The Need for Battery Fueling

The global demand for refined oil products has changed significantly over the last 15 to 20 years. The UK Government’s Department of Energy and Climate Change (“DECC”) have commissioned several reports over the last ten years relating to oil security, oil resilience and oil fragility in a UK industry sector having a turnover of £50bn, an employment sector of 214,000 and a trade surplus of £5bn.

These reports have included focus on upstream supply chains and the perceived and actual downstream effects on both the domestic supply front and the National Security front. These reports have addressed many security-of-supply issues including increased dependency on imported refined oil from multiple remote sources, rather than reliance on North Sea oil; and have included regard to the effects of potential and actual UK refinery closures as North Sea oil diminishes. These reports have also recorded increasingly fragile and increasingly fickle Supply-Demand Scenarios for fossil fuel entering the UK as a refined resource.

These fragile and fickle Supply-Demand Scenarios are the direct result of many types of competition scenarios, including warring scenarios for securing and maintaining crude and refined oil reserves and oil supplies at global level that are inevitably attracting increasingly severe and unwarranted cost. It is understood that there will be vulnerabilities and possible consequences, if the UK moves towards greater dependence on imported refined or crude fossil fuel without having a coherent alternative policy for motive power.

Concurrent with the above, the DECC has also commissioned and participated in national and inter-governmental reports in attempts to obtain objective knowledge of increase in atmospheric Carbon Dioxide (“CO2”) and to obtain means to understand how to achieve a realistic reduction of atmospheric CO2. These inter-governmental and national government attempts at obtaining CO2 reductions at global level have all but failed.

When considering these two Reporting groups as a joined up whole, and in conjunction with the two generally understood outcomes that fossil fuel reserves are becoming exponentially prohibitive to extract and that the atmosphere may already be considerably compromised, it is surprising that there are very few national government level initiatives in place for obtaining practical knowledge, rather than just academic initiatives.

Whilst it is generally agreed that there is no one solution for reducing atmospheric CO2, there are specific academic scenarios in place. But there are no Standards-based practical solutions in place for reducing CO2 emissions from road vehicles. This is again surprising, since the move away from fossil fuel motive power for road vehicles has only three practical routes – electric induction motive power, fuel cell motive power and battery electric motive power. The overhead wire systems established for powering trolley buses are all but extinct.

Battery Fueling Ltd believes that its range of priority established IPRs provide a great majority of the practical needs for BEVs that are vital to offering a seamless commercial transfer from fossil fuel to battery electric. The commercial advantages should be readily apparent. Battery Fueling’s range of priority established IPRs offers significant profits from purposely seamless transfer in a market valued at £5bn annually in the UK alone.