Community Research and Development Information Service - CORDIS


SAFE H POWER Report Summary

Project ID: 605095
Funded under: FP7-SME
Country: Turkey

Final Report Summary - SAFE H POWER (Continuous monitoring systems for the SAFE storage, distribution and usage of Hydrogen POWER for transport)

Executive Summary:
The environmental damage caused by the CO2 emissions from fossil fuels has resulted in the present worldwide initiatives to exploit renewable energy sources such as hydrogen (H2). It is abundant, burns efficiently, has a low carbon footprint and does not emit other harmful emissions. Energy demand is increasing exponentially worldwide, and green solutions such as fuel cells are in great demand.

Hydrogen may be stored as a gas or a liquid. The gas can be compressed to 700bar, whereas liquid hydrogen requires a cryogenic system in order to maintain it at -252°C which adds complexity and cost. There are many problems associated with hydrogen storage, the most prominent being its tendency to explode when mixed with oxygen. For an explosion to occur, hydrogen has to be present in the range of 18-59% (by volume). This is unlikely with slow leakages in a storage tanks or vehicles. The danger arises from a catastrophic failure of a tank or valve resulting in sudden release of hydrogen at high pressure. In addition the small radius of the H2 molecule (compared to all other elements) allows it to readily pass through the interstices between the atoms of many structural materials otherwise suitable for the containment of high pressure gases. The absorbed hydrogen can seriously reduce the strength of the tank through a number of chemical and physical processes, which are known as hydrogen embrittlement.

The hydrogen molecular diffusion rate in all composites used for structural purposes is far too high for them to be usable as storage containers by themselves. In stainless steel the H2 diffusion rate is three orders of magnitude less than a composite, whereas in aluminium the H2 diffusion rate is eleven orders of magnitude less. Therefore, aluminium is very useful as a lining material, but it is twenty times more expensive than steel. Based on a trade-off between suitable hydrogen containment properties and the material cost, the optimum choice for large storage tanks contained in fixed locations at service stations and depots is stainless steel. For use on vehicles where the tank weight needs to be minimized, tanks constructed from a polymer composite with thin steel or aluminium linings are commonly used.

Tanks experience continuous cyclic loading between ambient and storage pressure. Additional residual stresses arise during manufacture. This combination of stresses can result in the development of fatigue cracks. The combination of fatigue cracks and the process of hydrogen embrittlement become significant after a certain time, and result in accelerated crack growth rates. When undetected this has led to several accidents and injuries.

Current inspection solutions include visual examination, pressure tests, alternative materials for H2 tank manufacture and hydrostatic leak tests after the tank installation but, there is no reference to continuous condition monitoring of a H2 tank (steel or composite). SafeHPower has developed continuous monitoring systems for the entire storage, distribution and usage system in the hydrogen transport economy, ensuring that all defects that would cause eventual leaks are detected in time to avoid catastrophic failure.

SafeHPower delivers three systems based on two technologies:
1. A low cost AE sensor system to be attached to a hydrogen tank in a vehicle for continuous monitoring has been developed so that it is able to detect the signal originating from any position in the tank wall. The sensor system has been designed to draw power from the vehicle battery and generate a dashboard warning when it detects a defect that threatens the structural integrity of the tank.
2. A higher level AE array (three or more sensors) system for continuous monitoring of large hydrogen storage tanks installed at service stations and production plants has been developed with an extended signal processing software. The signal processing software handles data from multiple sensors, uses the triangulation method to analyse the data and accurately locates the defect position.
The consortium have successfully installed both AE systems in working environments and demonstrated the robustness and ability to collect and analyse data. Both the systems are at TRL 5-6 and with further trials the systems should be ready for commercialization in a year.
3. A Neutron Radiography (NR) system has been developed to conduct total imaging of H2 tanks; however; the technology readiness level for this is low. Moreover, even though the flaws in a composite were successfully imaged using a convertor screen/X-ray film combination the real time charge coupled device (CCD) imaging system was unable to image the tank flaws. Therefore, the system is currently not suitable for any commercial applications.

Project Context and Objectives:
The safety issues surrounding hydrogen use are mostly based on the number of accidents and injuries that have already occurred during the storage and transport of H2 caused by tank rupture. This has usually been a result of ready diffusion of hydrogen through composite materials or the structural degradation of metals by hydrogen embrittlement. Generally, Type I (Stainless Steel) tanks are used for storing hydrogen at central depots, service stations and for transportation and, Type IV (carbon fibre wound with an inner layer of high density polyethylene which has high strength-to-density ratio or a type III (carbon fibre wound with an inner layer of aluminium) is used in vehicles.
Unfortunately, the current solutions of mechanically protecting the tanks, or methods to evaluate hydrogen embrittlement during manufacturing processes, or using gas leak detectors are not efficient or cost effective. Moreover, they cannot provide continuous monitoring to detect defects before they become critical.
In order to address the safety concerns and the market gap for an inspection system that will be able to monitor the initiation and growth of fatigue cracks and, the capability to intervene before major accidents occur; SafeHPower has designed systems based on two technologies namely Acoustic Emission (AE) and Neutron Radiography (NR).

The main technological objectives for the project covered the development of:
1. An AE sensor system for the continuous monitoring of hydrogen storage tanks (Type IV and Type III) in vehicles.
A miniature AE hardware package consisting of an AE sensor, preamplifier and microprocessor suitable for embedding on a vehicle storage tank.
The developed software, such that it can permanently monitor all AE signals as a function of time, fully characterizes each AE pulse (records the number of pulsed events per unit time, the number of cycles above threshold, amplitude, time of first count, average signal level, rise time and fall time), select the best correlation of the properties with the trial defects by comparison of the load/time dependence curve with that of a defect free comparator tank, reject signal variations caused by the environmental rather than structural factors (vehicle vibrations and ambient temperature & humidity change) and finally, make a yes/no decision to warn in the event of a defect.
2. A. higher level AE array system for the continuous monitoring of large hydrogen storage (Type I) tanks.
A mechanism to permanently bond the AE system to the tank structure mechanically and acoustically to be investigated. Hardware consisting of AE sensors, a commercial multichannel amplifier, signal processing hardware, and a portable computer that allows the AE signals to be acquired with high accuracy at the high sampling rate required for data acquired from multiple sensors.
A bespoke signal processing software that can: (i) read the AE signature of the cyclic loading that arises as the hydrogen pressure undergoes slow cycles between the upper and lower pressure limits, and the signature of slow strain under constant hydrogen pressure, and then (ii) identify changes in the signature that indicate defect propagation. More specifically, software that can handle data from multiple sensors, acquire data, load it, normalize, threshold and apply triangulation method to precisely locate the defect position.
A system that can detect a minimum defect size of 5% of wall thickness in the radial direction and 10% of the wall thickness in the direction parallel to the longitudinal axis of the tank.
More importantly, a system that can perform advanced signal processing to accurately detect the defect location in a large storage tank to minimise time and costs needed with subsequent in depth inspection by neutron radiography.
3. A neutron radiography system for total imaging and precise location of fatigue cracks and hydrogen embrittlement (HE) sites in hydrogen storage tanks.
Acquisition of a portable Deuterium-Tritium neutron source.
Design and development of a bespoke collimator to focus an intense neutron beam on the hydrogen-tank wall interface. The scattering background (from Hydrogen) would be much high than would occur with the tangential beam technique.
A jig to support the sample & detector.
A detection system which can perform real time imaging.
The integrated components to develop a system that can perform full examination of tanks.

Project Results:
The main S & T results/foreground are:

1. Representative Type I and Type IV tanks were acquired, sectioned and flaws were created manually by adhering to the British standard (BS EN 1968:2002) for periodic inspection and testing of composite gas tanks and to the British standard (BS EN ISO 11623:2002) for period inspection and testing of seamless gas tanks.
Specifically, representative vehicle tanks (Type IV) were acquired from Floteks for the development of the AE technique. An additional 150 litre Type 4 tank was acquired to be sectioned and for artificial flaws to be created for use in the NR development.
Three 50 litre stainless steel (Type I) tanks were acquired for the stationary application developments. These tanks were used to develop the AE technique as they are small enough to be tested under pressure in a lab environment. A steel tube section, with dimensions and steel composition similar to the large hydrogen tanks found at central depots, at H2 production sites for storage purposes and at service stations was procured.
2. Miniature AE system for vehicle storage tanks:
• Innovation with the development of a bespoke miniature AE hardware package that can be attached to the vehicle storage tank wall for continuous monitoring and embedded signal processing software that can generate a dashboard warning in the event of defect detection. The integrated system also allows drawing power from the car battery.
• Successful integration of the miniature AE sensor system by conducting laboratory trials on a 15.8 litre, Type IV composite tank (safe to pressurize using water in laboratory conditions) showed that the AE sensor system was able to identify the presence of a flaw (50mm long x 1mm wide x 1mm deep) when pressurized at 220bar.
• Field trials conducted on a Type III composite tank on a hydrogen van for a period of one month were able to successfully record features such as ring-down counts, maximum and minimum values, energy and rise time. It was found that there is a difference in the AE activity of this tank compared to the extracted features found on a defective tank during field trials, which allowed the setup of alarm levels with higher confidence.
3. AE array system for large storage tanks:
• Development of AE array system hardware with a tank attachment system such that the multiple sensors attached to cover a large area storage tank can ensure optimum mechanical and acoustic connection.
• Bespoke signal processing software which can handle data from multiple sensors (three or more) over long load cycles. Experimentation with multiple signal processing tools resulted in selecting the triangulation method for its suitability for inclusion in the software system architecture and its ability to detect the defect location with higher accuracy. The software integration with the hardware
• Development of graphical user interface (GUI) that provides tabs to load the data, display the AE signal from all the sensors, processes the data (in the background), plots the co-ordinates of the AE sensors, provides option to select the default sensor, allows selection of time discretisation and speed of sound to suit the user’s requirements and displays the flaw position.
• Successful integration of the AE array system by conducting laboratory trials on a 50 litre Type I steel tank using three AE sensors. It validated the system by showing AE events are detected when the flaw on the tank grows (from 50x2x1mm to 50x0.5x5mm) when pressurized at 220bar. All the AE channels detected a similar number of events regardless of the distance from the flaw.
• Field trials conducted on a Type I steel tank of dimensions 2.55x10.50m (Diameter x length), maximum pressure of 30bar validated that all six sensors contributed to data that allowed the localization of the point of origin of the event i.e. the pencil lead break to mimic the flaw. It extracted three features such as the events, ring-down counts and energy. The filters developed as part of the advanced signal processing algorithms were successful in filtering out the unnecessary frequency components and the successful implementation of the triangulation technique to accurately locate the defect position.
4. Thirteen different coupling fluids for the optimum attachment of an AE sensor mechanically and acoustically to a composite and a steel tank were experimented with.
Silicone compound offered the highest sensitivity for the acquired AE signal and was suitable for long term installation without the necessity for a bespoke holder for a vehicle (composite) tank
The performance graph for different couplants was very similar for the steel tank as long as no dry couplant was used. Hence, a magnetic holder with glycerine as a couplant was used for large storage tanks.
5. NR system for vehicle and large tanks:
• Deuterium-Tritium (D-T) generators were hired for experimentation purposes at different facilities to suit the changing development needs.
• Simulation exercise was completed and a bespoke divergent collimator was developed such that it limits the neutrons to the hydrogen inside the tank wall interface for the purposes of conducting fast neutron radiography using a pulsed D-T generator. Three difference scenarios with different collimator layer materials and thicknesses were investigated to find an optimum and even flux distribution at the scintillator and one of the scenarios was used for development.
• An L-shaped detection box was developed such that it is light tight, light in weight for suspension in a vertical arrangement, can hold the scintillator, optical components and a charge coupled device (CCD). A scintillator holder was designed to hold the ‘plastic’ and ‘thermal’ scintillators used in the NR setups. The system was capable of generating images.
• Design and installation of a catenary system (jig) to facilitate a vertical NR setup as dictated by the neutron facility constraints during the first part of the NR development. The jig held the detection box and allowed manual manipulation for changes to the object/sample-detector distance.
• Integration of various components validated that the developed NR setup was capable of generating a radiograph.
• A variety of neutron radiography experiments were conducted using strategic approaches such as (a) A fast neutron radiography setup using a pulsed D-T generator was not successful in detecting the tank flaws. (b) Thermal neutron radiography experiments using an accelerator based neutron source was successful in imaging the contrast between wax and steel in 50x50x7mm and 50x50x19mm samples cut from Type I tanks (c) Thermal neutron radiography experiments conducted using water moderator wasn’t successful in detecting tank flaws using the CCD setup and (d) Thermal neutron radiography experiments conducted using a polyethylene moderator and a CCD setup were not successful in detecting tank flaws using the CCD setup. However, it was successful in detecting flaws in a composite tank using a convertor screen/X-ray film combination.
• No field trials were conducted using the NR technique on the tanks that were used for the AE field trials as reported in DoW. This was due to a number of reasons but mainly because the system was not designed to operate outside a neutron facility and would not be safe.

Potential Impact:

The project has made significant technological progress by providing inspection prototypes that are capable of monitoring the creation and growth of fatigue cracks in hydrogen storage tanks in vehicles, at depots, and in the distribution economy i.e. at all points of the hydrogen supply chain.

The project work has resulted in the following:
1. A miniature AE sensor prototype that can be embedded in the reinforced composite outer layer of hydrogen tank on vehicles. The prototype has been designed to draw power from the vehicle battery and generate a dashboard warning when it detects a defect that threatens the structural integrity of the tank.
2. An AE array system prototype that can be permanently bonded mechanically and acoustically to the walls of large hydrogen storage tanks. A bespoke signal processing software has been designed to perform complex computational analysis for precise location of the defect on a large storage tank.
3. A thermal neutron radiography prototype using a portable D-T generator. The prototype with a polyethylene moderator and the film imaging technique has been partially successful by detecting 1 and 2mm defects in a composite tank; however, it cannot be considered suitable for practical applications.

The successful outcome of the project will benefit the EU potential business on a global scale with the AE technologies that could benefit every manufacturer or distributor of vehicle fuel tanks, operators of service stations, hydrogen delivery tankers, storage depots, multi-purpose hydrogen production plants and the automotive industry (H2 powered vehicles).

The technology readiness level of the neutron radiography system is low and so does not provide much benefit to the SMEs in terms of commercialization.

The AE systems will be commercialized one year after the project end i.e. 2017. These systems will support the mass use of hydrogen in privately owned passenger vehicles as it addresses the safety concerns arising from past incidents. It is considered that all hydrogen tanks in the supply chain from the product plant, depots, hydrogen delivery vehicles, service stations and on passenger vehicles will require monitoring and inspection by law as high pressure (700bar) is involved. Moreover, a social responsibility to ensure passenger safety provides a motivation for the developers of the hydrogen transport economy to incorporate the AE systems and components developed under this project. Also, unlike the tanks in the existing mature hydrogen usage industries, the tanks associated with hydrogen powered transport will require inspection and monitoring as the environment in which transport takes place is uncontrolled.
The existing products cannot perform continuous monitoring as most of the products in the market detect hydrogen flux leakage which arises only after irreversible and dangerous structural weakening of tanks has occurred through hydrogen damage.

The annual review report in 2015 by 4th Energy took an analytical look at the development of the hydrogen industry in 2014. According to this report, the hydrogen industry is set to gain going forward due to new policies being driven by factors such as control of carbon emissions, energy efficiency and water consumption for the production of hydrogen. The 4th Energy report was generated by taking into account different geographical areas divided into four regions such as Europe, North America, Asia Pacific and the rest of the world.
For Europe, the EU policy draft from the new 2030 energy plan will act as a big driver for the uptake of fuel cells and hydrogen. The EU policy draft proposes figures of binding target greenhouse gas reduction of at least 40% by 2030, compared to 1990 levels, an indicative target to achieve 27% in energy savings, and a binding target to source at least 27% of EU energy consumption from renewable sources over the same period. The experts think that the adoption of hydrogen powered vehicles will be tempered by infrastructure issues and the customer demand is not expected to take off rapidly before mid-2020s. The forecast for the hydrogen vehicle adoption from 2015-2025 is only 66500/year and for Europe this is less than 10,000 vehicles per year.

Summarising the sales and profits of the SafeHPower (AE) products and training services over a four year period following project completion: Each of the SME partners gain sales in their own right. Based on the conservative forecast by 4th Energy wave, 2015, for hydrogen vehicle adoption and the associated storage needs, the cumulative profit for the SMEs at the end of four years (2017-2020) is €985,371. This figure is based on a conservative market share of 10% by the SMEs and a 10% profit margin each year in the first four years.
Also, these profits do not take into account the overall economic savings as a result of avoiding tank ruptures and carbon offset costs. The economic benefit is realized in terms of savings by the avoidance of hydrogen fuel tank ruptures in terms of compensation to be paid for injury, loss of lives, destruction and damage to the infrastructure.

The consortium SMEs will benefit from increased business opportunities from the sales of the AE products, the triangulation software and the inspection services for the hydrogen market and possibly for other gas production industries as Europe is currently the location of about 33% of the companies working in the global fuel cell supply chain in a worldwide scenario.

The economic benefit resulting from the AE technologies will be realised as it will create jobs involving multiple skills along the supply chain from raw materials to produce the consortium products, marketing and service provision. The value is estimated as one job per €100k worth of sales. Jobs are also expected to be created in the end user organisations associated with purchasing and operation of the new technology as well as with subcontractors performing servicing and maintenance.

Wider benefits to Europe: SafeHPower will be indispensable in the writing of new European standards for inspection of pressure vessels at enhanced pressures, as the current standards apply to air tanks and do not include hydrogen as a stored material.

The AE sensor prototype developed under the SafeHPower project will enable continuous monitoring of vehicle tanks for defect detection before they become critical by generating a dashboard warning.
The AE array prototype developed under the SafeHPower project will enable continuous monitoring for the detection of precise defect location in large hydrogen storage tanks at depots, central stations.
The AE prototypes will introduce a new technology to enable the growth of the entire hydrogen powered transport industry and equally importantly address the safety concerns surrounding the use of hydrogen as a fuel.

*Dissemination activities:

Exploitation and dissemination: All SafeHPower partners have been active in dissemination. This included dissemination through online news items, magazine articles, seminars, exhibition and conferences. The SafeHPower website hosted a blog which was regularly updated, and reported on news items about the project, hydrogen related events/conferences etc. Two conference scientific paper publications (one for the AE technology and the other for NR) have resulted from this project. Project flyers and datasheets were prepared and distributed at seminars, exhibitions and during prototype demonstration. Floteks has introduced SafeHPower and given presentations about the AE system at various conferences and exhibitions both independently and jointly with other members of the consortium.

Some of the dissemination activities are as follows:
-Conference presentation: Partners Floteks and UBRUN presented at the NORDIC Association of Rotational moulders (ARM) conference in Denmark 2015. UBRUN made a presentation specifically promoting the AE sensor system for continuous monitoring in vehicles. Floteks manned an exhibition stand whereby a slide show presentation with the AE sensor system was on constant display on a computer screen. Furthermore, project and pop-up posters prepared by TWI and Floteks were displayed/distributed.
Floteks has also presented the project developments at the STAR ASIA ARM conference in New Delhi, India.
-Pure Energy Centre presented about the AE monitoring solutions being developed under the SafeHPower project at the Climate change conference in March 2015. This event showcases UK and international projects, programmes and policies on mobile, stationary and storage applications and is attended by the H2 and fuel cell manufacturers and supply chain, Energy/facilitators/managers and many more.
This year’s conference will focus on products delivering to market and demonstration projects which are facilitating the move to commercialization. TWI has sent the technical datasheets and presentation to PEC for distribution and delivery.
-News Article: In October 2015 partner Floteks wrote an article which detailed the AE sensor technology for vehicle tanks developed under the SafeHPower project. The article has been published in the RotoWorld magazine (Volume XI issue 3 2015 page 56). It was a major advertisement for the AE sensor system since the magazine readers comprise of product manufacturers, R&D institutes, industry leaders and consumers throughout the world.
-TWI wrote an article about the project which was published in the collaborative brochure in July 2014 for distribution to its members and all events.
TWI also regularly maintained a blog on the project website that was updated with project and other news. The project has been disseminated with the help of flyers/pop-ups/data sheets at various exhibitions and events.
-Public demonstration: A public demonstration of the finished AE sensor and array prototypes was given on 22nd Jan 2016 at TWI, Cambridge. Invitations to attend the demonstration were sent by TWI and Floteks to a lot of companies involved in the Hydrogen industry by targeting UK and Scottish fuel cell associations with member companies. Vehicle manufacturer Toyota was sent an invitation due to their recent launch of their hydrogen powered vehicle (Toyota Mirai). Cedar metals Ltd. and Cambridge Carbon capture Ltd. were the two external companies in attendance.
-Public video and slideshow presentation: A professional video recording session was scripted and organised by TWI. This was filmed at the locations where field trials took place by TWI personnel and an external company, Science View which specializes in the creation of scientific and technological based journalism videos was commissioned by the consortium with the task of producing the film. TWI has also prepared a separate slideshow video presentation for the neutron radiography technology. Both the main video and the slideshow presentation are available on the project website and YouTube for public access.
-Press release: “SafeHPower”
Cordis Website (
Scheduled for April 2016
Author: TWI
-News article: “SafeHPower”
Connect Magazine (
Scheduled for April 2016
Author: TWI

*Exploitation of the results

The SafeHPower project has delivered two AE prototypes and a neutron radiography (NR) system for continuous monitoring to detect and locate defects on hydrogen powered vehicles and large storage tanks.

The exact exploitation arrangement is still being agreed and will be finalised when the technology readiness level (TRL) of the two AE prototypes is increased from its current level of 5-6. The technology readiness level of the NR prototype is very low and hence, not suitable for real applications and hence, commercialization. Therefore, the exploitation plans will be mainly to cover the AE prototypes.

The SafeHPower consortium anticipates that the two AE prototypes could be sold separately or as a combination depending on the type of end user, e.g. the end user could be a tank manufacturer who supplies H2 tanks to the vehicle industry and would buy the AE sensor prototype for installation on their tanks and sell it as a package to the vehicle industry OR the end user could be a maintenance service provider who conducts inspections for all types of tanks and would stock both the prototypes.
It has already been agreed by the consortium that the IP resulting from the project will be jointly owned by the participating SMEs. Each SME partner is free to develop the products for production and selling purposes however; to license the product to a third party will require a signed agreement from all the SMEs. Also, if any SME sells a system the other SMEs would be entitled to 2.5% commission on the sale price. Pure Energy Centre will be offered AE prototypes at a discounted rate.
In the next 12 months the consortium aims to improve the AE systems to a commercial ready state.
Even though the prototypes have demonstrated their robustness and ability to collect data over duration of more than one month the consortium feels that in order to market a quality product, trials to identify patterns from defective and non-defective tanks in operational conditions lasting about a year need to be conducted. In addition, the detection of a natural fatigue failure of a tank using the AE system is of high importance in order to identify the AE activity of a normal failure. This would allow adjusting the software to initiate the dashboard alarm process with higher accuracy.
In addition, the SME partners Floteks and InnoTecUK are currently in the process of discussing the details of a Joint Venture between the two companies in taking the SafeHPower AE System to market. A separate company will be formed, of which Floteks and InnoTecUK will be joint owners. The AE systems are currently at TRL 5-6 and there is some work required to bring it to TRL 9. This is another area under consideration by the SMEs. Floteks also intends to seek further funding to take the AE prototypes from TRL5-6 to TRL9 and sell it to the defence department of Turkey and vehicle manufacturers. Once at TRL 9, the SMEs Floteks and InnoTecUK will work together through the Joint Venture to actively sell the SafeHPower AE system.

List of Websites:
A project website was set up to act as a communication port between the partners and to disseminate the project:

For general enquires and the SafeHPower systems please contact the project co-ordinator, Mr Celal Beysel at
Floteks A.S. DOSAB Fulya Sk. No6,
16245 Bursa, Turkey
Tel/Fax/Answering machine: +90 2242610157
Web Site:
E-mail: OR

Other contact details according to the specific technologies developed in SafeHPower are listed below:
Topic: Acoustic Emission Systems
Siamak Tavakoli
Brunel Innovation Centre/Brunel University
Tel: +44-1223899186
Web Site:
e-mail: OR

Topic: Software (Acoustic Emission systems)
Dr. Serafeim Moustakidis
Centre for research and technology Hellas
6th Km Harilaou - Thermis, Thessaloniki 570 01,
Web Site:
e-mail: OR

Topic: Neutron Radiography System
Dr Malini Vieyra
Technology Centre Wales
Harbourside Business Park
Harbourside Road
Port Talbot
SA13 1SB
Tel: +44 01639873119
Web Site:
e-mail: OR

A project website was set up at the start of the project by the consortium partner TWI with the domain name TWI maintained the website on behalf of Floteks. The purpose of the website is to facilitate dissemination and acts as a communication tool for the consortium. It consists of two main areas: one accessible to the public and one only accessible by the members of the consortium.
It includes a “contacts” page, when information is requested via this page the enquiry is sent to TWI who hosts the website and the project co-ordinator, Floteks. The homepage of the website hosts the blog page which summarises all the news related to the project and allows for comments from the public.

In addition to the public part of the website, there is a secure members’ area to act as a repository for project related information and to allow easy transfer of electronic information between the consortium partners.

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