JPRS ID: 8747 WEST EUROPE REPORT SCIENCE AND TECHNOLOGY

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i HOVEMBER i9T9 ~ CFOUO il79) ~ i OF i~

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JP-RS L/8747
1 Nov~ember 1979
- .
- West Euro e Re ort _
p p
_ SCIENCE AND TECHNOLOGY
� (FOUO ~ 1 /79)
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JPItS L/8747
1 November~ 1979
WEST EUROPE REPORT
- r
SCIENCE AND TECHNOLOGY
(FOUO 1/79)
CONTENTS PAGE
FEDER~L REPUBL?'C OF GERMANY
~ Microprocessor Technology in Heating, Manufacturing
Discussed
(W. M~nges, D. Rebel; RATIONALISIERUNG, Jul-Aizg 79). 1
Private Effort To Develop Synthetic Fuel Reporteu
(STERN, 6 Sep 79) 12
Use of Hydro~en as Aircraft, Motor I'~ael Studied
(Peter Thomsen; STERN, 20 Sep 79) .......4.......... 1~+
New Developments in Automotive Electronics Outlir~ed
(CAPITAL, SeP 79) 17
FRANCE
Problems ir~ Deriving Erzergy From Biomass Discussed
(LE PROGRES SCIIlVTIFIQUE, Jan-Feb 79) 24
ITAI,Y
_ Society's Technology Investment Policies Outlined
(CORRIFRE DELLA SERP_, 9 Sep 79~ 35
. SWEDF~
; Growth of Swedish 1977-1980 R& D Budget Examinea -
~ (LE PROGRES SCIENTIFIQUE, Jan-Feb 9~ 38
~ 7 -
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FEDERAL REPUBLIC OF GERAIANY
P4ICROPROCESSOR TECHNOLOGY IN HEATING, MANUFACTURING DISCUSSED
Munich RA'CIONALISIERUNG in German Jul-Aug 79, pp 185, 186, 191, 192
- [Article by engineers W. Menges and D. Rebel, Augsuurg: "Microprocessors
and Machine Construction (II)"]
[TextJ This article illustrates wi~h the aid of several
example applications the areas of machine construction
where a penetration of microelectronics, especially micro-
processors, has already occurred or is to be expected.
- This part continues the discussion started in Part I
(RATIONALISIERUNG 4/79, pages 87-90) which dealt with the
construction and functions of microprocessors and micro-
computers.
As a first example, the application of microelectronics in a so-called ~
block-heating power plant [Blockheizkraftwerk] (BHKW) will be described.
A BHKW is an installation which consists of several small diesel or gaso-
line engines. They have been shown very effective lately for the produc-
tion of electricity and heat close to the point of consumption, especially
for heatitig apartments, industrial facilities, swimming pools and similar -
dispersed heavy consumers. The basis for this successful application is
their very high overall efficiency which is near 85 percent and, in
combination with a heat pump driven by secondary energy, can amount to
distinctly more than 100 percent of the heat content of the fuel used.
Figure 1 shows a schematic of such an installation.
i The function will be described briefly without going into technical details.
; High efficiency for good economy requires optimal tailoring to specific
j consumption. This fluctuates markedly, however, according to momentary
I weather conditions as we11 as time-of-day and time-of-year conditions.
~ These variations could of course be provided for by a large, continuously
operating plant frequently running at only partial load. Flexible
accommodation is made possible, however, by several small engines which
i are turned on and off according to demand. Distributing the task to several ~
' engines in this manner yields the ad.vantage of higher operational reliability
of the total system. `
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Figure 1: Schematic of block-heating power `
- plant (BHKW) for indoor swimming pool
Key :
l. Boiler 4. Forward distributor
2. Chimney 5. Return collector
3. Exhaust muffler 6. Consumer
~ Figure 2 shows a sample unit with six engines. The fuel energy is used
as follows: About 34 percent is turned into electric current by an attached
generator; about 48 percent is recovered as useable heat from the heat of
the engine cool.ing water, lubricating oil and exhaust gas; about 15 to 18
percent of the energy goe~ out the chimney and is lost in the form of
miscellaneous thermal radiation. -
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~ block-heating power plant
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The fact that, in such a complex insta~iation, a large ntimber of parameters
must he measiired, valves and switches actuated or operati.ng conditions
displayed can be clearly seen in Figure l, and this schematic shows an
installation with only two engines. As a rule, however, a signifi.cantly
, larger number of engines are connected together in a BHKW. Microelectronics
alone has made it possible to develop an economical, fully automatic moni-
toring and control system.
, Electronics takes care of the sequential operation of all the individual
units--enpines, generators, heat exchangers, heat reservoirs, conversion
_ pumps, peak-load boilers, ventilators, safety devices, and so forth,
corresponding to the time-of-day current and/or heat demand. In particular,
~ the microcomputer (uC) controls the ventilation of the engine room, the
~ starting sequence of the individual engines and their auxiliary equipment
and ttie switching on of the generators, be they of the public or the internal
power network. The uC provides--and this is extremely important for the
_ life of the installation--that the individual pieces of equipment operate
- for equal times through alternate switching. The uC monitors and controls,
. in addition, the operation of the installation with respect to prescribed
coolant temperatures, operating temperatures, on and off times and notes
~ possible engine or generator malfunctions. The type of malfunction is
automatically recorded by the uC. -
The advantage of microelectronics is that control hardware once developed
can be tailored to varying task requirements by the software without having
~ to develop new "wiring schemes" for each new case. This yields an eco-
nomical price and promotes market acceptance of the product.
We can derive from this example one of the most significant developments
of microelectronics: Through high "apparent intelligence," which is
, associated with large volume and high speed of information-processing in
a very small space, it becomes possible to realize complex measuring,
sequencing, and controlling functions which, for economic reasons, were
hardly possible until now. Products are now created, such as BHKW's, which
did not exist in this form before. Only the potential of such complex
information-processing makes the design of such complex systems possible.
Multicolor Printing Press--Automated Set-Up
The p rece d in ~ point becomes even clearer when one considers the second
example, which comes from the printing industry. Setting up a printing
press is a very complex, time-consuming and expensive process. Thus,
especially for repeat orders, a reproducible set-up of the color prepara-
tion for achieving a staisfactory, uniform printed picture is of great
importance. In this connection, when using conventional procedures not
only long rigging times must be allowed for but also high and consequently
expensive paper waste. A system which could simplify or even replace the
' tedious and difficult manual set-up--with reasonable investment and opera-
tional costs--would be accepted by the market immediately. The design of
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suc~i a ~et-up system only became feasible with the advent oE the micro-
processor, as is shown by the following brief sketch of such a"MAVO"
mac~~ine set-up system.
Parameters for rigging a printing press relate to the inking machine; that
is the ink supply which is controlled by tre gap between the blade and
the press, the wetting system, couplings, tube rolls, turning bars, feed
paths, web-break detectors and the folding mechanism. The resulting data
flow can be processed reasonably and economically only by a distributed,
microprocessor-controlled computer system. In this process, the uC of _
the set-up system communicates with the uC's of the individual inking
~ devices. By the use of an additional uC system, it is further possible to
perform the necessary adjustments through direct sensing of, for instance,
a master pattern film. ~
Two service consoles are shown in front of .a schematic of a printing press ~
in Figure 3. On the left console, the msgnetic-tape-cassette input unit is
clearly visible. To the left of this is seen a part of the large display
screen on which, for instance, the "analog" output of the printing-press ~
colorimeter can be viewed. The right console shows the automatic film
sensing installation.
With this example it ber_omes clear how microelectronics can upgrade an
existing product and increase its ability to compete.
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Figure 3: "MAVO" press set-up system
and schematic of printing press
Improved Elevator Control
As a further example, from the field of conveyance technology, a large
elevator installation is chosen, and for simplicity only one car of
several will be considered. Here, the measuring, sequencing and control
infoxmation processing section is relatively large in comparison to other
types of machines.
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Figure 4 shows schematically the layout of this elevator. The "power
section," for instance, consists of the elevator car, dr:ive motor, guide
rails, tach generator, suspension and lift cables. This portion repre-
sents about 75 percent of the value of the installation. It is easy to
see that this section car~not be replaced by microelectronics.
(1) ~ (2) ~ (3) -
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f*Sicherhe~tl i Kraftsystem i Informationsverarbeitung
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Figure 4: Schematic of one elevator
of a multi-elevator installation
Key:
1. Closed-loop control 8. Elevator 1
, 2. Power section 9. Traffic logic
~ 3. Information-processing system 10. Elevator n
i 4. Reference values 11. Process control computer
; 5. Load transducer 12. Present state
i 6. Motor 13. Trip selection
~ 7. Tach generator 14. From other elevators of complex
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In ~~rder to start the motor, to accelerate, to brake, to stop in case of
failures, etc., a measuring, sequencing and controlling section is required
as shown in Figure 5. This switchboard contains, among c?ther things, the
controller for the dr.ive system, ttie reference value tra?ismitter wilich
computes the optimal tri~~ sequence, the monitoring sensor. and the ttiyris-
tors for controlling the field excitation of the d.c. generator. Further,
belonging to the measuring section are, for example, the load-measuring -
- unit, the present value indicator which reads the output of the tach
generator and the push-buttons which input the floor selection. -
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Figure 5: Cabinet containing switching, safety -
and control units for an elevator installation
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This section amounts to about S percPnt of the market value. A penetration
of microelectronics (uE) is to be expected here in certain areas, such as
the controller and reference value transmitter sections, but not, however,.
in sections related to power sensing, thyristors, etc., since uE cannot
switch power.
The large-scale information processing section with its extensive "wiring
- harnesses" as connecting elements is shown in Figures 6 and 7. The process
computer which is also required is not yet in place. The information sec-
tion amounts to about 20 percent (in some cases up to 35 percent) and must
process the complex logical relationship;, which result from questions like
the following:
- At which floor is an elevator needed now?
- What is its destination?
- Which elevator is nearby?
- - Is the ~'orr of a particular eleva~or open or shut?
- Has a floor already been past or can a request still be satisfied?
- Can the brakes be actuated under present conditions without exceediflg
optimal human response limits?
- Is the car already full or can additic:~nal passengers be taicen aboard?
All of these functions, or the decisions derived from the list of questions,
are still, today, realized mainly through the use of lots of solder, resist-
ors, transformers, etc on circuit boards (Figure 8). These circuit boards
will be replaced in the course of time by highly integrated microelectronic
modules. In addition, the very heavy wiring harnesses will disappear and
be replaced by "multiplex systems" using so-called busses. A"bus" is a
- type of circuit in uC systems over which many different types of information
can be sent simultaneously to their individual, addressed destinations,
- thanks to the ingenious "traffic control" of the individual data items by
means of microprocessors (see Vol 4/1979, p 88)
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, Figure 7: Connecting cables
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Figure 8: Individual function
unit employing discrete-element
technology
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. New Perspectives in Machine-Tool Construction
- A machine tool is used as the final example since the app~ication of uE in
this product has effects on the whole metal-working industry. The new
mactiine-tool generation, the CNC (Computerized Numerical Control) machines,
make it possible to realize significant time savings in the fabrication of
metal parts by the usual steps of turning, milling, grinding, punching
and drilling, for both simple and complex parts. In contrast to the usual
NC machines, they permit direct intervention in the machining process.
Hand-input control makes programming at the machine also possible; large
programs can be tested :and, if necessary, corrected. Simpler parts are
economically programmabie directly on the machine. Every part exhibits the
same quality, the same toleranc~s--expensive reworking is eliminated.
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Figure 9: Modern CNC milling ma~hine
Figure 9 shows as an example a milling machine and its associated hand-
input control. Experience to date shows that the use of these machines
provides a motivating work enrichment since direct programming and optimi-
zation of the CNC machine once more fully utilizes the special talents of
the operator.
In this example one can recognize an additional effect on uE. The incor-
- poration of UC in products for the production of other products not only
affects the producer but also the user. Further, it is clear that the
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machine operator's job is dramatically restructured. Naturally, this also ~
affects the training of all craftsmen involved.
~ Summarizing:
_ Here, once more, are the most important conclusions to be drawn from the
selected examples:
1. Microelectronics leads to new products whicti heretofore could not be
realized due to complexity (example, BHKW). _
2. Microelectronics upgrades existing products and creates greater comfort
(example, printing machine). ~
3. Microelectronics displaces existing products or product components and
thereby lowers the cost of production, especially by replacement of inechan- _
ical patts by electronic components and by replacement of wire and solder ~
by miniaturized logic components (example, elevator).
4. The incorporation of microelectronics in products lowers their costs
i while maintaining or enhancing their flexibility (example, CNC machine
I tools).
S. Microelectronics influences training and job requirements from the -
machine operator right up to top management.
COPYRIGHT: Copyright by Karl Hanser Verlag ~
9160
CSO: 3102
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k'EAERAL RE~'USLIC OF GERMANY
PRIVATE EFFORT TO DEVELOP SYNTHETIC F'UEL REPORTED -
� Y.amburg STERN in German 6 Sep 79 pp 274-276
[Text] Walter Zepf of Constance is taking the tiger out of the tank and is
- filling up with beets instead: the lubrication technologist brews up a _
mixture which allows gasoline to be replaced by alcohol as a motor fuel.
Such a high-percentage solution to the oil crisis can be abtained as
"methanol" from coal or as "ethanol" from fermented plants--sugar beets,
barley and corn.
Enriched with 6 to 8 gercent of Zepf's additive--the recipe for which the
meticulous Sw~abian worker keeps secret because the patenting process is
atill incomplete--firewater stimuLates the ordinary automobile engine to _
even more oomph than gasoline. The technical changes are limited to in=
corporating bigg~er fuel injectors in the carburetor. STERN ascertained a
performance increase of three horsepower on the dynamometer for a Volks-
wagen Derby--along with accompanying phenomena of a pleasant nature: in-
stead of gasoline exhaust, tha odor of pure fruit wine poured out of the
tailpipe.
It is certainly not a new notion to run motors with alcohol instead of with
expensive gasoline. But in practice it was previously possible only to -
stretch out the commercial spirits with alcohol, because engines refuse
to take in fuel when pure methanol or ethanol is used. Experts are not
, counting on the solution of this technical difficulty before the 1990's.
A 4-year experimental progra~ is just now being prepared in the Federal
Ministry of Research. 100 mators were ordered in Wolfsburg which digest
pure methanol and which are to be built into Volkswagen Rabbits and ~
Dashers. It is palnned ~o test their day-in, day-out suitabllity in Ber~in
city traffic. i
Walter Zepf is far ahead of this~. His motors run on alcohol already. Also `
the consumption of additiee--according to Zepf--amounts to 30 percent at '
most, compared with gasoline. Ancl the extra costs are kept moderate: the
manufacturing price (without taxes) far alcohol plus Zepf's mixture runs to
30 German pfennig per liter (27-33 pfenning per liter for gasoline).
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Zepf, who is sel~-taught and who became a lubricat~.ons expert in the Gexman ~
Air Force in World War II, long ago made a name for himself in the iield of ~
synthetic oils. :ie delivered "tailor-made" lubricants for conditions o~ ~
extreme stress to famous German auto manufacturers such as Daimler-Benz, as
well as to the American engine manufacturer Pratt & k'hitney. And for years
the escalators of the Munich transit system have been running like greased
pigs with Zepf`s synthetic fat.
Up to now, however, neither officia~s nor energy big wheels have taken an
intex�est in the experiments of the three-man concern in Constance. In
_ Land minist.ries in Stuttgart, Zepf's attempts to draw attention to his
- developments broke down in the jurisdictional confusion. Nor was thepe as -
yet any reactio~ from the Federal Ministry of Research.
The Rhodesians are shrewder. This nation, which suffers from a chronic
defic.iency nf oil, might have the right climate and enough open space to
manufacture ethanol. The Africans are presently negotiating with Zepf
about delivery of his product.
In the FRG, on the other hand, it might be possible to produce cnethanol--the
necessary raw materials such as coal, lignite or natural gas are in fact
- available in abundance. At this time 1.27 million metric tons of inethanol
are produced in the FRG each year, almost exclusively for petrochemistry.
Factories for an annual production of up to 6 million tons are being planned.
Nonetheless, if it were desired to replace completely the 23 million tons
- of auto fuel consumed in the Federal Republic in 1978, billions of marks in
investments would be necessary.
,When an Arab oil-producing country offered him 2 million marks last year
for Che formulation of his mixture, in order to keep it under wraps, Zepf
demurred: "I just want to make a contribution to overcomi.ng the energy
crisi.s. But when I see how the government off icials behave, I often think
we have no energy crisis at all."
COPYRIGHT: 1979 Gruner & Jahr AG & Co.
~ 8838
CSO: 3102
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FEDERAL REPiIBLYC OF GERMANY
USE OF HYDROGEN AS AIRCRAFT, MOTOR F[JEL STUDIEI)
Hamburg STERN in German 20 Sep 79 pp 246, 250
[Article by Peter Thomsen: "Fuel From the Ocean"]
' (Text] The first airplanes for the postpetroleum
age are already taking shape on the drawing boards.
They are to be fueled with hydrogen.
Above the clouds, where freedom presumably has no bounds, it will soon
smell like grandma's laundry room. For the airplane of the future will
go up, up and away, without being kerosene-fired. In the postpetroleum -
age hydrogen is to fuel the jets, and instead of soot and smoke only hot
steam will be blown into the air.
For 4 days last week, scientists and engineers from Germany and from abroad
reflected on the possibilities and problems of such a flight from oil at
the German Research and Development Institute for Air and Space Travel
(DFVLR) in Stuttgart. Summaxy: difficult, but possible.
As a matter of fact, already in the fifties, the U.S. Air Force
experimented with t}ydrogen, the lightest element: It rebuilt a two-engine
_ Canberra bomber for hydrogen propulsion and flew it for years. The
advantage: hydrogen contains three~times as much energy per kilogram as
kerosene and is available in the oceans in any amount desired.
Water is separated into its two components: hydrogen and oxygen; the hydro-
gen is burnt in the engine an~'. in the process recombines with oxygen to -
become water once again. The cycle starts again at the beginning. The
combustion product is at the same time the raw material. It is, however,
difficult to set the cycle into motion, it takes at least as much energy
to separate water inr.4 its components as is later ~n freed in the combustion
of the hydrogen. -
Several processes are possible, but experts regard the method, familiar to
students from chemistry instruction, viz., electrolysis, as full of
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posa~ibilities for the future. In this method, electric c�.urrent is sent
int~~ water and separates it into the gases of hydrogen and oxygen.
Hydrogen production for a single trans-Atlantic flight of a jumbojet would
consume at least 1.5 million kiloe~att hours of electricity. An airport
- like FrankfurL, at which the present daily ration of 5,000 tons of kerosene
would have to be replaced by 1,500 tons of hydrogen, according to calcula-
tions by the DFVLR, would have to add four power stations for the production
of electricity--at present still uneconomical, but with constantly rising
oil pric~s not a remote utopia. Transportation and storage remain a problem.
For it is only in liquid form that hydrogen becomes fuel. But the base
- condenses cnly at a temperature of 250 degrees below zero and even this
it is comparatively voluminous: The tanks would have to be four times
larger than in conventional aircraft although the fuel weighs only one-third.
These properties have led to peculiar airplane designs. Since the wing
tanks commonly in use today cannot hold the large volume of hydrogen, the
designers drafted clumsy tank gondolas for the wings. But their air
resistance allows only a leisurely tempo. The future, therefore, belongs
to the fuselage tank.
; This design calls for the elongation of the fuselage of a Boeing 747, for -
' example, by 10 meters in order t~ create space for two tanks behind the
cockpit and in front of the tail. The designers of Boeing and Lackheed
even turn the disadvantage--that this design does not allow for a passage
between passenger section and the cockpit--into an advantage: blackmailers,
they say, would find it much more difficult to hijack an airplane. _
At most they are worried by the c].ose proximity of the tanks to the passenger ~
compartment. For in the case of an accident the richness of hydrogen would
have catastrophic consequences: Mixed with oxygen, hydrogen turns into
highly explosive oxyhydrogen. And if worst comes to worst, hydrogen can
_ not only ignite in a flash, but even "detonate"--a process which is other-
wise known only with explosives. The higher tempo distinguishes the
detonation from the comparably mild explosion: the line of fire moves
with uttrasonic speed through the gas mixture. The entire destructive
power is freed all at once. '
For this reason some airlines are opposed to hydrogen. They place their
faith in the distillation of fuel from coal. But Prof Walter Peschka, one
of the hydrogen experts at the DFVLR, regards this hope as':the wrong way
to go: "The production of synthetic fuels from coal in the final analysis
i takes place through the accumulation of hydrogen on carbon. Why, then,
not simply take it as fuel?"
~ That the DFVLR already does--even if only on an experimental basis and not
; yet in high altitude flights: The Stuttgart engineers rebuilt a BMW 520 -
' to run on hydrogen. The reequipment did not pose a problem. Already the
j ' first Otto engines 120 years ago ran on gas. More difficult was the
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construction of the tank, which at a temperature of 250 degrees below zero
_ must isolate the hydrogen from the warm environment and at the same time
protect it ~n the case of accidents. At 40 kilograms, it turned out to be -
clearly heavier than conventional car tanks, and at the same time it holds
only 10 kilo~rams of hydrogen which, however, because of the higher energy
content and greater efficiency go as far as 50 liters of ~~tsoline.
Refueling is also more complicated than at a gasoline filling station. For
the air in the tank contains explosive traces of gas. They must be pumped
off by a second hose and collected, and the refueling hose itself--made of
flexible metal--must withstand 250 degrees below zero.
The punctilious Swabians have solved these kinds of problems on the DFVLR
grounds in Stuttgart-Vaihingen. They run a hydrogen fuel stationfor cars
there--the oi~ly one in the world. -
~OPYRIGHT: 1979 Gruner + Jahr AG & Co
89 70
CSO: 3102
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F*JFLDERAZ REPUBLIC OF GERMANY
NEW DEVELOPMENTS IN AUTOMOTIVE ELECTRONICS OUTLINED
Hamburg CAPITAL in German No 9, Sep 79 pp 170-177
[Unattributed article: "Electronics Taking Over the Carrr~ -
[Text] More economical engines, less environmental
pollution, and more comfort--all this, car designers
are doing less and less with the traditional means
~f inechanics; the car of tomorrow is now fashioned ~
� by electronics. _
Ali and Lisa
Over a cup of coffee and pastry on the top f],oor of the VW Development
Center at Wolfsburg, development boss Professor Ernst~Fiala makes some
seemingly commonplace statements. "The car," he says, "will continue
to run on four wheels and will be powered by a com~ustion-piston engine."
Fiala~s colleague Dr Karlheinz Radermacher, of Bavarian Niotor Works,
also sees the "revolution in electronics" coming our way. But in ad~
dresaing himself to this topic, the man from BMW [Bavarian Motor Works~,
who is responsible for research and development, almost waxes poetic:
"The development of electronic structural elements--semiconductors and
micropxocessors--has made fascinating progress in terats of cost and di-
mensions."
Unt~l. now, the uiachi.ne~builders ran the show in the design o~fices of
the auto factory. But today there is anoCher species o~ engineers who
i asstuae more and moxe significance; they are the electronics engineers.
One of them is already the top designer at Daimler-Benz; he is Profes-
sor Werner Breitschwerdt.
; There would seem to be hardly any limits to the possibil.i,ties of modern
~ electronics, characterized above all by the so-called microprocessors.
~ "Anything can be done," the components makers announced proudly at every
i opportunify. They figure that they have just about unlimited chances
for new sales outlets because no auto maker can over].ook the technical
possibilities of electronicse Just about al1 semiconductor producers in
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the meantime have established development divisions which are concerned
only with the utilization of their pr-oducts in the diff icult field that
comes under the title of "automobile." The work is difficult because
- electronic instruments are exposed to special stress in the car: Con-
- siderable temperature fluctuations, the effect of moisture, humidity, and
salt or continuous shaking and shocks require more from the inventors than,
for example, an electronically controlled bathroom scale.
In spite of all of the difficulties which the automobile creates for the
electronics experts, the car's future has already begun. "Intelligent" .
microprocessors can even today optimize gasoline injection and ignition.
There is a broad range of innovations which not only make driving cheaper
but also considerably more complex and those innovations have left the
drawing board a long time ago.
Auto suppliers recently have been joined by a series of we11-known names: _
The Siemens Corporation, perhaps, or the E. Merck Chemical Corporation,
AEG [General Electric Company]-Telefunken, and ITT or Texas Instruments
supply countless structural components which have already passed their
trials.
It is a good thing for the auto buyer of tomorrow to realize that the
additional camfort will not cost him more ffioney. "It is to be expected," :
~ says BMW's Radermacher, "that a transistor operation by the end of this
- decade wi11 cost about l/100 of a Pf~nnig. In other words, 10,000 tran- _
~ sistor operations will cause an expenditure of only DM1." Each of these
operations 10 years ago still cost DM2. This price reduct3on is the con-
sequence of constantly refined technology.
"On a chip with a size of 5 square millimeters one can place 100,000
transistors and this development j.s not over yet,~~ Radermacher said
enthusiastically. It is no woader then.that cost-conscious car designers
want to build more and more of these reasonably-priced parts into their
cars. Dr Karsten Ehlers, head of the main division for vehicle elec-
tronics design at VW in Wolfsburg, observed: "In 1978, electronics
accounted for 2 percent of the net production costs of a vehicle; in
1983 the figure will be 4 percent and in 1988 about 8 percent."
Through e].ectronics, engine designers hope to get not only more comfort
for the driver but above all improvements in gasoline consumption and
exhaust vo].ume. Measurement and regulating processes, such as they con- -
stanfily take place in connection with *he control of the moment of igni-
tion, are ideal for electronics. The top-line cars have for a long time .
been equipped with gasoline [f.uel] injection. Of course, mechanical sys-
tems sti11 prevail here but electronics keeps gaining ground.
Electronic ignition is already the rule 3n cars in the higher price ranges.
In the future, it will be comb.ined with electron.ically controlled injection.
The digital engine electronics syatem developed by Bosch has a higher
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"d~gree of intelligence" than the hitherto separated e1E:ctronic systems
alone because of a series of microprocessors. The system, called Motronic,
does a considexably better job in adjusting the composition of the gasoline-
air mixture, on the one hand, and the moment of ignition, on the other hand,
to the complicated conditions in the engine, better, that is, than would
have been gossible with twa~'separate systems. The consequence of that is
that you get more performance at less gasoline consumption. The Motronic
system, which experts have hailed as being sensational, '~depending upon the
max~inal conditions, the driving cycle, and the comparison base," introduces
"coiisumption gains of between 5 and 20 percent" (Bosch)'. The new model
732i of BMW is the first vehicle of this kind in the world to be equipped
wi,th this little miracle box.
But the Motronic system is only the tip of the iceberg which is visible
today in motor electronics. For the coming years, drivers can expect a
whole range of further in~-~ovations. Thus we can exp~ct that, in the near
_ future:
Simpler and thus cheaper sysCetqs will replace the current ones in gasoline
~ in~ection;
Electronic iginition will be standard in every car;
- Injection or carburetors will be controlled by the camposition of the ex-
haust gases;
The Diesel injection pump, so far, a conventional machine-building element,
~ will be electronically regulated.
At the VW plant, for exa.mple, the electronic carburetor will go into series
production already next year. In 1980 likewise the people at Wolfsburg
want to install the electronic ignition system into their cars in combina-
tion with a"digital idling stabilization device." Both of these parts
have.already been i.nstalled in the new VW-transporter. Just one year
later, in 1981, VW will start series production of gasoline-in~ection
electronics and by 1985, the electronically controlled Diesel in~ection
pump is to be rea~y for installation.
"In the i~eginning," Ehlers, of VW, recalls, "electronics was used primarily
to replace precision mechanics. But it can do much more." Solutions, such
j as Motronic, indeed could not be implemented in purely mechanical ways.
I
This applies also to novel engine concepts such as the cylinders that can
~ be turned off; if, while driving slowly, one needs little output, then a
~ part (in case of si.x cylinders, perhaps three of them) wi11 be shut down.
~ The rest of the engine runs at higher efficiency and one can save 15 per-
; cent fuel. Ford, in the United States, and BMW are already running proto-
~ types of such "research motors" which of course are "still far away from
sexies production," according to Ra.dermacher, of BMW.
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' El~.ctronic gear control is considerably closer to the goal. The automatic -
gear of the future will have more sp~eds than today and it will also be
ad~usted according to consumption-ori�nted viewpoints. Porsche, for
example, suggests an automatic five-speed ;ear with two mechanical clutches
for hia car of the future, the Model 995, which is presently being dev-
eloped as a research project by direction of the Federal Ministry of Re-
search and Technology. As customary in the case of the automatic g~ar,
it can be switched without the driver having to take his foot off the
gas pedal but it prevents the energy losses of the sti11 customary hydrau-
lic torque converter. Motronic, for example, supplies the necessary con-
trol impulses at the same time.
Today, the microcomputer is already involved in braking. The top-of-the-
- line models of BMW and Mercedes can be equipped with the ABS--the electronic
antiblocking [jam-praof] system as an option. Of course, the current ad~
ditional cost of about DM2,200 would prevent any wide use of this option.
Persons purchasing cars in the lower price categories must not fer the
time being hope that they will soon be able to avail themselves of this
safety system.
On the other hand, car owners in all categories k~ill in the future find
themselves facing an improved dashboard. VW in Wolfsburg today already
called it the FIZ (Driver Information Center) and indicates its versatil-
ity through the name selected for it. Outwardly there will be hardly any
changes because "we, here at VW, are not advocates of digital display"
(Ehlers) because numbers instead of the customary styles cause more con-
fusion and provide less information. VW and VDO ~Veigel-Deuter-Ctag7
are therefor~ taking a different tack: In the fu~ure there will nof be
any more needles; instead, a circular sector will become visible and it
will grow as the reading valus grows. The development experts believe
that this wi.ll be easier to perceive than a number. In the United States,
the engineers are thinking along different lines. There they already have
big digital numbers also for the tachometers. ~
Leas important readings, of course, such as the oil pressure, the water
temperature, the tank content, possibly also the engine revolutions, will
later on appear as numbers likewise hereabouts. In the future, the dash-
board will be~decisive as the most important part of the interior appoint-
ments in determining the sales success of a particular model. "While cars
_ are being increasingly adjusted to the air resistance minimum in terms ~of _
the ext~rna.l shape and are therefore also becoming increasingly similar
to each other," comments VW electronics expert Ehlers, "extravagant equip- -
ment and therefore also much electronics are assuming greater significance.
During the next ten years, we will witness the battle for the customer in-
side the car and, here again, especially along the dashboard."
The currently customary secondary dials and lights wi11 yield to something
newer. Instrument makers and vehicle electronics experts are tinkering
with newfangled indication systems which do not supply the driver with
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3.nfozmation on car de~ects when it is basi.cally alxeady too late to do any-
th~.ng about them.
A central warning system points the way te the future; it was developed
among others by Hel.la and turns three different warning lights on:
Sustained yellow light means "get gas"; that means not only the content of
the tank but also the oil 1eve1, the bulbs, ~he cooling water, and the
windshi~ld spray water level.
A sustained red light means "shop"--for example, if there is a defect 3~
_ the light machine, when the brake linings are worn out, or whei: the brake
fluid level has dropped.
A flashing red light, in the Hella model, means "stop"-~when the cooling
wa~er is overheated, in case of deficient oil pressure, or if there is no
brake fluid.
Of course, the warni.ng light, which can be supplemented by a buzzer, is
; not the end of the story. In addition, the real cause of the tro ble is
3ndicated on a sma11 panel. The incoming signals, arriving from the cen-
tral computer, are arranged and classified by the microcomguter. The
i driver is then warned 3,n a graduated fashion; he need not constantly keep
his eyes on scales or dials or numbers. VDO is likewise working on a
similar system. ~
BMW is working on check-control in the model 6 and model 7 types, showing
an approach in that direction; in its model 928, Porsche already has a
central waxning system which--in contrast to BMW--works without the driver
having to push a button. Such built-in control systems will ~e standard
in the future, The advantage is that they permit longer car inspection
intervals. Eberhard Zuclcmantel, head of future developments�at Hella,
considers a central warni.ng system above a1Z to be a game in terms of
passenger safety. One development item by Bosch fits in rather well her~;
it involves the electronic surveillance of tire pressure.
' About a year.ago, Chrysler-Simca (today, Talbot) introduced a so-called
on-board computer in its Horizon model. In the United States, the first
models of this kind of instrument came out already in 1977. In the Hori-
zon it indicates not only the time elapsed since departure but also the
mileage, the average speed, the gallons of gasoline consumed, and the
average consumption for the distance covered so far. But the most impor-
tant information item--t~e momentary consumption in liters per 100 kilo- '
meters--it does not provide. The trip computer, introduced by ~ adillac
I in 1978, cannat provide this useful and psychologically valuable informa-
tion item. Together with Siemens, BMW developed a.n on-board computer
which also indicates the momentary consumption. That of course will be
~ reaerved in tite beginning only for persons buying the big "7~" models--of
course at extra costs.
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Along with this innovation we also have the first criticism of such "gad-
gets." "Readings as to average speed, the distance yet to be covered to
the destination, and funny things like that,~~ reports ADAC, "can be con-
sidered more in terms of the satisfaction of the need to play around and
less in terms of required information." People who have come up with such
severe judgements include Ernst Gu~~.del, the main division chief for techni-
cal services in Germany's 6-millioz nember Auto Club, and Eberhard Twie-
- r.aus, head of the transportation sector at ADAC headquarters. In spite of
all criticisms, on-board computers will during the next several years un-
doubtedly become a big help to 'rivers and an essential selling point in
- the auto industry.
Electronics wi11 also move int~ areas here ~,�hich are not immediately vis-
ible to the driver:
The regulation of heating and air conditioning systems, whe�~eby we will at
_ last have heating systems which work independently of the speed;
The Tempomat which will keep an a3_ius~ed speed constanc;
The Crash-Sensor which, in case af an accident, will improve the ef~ect
o~ seatbelts by tightening them up due to the firing o~ a propulsion
- charge;
Interval warning instrum.ents.telling the driver-,as a function of the
speed--that his interva~. to the car in front is too silort, thus reducing
_ the danger of rear-end collis~.ons;
Electronically controlled instruments which wi11 help the driver to assume
the best possible sitting position.
' ~ Sometime later, perhaps in 1990, electronics wi11 also make most of the
~ electrical cables in the car superfluous. The "cable tree," which today
consists of betw~en 300 and 600 meters of expensive copper wire, will be
replaced by a simple ring circuit which gets its commands from a central
control point.
Electronics 3oon will no l.onger change the car itself but wi11 also make
r it easier to handle the car. Here, the car radio will in the near future
assume an even more important �unction than today. The manufacturers are
tinkering with prototypes which have no buttons any longer but which can
be turned on by voice command and which pick out certain radio stations
by themselves. The idea can be transferred to the dashboard: The
"talking dashboard" is no f igment of the imagination ever since we have
had talking electronics in computers.
The directional arrow, which lights up at the dashboard at every inter-
section or fork and which tells the driver which way to go likewise is
no longer utopia. "The VW plant," says Dr Walter Zimdahl, chief of the
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vetiicle electronics depaxtment in Wolfsburg, "together with Blaupankt,
devel.oped a guidanc~ and destination control system for drivers. As a
- consistent extension of the traffic radio system; this system makes it _
possible to transmifi information on traffic signals, traffic obstacles, '
- or weather conditions to drivers with accurate data in terms of place
and time."
The VW plant ca11s this system LISA (Guidance and Information System for
Drivers) while Blaupunkt ca11s it ALI (Driver Guidance and Information
System). Before starting, the driver punches his dest3nation in on
certain keys. The insrrument passes this destination code on when driv-
i.ng over inducfiion loops which are located on the road at infiersections
and forks. While driving across them, the instruction comes back which -
causes the directional arrow to light up. In case of traff ic jams, a
detour is inciicated automatically. ALI and LTSA are based on induction
loops here wtiich are being put in on the superhighways anyway for the
_ puxpose of recoxding ~ra~fic data.
"We helieve," says VW development boss Zimdahl, "that such systems will
be in widespread us~ by ].988." He estim~tes that the cost wi11 be as- _
tonish3ngly low: About DM350 million to equip the supexhighways and only
about DM200 ~or each vehicle. A large-scale experiment is designed to
test ~he suitability of ~h3s system in autumn o~ this y~ar in the Ruhr
� . reg3,or~. -
~ .
. Blaupunkt howev~r has also set itself some high goals i'or urban tafffic;
EVA, the electroni.c tra�~ic pilot for drivers, is a real miracle. It
conta~,ns an electronic city plan memory storage unit, in which a11 street
inzsxsections axe stored along w3,th the pextixlent routes. Blaupunkt wants
to start ~~velopi,ng this item already in autumn of this year.
Looking at it this way, driving will become mere child~s.play.
COPXRIGHT: 1979 Gruner + Jahr AG & Co
5058
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FRANCE
PROBLEMS IN DERIVING ENERGY FROM BIOMASS DISCUSSED
Paris LE PROGRES SCIENTIFIQUE in French Jan-Feb 79 pp 52-57
[Text] Under the sponsorship of the Committee on Energy Use of Farm Wastes
(VEDA), two days of study and analysis were held in Paris on 13 and 14 March _
1979 by the Association for Industrial-Agricultural Development, with
Secretary of State to the Prime Minister in Charge of Research Pierre Aigrain
presiding.
Mr Andre Gac, chief of agricultural engineering at the Department of Water
Resources and Forests, and president of the VEDA Committee, summarized the
conclusions of these days of study and defined the prospects for this
activity in an address the text of which is reproduced below.
"The role of the Committee on Energy Uses of Farm Wastes has been to study
every system, whether new or not, capable of transforming agricultural
refuse into usable energy. The term refuse is viewed in a broad sense, _
since it involves not only purely agricultural activities but also those
in forestry and the f arm-food industries.
The Committee was established in 1975 to function for a period of three
years. It has been given three allocations of two million francs, thanks
to which it has proposed 53 research contracts. As the financing supplied
by the DGRST [General Delegation for $cientif ic and Technical Research]
only partially covers the real cost of the activities, it can be estimated
that the overall cost of the research effort sponsored directly by the
Committee comes to about 25 million francs. But by its very action, the
I Committee has drawn the attention of laboratories and industrialists to -
certain subjects and inspired other research undertakings.
i Moreover, the Committee has attempted not only to encourage and coordinate
research and to follow their progress regularly, but also to evaluate the
I difficulties encountered by the teams and to reorganize its program of
~ bids every year as a f unction of the information obtained from ti~,~ con-
I tr.acting parties.
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If some studies are still in the research stage, others h~ve led to specific
proposals for industrial development or pre-development. Also the Committee -
deemed it essential to encourage the generalization of the results obtained
as well as providing its views concerning the energy potential of different
farm production systems and, in a more general way, the energy-producing
systems which put biological processes to work.
Tr~e purpose of the days of study has been precisely to take stock of the
research activity pursued within the framework of the VIDA, and to set forth
its conclusions. ~
The Com~ittee chose as the subjects for the days of study the three main ~
themes in its program, to wit:
Evaluation of the energy resource contained in farm and forest products;
Bacterial methanogenesis; and
The combustion and gassification of cellulosic and ligneous products.
It required a number of specialists, some of them moreover members of the
_ Committee, to draft a sumnnary in synthetic fashion of the results obtained
by the contractors.
On the basis of these reports and taking the discussions to which they gave
rise into account, what is needed now is to establish which of the energy
bioconversion systems would be most promising in the short, medium and
long range, and which, moreover, could contribute to preserving the fertility
of farm and forest soils, increasing the profitability of farm operations
and industries, or again play a role in protecting the natural environment
by reducing pollution and nuisances.
The Quality of Energy
By way of a preliminary remark, it would be well to recall the choice made
by the Committee concerning the energy which should result from the use of
this waste. `
The final f orm in the bioconversion chain should be a fuel or hydrocarbon
compound the use of which can be delayed in time and which is capable of
supplying heat at a temperature high enough for future conversion into work,
with an acceptable yield.
The quality of the energy from agricultural and forest wastes should be
- comparab le to that from fossil fuels, and is thus not comparable to that of
thermal waste from industry (for example, the hot water from nuclear power
plants) or again that of planned systems to utilize the rays of the sun.
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Resources and Biomass Enersy
The vegetable products from farm and forest which together constitute the ~
biomass are a substantial reserve of raw materials which, depending on their
composition, can be used for:
Human f ood; -
Animal feed;
Various industrial activities;
The preservation of the natural environment and the improvement of living
- conditionsy ,
Maint~~ining the fertility of farm and forest soils; and
The production of energy.
Biomass, which once supplied almost all the energy needed for human activities,
has been gradually replaced by fossil fuels, because the latter were more
convenient to use and very clearly less expensive.
The crisis in oil product supply, altering economic factors, brought the -
advantages of biomass, the sole renewable source of carbon, to the fore
again.
But whatever the prospects for energy production from biomass, iC is
important first of all to maintain the balance established among its various
use chains.
The resource which is immediately available for energy production is made
up of refuse from agriculture and forestry operations, that is to say
substance~ which to date were abandoned or destroyed. But not all waste
is of equal interest. The types which are most abundant and best suited to
use as a fuel because they are dry are straw and wood (20 to 25 percent of _
the wood cut is presently left in the forest). The following general
guidelines can be derived from the studies, basically of an economic nature, -
which have been made. ~
~ The refuse left on site could not be taken out in its entirety advantageously,
because, among other things, of the need to maintain a rich humus. It is
necessary to undertake a precise evaluation of the percentage of the ~aste
which is really available. For example, for straw, this available volume
; is estimated at four or five million tons, in other words 20 percent of the
total straw production, which corresponds moreover to nearly two million
~ equivalent oil tons (TEP).
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. The ma~ority of this waste is scattered, such that "deposits" are poor.
Thi:; is why local circumstances exert a great influence on the profitability
of using this refuse. In particular the distance between the collection
point and the heating site should be short. Depending on the conditions of
collection and the use, the price of straw fuel could range from 3 to 10
centimes per kilogram. Thus it would be desirable to undertake a precise
~ analysis, adopting the methodology developed for straw, for each type of
waste and production zone, of the economic and agronomic conditions of the -
energy chain, and to inform exploiters of the provisions and procedures
allowing profitable utilization of some of their wastes by means of this
- chai.n.
The use of waste massed together, either because iti is the refuse from a
given industrial activity (that of sawmills, for example), or because its
removal is essential (maintenance of fire breaks in the forest), or again
because industrial farm refuse is involved, is of greater interest economically
and thus should have priority development.
One~of the serious difficulties to be overcome to ensure the energy use of
waste involves the farm and forest machine sector. For example, in the case
of forest production, the removal of branches required by the silviculture
projects could be done more cheaply if the wood could be utilized. In
addition, the forests could be made more productive through the more rational
exploitation of brushwood. But whatever the justif ication for gathering up
waste in the fields or the forest, it is almost always discovered that the
proper machinery does not exist or that that currently in use would require
- conversion in order to reduce the f inancial cost and energy expenditure
entailed by this "harvesting." For straw, the collection should be coordinated
simultaneous with the grain harvest. Similarly, the quantity of straw could
_ be increased at no cost by 100 kilograms per hectare per year, i.e. by about
15 percent, representing 40 kilograms of fuel per hectare per year, by
cutting the stalks closer to the ground. Comparable examples could be cited
f or the forest.
French construction is handicapped both because of the state of the market
and because of the harsh competitioa wnicn ic encounters. It would also be
desirable if exceptional initiatives were put to~work to speed up the
perfecting and industrial development of new machinery.
In view of the energy potential of certain wastes, it would be possible to
seek to increase the quantity. For example, by genetic selection, varieties
of grains with long stalks could be developed, but these varieties would
doubtless be less hardy than the present ones, in terms of disease and
wind damage among other things. Thus such a step would overall by somewhat
ineff icient. Waste can become a recoverable byproduct, but its profitability
will remain limited compared to that of the mai.n crop even if it contributes
to increasing the overall advantages of that crop to the extent that the
- yield of the majority of crops will increase still further in the years to
come. On the other hand, there are more attractive prospects in the medium
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_ and long range for "energy farming," i.e. the cultivation of systems and
techniques providing large quantities of vegetable matter (biomass) in a
short time, while depleting the mineral elements and nitrc~gen as little as -
possible. Forestry experts estimate that the present French production of
30 to 40 million cubic meters per year obtained from 14 m:tllion hectares of
wooded land could be almost doubled by planting suitable terrain to timber,
caring for the forests and planting the species best adapted to the goal
sought. For the purposes of energy production, a closely planted poplar
stand harvested every four yeara would be an example of a system designed
solely for the production of biomass energy. Another example often cited
- is the production of water hyacinths (130 tons per hectare converted into
methane by fermentation). One can imagine other energy-oriented ventures,
, such as the cultivation of velvet grass, a gramineous plant with a very lox~g
stem (1.20 meters), the marsh reed, Arundo donax, etc.
Also, since the prof itability of utilizing waste as well as that of energy
agriculture has not as yet been accurately established, it would be well to
extend the agroeconomical studies begun by the Committee to the whole of
_ the biomass energy field.
Methanogenesis
The methanogenic fermentation of mol.st agricultural or industrial organic
wastes, manure piles and liquid manure, was inevitably one of the subjects
taken up by the VEDA Committee, because this process underwent a certain
development in Europe in the course of the last world war, because currently
a number of installations, very primitive and unproductive it is true, are
being used in the countries in the process of development and in particular
in the Indies, and, f inally, because continuous installations are operating
under satisfactory conditions at the scrubber stations. Moreover, from the
agronomic viewpoint, this procedure represents an attractive compromise
between the production of a gas fuel and production of high-quality fertilizer.
~ Finally, it contributes to reducing nuisances and to preservation of the
environment.
The purpose of the contracts was to specify the conditions for launching and
pursuing fermentation, to develop eff;~ient and profitable installations, to
improve the efficiency of inethanogenesis and, f inally, to define the relative
importance of the herd and gas production.
~i Without reiterating the results reported in the course of the symposium,
some points merit special stress to suggest the prospects for development
~ and the guidelines for research.
If the continuous procedure, which has been perfected, can be used for
; liquid manure as well as generally speaking for any diluted carbonar,eous
i waste, the discontinuous method, which still needs to be improved, is of
special interest for the processing of strawy manure and substances containing
~
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little moisture and suitable for compacting. It would in fact be uneconomical
to dilute these substances and then have to treat the effluent before re-
leasing it into the environment.
The technology of discontinuous fermentation is now more or less well known.
On the other hand, new fermentors need to be designed. They must be
impervious, easy to load and, above all, to empty, using mechanical ~eans. _
They must have effective heat insulation, and additionally, it must be possible
to equip them with economical and reliable heating mechanisms. It is essential
to maintain the temperature of the mass at at least 35 degrees centigrade, or
a substantial drop in microbial activity will occur, and it can only be re-
established with some delay (about a week) after reheating to 35 degrees
centigrade. Ordinarily, a part of the methane production is burned when the
outer temperature drops, such that the overall energy balance drops and may
be canceled out. Now the fermentors could be heated to 3.~ degrees centigrade,
which is a moderate temperature, with a system such as a solar ~ollector.
Efforts thus should be undertaken to ensure the designing and development of
fermentors and their heating.
There seems to be no specif ic need for machines for the loading and emptying
of the fermentors. The present equipment for transporting solid and liquid
manure should be usable. On the other hand, the compacting facilities for
fodder silos will have to be adapted for compacting manure in fermentors.
This problem should not pose any serious technical difficulties.
In view of the present stage in the development of technology, it can be
presumed that profitable equipment can be installed, if certain limitations
are taken into account, in the short term, in particular after industry has
produced efficient fermentors. For the heating of a farm home (power of
approximately 500 thermies per day), a herd of 40 to 50 cattle or 800 to
1000 swine or 600 to 700 sheep is needed. If one wanted only to produce
gas to cover household water heating needs, the installation would be too
costly. It would be better to have recourse to another method such as solar
heat collection. Cattle and sheep raising enterprises seeffi better suited
than swine raising to the production of inethane gas, for the animals live
outdoors in the warm season. Thus a certain balance is established between
gas production and energy needs.
For obvious safety reasons, the compression of gas on the farm itself cannot
currently be planned with a view to its storage or supplying automotive
engines (for example tractors). If there is a surplus of inethane, in summer
in particular, it could be used for certain farm activities (drying fodder
or grain, supplying a generator set, etc).
- If we could foresee that the development of the methanogenetic chain would
begin in the near future, the technology utilized could be further perfected.
In fact, considerable progress can be expected. In the medium range, a
consistent and interdisciplinary program of research should be established
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with a view to the better understanding of the basic biocliemical mechanisms
and the microbial ecology of inethanogenesis, in relation to the designing
of fermentors.
On the other hand, it is known that the breakdown of cellulose, of which
special studies have been made, occurs in three stages: the production of
fatty acids, sugars and alcohols, then the formation of acetates, formates,
hydrogen and carbon dioxide, the precursors of the methane, and finally,
methanogenesis as such. Microbial strains for which the optimal temperatures
differ correspond to each stage. Given the complexity and the interest of
this problem, a long-term research program should be established to look
into the following aspects, among others:
1. Establishment of a catalog of strains of microorganisms playing a role
in methanogenesis at all levels;
2. Development of techniques for isolating and preserving these strains in
pure culture;
3. Study of the syntrophic relations among the various groups; the -
energetics of growth of microorganisms implanted in pure and mixed cultures;
~ 4. Mass culture of pure strains isolated, essential to b iochemical studies; -
5. Biochemistry of the breakdown of polymers (cellulose being only one
special case);
6. Biochemistry of the synthesis of intermediary organic compounds: acids,
alcohols, etc. ~
7. Biochemistry of the transfer of hydrogen: synthesis and oxidation of
the molecule.
8. Biochemistry of inethanogenesis: fixation and reduction of carbon dioxide;
conservation of energy.
Item 7 merits special mention because it relates to research on solar bio-
- combustibles designed to produce hydrogen through the photolysis of water.
Finally, experimental studies on the rational use of fermented solid and
liquid manures should be pursued more extensively. The interest of these
studies in terms of the maintenance of soil fertility, the reduction of
synthetic fertilizer needs and the elimination of certain nuisances is
obvious. ~
Pyrolysis and Gassification
Until the end of World War II, the methods by which wood was used f or
energy purposes were:
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Total combustion;
Carbonization to produce charcoal and rich gases; and
Gassif ication and the production of a gas fuel used in particular to operate
engines.
As this was the case for methane, these methods were gradually abandoned
in favor of fossil fuels. The VEDA Committee returned to these same methods
as a subject of study, but extending them to all ligneous and cellulosic
products.
For combustion, a boiler adapted to burning straw pellets was developed. It
_ proved to have great flexibility. It was used for two seasons f or the
- heating of greenhouses. Its yield, between 50 and 55 percent, is relatively
acceptable but could be increased by certain improvements, which are already
being planned.
On the other hand, encouraging results were obtained in the processing, in
expensive fashion, of rough-cut straw to feed boilers or ~as generators.
Preliminary research of an analytical nature on carbonization made it possible
to establish th~e suitability of various domestic and tropical species for the
production of charcoal, pyroligneous products and gas. It appears that on
the whole there are no substantial diff erences in suitability among the
various forest species. However the highest yields in charcoal are obtained
from the woods rich in lignin (37 percent of the dry wood), and in pyro-
ligneous products, from the species rich in cellulose and hemi-cellulose
(51 percent of the dry wood). In particular, it was established, pending
conf irmation, that methanol could be obtai.ned from cellulose and not just
from lignin. Finally, the gas yield depends relatively little on the
chemical composition of the raw materials.
An interesting possibility f or utilizing charcoal involves converting it in
a gas generator such as to obtain a gas fuel usable in a stationary or
moving engine (farm tractor, for example).
For gassification, it was demonstrated that the optimal yield is obtained
between 900 and 1000 degrees centigrade and that the presence of water
substantially improves the rate of gas formation.
One path of research recommended by the Committee is the building of gas
generators adapted to the use of various types of plant waste in pellets
ranging from siz~ble to very f ine. A 200 kWe gas generatar with a fixed
bed adapted to large pieces of wood was built and provided interesting
results in October 1978. Also a pilot 500 kWe model was put into production.
The advantages of this equipment are reduced bulk, in a ratio of one to
three, and lower production costs.
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On the other hand, for less bulky waste, gassification with the classic -
materials requires prior pelletization. This operation can be avoided with
. a gas generator of the suspension type, a study of which was also undertaken _
within the framework of the Committee's work. The present prototype, with
_ a power of 300 kWe, can be linked with an engine through a scrubber, to
eliminate all residual solid particles. This engine can operate an alternator;
the yield is one kWe per kilogram of straw. In addition the ashes are re-
covered in powdered form and can thus be recycled into the soil without "
grinding.
Finally, for the types of wastes in rather fine pellets, a third type of
gas generator, the VEDA Committee has undertaken a study of a third type of
gas generator. Based on an adaptation of the rotating furnace, this
generator has just been produced but has not yet been put into use.
Finally, the activity of the Committee in the short run ended with the
designing and production of new equipment, in particular the original gas
generators expected to be subjected to certain industrial development, for
the nati~nal market, and above all for the markets of the countries in the
process of development, whose ligneous and cellulosic resources are sub-
stantzal.
Three other lines of research in the medium and long range also pertain to
ligneous and cellulosic products and should be given priority in research
effort:
_ Carbonization yielding charcoal, gas and pyroligneous products rich in
various chemical compounds;
Production of gas by synthesis usable for the production of liqui.d fuels,
such as methanol; and ~
Research on chemical processes to preserve certain vegetable polymers for
use for purposes other than energy production.
The vegetable compounds and in particular those found in wood are in fact
a substantial resource of more or less complex molecules, some of which
could be better utilized as raw materials for industry.
For example, the potential of lignin is still little understood. This
substance, which is lost in the manufacture of paper, should find new
~ applications, in particular in the chemical industry.
~ Other Energy Processes
~
Other energy processes were contemplated by the Committee, alcoholic
! fermentation in particular. In fact, setting the case of sugar cane aside,
' the overall energy balance from this operation is negative: the quantity
of energy recovered in the form of alcohol is less than that of the fuel
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consumed by the production process as a whole. This is w.ny the Committee
deemed the preliminary perfecting of techniques for separating alcohol,
more economical in fuel, necessary. One of the methods is heating by
collecting the rays of the sun. The Committee assigned a contract in this _
connection to the DGRST, with a favorable recommendation. Another research
path approved by the Committee involved obtaining a~uice from deproteinized
lactose with an alcohol content of about 10 percent by ultraf iltration over
a period of between 24 and 48 hours. Although this work is still incomplete,
the first results justify the hope that the procedure will prove of a certain
economic interest.
Other processes for breaking down wastes such as to liberate heat have re-
ceived little study (for example, the aerobic fermentation of wood scraps).
Althou~;h the energy recovered is heat at a relatively low temperature which
- cannot be stored, these methods may be of a certain practical interest for
meeting the heating needs of agricultural operations. For this reason a
systematic study of the procedures would be desirable.
_ Conclusions
In addition to the technical conclusions which have just been set forth,
the Committee also formulated the following general reco~endations:
1. The unsuitability or inadequacq of equipment and machinery is a permanent
hindrance to the implementation in practice of the results of studies on the
energy uses of farm and forest materials. There is an urgent need to
establish within a short time a real campaign of incentives for the designing
and production of the machines needed for the utilization of these results.
2. The activities financed by the credit made available to the VEDA have
not been completed. They must be carried through in one way or another if
the efforts made to date are not to run the risk of limited usefulness.
3. It is now well established that certain faxm and forest wastes and
products can contribute effectively to resolving the energy crisis, provided
there is proof of the political willingness to grant over a long period the
means essential to proper research on biomass energy, and to the development
of that research to the point of obtaining liquid fuel in the future. What
is at stake is a potential annual production of 7 million TEP in 1985 and
10 million by the year 2000.
4. However the establishment of such a policy presumes on the one hand an
understanding of and respect for the specific limitations due to the biological
nature of the phenomena in question, and on the other hand, respect for the
necessary balance among the various goals of agriculture: food production,
farm industries, soil preservation, development and protection of rural
space.
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S. Finally, because of the foreseeable development involving the occupation
and use of the territory as a result of the scientific gains which cannot
fail to be achieved in the understanding of the mechanisms of the formation,
transformation and breakdown of ligneous and cellulosic substances, it would
be well as of the present not only to develop the methods for utilizing
~arm and forest refuse but also to plan for the establishment of new agri-
cultural activities serving essentially industrial and energy-producing
_ purposes."
~ COPYRIGHT: D.G.R.S.T., Fa,ris, 1979
5157
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ITALY
SOCIETY'S TECHNOLOGY INVESTMENT POLICIES OUTLINED
Milan CORRIERE DELLA SERA in Italian 9 Sep 79 p 7
/Text] In 1978 too industrial research activity has had to face a series of
difficulties.
In addition to a situation characterized by our country's technological weak-
ness with respect to competing economic systems, an unsatisfactory general
economic situation for a large part of the year and a deterioration of the
energy outlook, both national and international, have also made themselves
felt.
~ Futhermore, industrial restructure and reorganization steps and measures to
aid initiatives in the f ield of research have not yet resulted in a satisfac-
tory solution.
In such circumstances, an evaluation is necessary of the positive attempt by _
the industrial apparatus in this field aiming at solutions of problems brought
about by the competition in international markets, by the worsening of the
energy situation, by the need of a north-south balance and by the improvement
of environmental conditions in our country.
The EFIM Group /Manufacturing Industry Holding and Financial CompanY~, in
spite of obstacles and setbacks of a general nature, has continued its activ-
ties in this field on a regular basis, allotting funds earmarked for research
totaling 23.5 billion lire in 1978 and has substantially strengthened its
programs in this sector.
j For the five-year plan of 1979-1983 expenses for research wi~l total about
i 270 billion lire, resulting in the creation of 450 positions. At the end of
i this five-year plan, total positions will reach 1,900.
Research carried on within the group takes place in concerns dealing with the
i introduction of innovative technologies of production processes, of realization
of new products, and the improvement of already existing products. It also
; takes place in the two research centers of Istituto Ricerche Breda /Breda
j Research Institute~ and the Istituto Sperimentale Metalli Leggeri /Experimental
! Institute for Light Metals~, which deal mostly with long-term projects and core
i studies.
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The f:ields of research in which the group's concerns are involved are very
diversified.
In the helicopter and general aviation field, based on studies and research
which led to ~he production of the Agusta A109 (the first helicopter planned
and built entirely by Italian concerns),prototypes demonstrating greater
flexibility of use and increased payload compared to the original model are
being tested.
In the general aviation sector, SIAI-Marchetti continues its planning of
feasibility studies for the new S211 aircraft, designed to aaswer basic
flight training needs of the air forces of several countries.
The EFIM Group is also heavily involved in the field of energy conservation
research.
Together with the research activities of SIV, which have involved a large
variety of products ranging from plastic-glass windshields, auto glass in
thin widths, multilayerec~. safety glass, particular mention should be made of
the effort involved in the design and realization of insulating, thermore-
flecting glass, the use of which allows considerable energy savings.
OTB, which is also involved in research activities dealing with energy con-
ser~~ation is putting the finishing touches on a generator, the "Breda
Sistema 91," based on a new concept, which allows very high thermal output.
The SOPAL concerns, involved in the sector of waterculture, can boast of a
technologicai know-how which is definitively the vanguard of Europe and are
able to face the best qualified Japanes~e or Israeli competition with the
definitive startup of industrial canning of bass as well as Lhe solution of
some problems dealing with the chan~e from introduction to rai~sing cycles of
the red porgy.
Further developments obtainable in this sector should be viewed not only
for their specific production and work-related benefits, but also as the
contribution waterculture may provide in satisfying Italian nutritional needs
for animal protein, which today is mostly imported.
Despite the varied demands for research originating from various industrial
sectors, the Istituto Ricerche Breda has, during the course of the year,
regularly developed its own activities in the sectors of failure analysis
and quality assurance and in the sector of research dealing mostly with
~ metallurgy and ecology.
Following completion of the analysis phase at the Trino Vercellese center,
the Istituto Ricerche Breda, thanks to the experience gained in this sector
and coupled with the very high degree of specialization, was awarded the
insurance inspection contract for the high pressure drum of the Garigliano
Electronuclear Center.
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In the field of research, making reference to the area of inetallurgy,
the Institute completed five research products in 1978 aided with
financial contributions from CECA /European Coal and Steel Couununit~]
Assider.
Research done in the field of ecolog-y, also aided financially by CNR
/National Research Council], has dealt with compost for rhe transformation
of solid refuse into fertilizer, conservation and reactivation of active
mud for biological treatment of waters, as well as the study of inethods
and techniques for energy conservation of industrial plants.
The activity of the Istituto Sperimentale Metalli Leggeri deals with the
improvement of processing and development technologies with regard to
production and treatment of aluminum.
Among the contributions of the Istituto Sperimentale Metal:li Leggeri
_ dealing with the improvement of industrial production processes, the
"sottobattente" casting project comes to mind, perfecting fusion tech-
nologies with which a plant has been set up able to produce aluminum
circular forms and high-quality alloys.
In the sector of transportation industry materials, the Institute has
completed the development of a whole series of alloys for naval and
military use and has developed a new alloy for the manufacturing of auto
bodies: ISMAI. has begun the industrialization cycle of an alloy usable
in the construction of car bumpers which enjoys widespread diffusion and
has been used on some Italian models for U. S. Markets.
With regard to the materials used by the electromechanic industry, simu-
lation tests have been run to monitor the operational behavior of alloy
electrical conductors, followed by the experimentation with hyperconductive ~
metals; such research tends to offer the electromechanic industry valid ~
lternatives to expensive and rare materials on the technical as well as
~he commercial level. ~ ~
Dealing with the solar energy project, in which the Institute and Alsco
~ Malugani, the group concern which is interested ~n the production of solar
panels, research activities have increased, wit~~ studies on the improvement
in the structure of light alloy intake units, procedures for outer lining
coupled with the definitive start-up of the system measuring output of
plants for the production of thermal energy of solar origin.
COPYRIGHT: 1979 Editoriale del "~orriere della Sera" S.A.S
9209
CSO: 3102 k
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. SWEDEN
- GROWTH OF SWEDISH 1977-1980 R& D BUDGET EXAMINED
Paris LE PROGRES SCIENTIFIQUE in French Jan-Feb 79 pp 29-43
_ [St~idy conducted by the scientific service of the embassy of France in
Stockholm. All additional information may be obtained from the Scientific
Council of the French Embassy and Mr Denis Lellouche, serretary general of
the Franco-Swedish Research Association: "Public Research and Development -
in 5weden"]
~ ~e.ctJ The 1979-1980 Budget
Evolution Over the Last 3 Years
The draft budget for the 1 July 1979-30 June 1980 budget was sub~itted to
the Swedish parliament by Mr Mundebo, minister of budget and econony in ~
Mr Ullsten's minority goverriment.
This budget, totaling some 171 billion 900 million Swedish krona (i~IKr, 1::r =
0.97 ~rench francs) is characterized by a record deficit of 45,100 MKr, or -
aboutl0 percent of the GNP.
Since the legislative elections will take place in the autumn of 1979 it is
quite certain that the current government has submitted a budget aimed at
accelerating the already beginning economic recovery.
Since research in Sweden is not coordinated the finance law submitted to
parliaraent does not contain a recapitulation of finances. Therefore, the
budget of its ministry must be studied if we wish to single out the amount
allocated for research and development. An initial study was made of this
budget bearing in mind information culled during the year in the course of
visits to and discussions with various research and development officials -
in Sweden. It was subsequently refined through'work meetings with Swedish
officials from the Central Statistical Bureau (SCB). In any case, we should
point out that this is an estimate, facilitate3 by the use of the recommenda-
tions contained in Frescati's manual, on the one hand, and the specificaCions
provided by the SCB, on the other (see appendix).
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Draf'.t Research and Development Budget by Ministry
Tables 1-14 contain thE: dstailed estimate by ministry of the research and
development appropriations included in the budget for the next fiscal year.
In order to follow the evolution of such appropriations, we have included _
in the tables the figures corresponding to the two preceding budgets, the
1977-1978 and 1978-1979 ones. The figures following the various agencies
correspond to the items, subjects, and sectors used by the SCB in a variety
of studies.
The results of the estimated research and development budget allowed for
each ministry and its development over the past three years have been classi-
fied in Table 15.
It may be noted that the biinistry of Industry has allocared the highest
amount, totaling some 18 to 20 percent of its budget, for research and
development.
The three other ministries which have appropriated substantial funds for -
- resparch and development are Defense (7 percent), Education (7.8 percent),
and Agriculture (7.8 percent). The Mfnistry of Health and Social Affairs,
whose budget accounts for about one-third of the overall budget, has
allocated only a small part of its funds for research and development,
- totaling about one percent.
We t~ust point out that the government's proposal calls for a total of 5,487
MKr for research and development in 1979-1980, or an increase of 519 MKr
compared with 1978-1979, or some 10.4 percent of the total. Let us bear in
mind that the 1978 rate of inflation has been assessed at 7.5 percent.
This increase varies with each ministry. It is substantial for the Ministry
of Education (14.31 percent), Health and Social Affairs (12.8 percent), -
Industry (13.33 percent), and Agriculture (7.79 percent). However, it is -
particularly low for the Ministry of Defense (2.3 percent), quite below the
inflationary rate. .
Table 16 shows a breakdown by ministry of the funds allocated in the 1979-
1980 draft budget, along with figures for the two preceding budgets.
~ Five ministries account for about 90 percent of appropriated research and
development funds, as follows:
Education 33.5 percent
~ Industry 21.3 " .
~ Defense 18.3
' Agriculture 8.5 "
Social~ Affairs............ 7.8 "
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~ 1. Or about 5 billion 322 million francs.
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Let us also note that the shares of the Ministry of Educ,ition and of the _
Min~lstry of Industry have risen, whereas that of the Min:Lstry of Defense
has been reduced, while the other two have remained virtually static.
Budget Analysis by Sector
The financing of research and development by major activity sector (see
Table 17) may be described on the basis of Tables 1-14 and the evaluation
of such financing by sector.
Technical and Industrial Research �
~ r
- The current development of the industrial sector is substantially different
�rom the situation which prevailed in Sweden in the 1960's and beginning of
- 1970's. The volume of output was then rising by an annual average of 4.8
percent for the 1963-1974 period. On a parallel basis, the volume of ex-
ports increased by an annual average of 7.3 percent. Productivity in terms
of the volume of output per labor hour was rising by 6.6 percent per year
for the same period.
Between 1974 and 1977, conversely, an average annual decline of 2.6 percent -
was registered in the volumes of output and exports. On the other hand,
there was a stagnation in productivity.
Compared with 1975 the share of industry in the country's overall output
hgs declined. In 1977 and 1978 unemployment rose to a total of 117,000
unemployed, officially registered on 31 January 1979, to which we should
add another 170,000 people ~eceiving "aid" by the state within the frame-
work of the antiunemployment struggle, or a total of about 7.1 percent of
the active population. Table 18 sums up the current situation and the
development of Sweden's industry.
In recent years a number of studies of the situation prevailing in Swedish
industry and future development possibilities were carried out by various
bodies such as the special delegation for economic policy, known as the
_ Delegation of the Nine Wise Men, the Academy of Sciences for En~~neering,
IVA; Office for Technical Development, STU; National Industry Agency, SIND,
the Boston Consulting Group, etc. As the result of these investigations a
long-term industrial policy was formulated by the Swedish parliament in the
spring of 1979.
Based on currently available figures, Table 17 shows the development of
appropriations allocated for technical and industrial research. The state -
, aid goes to finance works undertaken also by universities, polytechnical -
schools, and private or public research centers.
The Technical Development Agency (STU) is the central state authority for
the support of technical research and development. The main lines governing
this aid were established in the spring of 1978. They stipulate, among
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others, that the efforts of the STU in terms of sectorial and industrial
= policies, shall be coordinated within a technical development program. The
technical priorities apply to procedures, production, acquisition of data
for such procedures and electronic components, the socioeconomic area
(labor environment, health, biotechnology), innovation, and energy. The
efforts ciirected toward specific targets and targets with tine limitations
are carried out within the framework of the major areas of additional
pro,jects. -
Furthermore, in the spring of 1979 the Swedish government will ask parliament
to energize its aid to development funds, as follows:
- Regional development funds (utvecklingsfonden) existing on 1 July 1978 -
' will be granted 202.5 MKr as advance subsidies;
- The national *_echnical development fund (statens utvecklingsfonden, SUFO),
abolished in November 1977, would be reestablished as the "Utvecklingsfonden
for stora projekt," USP, or "Impor[ant Projects Fund;"
- A"Referential Facilities Fund," or FRA, will be established to facilitate
[he export of major Swedish projects abroad as examples of Swedish technology.
Energy '
In 1978 energy consumption totaled 428 tw/h or zero growth compared with
1977. In particular, overall electric power consumption in industry de-
clined 2.6 percent. Currently Sweden has six nuclear power plants in opera-
tion producing approximately 25 percent of the entire electric power output.
Two other plants have been completed and are awaiting their nuclear fuel.
The energy sector is clearly the area in which the Swedish state has made
the greatest research and development financial efforts since 1975, the
year the first three-year plan was inaugurated. Let us recall that it was
during this first plan that a mixed Franco-Swedish ATP was set up for the
~ chemical storage of energy.
The energy commission was established during the first three-year plan. It
was assigned the formulation of a number of proposals aimed at defining
Sweden's energy policy through 1990. The commissicn submitted its report
in March 1978.
The second three-year plan began on 1 July 1978 with a budget of 842 MKr.
j The priority targets of this program were stipulated. Specifically, it is ~
a question of the following:
- Acquire the necessary knowledge for the solution of problems related to
' the development of the national and international situation in the field of
' energy;
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- ~ncrease the existing knowledge of relations between r_he energy system
and the other areas;
- Provide knowledge making it possible to evaluate the introduction of new
technologies or new power systems;
- Contribute to the development of technologies required for the reorgani-
zation of [he energy system. -
- In order to meet the targets, the main lines of development applied to the
following:
- - Development of renewable sources of energy, whether solar, biological, `
~ or wind power;
- Energy savings.
Research and development allocations for energy pass mainly through the
Ministry af Industry and the Ministry of Housing. They are distributed _
essentially by the Energy P.esearch Office, DFE; the Technical Development _
Office, STU; the Construction Research Council, BFR; and the Committee for
the Development of Energy Sources, NE. .
The development of allocations for the last two budgets may be seen in
Table 17, along with estimates for 1979-1980. A very substantial increase
in such allocations may be noted. As things currently stand, the 1979-1980 -
allocations already made possible an increase of 22.6 percen[ compared with
1978-1979. The size of this governmental effort proves that the Swedish
leaders have become aware of the entire gravity of the energy problem and
the great advantage of promoting research and development in this area. -
Let us recall the substantial efforts planned in the field of energy
savings. Parliament voted an energy economy plan for construction. The
plan covers a ten-year span, through 1988, and would make it possible to
save 35 tw/h per year. The total investment will be 31,000 MKr, 21,000 of
which provided by the government. In order to participate to this effort
the BFR will initiate research projects in this area.
Basic Research
With the exception of rural and veterinary sciences, basic research is done
at the universities, polytechnical schools, and specialized research centers.
Over 97 percent of the particularly substantial allocations, and nearly one-
third of the state financing of research and development, go through the
Ministry of Education. The balance comes essentially from the budget of the
Ministry of Foreign Affairs. These are funds allocated for research in
cooperation with developing countries.
Funds allocated by the STU to the polytechnical schools and universities,
used essentially for the purchase of scientific or technical knowledge for
specific practical purposes have not been recorded in the sector. The
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devc;lopment of the effort made by Sweden in this basic sc~ctor is shown in
Table 17. The figures show, specifically, the budgets of the various re-
seaxch councils. The planned budget growth in the sector is substantial:
13.6 percent, or higher that the currency depreciation rate.
Agriculture, Fishing, and Rural and Veterinary Sciences ~
The Agronomy and Agriculture University is under the jurisdiction of the ,
Ministry of Agriculture. Even though some projects may be classified as
basic research, an overall evaluation was made of the research and develop- _
ment package related to the agriculture, fishing, and rural and veterinary
sciences sector. The major difficulty in this evaluation is the assessment
of the research and development appropriation with the help of funds advanced
by the Ministry of Foreign Affairs cooperating with developing countries,
or in cases of bilateral cooperation.
Table 17 shows the development of funds for this sector. A reduction of
funds appears to have taken place, as they accounted for 7.27 percent of the
state's appropriations for research and development in 1977-1978, reduced
to no more than 6.72 FercenC for 1979-1980. This fact is corroborated by
the amount of budget increases, 4.54 percent which is lower than the
; inflationary rate.
' Health, Working Conditions, and Social Welfare
The financing of research and development at the schools of inedicine,
pharmacy, and dentistry, and research subsidized by the Medical Research
Council (MFR), all included in basic research, has not been included in the
evaluation. Therefore, the share of this sector in research and development
funds amounts to about 11 percent.
ASout two-thirds of research and development funds in this area come from
the Ministry of Health and Social Affairs; 12 percent come from the Ministry
of Labor, 8 percent from the 24inistry of Foreign Affairs, and 8 percent from
the Ministry of Industry, essentially through the STU.
Table 17 shows the development of this sectorial budget. Compared with
1978-1979 a substantial increase of about 14.5 percent has been allocated,
showing the government's desire to make a substantial contribution to the -
social area.
I ~nvironment
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~ Virtually all allocations come from t~e Ministry of Agriculture. Let us
~ note, however, that not all of the financing managed by the National Environ-
. mental Protection Agency, SNV, has been recorded as research and development
_I financing. This agency is in charge of purification stations, treatment of
' waste, natural reserves, etc. It is quite certain that some of the funds
go to research. However, the percentage would be difficult to assess.
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As Table 17 shcws the amount of research and development: in this sector has
rert?ained stationary, totaling 1.8 percent. the 1979-19�i0 draft budget
stipulates an increase (8.74 percent) slightly higher than the rate of
inflation (7.5 percent).
Space
Sweden has always engaged in research and development in the field of space
research. It continues to actively participate in various international
programs, particularly those developed within the framework of the European
Space Agency. In October 1978 Sweden joined France in the study of SPOT
(Earth Sounding Observation Satellite): it is participating in the develop-
ment of a vehicle computer.
Furthermore, Sweden has a national space program using the Esrange base,
near Kiruna, dealing essentially with sounding balloons and rockets.
Research and development financing in this sector comes from the Ministry
~ of Industry and Ministry of Education, totaling about 1.6 - 1.9 percent of _
the overall appropriations. This represents a net increase of about�46.2
percent in the draft 1979-1980 budget. (see Table 17).
Conclusion
The amount of research and development financing submitted by the Swedish
government to the parliament may be assessed at 5,487 MKr for the 1 July 1979-
30 June 1980 budget. Compared with the previous budget year, this is an
increase of 519 MKr, or 10.4 percent. Bearing in mind that inflation was
7.5 percent, this is a small yet real increase.
The research and development budget for 1979-1980 (5,487 MKkr) is about 3.2
percent of Sweden's budget. It corresponds to 1~.26 percent of the Swedish
gross national product and to 665 Kr per capita. Table 19 shows the develop-
men[ of such financing over the past three budget years.
From the sectorial viewpoint we may note that th~ sectors to which the
Swedish government pays greatest attention are basic research (31.5 percent);
defense (20 percent); health-labor conditions-social welfare" (11.3
percent); energy (10 percent); and technical and industrial research (about
9 percent). However, we should point out that adding to the "health-labor
conditions-social welfare" sector the share of inedical research (about 7.5
percent), included in basic research, a new breakdown would show up for
1979-1980, according to which three research and development se~tors would
appear to be of equal size, basic research accounting for about 24 percent,
defense, 20 percent, and "medical sciences-health-labor conditions-social
welfare," for 18.8 percent.
1. or 645 francs. ~
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As t:o the draft 1979-1980 budget, the most substantial growth, space growth _
aside, is the following:
- Energy, +22.6 percent
- Health-improvement of labor conditions-social welfare, +14.5 percent;
- - Basic research, +13.6 percent.
The suggested financing of these three sectors reveals perfectly the
pragmatism displayed by the Swedish leaders: Having detected imperfections
and weaknesses in their socioeconomic system, they are ready to make the
_ necessary sacrifice to try to secure the relative technical and economic
independence of their country in the future.
Appendix
List of Pertinent Sectors _
~ 1. Agric~?lture-Forestry-Fishing 13. Earth and Atmospheric Sciences _
2. Industrial Activities 14/ 14.1 Precision and Natural
3. Energy and Water Supplies Sc.iences
4. Transportation and Communications ~ 14.2 TeehnfcaL Sciences
5. Housing and Urban Affairs 14.3 Medfca~~~Sciences
6. Environment 14.& Raza~'.attd Veterinary
7. Health " Sciences
8. Social Welfare 14.5 Social Sciences
9. Culture-Mass Media-Entertainnent 14.6 Arts and Humanities
10. Education-Pedagogy 14.7 Other Sciences (Research
11. Working Environment and Development)
12. Public Administration and 15. Space Research
Services 16. Defense
Table 1
Ministry of Foreign Affairs (in MKr)
1977/1978 1978/1979 1978/1979 =
Agencies - - ~1).. . ~2) ~3)
International Peace Research Institute..... 5.4 6.6 7.03
(SIPRI) (12) _
Hagfors Seismic Research Station........... 2.05 2.35 2.6
' (16)
! SAREC International and Bilateral.......... 112.7 125 138.4
~ Development (1, 7, 8, 12) (14.7)
;
Swedish Institute 1.35 1.l~5 1.45 -
(9) (10, 14.7)
Total 122.5 135.4 149.48 ~
Figure based on investigation
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~ ~ Table 2
Ministry of Defense (in MKr)
1977/1978 1978/1979 1979r1980
Agencies (1) (2) __(3)
Readjustment, Committees, and Central