undertake in the lab?

We currently undertake three types of tasks: functionality tests for Hydraulic Generation with three teams composed of two people each; development of new farms for Iberdrola; and configuration of servers for Iberdrola Renovables. We are the main developers of PCVUE for both Iberdrola and Gamesa. This SCADA solution is available at their control centres and makes it possible to manage hundreds of generation facilities at the same time. We also use the tools supported by that system (SQL, OPC Servers, IEC101 and IEC104 communication simulators) in Windows.

•         For what projects or what type of projects?

Our ongoing projects include:

IBERDROLA

Wind farms in Greece and Poland: Development and installation of the SCADA System for three new wind farms: Mikronoros, Askio, and Korytnica (Poland)

Port Augusta: Development of a hybrid regulator for the integration of a photovoltaic plant and a wind farm in Australia

Támega Project: Development and installation of the SCADA System for the Alto Támega and Gouvaes stations. These two stations, together with Daevoes, make up the 3-station Támega project (1158 MW installed and 1760 MWh).

Saint Brieuc offshore wind farm: Development and installation of the SCADA System for this farm located 16 km off the French coast. It has 62 wind turbines and an installed capacity of 500 MW, in addition to a substation and ancillary services.

CORE: Provision of support for the integration of new facilities into the Operations Centre (Substations, solar and wind farms), and SCADA development at the new farms, around 20-24 per year

Hydropower: Functionality tests for new Hydropower dispatch (COHI) at the 4 basins covered: Douro, Tagus, Sil, and Mediterranean

Integration testing for data acquisition systems (Ingeteam, ZIV…) for Substations/Wind/Solar Farms

ISOTROL

Development and commissioning of SCADA systems in more than a dozen photovoltaic plants with a generation capacity of 1.6 GW

Projects we have completed:

GAMESA

Integration of Substations in the Sarriguren control centre

COMBINED CYCLES

Bizkaia Energía: Provision of support and maintenance for the power regulation system of the Amorebieta plant

ENGIE: Provision of support and maintenance for the power regulation system of the Cartagena plant

•         What is the added value of having a Remote Control-SCADA Lab for your clients?

Not all companies have a specific testing environment, but this is vital for clients like Iberdrola or Gamesa when they are trying to decide whether or not to integrate an element into the Production environment. Making sure that the gate controls of a dam work as they should, that a farm is able to halt operations as soon as Red Eléctrica (REE) so demands, or that a generator produces as many megawatts as REE indicates to avoid overload is key. That is why having this type of environments adds great value to the Department, and also serves as a test bed and learning tool for all.

•         How does remote operation make customer processes more efficient and sustainable?

Having a monitoring and remote control system in place helps visualize variables and energy indicators in real time at power facilities, immediately detecting incidents and making their resolution more efficient. For instance, wind farms tend to be located in inaccessible areas, where it is quite impossible to conduct operations on site 24/7/365; or more specifically, offshore wind farms, whose generation capacity is larger, but which are located at ever greater distances from the shore.

Remote operations allow us to help our clients reach their goals in terms of sustainability. For instance, we are helping DATA4 improve energy efficiency at their data center in Madrid by providing maintenance to their Building Monitoring System (BMS). More and more companies are implementing monitoring and remote control systems, and this is something we are pursuing at our own offices, both in Spain and the rest of the countries where we operate.