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Reçu aujourd’hui — 2 mars 2026 6.5 📰 Sciences English

Nuclear-powered transport – how far can it take us?

2 mars 2026 à 17:22

In 1942 physicists in Chicago, led by Enrico Fermi, famously produced the world’s first self-sustaining nuclear chain reaction. But it was to be another nine years before electricity was generated from fission for the first time. That landmark event occurred in 1951 when the Experimental Breeder Reactor-I in southern Idaho powered a string of four 200-watt light bulbs.

Our ability to harness nuclear power has been under constant development since then. In fact, according to the Nuclear Energy Association, a record 2667 terrawatt-hours of electricity was generated by nuclear reactors around the world in 2024 – up 2.5% on the year before. But what, I wonder, is the potential of nuclear-powered transport?

A “nuclear engine” has many advantages, notably providing a vehicle with an almost unlimited supply of onboard power, with no need for regular refuelling. That’s particularly attractive for large ships and submarines, where fuel stops at sea are few and far between. It’s even better for space craft, which cannot refuel at all.

The downside is that a vehicle needs to be fairly large to carry even a small nuclear fission reactor – plus all the heavy shielding to protect passengers onboard. Stringent safety requirements also have to be met. If the vehicle were to crash or explode, the shield around the reactor needs to stay fully intact.

Ships and planes

Perhaps the best known transport application of nuclear power is at sea, where it’s used for warships, submarines and supercarriers. The world’s first nuclear-powered ship was the US Navy submarine Nautilus, which was launched in 1954. As the first vessel to have a nuclear reactor for propulsion, it revolutionized naval capabilities.

Compared to oil or coal-fired ships, nuclear-powered vessels can travel far greater distances. All the fuel is in the reactor, which means there is no need for additional fuel be carried onboard – or for exhaust chimneys or air intakes. Even better, the fuel is relatively cheap. But operating and infrastructure costs are steep, which is why almost all nuclear-powered marine vessels belong to the military.

There have, however, been numerous attempts to develop other forms of nuclear-powered transport. While a nuclear-powered aircraft might seem unlikely, the idea of flying non-stop to the other side of the world, without giving off any greenhouse-gas emissions, is appealing. Incredible as it might seem, airborne nuclear reactors were actually trialled in the mid-1950s.

That was when the United States Air Force converted a B-36 bomber to carry an operational air-cooled reactor, weighing around 18 tons. The aircraft was not actually nuclear powered but it was operated in this configuration to assess the feasibility of flying a nuclear reactor. The aircraft made a total of 47 flights between July 1955 and March 1957.

In 1955, the Soviet Union also ran a project to adapt a Tupolev Tu-95 “Bear” aircraft for nuclear power. However, because of the radiation hazard to the crew and the difficulties in providing adequate shielding, the project was soon abandoned. Neither the American or the Soviet atomic-powered aircraft ever flew and – because the technology was inherently dangerous – it was never considered for commercial aviation.

Cars and trains

The same fate befell nuclear-powered trains. In 1954 the US nuclear physicist Lyle Borst, then at the University of Utah, proposed a 360-tonne locomotive carrying a uranium-235 fuelled nuclear reactor. Several other countries, including Germany, Russia and the UK, also had schemes for nuclear locos. But public concerns about safety could not be overcome and nuclear trains were never built. The $1.2m price tag of Borst’s train didn’t help either.

Ford Nucleon design
Nuclear nightmare Ford’s Nucleon car thankfully never got past the concept stage.

In the late 1950s, meanwhile, there were at least four theoretical nuclear-powered “concept cars”: the Ford Nucleon, the Studebaker Packard Astral, the Simca Fulgur and the Arbel Symétric. Based on the assumption that nuclear reactors would get much smaller over time, it was felt that such a car would need relatively light radiation shielding. I certainly wouldn’t have wanted to take one of those for a spin; in the end none got beyond concept stage.

Perhaps the real success story of nuclear propulsion has been in space.

But perhaps the real success story of nuclear propulsion has been in space. Between 1967 and 1988, the Soviet Union pioneered the use of fission reactors for powering surveillance satellites, with over 30 nuclear-powered satellites being launched during that period. And since the early 1960s, radioisotopes have been a key source of energy in space.

Driven by the desire for faster, more capable and longer duration space missions to the Moon, Mars and beyond, China, Russia and the US are now investing significantly in the next generation of nuclear reactor technology for space propulsion, where solar or radioisotope power will be inadequate. Several options are on the table.

One is nuclear thermal propulsion, whereby energy from a fission reactor heats a propellant fuel. Another is nuclear electric propulsion, in which the fission energy ionizes a gas that gets propelled out the back of the spacecraft. Both involve using tiny nuclear reactors of the kind used in submarines, except they’re cooled by gas, not water. Key programmes are aiming for in-space demonstrations in the next 5–10 years.

Where next?

Many of the first ideas for nuclear-powered transport were dreamed up little more than a decade after the first self-sustaining chain reaction. The appeal was clear: compared to other fuels, nuclear power has a high energy density and lasts much longer. It also has zero carbon emissions. Nuclear power must have seemed a panacea for all our energy needs – using it for cars and planes must have seen an obvious next step.

However, there are major safety issues to address when nuclear sources are mobilized, from protecting passengers and crew, to ensuring appropriate safeguards should anything go wrong. And today we understand all too well the legacy of nuclear systems, from the safe disposal of spent fuel to the decommissioning of nuclear infrastructure and equipment.

We’ve struck the right balance when it comes to using nuclear power, confining it to sea-faring vessels under the watchful eye of the military.

Here on Earth, I think we’ve struck the right balance when it comes to using nuclear power, confining it to sea-faring vessels under the watchful eye of the military. But as human-crewed, deep-space exploration beckons, a whole new set of issues will arise. There will, of course, be lots of technical and engineering challenges.

How, for example, will we maintain, repair and decommission nuclear-powered space craft? How will we avoid endangering crews or polluting the environment especially when craft take off? Who should set appropriate legislation – and how we do we police those rules? When it comes to space, nuclear will help us “to boldly go”; but it will also require bold regulation.

The post Nuclear-powered transport – how far can it take us? appeared first on Physics World.

Reçu — 2 février 2026 6.5 📰 Sciences English

The pros and cons of patenting

2 février 2026 à 12:00

For any company or business, it’s important to recognize and protect intellectual property (IP). In the case of novel inventions, which can include machines, processes and even medicines, a patent offers IP protection and lets firms control how those inventions are used. Patents, which in most countries can be granted for up to 20 years, give the owner exclusive rights so that others can’t directly copy the creation. A patent essentially prevents others from making, using or selling your invention.

But there are more reasons for holding a patent than IP protection alone. In particular, patents go some way to protecting the investment that may have been necessary to generate the IP in the first place, such as the cost of R&D facilities, materials, labour and expertise. Those factors need to be considered when you’re deciding if patenting is the right approach or not.

Patents are tangible assets that can be sold to other businesses or licensed for royalties to provide your compay with regular income

Patents are in effect a form of currency. Counting as tangible assets that add to the overall value of a company, they can be sold to other businesses or licensed for royalties to provide regular income. Some companies, in fact, build up or acquire significant patent portfolios, which can be used for bargaining with competitors, potentially leading to cross-licensing agreements where both parties agree to use each other’s technology.

Patents also say something about the competitive edge of a company, by demonstrating technical expertise and market position through the control of a specific technology. Essentially, patents give credibility to a company’s claims of its technical know-how: a patent shows investors that a firm has a unique, protected asset, making the business more appealing and attractive to further investment.

However, it’s not all one-way traffic and there are obligations on the part of the patentee. Firstly, a patent holder has to reveal to the world exactly how their invention works. Governments favour this kind of public disclosure as it encourages broader participation in innovation. The downside is that whilst your competitors cannot directly copy you, they can enhance and improve upon your invention, provided those changes aren’t covered by the original patent.

It’s also worth bearing in mind that a patent holder is responsible for patent enforcement and any ensuing litigation; a patent office will not do this for you. So you’ll have to monitor what your competitors are up to and decide on what course of action to take if you suspect your patent’s been infringed. Trouble is, it can sometimes be hard to prove or disprove an infringement – and getting the lawyers in can be expensive, even if you win.

Money talks

Probably the biggest consideration of all is the cost and time involved in making a patent application. Filing a patent requires a rigorous understanding of “prior art” – the existing body of relevant knowledge on which novelty is judged. You’ll therefore need to do a lot of work finding out about relevant established patents, any published research and journal articles, along with products or processes publicly disclosed before the patent’s filing date.

Before it can be filed with a patent office, a patent needs to be written as a legal description, which includes all the legwork like an abstract, background, detailed specifications, drawings and claims of the invention. Once filed, an expert in the relevant technical field will be assigned to assess the worth of the claim; this examiner must be satisfied that the application is both unique and “non-obvious” before it’s granted.

Even when the invention is judged to be technically novel, in order to be non-obvious, it must also involve an “inventive step” that would not be obvious to a person with “ordinary skill” in that technical field at the time of filing. The assessment phase can result in significant to-ing and fro-ing between the examiner and the applicant to determine exactly what is patentable. If insufficient evidence is found, the patent application will be refused.

Patents are only ever granted in a particular country or region, such as Europe, and the application process has to be repeated for each new place (although the information required is usually pretty similar). Translations may be required for some countries, there are fees for each application and, even if a patent is granted, you have to pay an additional annual bill to maintain the patent (which in the UK rises year on year).

Patents can take years to process, which is why many companies pay specialized firms to support their applications

Patent applications, in other words, can be expensive and can take years to process. That’s why many companies pay specialized firms to support their patent applications. Those firms employ patent attorneys – legal experts with a technical background who help inventors and companies manage their IP rights by drafting patent applications, navigating patent office procedures and advising on IP strategy. Attorneys can also represent their clients in disputes or licensing deals, thereby acting as a crucial bridge between science/engineering and law.

Perspiration and aspiration

It’s impossible to write about patents without mentioning the impact that Thomas Edison had as an inventor. During the 20th century, he became the world’s most prolific inventor with a staggering 1093 US patents granted in his lifetime. This monumental achievement remained unsurpassed until 2003, when it was overtaken by the Japanese inventor Shunpei Yamazaki and, more recently, by the Australian “patent titan” Kia Silverbrook in 2008.

Edison clearly saw there was a lot of value in patents, but how did he achieve so much? His approach was grounded in systematic problem solving, which he accomplished through his Menlo Park lab in New Jersey. Dedicated to technological development and invention, it was effectively the world’s first corporate R&D lab. And whilst Edison’s name appeared on all the patents, they were often primarily the work of his staff; he was effectively being credited for inventions made by his employees.

I have a love–hate relationship with patents or at least the process of obtaining them

I will be honest; I have a love–hate relationship with patents or at least the process of obtaining them. As a scientist or engineer, it’s easy to think all the hard work is getting an invention over the line, slogging your guts out in the lab. But applying for a patent can be just as expensive and time-consuming, which is why you need to be clear on what and when to patent. Even Edison grew tired of being hailed a genius, stating that his success was “1% inspiration and 99% perspiration”.

Still, without the sweat of patents, your success might be all but 99% aspiration.

The post The pros and cons of patenting appeared first on Physics World.

Reçu — 12 janvier 2026 6.5 📰 Sciences English

Can entrepreneurship be taught? An engineer’s viewpoint

12 janvier 2026 à 12:00

I am intrigued by entrepreneurship. Is it something we all innately possess – or can entrepreneurship be taught to anyone (myself included) for whom it doesn’t come naturally? Could we all – with enough time, training and support – become the next Jeff Bezos, Richard Branson or Martha Lane Fox?

In my professional life as an engineer in industry, we often talk about the importance of invention and innovation. Without them, products will become dated and firms will lose their competitive edge. However, inventions don’t necessarily sell themselves, which is where entrepreneurs have a key influence.

So what’s the difference between inventors, innovators and entrepreneurs? An inventor, to me, is someone who creates a new process, application or machine. An innovator is a person who introduces something new or does something for the first time. An entrepreneur, however, is someone who sets up a business or takes on a venture, embracing financial risks with the aim of profit.

Scientists and engineers are naturally good inventors and innovators. We like to solve problems, improve how we do things, and make the world more ordered and efficient. In fact, many of the greatest inventors and innovators of all time were scientists and engineers – think James Watt, George Stephenson and Frank Whittle.

But entrepreneurship requires different, additional qualities. Many entrepreneurs come from a variety of different backgrounds – not just science and engineering – and tend to have finance in their blood. They embrace risk and have unlimited amounts of courage and business acumen – skills I’d need to pick up if I wanted to be an entrepreneur myself.

Risk and reward

Engineers are encouraged to take risks, exploring new technologies and designs; in fact, it’s critical for companies seeking to stay competitive. But we take risks in a calculated and professional manner that prioritizes safety, quality, regulations and ethics, and project success. We balance risk taking with risk management, spotting and assessing potential risks – and mitigating or removing them if they’re big.

Courage is not something I’ve always had professionally. Over time, I have learned to speak up if I feel I have something to say that’s important to the situation or contributes to our overall understanding. Still, there’s always a fear of saying something silly in front of other people or being unable to articulate a view adequately. But entrepreneurs have courage in their DNA.

So can entrepreneurship be taught? Specifically, can it be taught to people like me with a technical background – and, if so, how? Some of the most famous innovators, like Henry Ford, Thomas Edison, Steve Jobs, James Dyson and Benjamin Franklin, had scientific or engineering backgrounds, so is there a formula for making more people like them?

Skill sets and gaps

Let’s start by listing the skills that most engineers have that could be beneficial for entrepreneurship. In no particular order, these include:

  • problem-solving ability: essential for designing effective solutions or to identify market gaps;
  • innovative mindset: critical for building a successful business venture;
  • analytical thinking: engineers make decisions based on data and logic, which is vital for business planning and decision making;
  • persistence: a pre-requisite for delivering engineering projects and needed to overcome the challenges of starting a business;
  • technical expertise: a significant competitive advantage and providing credibility, especially relevant for tech start-ups.

However, there are mindset differences between engineers and entrepreneurs that any training would need to overcome. These include:

  • risk tolerance: engineers typically focus on improving reliability and reducing risk, whilst entrepreneurs are more comfortable with embracing greater uncertainty;
  • focus: engineers concentrate on delivering to requirements, whilst entrepreneurs focus on consumer needs and speed to market;
  • business acumen: a typical engineering education doesn’t cover essential business skills such as marketing, sales and finance, all of which are vital for running a company.

Such skills may not always come naturally to engineers and scientists, but they can be incorporated into our teaching and learning. Some great examples of how to do this were covered in Physics World last year. In addition, there is a growing number of UK universities offering science and engineering degrees combined with entrepreneurship.

The message is that whilst some scientists and engineers become entrepreneurs, not all do. Simply having a science or engineering background is no guarantee of becoming an entrepreneur, nor is it a requirement. Nevertheless, the problem-solving and technical skills developed by scientists and engineers are powerful assets that, when combined with business acumen and entrepreneurial drive, can lead to business success.

Of course, entrepreneurship may not suit everybody – and that’s perfectly fine. No-one should be forced to become an entrepreneur if they don’t want to. We all need to play to our core strengths and interests and build well-rounded teams with complementary skillsets – something that every successful business needs. But surely there’s a way of teaching entrepreneurism too?

The post Can entrepreneurship be taught? An engineer’s viewpoint appeared first on Physics World.

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