Latest news with #CranfieldUniversity
The Guardian
7 days ago
- General
- The Guardian
More than 130 official suppliers willing to sell cloned number plates, experts find
More than 130 official suppliers of vehicle number plates are willing to sell cloned versions that could thwart police and avoid congestion charges, an investigation by expert government advisers has claimed. The alleged abuse of the system is described by the academics as a risk to law enforcement, road safety and the country's critical national infrastructure. The expert group, which includes Dr Fraser Sampson, who was the government's biometric surveillance camera commissioner until 2023, warns that the country is dependent on the 'humble number plate', but 'anyone can become a DVLA-registered number plate scheme (RNPS) member on payment of £40.' They write: 'There is no vetting, no trading history requirement and no monitoring of members' practices. 'To date we have found over 135 DVLA-registered RNPS members nationally who were prepared to make cloned plates … and there will undoubtedly be more. One West Midlands criminal had recently supplied over 7,000 plates to the criminal underworld.' The findings from members of the Vehicle Identification Group, a centre of excellence at Cranfield University dedicated to advancing the science of automatic number plate recognition, are included in a submission to the Labour MP Sarah Coombes. The West Bromwich MP is fronting a private member's bill that it is said would see offending drivers hit with a £1,000 fine, vehicle seizure or licence disqualification. Currently, the most common sanction for drivers with cloned plates is a £100 fine. The experts claim that legal and legible vehicle registration plates are fundamental to a range of priorities including tax collection, emission targets, the suppression of organised crime and even the safe transport of nuclear materials. 'Given their importance, it would be reasonable to expect number plates to be governed by a comprehensive, consistent and coherent framework regulating their manufacture and supply,' they write. 'Unfortunately, despite many public reports and an abundance of evidence as to its shortcomings, the framework for vehicle registration plates is wholly inadequate. 'It therefore remains our firm view that the current arrangements for the supply and regulation of number plates represent a significant enduring risk, not only to policing and road safety, but also to the critical infrastructure of the country.' Dr Michael Rhead, who has advised government bodies on the effective use of surveillance technologies in policing, approached registered suppliers and found more than 135 that were willing to provide plates without proof of car ownership, it is said. Sampson said he had already warned the government when he resigned as biometrics and surveillance camera commissioner that it was 'staggeringly simple to thwart' the automated number plate recognition (ANPR) systems on which the country's safety relied. Suppliers of plates are required by law to ask for both identification and proof of entitlement to a registration number at the time purchase, but Sampson said he had publicly and privately argued that there was insufficient enforcement. Sampson said: 'I'm astonished that something so serious and well evidenced still hasn't been actioned. Must we always wait for calamity to drive change?' Other members of the expert group include Dr Rob Gurney, who has advised the DVLA and border force, and William Martin, a visiting professor of physics at the University of Hertfordshire who has helped government bodies. Coombes said: 'A hundred pounds is a pitiful deterrent if you're caught with an illegal number plate like a ghost plate. 'Given that everything from low-level antisocial behaviour to organised crime is being fuelled by these number plates, using a ghost plate is not the victimless crime it's made out to be. 'The law is outdated and we need the punishment to increase to at least £1,000 and six penalty points at the earliest opportunity to make our roads safe again.' A DVLA spokesperson said: 'DVLA is committed to ensuring all number plates are displayed correctly and legally. We work with the police and trading standards to take action against suppliers who do not comply with the law. 'A legitimate supplier will always ask to see ID and entitlement documents before selling a number plate. Where this doesn't happen, members of the public can report this directly to their local trading standards.'
BBC News
24-05-2025
- Science
- BBC News
University's sustainable toilet unveiled at Chelsea Flower Show
A team of academics have unveiled an off-grid toilet in an exhibit at the RHS Chelsea Flower University in Bedfordshire said its Cranfield Circular Toilet was a self-contained system that could process waste on featured in the Gates Foundation's Garden of the Future at the prestigious horticultural show."It's not every day you see a toilet in a garden at the Chelsea Flower Show," admitted Prof Leon Williams, director of manufacturing and materials at the university. "This is a brilliant example of research and engineering which has a real-world impact and could have applications across the world to improve sanitation."He said the toilet drew on the university's expertise in advanced manufacturing, system integration and sustainable design. The toilet processes waste on site, without the need for connection to sewers or septic separates solid and liquid waste and uses advanced membrane filtration and thermal treatment to produce two useful by-products:Pathogen-free biochar fertiliser, a charcoal-like material that improves soil health and retains nutrientsClean, non-potable water, suitable for garden Matt Collins, senior lecturer in product design engineering at Cranfield University, said the toilet was "helping us reimagine what's possible as we advance our goal to enable widespread use of safe, sustainable sanitation services to help drive positive health, economic, and gender equality outcomes for the world's poorest people." The Garden of the Future - featuring the toilet - has already won gold at the show."Nearly half the world's population lacks access to safe sanitation – a crisis that impacts health, education and economic opportunity, especially for women and girls," said Doulaye Kone, director of water, sanitation and hygiene at the Gates Foundation."A warming climate is compounding these challenges, making the need for innovative, water-efficient sanitation solutions more urgent than ever." Follow Beds, Herts and Bucks news on BBC Sounds, Facebook, Instagram and X.
The Herald Scotland
24-05-2025
- Business
- The Herald Scotland
Hydrogen aircraft firm backed by £50m government funding
I had an exclusive interview with Val Miftakhov in Edinburgh in December 2019, which of course was shortly before the outbreak of Covid, when his team was preparing for the world's largest hydrogen-fuelled zero emission aircraft - flying without any fossil fuel support – which was to be tested in Scotland, at that time with the target of the first commercial flights in three years. How the site would look. (Image: ZeroAvia) The test flight would be 250-300 nautical mile round flight from the Orkney Islands. At that stage, Mr Miftakhov said the record-breaking flight would create the first opportunity for commercialisation of zero emission flight. Then the pandemic hit. However, his firm, California-based ZeroAvia, managed to make the groundbreaking flight. Despite the challenges presented by the lockdown and through careful management, the flight was able to take off, but from its site in England at Cranfield University for the UK's "first commercial-scale electric-powered flight" in June 2020. Mr Miftakhov is a greentech entrepreneur and founder of eMotorWerks, he has a PhD in Physics from Princeton University and a master's in Physics from Moscow Institute of Physics and Technology, and is a two-times winner of Russian nationwide physics competitions. Val Miftakhov, founder and chief executive of ZeroAvia, said: 'Scotland has some unique advantages for ZeroAvia with strong aerospace and engineering skills, a burgeoning hydrogen sector and a clear aviation strategy with potential for early adoption of zero-emission flights.' (Image: ZeroAvia) The new site at Glasgow Airport announced this week will make fuel cells for hydrogen-powered aircraft, using energy that is stored after production from renewable sources. ZeroAvia plans to build a major manufacturing facility for the production of its hydrogen-electric 'powertrain' fuel cells at the Advanced Manufacturing Innovation District Scotland in Renfrewshire, which would create 350 jobs. The firm hopes an engine that can power a 20-seat plane will enter service next year. The company is also developing the next generation of fuel cell aircraft engines with its ZA2000 for 40-80 seat aircraft. Mr Miftakhov on a test flight. (Image: ZeroAvia) It said that scaling to meet the power and operational requirements for these larger aircraft requires advanced fuel cells with higher power-to-weight ratio. The high temperature fuel cells that ZeroAvia will manufacture in the Glasgow facility, expected to open in 2028, are said to be key to unlocking fuel cell propulsion for larger aircraft. READ MORE: The project in Scotland is backed by funding including a £9 million grant from Scottish Enterprise, and the firm has had an equity investment of £20m from the Scottish National Investment Bank into ZeroAvia as part of the company's Series C funding, with the UK National Wealth Fund investing £32m as a cornerstone-level investor, with the Series C round was led by Airbus, Barclays Sustainable Impact Capital and NEOM Investment Fund. The UK Government has awarded ZeroAvia £18.5m total research and development funding since 2019 to develop fuel cell and powertrain technology. The firm said this support alongside more than $250m private investment has enabled it to make rapid progress after the first milestone of flying the world's first hydrogen-electric commercial-scale aircraft in 2020, to "more than doubling the power output to again fly the world's largest hydrogen-electric aircraft - a 19-seat Dornier in January 2023 - manufacturing and shipping fuel cell systems to customers, and to securing significant regulatory traction for the certification of its first powertrains". Mr Miftakhov said: "Scotland has some unique advantages for ZeroAvia with strong aerospace and engineering skills, a burgeoning hydrogen sector and a clear aviation strategy with potential for early adoption of zero-emission flights. The aviation industry is on the cusp of the biggest transformation since the advent of the jet age, with entirely new propulsion systems set to power the next era of aviation – cleaner flights, better economics and better experiences for all. "With this new facility, Scotland has a big role to play in driving this transformation. We welcome the grant award from Scottish Enterprise and the support of our equity investors that has enabled us to move into another phase of manufacturing readiness as we progress towards certification of our first engines." Glasgow-based Loganair has said it is in a partnership to progress hydrogen fuel operations from its Orkney base to the Scottish mainland in a move that could mean commercial hydrogen flights in five years. READ MORE: "Making aviation sustainable is crucial to a successful green economy and Scottish Enterprise is fully committed to backing ambitious companies with innovative ideas. "ZeroAvia's decision to come to Scotland is a real boost to our energy transition leadership, as well as being a further example of why Scotland is such a great place for inward investment." Kam Jandu, chief executive of AGS Airports, said: "Hydrogen is becoming an increasingly viable option for regional and short-haul aircraft, so it is fantastic to see ZeroAvia choose Glasgow Airport as the location for its manufacturing base. "As a regional airport group that serves the Highlands and Islands, as well as the Channel Islands from Southampton, AGS Airports is the perfect testbed for hydrogen powered flight. The Glasgow City Region has a critical mass of companies and skills, together with a vibrant academic and advanced manufacturing landscape to shape the sustainable future of aviation. ZeroAvia clearly recognises the benefits of locating its new facility here and we look forward to working with them to make zero emission flight a reality."
BBC News
18-05-2025
- Science
- BBC News
New emergency aircraft using AI designed by Cranfield team
Researchers have devised a new class of vertical take-off aircraft to help first responders reach emergency situations more by a team at Cranfield University, Bedfordshire, the electric Vertical Take-Off and Landing aircraft - or eVTOL - could reach places that are hazardous or difficult to access by helicopter or will use AI and advanced navigation systems for real-time - Cranfield Rapid Aerial Network for Emergency - has been recognised for its strengths in safety, performance, feasibility and technical innovation. "We envision our eVTOL as a game-changer in emergency response," said Muhammad Haad Shaikh, a PhD researcher in hybrid aerospace propulsion and an aerospace systems engineer who serves as CraneAERO's captain and project manager."In situations where every second counts, our flyer is built to bridge the gap between traditional emergency response and next-generation aerial mobility, providing fast, reliable, and autonomous solutions for search and rescue (SAR), disaster relief, and medical evacuation." The CraneAERO team, which includes staff, students and researchers at the university, is taking part in a three-year global competition - the GoAero is one of only 11 global winners from more than 200 competing teams in Stage One - and the only UK team selected. Its design has made it through to Stage Two, which will involve building and demonstrating a sub-scale prototype by September Three requires a full-scale build and live flight testing in challenging environments."Cranfield has unique facilities including our own airport, our own aircraft, and the latest aerospace technologies across the spectrum, including those in propulsion, sensors, controls, autonomy, and AI, and design materials," said Dr Dmitry Ignatyev, senior lecturer in Flight Dynamics and Control."All this is how we teach our students - a combination of academic training and hands-on industry experiences. "Our GoAERO endeavour shows this works well for our students." Follow Beds, Herts and Bucks news on BBC Sounds, Facebook, Instagram and X.
The National
27-04-2025
- Automotive
- The National
Two decades on from its first test flight, why did the Airbus A380 not fly as high as hoped?
Twenty years ago today at an airfield in Toulouse, France, a group of men in orange jumpsuits climbed on board an Airbus A380 and carried out the first test flight of this double-decker aircraft. In bright sunshine on April 27, 2005, in front of hundreds of aircraft enthusiasts, executives, camera crews and photographers, the superjumbo eased off the runway and climbed into the sky, heralding, it seemed, a new era in aviation. Designed to carry, depending on seating configurations, more than 600 passengers, the A380 was primed to steal the Boeing 747 jumbo jet's crown as the Queen of the Skies. But sales of this double-decker model failed to take off as smoothly as the test aeroplane did on that sunny day in France. When production ended more than three years ago – the final aircraft was delivered to Emirates in December 2021 – a modest 251 planes had been built and Airbus is not thought to have recouped its reported $30 billion research and development costs. Boeing sold more than six times as many 747s and, despite taking to the air 35 years earlier than the A380, the 747 was still being made even after production of the A380 had ceased, with the last jumbo jet delivered in January 2023. According to Dr Robert Mayer, an associate professor in air transport management at Cranfield University in the UK, the four-engined A380 'probably came too late'. 'It doesn't necessarily mean that it's a bad aircraft, it's just it came into service at a time when the focus was much more on twin-engined aircraft, which are cheaper to operate. Probably if it had been introduced a decade or two earlier it would have had similar success to the 747,' he says. Reliability improvements mean that twin-engined planes can now be operated at greater distances away from emergency landing sites used in the event of mechanical problems. This makes them more competitive compared to four-engined planes, which are more expensive to operate and maintain. For most airlines, smaller aircraft from Boeing or Airbus are sufficient to meet their needs, making the A380 'a bit of a specialist niche', says Dr Nigel Dennis, a senior research fellow who studies the aviation sector at the University of Westminster in London. 'It doesn't save a lot of money to fly one A380 instead of two Boeing 787s, for example. The two 787s give you 250 passengers each, whereas the A380 would give you 500 in one go,' he says. 'Most airlines would prefer the flexibility of the smaller aircraft and being able to operate at different times or adjust the demand by time of year.' Another issue, he says, is that between key destinations there is now 'a lot more competition' than when the A380 was planned. 'The forecasts expected it to dominate the non-stop routes between Europe and Asia, and the expectation was that demand was going to grow rapidly in that market, which indeed it has for passenger travel,' he says. 'But instead of travelling on British Airways, Lufthansa, Cathay Pacific, Singapore, Qantas, Air China, and so on, many of those passengers are actually travelling via intermediate hubs on airlines like Emirates and Qatar. Turkish is another big competitor, Air India is coming up now on the rails as well.' So with demand dispersed between more airlines, the need for any carrier to use ever-larger aircraft is reduced. As Dr Dennis puts it, the market that was envisaged for the A380 'just doesn't exist'. Paradoxically, he says, the success of airlines such as Emirates – overwhelmingly the biggest A380 customer, having bought almost half the aircraft manufactured – 'killed the use of the A380 by everyone else'. The model's 'rather poor cargo capability', with rivals such as the Boeing 747 and 787 having greater capacity as a share of total payload, also counted against the A380, Dr Dennis says. 'Another point is that there aren't as many slot-constrained airports as there were expected to be 20 years ago. It was thought that many of the major airports would be running out of capacity, but that hasn't happened to the extent expected,' he says, citing factors such as short-haul flights moving away from major airports. This means that there is less pressure to maximise the number of passengers per flight. For Middle East carriers such as Emirates or Qatar Airways, Dr Dennis says, however, bilateral air services agreements that regulate the number of flights on each route may be more of an issue than they are for western airlines, making the A380, with its vast capacity, more attractive for them. The A380 entered into commercial service with Singapore Airlines in 2017 and only around a decade later the same carrier began taking examples out of service. Rather than finding a new lease of life with other airlines, some of these earliest A380s have already been scrapped, having had a flying lifespan barely half of what is typical for a commercial airliner. Not much later, when the Covid-19 pandemic hit global air travel, there were dramatic headlines suggesting that the coronavirus could be 'the death of' or 'the final call' for the A380. However, a rapid bounce-back in demand for flights and bottlenecks on the delivery of new aircraft from both Boeing, whose 777X project has been delayed repeatedly, and Airbus, which has suffered supply chain challenges with its A350, mean that existing A380s are likely to remain in service for longer than some forecast. Abu Dhabi's Etihad has been reactivating its A380 fleet after extended periods in mothballs, while Emirates has a major A380 refurbishment programme, indicating that the model is likely to remain a mainstay for the Dubai-based carrier for many years to come. 'Sometimes the dead live longer,' Dr Mayer says. 'It had been said the aircraft would disappear in the post-pandemic world, but with the supply chain problems it's very difficult to get other aircraft, so therefore the airlines decided to operate the A380 for longer.' In another sign that the A380 still has a future, Global Airlines, a UK-based start-up long-haul carrier, recently unveiled the interior of its first refurbished A380, a secondhand aircraft that next month[May] is set to carry out the company's inaugural flight, from Glasgow to New York. Analysts do not, though, expect the carrier to provide a home for large numbers of used A380s. 'It definitely won't revive the A380 even if they make it work, I can't see them flying a fleet similar in size to any of the other airlines in the coming years,' Dr Mayer says. Sir Tim Clark, the president of Emirates, has called for production of the A380 to begin again, saying that in a modernised and re-engined form the aircraft could be competitive. 'It's probably been good for Emirates – they're still filling them,' says Kenny Kemp, the author of Flight of the Titans: Boeing, Airbus and the battle for the future of air travel. 'Maybe the way things have changed post-Covid, the A380 has a chance to rekindle what it's meant to be – a plane more eco-friendly and more passengers per CO2 [emitted]. It's a super plane. It's beautifully made. It would be great to see it back in more airports.' It would, however, 'be difficult to see' demand for a new version of the A380 being sufficient to justify restarting production, according to David Bentley, an airport analyst with CAPA – Centre for Aviation, a market intelligence provider. Airbus too has indicated that it is highly unlikely to make any more A380s. 'You cannot start rebuilding the A380 production line when it's been wound down,' Mr Bentley says. While the A380 never hit the heights expected, it has been popular with the travelling public. Passengers, Dr Mayer says, enjoy travelling on the aircraft, even if they are not willing to pay more to do so. 'I haven't met anyone who said they didn't like flying on the A380,' he says. 'A lot of people still find it a spectacular aircraft that is just different to other aircraft.'
