Thursday, June 28, 2007

June 19, 2007 New York, Vertical farming in the big Apple

Following article was published by the BBC News.

Vertical farming in the big Apple
By Jeremy Cooke - BBC News, New York

Is this how farms will look in the future?

Downtown Manhattan is hardly a place you would associate with agriculture. Rather, with its countless restaurants, cafes, shops and supermarkets this is a place of consumption. And so every morsel, every bite of food New Yorkers munch through every day must be trucked, shipped or flown in, from across the country, and across the world.

Now though, scientists at Columbia University are proposing an alternative. Their vision of the future is one in which the skyline of New York and other cities include a new kind of skyscaper: the "vertical farm". The idea is simple enough. Imagine a 30-storey building with glass walls, topped off with a huge solar panel.

On each floor there would be giant planting beds, indoor fields in effect. There would be a sophisticated irrigation system. And so crops of all kinds and small livestock could all be grown in a controlled environment in the most urban of settings.

That means there would be no shipping costs, and no pollution caused by moving produce around the country.

It's all the brainchild of Columbia University Professor Dickson Despommier. He and his students took existing greenhouse technology as a starting point and are now convinced that vertical farms are a practical suggestion.

Professor Despommier lists many advantages of this revolutionary kind of agriculture. They include:

- Year round crop production in a controlled environment
- All produce would be organic as there would be no exposure to wild parasites and bugs
- Elimination of environmentally damaging agricultural runoff
- Food being produced locally to where it is consumed

And, says the professor, vertical farming would allow some existing traditional farms to be returned to natural forests. Good news in a time of global warming.

"Even if it's not quite natural.... a little bit factory-like in terms of its production, here's what you're going to get back: you're going to get back the rest of the earth. And I'll take that any time."

Nurturing high rise crops in the "vertical farm"

The plan is to make the whole complex sustainable. Energy would come from a giant solar panel but there would also be incinerators which use the farm's waste products for fuel. All of the water in the entire complex would be recycled.

Several hours drive north of the city in upstate New York, Ed Miller's 18,000 apple trees are in full bloom. Like farmers across the world he has lived through decades of constant change and innovation. But he remains, at heart, a man of the soil.

So what does he think of the virtual farm concept? He is, perhaps, surprisingly positive: ''It looks like a fancy greenhouse," he says. "It's fabulous, it will be very interesting. It will be phenomenal."

For now, vertical farms are a virtual concept. But the scientists insist that the theory is sound. All they need now, they say, is the money to make this a reality.

Graphics courtesy of Chris Jacobs, Rolf Mohr, and Dean Fowler of machinefilms.com and unitedfuture.com

Wednesday, June 06, 2007

June 6, 2007 Texas 146 expansion pushing businesses off the road

June 6, 2007, 12:29AM
Texas 146 expansion pushing businesses off the road
Project could ease congestion, but it will put merchants along the Seabrook highway at risk
By RUTH RENDON

Businesses at risk
A plan to widen Texas 146 through the southeast Harris County community of Seabrook will see many businesses along the road eliminated or affected in some way. The businesses include (Source: City of Seabrook):

West of Texas 146
Kaferhaus, Baygas/Eagle Gas, Miller's Machine, Boats Etc., Steve's Super Shine, All American Automotive Repair, Seabrook Lawn, Bente Interiors, Benjamin Automotive, Season's Imports, Benestante Investments, Guy Taylor, Sno Cones, Enterprise Leasing, Neptune Subs, Seabrook Pet Supply, Jack Turk, Psychic Palm, Wilcox Inc., Laredo's Mexican restaurant, Bay Area TV Repair.

East of Texas 146
Tookie's Restaurant, Mario's Flying Pizza & Italian Restaurant, Marburger's Sporting Goods, Whataburger, Ryan's Express Dry Cleaners, Donald's Donuts, Wells Fargo, Morgan Land LLC, Bay Texaco, Walgreens, Blockbuster, KFC/Taco Bell, McDonald's, Kwik Kar, Popeyes, Sonic, Angel's gas station, Batavia Services, Allometrics, ATD , Equipment, Auto Zone, CVS/Pharmacy

The parking lot at Neptune Subs in Seabrook is being eliminated to make way for, well, cars.

The sandwich shop — and its parking lot that abuts Texas 146 — is one of more than 40 businesses along the increasingly busy highway that are being eliminated or affected by a planned roadway expansion. The highway that cuts through Seabrook and neighboring Kemah serves as a hurricane evacuation route for residents in Galveston County and southeast Harris County.

Every morning and afternoon the roadway goes through major gridlock. On weekends, the bridge over the Clear Creek channel connecting the two communities is backed up with tourists heading to the popular Kemah Boardwalk.

City and state officials point to the expansion between Red Bluff and just south of FM 518 as necessary.

"This roadway has become very heavily congested," said Hassan Nikooei, transportation engineer and project manager for the Texas Department of Transportation. "It cannot handle the traffic that it already has. Even if we widen this short segment through Seabrook and Kemah, it still will be over capacity."

Texas 146 serves not only as a hurricane evacuation route but also as an alternative to Interstate 45 for commuters who work in Houston. Many residents in Seabrook, Kemah and east League City prefer taking Texas 146, to Texas 225 and Loop 610 to make their way into downtown. The city and TxDOT recently agreed on an expansion plan after years of negotiations, but the final design is still being ironed out, as is the price tag.

Construction could start by 2015 or sooner if funding becomes available.

In the interim, Seabrook hopes to alleviate some of the congestion by turning off a flashing school-zone light whenever nearby Bay Elementary is not in session. Another suggestion is to increase the length of turning lanes on Texas 146 for motorists turning west onto Red Bluff. The suggestion, Seabrook City Manager Chuck Pinto said, can be implemented during a resurfacing project that's expected to start this summer.

What is for certain is that businesses on the west side of Texas 146 — such as Neptune Subs — between the highway and an unused Union Pacific railroad track will be wiped out.

Month-to-month leases
Those businesses now operate under 30-day leases with Union Pacific, Nikooei said. Once TxDOT purchases the right of way from the railroad company, the businesses no longer will be able to lease the property on which they sit.

Nikooei said TxDOT and Seabrook will help those business owners relocate. "We'll do our best to minimize the heartache," he said.

Vinny Schillaci, owner of Neptune Subs, said he is grateful some relocation help is in the works. After being in business almost 30 years in Seabrook, he does not want to venture far.

"I could move across the street in the shopping center, and my business could increase 40 percent or it could decrease. Nobody knows," Schillaci said. "Customers are saying, 'Please stay.' I can't move too far."

On the east side of Texas 146, businesses will be encroached upon by the expansion to the point of depleting parking or cutting into their buildings, forcing them to relocate.

"Every single restaurant, bank and pharmacy will be gone," resident Keith Gray said. "For the business owners in the city, this is rough."

Already the city is looking at ways to retain the affected businesses, Pinto said. City leaders are considering rezoning areas north and south of Repsdorph to accommodate relocated businesses. The city also is considering putting together incentive packages to keep businesses.

The 5-mile project will consist of five lanes in each direction at Red Bluff. Traveling south, motorists will see the roadway reduced to four lanes in each direction and have two frontage-road lanes. As motorists approach NASA Parkway, there will still be four lanes in each direction and two lanes of frontage in each direction. Two lanes will be designated to turn onto NASA Parkway, and the other two lanes will go over NASA Parkway and continue to bypass Kemah.

The project also calls for the widening of the Kemah-Seabrook bridge to have three lanes in each direction with a median and shoulders.

New bridge in the works
Another bridge just to the west of the current bridge is planned with two express lanes in each direction. The express lanes on the bridge will bypass the weekend revelers that travel to the Kemah Boardwalk.

At a public hearing this spring, some Seabrook residents said the city leaders should have chosen a bypass over the current plans.

Nikooei said TxDOT has proposed having an express lane through town, providing access to drivers and eliminating the need to take additional right of way from the east side of Texas 146. The city of Seabrook rejected that alternative, he said.

Seabrook Councilman Kim Morrell said the thought behind going with the current plans was that with a bypass instead, motorists would no longer stop and do business in Seabrook.

Nikooei said the city will be responsible for 10 percent of the right-of-way costs.

ruth.rendon@chron.com

Sunday, June 03, 2007

May 26, 2007 Shanghai maglev project suspended amid radiation concerns

Article published by China View.

BEIJING, May 26 (Xinhua) -- China has suspended the construction of a high-speed magnetic levitation train linking the eastern cities of Shanghai and Hangzhou after residents raised concerns their health may be affected by radiation from passing trains, officials and experts said on Saturday.

"The project has been suspended in line with the arrangements of the municipal government," said a spokesman with the government of Minhang District in Shanghai's southern suburbs.

An official with the Shanghai Municipal People's Congress confirmed a major reason for suspending the project was the magnetic radiation concerns raised by residents living along the proposed route. "The government is working on the issue," said the official on condition of anonymity.

Approved by the central government in March 2006, the 35-billion-yuan (4.5 billion U.S. dollars) maglev train track was to be 175 km long and trains were expected to reach speeds of 450 km per hour.

Many thought the line would be operating by 2010, when Shanghai plays host to the World Expo.

The Shanghai-Hangzhou maglev line would have been the world's second commercial high-speed maglev track. Shanghai operates the world's only commercial maglev system on a 30-km run between Shanghai's financial district and its Pudong airport.

"The petition office told us early this month that construction and all the plans to relocate residents (along the route) had been suspended," said a resident in Xinzhuang township in Minhang. "We had been looking forward to this."

The 28-year-old expectant mother, began to petition in March, shortly after she learned the maglev route was to run through her community. "I was worried the radiation could harm my baby."

The planned maglev route was to be separated from communities along the route by a greenbelt only 22.5 meters wide, although a blueprint at the local government indicated a protection belt 150 meters wide would be built on either side. German specifications require a 300-meter leeway on both sides of the track.

The local government has been under huge pressure over the past months, with crowds of petitioners knocking at their doors every day as thousands of complaints were received online. The Minhang District government alone received more than 5,000 petitioners in a single day in March.

According to the designers' blueprint, the new maglev route would have run southwest from the existing maglev station in Shanghai's financial center. It was to then pass the Shanghai World Expo venue and cross the Huangpu River to the Shanghai Southern Railway Station.

From there, a double track was to be built with the northern route leading to the Hongqiao International Airport and the southern route linking Jiaxiang and Hangzhou while following the Shanghai-Hangzhou expressway.

Minhang District in the southern suburbs of Shanghai was to have been a juncture of the two lines.

The project would have required a massive relocation of residents and possible radiation dangers for those close to the tracks.

Analysts said the petitioners had apparently succeeded in convincing the government to think twice about the project.

"The project is still under study and its final design is subject to approval," said Wang Qingyun, an official in charge of transportation at National Development and Reform Commission (NDRC).

"It's still hard to say whether the maglev would be built, but if it is it won't be possible to complete it before 2010," said Wang.

Local media reported earlier that all the relocation work was to be done before the end of this year. Over the past few months, however, much of the relocation work was halted and new real estate projects that had been suspended resumed.

"We were told to resume construction because the maglev project had been suspended," said a sales manager of Linshui Meidi Garden, a new housing development project in Minhang District.

Sources close to the Shanghai municipal government said officials were still weighing the pros and cons of the value of the project. "The original budget was 35 billion yuan, but experts said the final cost would likely top 40 billion."

While supporters of the project said the maglev trains would speed up urbanization and economic development in the Yangtze River Delta and help Hangzhou and Jiaxing cities in Zhejiang Province catch up with their wealthier neighbor Shanghai, those who are against the idea worried the costly project would not be able to pay for itself.

"The 150 yuan cost of a one-way ticket is obviously too high for ordinary people," said Prof. Li Hong, a researcher with the NDRC's transportation institute. The price, calculated at the proposed rate of 0.75 yuan per kilometer in the project's mid-term report, would equal 75 percent of the cost of an air ticket but more than three times the current train fare.

He said high fares are affecting the number of passengers using the existing maglev train to Shanghai's Pudong International Airport. "Its ticket revenue is only 100 million yuan a year which means it will take 100 years to pay for its construction costs," said Li.

An alternative solution to the abandoned meglev project could be a high-speed rail link. It would be almost as fast as the maglev train but cost only half as much. A trip from Shanghai to Hangzhou by high-speed train would take 35 minutes, only seven minutes longer than the maglev ride.

Ministry of Railways said the project was under study. "Details will be published at an appropriate time," said Huang Min, a planning official.
Editor: Pliny Han

Friday, May 04, 2007

February 28, 2007 Cities afraid of death by congestion

Following article was published by USA Today.

Arizona Department of Transportation - This congested stretch of Interstate 10 in the Phoenix area would be widened to 24 lanes as part of a massive upgrade.

By Larry Copeland, USA TODAY
A plan to widen part of Interstate 10 in metropolitan Phoenix from 14 lanes to 24 is the USA's latest giant superhighway proposal designed to ease the kind of gridlock that some planners say could stunt economic growth.

For a 2-mile stretch between U.S. 60 in Tempe and State Route 143, the interstate would have six-general purpose lanes, two carpool lanes and four lanes for local traffic in each direction. Work on the first phase, which planners expect to cost about $550 million, could begin by 2011.

Political and business leaders in metro areas increasingly view traffic congestion as hurting their ability to compete with other regions for new businesses and young professionals. "There's no question that traffic is a major factor for a business that's contemplating moving to Atlanta," says David Gill, an Atlanta bank president who heads a business group pushing for new ways to finance transportation projects in Georgia.

The superwide highway in Phoenix will cut dangerous weaving at interchanges, reduce freeway congestion and add capacity for a booming population, planners say.

"The Phoenix metro area is growing like crazy," says Eric Anderson, transportation director for the Maricopa Association of Governments, the regional planning agency that coordinates freeway construction projects. "We're adding about 125,000 people a year, and we have a population approaching 4 million."

The section of I-10 proposed for widening now carries about 294,000 vehicles a day. That will jump to a projected 450,000 by 2025, says Arizona Department of Transportation spokesman Doug Nintzel.

In addition to the 2 miles of I-10 that will be 24 lanes wide, an additional 12 miles ultimately will average 22 lanes.

More big projects
An interstate highway wider than the length of a football field is not as rare as it was 10 years ago, when the El Toro interchange of Interstates 5 and 405 in Orange County, Calif., opened with 26 lanes. If approved, Arizona's I-10 widening, which will be studied for about two more years, would join such recent or planned 18-plus lane projects as:

•"The Mixing Bowl" in the Washington, D.C., metropolitan area. This interchange of Interstates 95, 395 and 495 is one of the busiest on the East Coast.
•The Katy Freeway, a stretch of I-10 from the Houston suburb of Katy to downtown. It's being widened to nine lanes in each direction.
•A public-private plan to widen a stretch of Interstate 75 north of Atlanta to 23 lanes. Work could begin in 2008.

"These are really very big bottleneck-improvement projects," says David Schrank, a researcher at the Texas Transportation Institute. "When these highways were designed and built decades ago, the traffic that's there today could hardly be foreseen. A lot of these interstates designed and built in the '50s, '60s and '70s are needing a modernization. … That's happening nationwide."

Transit advocates say the best transportation plans include elements beyond highways. "We ought to be moving in some new directions," says Anne Canby, president of the Surface Transportation Policy Partnership, which promotes alternatives to people driving by themselves.

Worries in Atlanta
Traffic congestion in Atlanta has long been a headache. But the high-tech communications networks spawned by the 1996 Olympics, the abundant supply of college-educated workers and the mild climate have helped the metro area remain a magnet for new businesses.

Now, though, Atlanta's traffic is the fourth-worst in the nation, behind only Los Angeles', Washington's and San Francisco's, according to the Texas Transportation Institute.

Atlanta's boosters say that unless drastic steps are taken to unclog the highways here, the city won't be able to compete with fast-growing places such as Phoenix, Denver, San Diego, Charlotte and Dallas — all of which have made long-term commitments to major transportation improvements.

"We've got the things businesses need," Gill says. "We have great momentum, a great communications infrastructure, the second-highest number of college-educated residents in the country. But when someone comes here and they're sitting in traffic, they don't see that. We've got to deal with this if we're going to stay competitive."

Gill is president of the Regional Business Coalition, a group of 14 metro area chambers of commerce that is supporting a state House bill that would allow two or more counties to form a regional partnership and ask voters to approve local taxes for local road and transit projects.

Since 2000, voters in 33 states have approved about 70% of the transportation ballot measures put before them; about 40% of those initiatives included a sales tax, says Jason Jordan, program director for the Center for Transportation Excellence, a non-partisan policy research center.

"The funding mechanisms (for transportation) are getting more diverse every day," Schrank says.

Progress sometimes slow
As he plans Phoenix's project to add 10 lanes on I-10, Anderson must deal with the interests of one county, 25 incorporated cities and towns and three Native American communities.

Atlanta's traffic planners would love to be in his shoes.

"We have 164 units of government in the area," says Sam Williams, president of the Metro Atlanta Chamber of Commerce. "Trying to get that many elected officials to sit down and agree on just about anything is so complex politically."

State Rep. Chuck Martin, a Republican from Alpharetta, an Atlanta suburb, introduced the Georgia funding bill last month. Martin and other supporters of the measure say they are acting with a sense of urgency.

It's not just for the sake of business competition, either. A recent study for the metro chamber of commerce found that Atlanta is one of the most favored destinations of educated young professionals. But transportation mobility is high on their list of desirable traits in the cities where they live.

The chamber had a grim postscript: Atlanta's traffic will become the nation's second-worst by 2020 if congestion is not reduced.

Wednesday, April 25, 2007

April 25, 2007 Houston City may build Memorial Park barrier to muffle I-10 roar

Article published by the Houston Chronicle.

A jogger works out on a small track at Memorial Park, near the buzzing din of the I-10 freeway (the Bud Light building in the background is across the highway), which could be reduced substantially under a plan by state transportation officials.
Karen Warren: Chronicle

By MATT STILES

About Memorial Park:
• City purchased: 1925
• Size: 1,500 acres
• Total yearly visits: 4 million
• Jogging trail uses: 3.6 million
• Estimated value: $1 billion
Source: Parks and Recreation Department

Stop on the northern side of Memorial Park, and you might hear chirping birds, the wind in trees, the rhythmic scratch of crushed granite under joggers' feet. Or all you might hear is the rush of traffic along the Katy Freeway — a disturbance the city wants to quiet.

Under a plan that would be financed by the Texas Department of Transportation, the city's parks department is weighing whether to allow a large sound-barrier wall in a 2,000-foot swath along the freeway between Washington and the West Loop.

Still in concept stage
The 16-foot-high wall, which could cost as much as $480,000, could substantially reduce the traffic noise in a popular area near the small, asphalt track and nearby tennis center, parks officials say. "It would make quite a bit of a difference," said Joe Turner, the city's Parks and Recreation Department director. "This is the piece where we're right on top of the freeway, with a huge concentration of runners and tennis players every day."

The barrier still is in the conceptual stages, as officials work to get input from City Council members and key stakeholders, such as the Memorial Park Conservancy.

Sally Tyler, the conservancy's executive director, said her organization is working with the city but isn't yet sold on the idea. The park's executive committee recently wrote Turner, saying it wants to see designs before passing judgment. "In lieu of a concrete wall, trees might serve as a natural sound barrier," she said, adding that sound could travel over and around a wall.

'I'll come and help'
Parks officials said adding trees would not have enough of an effect because there is scant space between the freeway and that portion of the park. A wall, which could be painted with trees on the park side, could reduce sound levels in that area by a third, said Rick Dewees, a parks department assistant director.

Some joggers at the park Monday welcomed the idea of a wall.

"I'll come and help them lay the bricks," said Garland Smith, who's been running the park's Seymour Lieberman Exercise Trail for 20 years. "This noise distracts from this place a lot." Smith began his run after parking near a quarter-mile timing track that's separated from the freeway by a thin buffer of trees and foliage.

A sound reading taken there by a Houston Chronicle reporter about lunchtime Monday showed decibel levels in the mid- to upper 70s, higher than allowable under the city's noise ordinance, which generally excludes traffic.

Avoiding freeway hum
The noise spikes to the lower 80s when tractor-trailers rumble down the freeway. On the west side of the trail, away from the roadway, decibel readings were in the 50s.

Otis Johnson, the park's tennis professional who supervises 18 courts, said the freeway sounds limit his ability to offer lessons. Customers sometimes ask for the farthest courts so they can avoid the freeway hum, he added. "We get people that experience it, and they say, 'Hey, can we move to the other side?' "

But not everyone minds.

"It sounds like a nice river flowing," said jogger Gabriel Lara, who's been coming to the park since the 1960s. "It's part of the surroundings." Others drown out the buzz with tunes from their MP3 players.

"It really doesn't bother me," Suzy Seeley, who's run more than 100 marathons, said after performing lunges on the track near the freeway. "It's something we've gotten used to."

matt.stiles@chron.com

Monday, April 23, 2007

April 22, 2007 Chinese scientist finds wealth in solar

Chinese scientist finds wealth in solar By JOE McDONALD, AP Business Writer
Sun Apr 22, 2:31 PM ET

SHANGHAI, China - Physicist Shi Zhengrong spent the 1990s in an Australian lab studying solar power, a field he picked by chance. He expected to devote his life to science.

Still, Shi saw signs of a blossoming industry as Germany, Japan and other countries invested in cleaner power. Excited by a trip home that showed him China's rapid development, he startled friends by abruptly moving his wife and two Australian-born sons to his homeland in 2001 to launch a solar equipment company.

Four years later, Shi's confidence paid off when his Suntech Power Holdings Ltd. went public on the New York Stock Exchange and investors snapped up shares, turning him into a billionaire. Last year, Shi ranked No. 7 on the Forbes magazine list of China's richest tycoons, with a $1.4 billion fortune.

Today, he has traded his research smock for blue business suits, a CEO's 63rd-floor corner office and a role advising the Chinese government on renewable energy policy.

"We believed the share price would go up, but not so quickly," said Shi, a 43-year-old with a boyish face, chuckling at what he says was a rise marked by lucky breaks and timing. "I never thought I would be a rich guy."

Shi is the leader of an emerging group of Chinese entrepreneurs who are striking it rich by meeting fast-growing demand in China and abroad for cleaner power.

They are getting a boost from China's efforts to curb environmental damage after two decades of breakneck growth that have left it with some of the world's most badly polluted air and water. Chinese leaders also are promoting renewable energy in hopes of reducing mounting dependence on imported oil, which they see as a strategic weakness.

"The technological prowess of China is growing a lot faster than people in the West reckon," said Andrew Wilkinson, co-manager of a fund at investment bank CLSA Emerging Markets that invests in Asian clean-energy industries.

Suntech's 3,500-strong work force at four sites in China produces photovoltaic cells, the delicate, hand-size black silicon panels that can transform sunlight into electricity.

At a time when China's communist leaders are trying to turn lumbering state companies into nimble global competitors, Suntech already goes head-to-head with Japanese and European rivals in foreign markets. Shi says all its technology comes from its own labs.

By last year, Suntech had risen to be the world's fourth-largest solar cell maker, according to an annual ranking by Photon International, an industry magazine. Japan's Sharp Corp. is the market leader and other competitors include Q-Cells AG of Germany, Kyocera Corp. of Japan and BP Solar, owned by British oil company BP PLC.

Worldwide, experts expect the industry's sales to grow by 20 percent to 40 percent annually in coming years.

Suntech's key markets are Germany, Japan and Spain, which subsidize renewable energy by requiring utilities to buy solar-generated power and to pay more for it than they would for electricity from oil or gas.

China accounted for just 10 percent of Suntech's 2006 sales of $599 million. The equipment is expensive enough that its use in the company's home market is limited to lighthouses, remote military posts and other sites far from power plants.

But Shi says the Chinese, U.S. and other markets will grow quickly as governments respond to concern about global warming by rolling out clean-energy initiatives. Beijing has ordered Chinese utilities to generate at least 10 percent of their power from solar, wind, hydroelectric and other renewable sources by 2010, with the target rising after that.

Despite his science background, Shi talks like a tough-minded businessman, and people in the industry say he is an able entrepreneur who moves between East and West and the worlds of technology and finance. He shifts easily between English and Chinese, and broke off twice during a 30-minute interview to take rapid-fire calls on his cell phone, first in the Shanghainese dialect, then in Mandarin.

"He comes across as a strong CEO who has a strong vision for his company and the future of his industry," said David Edwards, an industry analyst for ThinkEquity Partners in San Francisco.

Shi is part of a generation who left China by the tens of thousands in the drab 1980s to study or work. They're now trickling back, lured by its booming economy's new opportunities.

He is part of a growing group of returnees who are benefiting from government support for technology and new protections for private business. A few, like Shi, have become super wealthy by selling shares in their ventures on foreign stock exchanges.

Shi works 10- to 12-hour days and spends eight months a year on the road in Europe, the United States or China. But he said he wants to devote more time to charity work, including an environmental education program that he launched with his wife.

Shi said he has little time to enjoy his wealth.

"I'm a scientist," Shi said. "My hobby is solving technical problems."

Shi arrived in Australia in 1988 to spend a year at the University of New South Wales after getting his Ph.D. in physics in China.

China had little to offer, so when Shi's fellowship ended, he hunted for a new post in Australia. A friend sent him to see Martin Green, a New South Wales professor and solar pioneer. With no background in the field, Shi talked his way into a job.

"I really got into solar power by chance," he said.

Shi took a job at a company formed to commercialize advances made by New South Wales researchers. He and his Chinese-born wife bought a house in Sydney. He became an Australian citizen in 1993, with no plans to return to China.

"I never thought this solar business could take off or become commercially viable," he said. "I thought I just needed to concentrate on my research and publish papers to do my job as a scientist."

But in the mid-1990s, Shi started visiting China regularly to lecture on solar power. Friends lobbied him to return to China.

At the same time, Shi was getting restless in Australia and wanted a new challenge. He made a snap decision after a two-week visit to China left him "really excited" about its potential.

"My life was too easy over there," he said. "I thought if I came back I could do something really good."

The government of Wuxi, a city on Shanghai's western outskirts with ambitions as a high-tech center, put up $6 million to finance Suntech, which started with 20 employees, and helped to land $5 million in research grants.

"A lot of scholars aren't successful (in business) because they don't have a sense of marketing and sales," Shi said. "From the beginning, we had a very strong sense, whatever we do we have to make money as soon as possible, because there is no money for us to burn."

Suntech's main 120,000-square-foot factory is still in Wuxi, though Shi bought out his state backers before the IPO with the help of private investors led by Goldman Sachs.

At the Wuxi factory, technicians in green Suntech uniforms, surgical masks and hair nets turn 4-inch silicon discs into solar cells.

The cells are coated with power-producing films and sandwiched between sheets of glass in groups of 72 to form solar panels, each capable of generating 175 watts of power. That is too little to power three typical 60-watt light bulbs, but Suntech notes that it will light many more energy-saving bulbs.

Production is growing so fast that just two years after the factory opened in a special high-tech zone, Suntech is building a new one the same size a block away.

Shi said Suntech's goal is to develop superior technology, not just rely on China's low labor costs. But he said lower prices for skills and equipment will give the company an edge by making its $20 million annual research budget go further. A technical college graduate can be hired for 2,000 yuan ($250) a month.

Shi said that as technology improves, Suntech hopes to be able to cut prices within five years from the current $3.50 per solar panel to $2.50 — a level that he said would compete with traditional power in California, a big potential market.

Other Chinese companies are springing up to supply solar equipment, wind turbines and pollution-control technology. A Chinese law that took effect Jan. 1 — Shi helped to draft it — requires local authorities to favor renewable energy. The government has ordered power plants and factories to start complying with long-ignored emissions standards.

Those initiatives will create opportunities in industries ranging from wind turbines and nuclear power plants to pollution control and raising crops needed to produce ethanol and other clean-burning fuels, said Jing Ulrich, chairwoman of China equities for JP Morgan.

"It's so huge," Ulrich said, "no one can estimate the scale."

Thursday, April 05, 2007

April 3, 2007 Without immigrants, (US) metro areas would shrink

Following AP article was published by MSNBC.

Markets like this one in Harlem, New York, which in part caters to immigrant communities, are a common sight in most American cities. (Bebeto Matthews / AP file)

Native-born Americans moving out of cities of all sizes, Census Bureau says
Associated Press April 5, 2007

WASHINGTON - Without immigrants pouring into the nation’s big metro areas, places such as New York, Los Angeles and Boston would be shrinking as native-born Americans move farther out.

Many smaller areas, including Battle Creek, Mich., Ames, Iowa, and Corvallis, Ore., would shrink as well, according to population estimates to be released Thursday by the Census Bureau.

“Immigrants are filling the void as domestic migrants are seeking opportunities in other places,” said Mark Mather, a demographer at the Population Reference Bureau, a private research organization.

Immigrants long have flocked to major metropolitan areas and helped them grow. But increasingly, native-born Americans are moving from those areas and leaving immigrants to provide the only source of growth.

The New York metro area, which includes the suburbs, added 1 million immigrants from 2000 to 2006. Without those immigrants, the region would have lost nearly 600,000 people.

Without immigration, the Los Angeles metro area would have lost more than 200,000, the San Francisco area would have lost 188,000 and the Boston area would have lost 101,000.

The Census Bureau estimates annual population totals as of July 1, using local records of births and deaths, Internal Revenue Service records of people moving within the United States and census statistics on immigrants. The estimates released Thursday were for metropolitan areas, which generally include cities and their surrounding suburbs.

(Note on Change Cities chart above: numbers are for metropolitan areas which are much different than city areas. For example the Houston metropolitan area is indicated to have 5.5 million out growing the Miami metropolitan area. The fact is that the City of Houston has 2 million people and the City of Miami has 386 thousand. See source)

Among the findings:

* Atlanta added more people than any other metro area from 2000 to 2006. The Atlanta area, which includes Sandy Springs and Marietta, Ga., added 890,000 people, putting its population at about 5.1 million. Gaining the most after Atlanta were Dallas-Fort Worth, Houston, Phoenix and Riverside, Calif.
* On a percentage basis, St. George in southwest Utah was the fastest growing metro area from 2000 to 2006. St. George’s population jumped by 40 percent, to 126,000. The next highest percentage increases were in Greeley, Colo., Cape Coral, Fla., Bend, Ore., and Las Vegas.
* The New Orleans area, still recovering from Hurricane Katrina, lost nearly 290,000 people from 2005 to 2006, reducing its population to just over 1 million. The Gulfport-Biloxi area in Mississippi, also hit hard by Katrina, lost nearly 27,000 people and dropping its population to 227,900.
* Parts of the Rust Belt also had large declines. The Pittsburgh metro area led the way, losing 60,000 people from 2000 to 2006. Its population loss was followed by declines in Cleveland, Buffalo, N.Y., Youngstown, Ohio, and Scranton, Pa.
* Houston edged past Miami to become the sixth largest metro area, with about 5.5 million people. Miami slipped to seventh.

There are about 36 million immigrants in the U.S. About one-third are in the country illegally. The Census Bureau, however, does not distinguish between legal and illegal immigrants.

The White House floated a plan last month that would grant work visas to illegal immigrants, but they would have to return home and pay hefty fines to become legal U.S. residents.

Lawmakers were unable to reach an agreement last year on how best to stem the flow of illegal immigrants. Immigration was a contentious issue in many congressional races in November.

Link with economy?
Many demographers associate shrinking populations with economic problems, typically poor job markets or prohibitive housing prices.

“A lot of cities rely on immigration to prop up their housing market and prop up their economies,” said William Frey, a demographer at the Brookings Institution, a Washington think tank.

Advocates for stricter immigration laws question whether a stable, or even a shrinking population, is bad.

“Don’t we have concerns about congestion and sprawl and pollution?” asked Steven A. Camarota, director of research at the Center for Immigration Studies, which advocates for stricter immigration policies.

“Maybe those metro areas should think about what it would take to make Americans want to live there,” Camarota said.
© 2007 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.

Friday, March 23, 2007

March 23, 2007 Rail Project For Dulles Raises Concerns

Secrecy of Negotiations Worries Officials, Critics

By Bill Turque
Washington Post Staff Writer
Friday, March 23, 2007; Page B01

If Virginia transportation officials and a private contractor resolve their differences over costs and strike a deal to build the Metrorail extension to Dulles International Airport, Northern Virginia commuters and landowners paying most of the $4 billion bill are likely to know very little about the terms of the agreement.

A state law intended to bring big-ticket road and rail projects to fruition quickly and cheaply also grants the parties involved an unusual level of secrecy in their negotiations. The lack of transparency could make it difficult to evaluate the financial risks that accompany such complex public works, such as cost overruns and scheduling delays, some local officials and critics say.

Secrecy is not the only issue surrounding the Public-Private Transportation Act of 1995. The law was designed to jump-start expensive road and transit projects by attracting private-sector investment and corporate efficiency to the process. It allows the state to dispense with traditional competitive bidding and select a single private partner to design and build a project for a fixed price and profit.

It hasn't quite worked that way. The private contractor, Dulles Transit Partners -- a construction consortium of Bechtel Inc. and Washington Group International -- has put no money into construction of the extension's first phase, which would run from just east of the West Falls Church Metro station to Wiehle Avenue in Reston by 2012. The consortium will be reimbursed for the $15 million it has spent on preliminary engineering work if it reaches an agreement with the state.

Other public-private projects completed or underway, including Route 28 interchanges in Fairfax County and a portion of Route 288 in Powhatan and Goochland counties, also involve little or no private money. The Dulles extension, the first rail project proposed under the public-private law, would be funded entirely with federal, state and local dollars, including more than $1 billion from Fairfax landowners, businesses along the Dulles Toll Road and motorists who use the road.

"There are some real significant issues of secrecy, accountability, conflict of interest and failure to protect the public trust," said Stewart Schwartz, executive director of the Coalition for Smarter Growth, which advocates clustered development around transit stations.

Howard Menaker, a Dulles Transit Partners spokesman, said that he could not speak specifically about the lack of investment in the rail project but said that all public-private ventures evolve differently. He also said that although he wasn't familiar with the specifics of the public-private partnership, such arrangements help companies protect fee structures and business strategies that would be valuable to competitors.

"This is the level of confidentiality that the legislature felt was appropriate at the time they passed the public-private partnership act," Menaker said. "I'm not going to second-guess the legislature."

The concerns about secrecy are compounded by a conflict over how the rail line will run through Tysons Corner. Current plans call for an elevated track down the middle of Route 7. The Fairfax County Board of Supervisors and TysonsTunnel.org, a coalition organized by the McLean Chamber of Commerce, are urging that the process be opened for consideration of a tunnel, which they say would enhance Tysons' evolution into a mature urban center.

Gov. Timothy M. Kaine (D) has resisted the tunnel option, and an engineering report commissioned by the state concluded that it would be too expensive, time-consuming and technically risky. State officials also say that the delays necessary to consider a tunnel place $900 million in federal funds at risk.

Tunnel advocates say that with the construction consortium's price for the aerial option under wraps, the state's claim of a higher cost for the tunnel is not credible.

"We have all the documents [supporting] the tunnel in the public domain," said Schwartz, referring to a $3.5 million engineering study funded by TysonsTunnel.org.

Fairfax County board members also expressed concern about having key design elements peeled away in negotiations to meet federal cost guidelines. Supervisor T. Dana Kauffman (D-Lee) said one early cost-saving measure that surfaced was a shrinking of pedestrian walkways "into glorified cattle chutes."

All of the debate over the project assumes that the extension gets built in any form. State officials and the Metropolitan Washington Airports Authority, which would manage the project, are threatening to end talks with the consortium if terms can't be reached by April 5. Officials say the consortium's cost estimates are too high and must come down to meet strict federal cost-effectiveness criteria.

If the sides do sign a construction contract, many terms and details normally in public view will be treated as though they were national security directives. Under a 2004 agreement between the consortium and the Virginia Department of Rail and Public Transportation, documents dealing with cost estimates, scheduling, overruns, markups, overhead and profit will be regarded as trade secrets and "sealed jointly" by the consortium and the state transportation agency for delivery to an escrow agent. If there are disputes, the materials can be reviewed -- jointly only -- with 10 days' written notice.

The documents "are and shall always remain" the construction consortium's property, according to the agreement. Six months after final payment to the consortium and the resolution of any outstanding disputes, the materials will be destroyed. Moreover, the airports authority is exempt from the state's freedom of information act, making public access to the documents even more difficult.

A handful of Fairfax County officials, including Richard F. Stevens, the Dulles project coordinator with the Fairfax County Department of Transportation, have been required to sign confidentiality agreements in exchange for access to the pricing documents. Stevens declined to discuss the agreement, and it is not clear to what extent he and other staff members will be able to brief elected officials on details of the construction contract if and when it is signed.

Elected officials in Northern Virginia are anxious that they will, in effect, be signing a check without having a chance to look at the bill.

"We're very fearful that they've been able to use the cloak of secrecy [that the public-private act] provides to prevent public penetration of the contractual aspects of this project," said Gerald E. Connolly (D), chairman of the Fairfax County board. Members are especially apprehensive about "change orders," or alterations in the project's design for budgetary or engineering reasons. "We're going to be handed a bill and told to ante up," he said.

Matthew O. Tucker, director of the Virginia Department of Rail and Public Transportation, downplayed secrecy concerns. He said there have been more than two dozen technical and advisory group meetings involving the local stakeholders, including Fairfax and Loudoun counties, the airports authority and Metro. "All of these major civil projects come together in different ways," he said. "From that perspective, I don't see this as anything outside of the ordinary."

Tucker said that none of this should surprise local officials. It was all part of the preliminary accord reached by the consortium and the state in 2004. "Everyone had a full understanding as to what this process was and is."

Fairfax officials said the meetings that Tucker described were updates on progress, not deep drillings into details.

But Tucker's response raises the question: Why did local officials buy into a project under the public-private partnership act?

Kauffman, a member of the Metro board and an advocate for the tunnel, said it was seen as the only way to finance such an expensive undertaking. "So it was presented basically as, 'Begin this dance, or there is no project.' "

Fairfax representatives say their concerns are not without precedent.

"Just look north," said Kauffman, referring to Bechtel's management of Boston's $14.6 billion "Big Dig" highway project, originally budgeted at $7.7 billion. In 2004, Massachusetts officials filed a $146 million lawsuit against Bechtel and Parsons Brinckerhoff, alleging that the contractors concealed actual cost estimates from the state to keep the project on track.

Bechtel officials say that the suit, still pending, is without merit.

Dulles Rail Timeline

The project to build a Metrorail extension to Dulles International Airport is over budget and behind schedule. Here are some key benchmarks:

February 2007: Initial deadline for the regional airports authority and project contractors to reach an agreement on a price for the first phase of the project, from a point just east of the West Falls Church Metro station to Wiehle Avenue in Reston.
April 5: New deadline.
May 2008: Deadline for Virginia to submit completed plans to qualify for $900 million in federal money.
Late 2008: Anticipated start of construction.

Wednesday, March 21, 2007

July 31, 2006 ASCE Panel says tunnel is feasible for Tysons Corner

Media Contact(s):
Joan Buhrman ASCE (703) 295-6406
jbuhrman@asce.org

Scott Kasprowicz Deputy Secretary of Transportation
(804) 786-8032

July 31, 2006

Independent Panel of Engineers Confirms Feasibility, Cost Estimates and Schedule Impacts for Proposed Tunnel Portion of Metrorail Extension to Dulles International Airport

Reston, Va.—The American Society of Civil Engineers' (ASCE) Dulles Metrorail Tunnel Review Panel (TRP) today released the findings of their two month evaluation of engineering options for the Tysons Corner segment of the proposed Metrorail extension to Dulles International Airport. As a result of this technical review, the TRP stated that it would be feasible to construct the Metrorail system through the Tysons Corner area using a large bore tunnel, and that there was a relatively small difference in cost and schedule between the two options (large bore tunnel and largely aerial plan).

During a press conference releasing the report, Robert S. O'Neil, the TRP's chair, explained that Commonwealth of Virginia Secretary of Transportation Pierce Homer "did not ask our panel to recommend the preferred option. Instead, the Secretary asked our panel to ensure that the state had the best information available with which to make its decision. However... considering the magnitude and long-term impact of this project, and considering that the intangible benefits almost entirely favor the tunnel, it is reasonable to conclude that our findings suggest strong consideration of the tunnel alternative."

The TRP, which was formed by ASCE at the request of Secretary Homer, assessed the geology, tunnel alignment and physical limitations on the construction of the tunnel, as well as conducted a review of the project's estimates and proposals. In their report, the TRP stated that $2.5 billion would be a reasonable total cost to construct Phase 1 of the Dulles Metrorail Extension with a large bore tunnel through Tysons Corner. They also stated that after a similar review of the estimates for the largely aerial option, they believed the likely cost for the aerial alignment to be $2.25 billion.

In their review, the TRP noted that the expected duration of construction, installation and testing work for both alternatives would be comparable, but that the start of large bore tunnel solution would be delayed by up to one year to complete sufficient Preliminary Engineering and secure National Environmental Policy Act and equivalent State legislation approval. They also noted several cost saving features of the tunnel's lesser surface impacts, including a reduction in cost by at least $30 million for less permanent utility and temporary construction easements; and a savings of as much as $40 million due to lesser utility relocation and support costs. Other cost saving features of the tunnel option included: the large bore tunnel alternative allows for significant savings in operation and maintenance costs, an estimated $5 million per year (in current dollars); and, while they have not been calculated, life cycle cost savings would favor the tunnel. In addition, the TRP noted that optimizing competition, establishing financial incentives and risk-sharing in procurement actions would have high potential for eliminating excessive contingencies from pricing—yielding lower capital costs.

The aerial alternative, which the TRP noted would have half the expected life span of the tunnel (60 and 120 years, respectively), would also generate serious negative traffic and business access impacts during construction along routes 7 and 123, as well as Interstate 495, concurrent with the HOT Lane construction. While the large bore tunnel would have a much smaller impact in those areas, it would have substantial construction impact on median of Dulles Access Road, generating heavy truck traffic for the removal of tunnel muck created during boring, and for delivery and staging of pre-cast tunnel lining segments. The TRP concluded that despite being potential sources of project risk, the impacts would be manageable.

The TRP concluded that while it was clear that the aerial option could be done cheaper and faster, the large bore tunnel alternative would allow for a more integrated development of Tysons Corner. With more attractive development in place, and with greater development density allowed by the tunnel alternative, the TRP noted that it would be reasonable to assume that the tunnel option would provide a greater long-term economic and business impact than the aerial option.

The TRP's report is available for download on ASCE's Web site at LINK.

ASCE is widely known for its infrastructure assessments and reports, including Building Performance Assessments of the World Trade Center, the Pentagon and the Murrah Federal Building, and its technical assessments following earthquakes, hurricanes and other natural disasters. Founded in 1852, ASCE represents more than 139,000 civil engineers worldwide and is America's oldest national engineering society.

March 18, 2007 (Gotthard rail tunnel) A tunnel of superlatives

Following article was published by the Toronto Star.

Switzerland's Gotthard rail line will bore through the Alps for 57 km. If we can do this, can we beat global warming?
Mar 18, 2007 04:30 AM
by Bill Taylor

The Swiss are not generally given to hyperbole, but a new tunnel being carved under the Alps has already been hailed as "the crowning achievement of the 21st century."

Journalist Rolf Ribi also describes it as "a tunnel of superlatives." At 57 kilometres, the big dig on Switzerland's Gotthard railway line between Erstfeld and Bodio will be the longest in the world. "Never," Ribi enthuses, "has a tunnel been dug so far into a mountain."

It makes the Big Becky tunnel project in Niagara Falls and a whole Top 10 of Canadian projects, as listed by ReNew Canada: The Infrastructure Renewal Magazine, seem puny. They range from a $4.25-billion refurbishment of the Bruce nuclear power station in Kincardine to improvements to the Sea to Sky Highway between Vancouver and Whistler.

The new rail line, costing 18 billion Swiss francs (about $17 billion), is set to open in 2016. Crews at either end began boring toward the middle in 1993. When their 10-metre diameter augers meet, the drill bits – according to the now-inevitable computer model – will be less than 20 centimetres off-centre.

When the world was younger and more innocent, that awesomeness would have been more than enough to induce superstitious fear in the populace.

It's why the medieval architects of Europe's great cathedrals, from Salisbury to Florence, Paris to Seville, built them massive: not only to the greater glory of their god, but to keep the rank-and-file in line. Anyone who could construct something so awe-inspiringly majestic was clearly not a person to cross.

Thinking big was more than just personal insurance for the hereafter; it was an effective social breakwater. The great unwashed stayed at the king's feet rather than at his throat.

We're less gullible now. We look at the hole in the ground where the Bay-Adelaide Centre will go and we know how it's done. Far from inspiring awe, it's more likely to move us to rumblings – "another highrise?!" – of dissent.

We may not fully understand the engineering principles involved, but we can go online for an explanation and we know there's no angelic intervention involved. Just as we know the gargoyles on Old City Hall are a draftsman's whim, not creatures to ward off evil spirits.

Is there a genetic quirk at play here? An ancient urge to create edifices? A human – and humanizing – proclivity to co-operate in giving a monumental idea concrete form and function? To think big and thus get big things done. We work together well on construction. Not only cathedrals but domed stadiums and the CN Tower and the bridge to P.E.I.; nameless dams and unheralded power plants and convoluted highway interchanges beyond number.

And sometimes something as mind-bogglingly complex as the seven older and helical – that is, shaped like a coil – tunnels of the Gotthard railway. This was 19th-century technology, done without benefit of computer simulations. Real reality from the word go, as opposed to the virtual kind.

To cut a spiral into a mountain, constantly turning and changing elevation, using nothing but dead reckoning... an engineering tour-de-force that might still bring a credulous man to his knees. It has impressed UNESCO enough to likely be named as a World Cultural Heritage site.

The new tunnel – which is actually two single-line bores – runs dead straight and almost horizontal. (The helical tunnels allowed trains to climb quite steeply in a relatively short space.) The twin tubes will be connected every few hundred metres in case there's an emergency in one and the other is needed as an escape route.

Passenger trains, flashing blindly beneath some of the world's most dramatic mountainscapes at 250 km/h, will cut an hour off the 3 1/2-hour Zurich-Milan journey time. Freight trains will carry double their present loads at 160 km/h. Engineering ingenuity fuelled by the demands of commerce. A tunnel of superlatives.

It remains to be seen whether humanity can marshal its collective resources to build a solution to a more nebulous but utterly mountainous problem: global warming.

Billionaire entrepreneur Sir Richard Branson is devoting the next 10 years' profits from his Virgin trains and airliners (jets, paradoxically, are a significant contributor to the problem) to finding a solution and, literally, save the planet. Will this estimated $3.5 billion be sufficient to pay for developing the necessary expertise, leadership and political volition, or will it only buy us a little time?

In the grander scheme of things, we've been like just so many little kids, bent on building bigger sandcastles. And with a construction project, you start with "this" and then you do "that" and you continue step by logical step until it's done. There's a beginning and an end.

Calamity knows no such logic. Can a genius for creating wonders of the world be turned to dealing with pandemic intangibles? The evidence so far is that we can't even achieve consensus on what to do first. Someone says "this," someone else says "no." They say "that" and we, in turn, raise objections.

We're like the donkey in the fable, with two bundles of hay to choose from. Unable to decide which to eat first, it starved.

The important thing is to start. Somewhere. Or are we doomed to grasp the fearful implications of climate change but be unable to build a metaphoric dam against the coming cataclysm?

Maybe the best we can hope for is a state-of-the-art Ark. The crowning achievement of the 21st century, instead of being our own salvation, will remain a tunnel the like of which we've never seen. That perhaps, by century's end, no one will use. Except as hopeless shelter from the man-made storm.

March 20, 2007 Swiss dig world's longest tunnel

Following article was published by BBC.

Tuesday, 20 March 2007
Swiss dig world's longest tunnel
By Imogen Foulkes
Amsteg tunnel (photo courtesy AlpTransit Gotthard Ltd). The new link will cut Zurich-Milan journey times dramatically

For centuries, the Alps have served as a natural trade barrier between northern and southern Europe. Sending Italian wine to the Netherlands, or German washing machines to Greece, means a long, slow journey along narrow alpine valleys, through tunnels and over passes.

The amount of freight crossing the Alps in heavy goods vehicles has risen sharply over the last two decades. In 1990 an estimated 40m tonnes went by road, in 2001 that had risen to 90m tonnes, with further big increases expected by 2010. But concerns for the Alpine environment and fears over safety have led to big pressure to move freight off the roads and onto the railways.

Both Switzerland's Gotthard road tunnel and France's Mont Blanc road tunnel have suffered major fires in the last 10 years in which many died.

Faster than flying
As long ago as 1994, the Swiss voted in a nationwide referendum to put all freight crossing their country onto the railways. Naturally, such an ambitious plan was not going to happen overnight, but now the project dubbed the engineering feat of the 21st Century is slowly taking shape.

Map: tunnel route

Deep beneath the Alps, the Swiss are building a high-speed rail link between Zurich and Milan. It will include, at 57 kilometres (35 miles), the world's longest tunnel.

A key feature of the project, which is new to alpine transport, is the fact that the entire railway line will stay at the same altitude of 500 metres (1,650ft) above sea level. This will allow trains using the line to reach speeds of 240km/h (149mph), reducing the travel time between Zurich and Milan from today's four hours to just two-and-a-half. That would make the journey faster than flying.

To see the work in progress, it is necessary to travel two kilometres underground, to the construction site between the southern Swiss towns of Faido and Biasca.

The scale of the work going on is enormous: 2,000 people are working on the tunnel, 24 hours a day, 365 days a year. Besides the two main railway tubes, the construction workers have to dig access tunnels for people and equipment. Huge fans ensure a fresh supply of air and cool things down. Yet the temperature is above 30C.

"We've got two-and-a-half kilometres of Alps above us," explains engineer Arthur Schmid. "That means millions and millions of cubic tonnes of earth pressing down on us, that increases the pressure and the temperature."

Difficult work
It also means that every time the workers dig out another few metres of the tunnel, mother nature tries to close it up again. Along the tunnel's length, reinforced steel rings have to be inserted, to prevent it collapsing in on itself.

Graphic: Tunnel cross-section

Building the tunnel requires a variety of techniques. At one section the workers are blasting away the rock, and the air reeks of ammonia from the explosives. At another section the world's biggest tunnel-boring machine is in operation; it is ten metres in diameter and covered in dozens of rock-cutting blades, which as the machine turns, hack away at the rock face.

"With this machine, in good conditions, we can excavate 40 metres in a day," says Mr Schmid. "That's an absolute record."

But conditions are not always good. The tunnel workers have run into serious geological problems; in some areas the rock is as soft as butter, making digging it out more complicated. "In poor rock conditions, where the rock is very soft, we can only excavate around half a metre a day," says Mr Schmid. "So in these situations, the work is delayed, and the costs rise."

Soaring costs
In fact the price tag for the entire rail link has soared from about $8bn (£4bn) to almost $15bn and final completion is unlikely to be before 2018.

But that has not stopped the alpine communities from supporting the project, and from trying to ensure that the rail link brings some social benefits too.

The tiny village of Sedrun, population 1,500, lies along the tunnel's route, and while residents are pleased to be relieved of the heavy lorries, they are concerned that the tunnel may marginalise their community.

"The thing about this tunnel is that it makes the Alps disappear," explains local architect Arthur Loretz. "At the moment, when you drive from Zurich to Milan, you get a beautiful panoramic view. But this tunnel turns the Alps into a big black hole."

Alpine gateway
The original plans for the tunnel involved trains rushing beneath the Alps without stopping. But in Sedrun a 1,000-metre elevator and underground railway station have been built just to get the workers to the construction site.

Graphic: tunnel design

"All the infrastructure is already there," points out Arthur Loretz. "What we want to do is use it in the future." The plan is to create a station, deep in the mountains, known as "Porta Alpina" (Gateway to the Alps). Tourists will be able to arrive by train in the Alps in record time, and then be whisked up to fresh mountain air by way of the world's longest elevator.

"I think it will have great benefits," says Mr Loretz. "Not just for tourists, but for us. Look, over that mountain people speak Italian, and over that one there they speak German." "And here we speak Reto Romansch - a language only spoken by around 50,000 people. Traditionally the mountains have divided us, but with this rail link, and with Porta Alpina, we can bring people together."

Wednesday, March 14, 2007

March 14, 2007 (UK) Hydrogen is Already Having an Impact on the Automotive Market

Wednesday March 14

CAMBRIDGE, England, March 14 /PRNewswire/ -- Despite commercial deployment being at least two decades away, hydrogen powered vehicles are already having an impact on today's automobile market. This is one of the conclusions of a report published this week by Cambridge, UK based analysts CarbonFree. The report highlights examples of automobile manufacturers and energy companies experimenting with hydrogen powered automobiles to add a shade of green to their existing brands. However, CarbonFree warns it would be difficult for incumbent players to commercialise these next generation vehicles without cannibalising revenue from existing products.

The tipping point for the automobile industry, according to the report, will occur when oil companies attempt to exploit unconventional sources of oil such as shale and tar sands. CarbonFree sees the cost of this process, in financial and environmental terms, forcing the industry to look for alternatives, and the work already carried out on hydrogen and electric vehicles merely serving to open up the market to new entrants.

The report, "Driving In Neutral", suggests that the basic structure of the automobile market will change little over the next 20 years, with biofuels being used to postpone peak oil and to help governments achieve emission reduction targets. However, the report sees the environmental and geopolitical implications of large-scale biofuel production replacing one form of energy insecurity with another.

Today, governments are attempting to limit private motoring at a time when manufacturers are spending billions of dollars promoting automobile ownership. CarbonFree explains that governments are also attempting to address a number of other controversial issues regarding automobile use, such as the growing number of elderly people who are no longer able to drive. Governments will, according to CarbonFree, avoid direct confrontation with the automobile lobby and instead support schemes, such as car clubs, which exploit the success of the social networking aspect of the Internet. However, the report points out that emotions and motoring must somehow be separated, and, until they are, governments face similar challenges to the ones they encountered when dissuading people from smoking.

"Driving In Neutral - New Automobile Ownership, Fuelling And Use Models" is available from CarbonFree. http://www.carbonfree.co.uk

About CarbonFree
CarbonFree carries out research and analysis in a wide range of alternative energy related fields and disseminates results in its highly focussed CarbonFree reports.

June 2006 ASCE Panel to Advise Virginia's Governor And Secretary of Transportation on Rail Tunnel for Northern Virginia

Following article was published in ASCE News

The independent review panel that Pierce R. Homer, Virginia's secretary of transportation, asked ASCE to select and head last month on behalf of Governor Tim Kaine has been working diligently to assess the vast array of issues associated with determining the likely cost of construction a 6.4 km tunnel through a highly developed area in northern Virginia known as Tysons corner. Replete with office complexes and retail establishments, the area may also see a significant amount of residential construction. The tunnel would form part of a 37 km project to extend the commuter rail service ("Metro") operated by the Washington Metropolitan Area Transit Authority westward from Vienna to Washington Dulles International Airport. The panel, which is chaired by Robert S. O'Neil, P.E., F.ASCE, and comprises experts from a variety of disciplines, will examine such issues as life-cycle costs; rights-of-way; noise and vibration; utility aspects; the effect on roadways and traffic; and the acquisition of permits.
"The panel's task over the next two months is to look at all of the data available on the different designs and different approaches to constructing a tunnel," explains Michael Goode, P.E., M.ASCE, who as director of grants and contracts for ASCE has been supporting the panel's effort. "The panel will not only evaluate first costs but also the life-cycle cost issues of these different alternatives as well as various risks and contingencies. It will also consider factors relating to the surface development objectives of Fairfax County."
One of the panel's most pressing responsibilities involves analyzing the cost-effectiveness factors deriving from regulations promulgated by the Federal Transit Administration (FTA). These regulations include standards based largely on how much travel time a project is expected to save riders per dollar spent. At stake is the $900 million - almost a quarter of the project's estimated $4 billion cost - that the federal government is expected to contribute if the project's overall cost conforms to the standards.
In recent months the Commonwealth of Virginia has worked with the FTA, the Washington Metropolitan Area Transit Authority, and local funding partners on various alignment and configurations for extending the rail line through Tysons Corner. The cost of this part of the extension is put at $2.1 billion - a figure that, according to some engineers, just barely meets the cost-effectiveness standards. "I don't know how a tunnel works within the formula." Roger Picard, the engineer leading the consortium of contractors hired for the project, told the Washington Post last Month. "Given the strict criteria, there's no way. The tunnel is a good solution if it's cost effective, but it's not."
While Metro officials in favor of the tunnel have said that a tunneling project would at most end up costing $200 million more than an elevated track, this additional amount is enough to jeopardize the federal cost-effectiveness rating related to the $900 million government contribution. "It's clear that the commonwealth and the governor would like to keep that funding." Goode adds. "The state doesn't want to have to find another source of funding - it's been a hard enough struggle finding a local match."
Although the locally preferred alternative that was advanced into preliminary engineering was an alignment through Tysons Corner that included a short tunnel bur for the most part was elevated. Fairfax County - a major funding partner - has asked the state to examine the cost of constructing the section of the alignment through Tysons Corner wholly underground. "Fair County is obviously an important constituency," notes Goode, "and its objection to an aerial structure seems partly related to a vision of transforming Tysons into a more pedestrian friendly, urban like region, which if feels would be better advanced with a tunnel." According to several Fairfax County leaders and many landowners in the Tysons Corner area, an underground route would also be considerably less disruptive for motorists during construction.
The review panel, which began its work in mid-May, will have 60 days in which to evaluate the proposals before it presents a summary on the tunnel alternative to Kaine and Homer. "We are pleased to announce this independent effort," said Homer in a press release on May 15. "It is critical that all the project partners have the best possible information to make this very important decision for the future of the region.
The Commonwealth of Virginia, the Metropolitan Washington Airports Authority, the Washington Metropolitan Area Transit Authority, the FTA, and other stakeholders will carefully examine the panel's methods of review and serve as a resource for additional data and information that the panel may need to provide its assessment. "Although they're observers, they're also holders of a vast amount of data on the history of the construction and the operation of tunnels and aerial structures and other important components that the panel will be dealing with," Good explains. "So not only will they be expecting the panel to address their concerns; they will also be aware of the quality of the data that they use to make certain conclusions."
The state's willingness to engage the panel and delay a final decision on the expansion project not only underscores the intensity of the debate surrounding the tunneling alternative but also accentuates the likely significance that the findings of the panel will have in the governor's final decision. "As a leading professional engineering organization with a strong commitment to protecting public health, safety, and welfare, ASCE is well qualified to provide this support to the Commonwealth of Virginia," Patrick J. Natale, P.E., F.ASCE, the Society's executive director, said recently. "We are honored to have been asked to play a leading role in this effort."
Mark Fitzgerald

Tuesday, March 13, 2007

March 13, 2007 'Binding' carbon targets proposed (United Kingdom)

Article can be found at BBC.

Britain could become the first country to set legally binding carbon reduction targets under plans unveiled by Environment Secretary David Miliband.

The draft Climate Change Bill calls for an independent panel to set ministers a "carbon budget" every five years, in a bid to cut emissions by 60% by 2050. If they miss the figure, future governments could be taken to court.

The Tories and Lib Dems welcomed the proposals, but said carbon budgets should be set annually. Mr Miliband has said annual targets would be too rigid to make allowances for climate variations. He hailed the draft bill as "the first of its kind in any country", and said Britain was "leading by example".

'Rolling targets'
The draft legislation will go to public and parliamentary consultation before becoming law next year, but environmental campaigners want to raise the 2050 target to 80% and set annual 3% cut targets to ensure compliance.

Shadow environment secretary Peter Ainsworth said the proposals were a "welcome step forward," although he said some "key elements" were missing at present. "We would like to see a system of rolling annual rate of change targets - rather than targets set for five year periods - to ensure that the UK remains on track towards a low carbon economy and to ensure true accountability.

"There is a danger that the five-year approach will enable responsibility for failure to be shunted on from one government to another."

Solar power
The carbon reduction targets will be based on advice by an independent committee. If future governments fail to achieve the targets, they could be taken to court, with a judicial review deciding what punishment - if any - to hand out.

The draft bill does not stipulate how the cuts should be made, or give specific reduction targets for individual businesses, councils and households. Mr Miliband said there were "big decisions" to be made on issues such as using nuclear power. He added: "In the end I don't care where the carbon reduction comes from. It's about the public interest and the market finding it."

The government plans include:
# Targets to reduce carbon emissions by 60% by 2050, from 1990 levels, and between 26% and 32% by 2020

# Greater energy efficiency, with more consumers becoming "producers" of their own energy at home

# Investment in low-carbon fuels and technologies, such as carbon capture and storage, wind, wave and solar power

# Carbon "budgets" - which cap emissions levels - set every five years

# The government reporting annually to Parliament on its progress in controlling emissions

Under the proposals, an independent body would advise on the setting of carbon budgets. Future policies to control emissions would also be made "quicker and easier" to introduce. A full Climate Change Bill is set to be published in the autumn.

At the weekend, the Conservatives unveiled environmental proposals including VAT or fuel duty on domestic flights. But Mr Miliband said more focus was needed on cutting carbon emissions from homes, citing government plans to make all new houses carbon-neutral by 2016 and encourage the use of energy-efficient light bulbs.

Chancellor Gordon Brown said the bill would mean governments would "manage our carbon budgets with the same prudence and discipline" as economic budgets. But opposition MPs are reported to be planning to table amendments which would force the government to accept annual targets.

The Liberal Democrats broadly support the aims of the bill want closer monitoring of a government's green progress. The party's environment spokesman Chris Huhne said: "There is a possibility here that the government wouldn't be really be held to account for what it had do or had failed to do until after it had faced the electorate again and that's not a satisfactory situation."

May 7, 2004 What will they think of next? (Engineering Projects)

Article can be found at BBC.
By Nick Triggle
BBC News Online

Critics lampooned the suggestion that the UK and France could be linked by a tunnel under the sea, but a decade ago the goal was achieved and history made. So what grand plans are next?

The Channel Tunnel has been blighted by difficulties - a fire, slow rail connections, enormous debts and shareholder revolt. Yet despite this, the appetite for new, ever more ambitious feats of engineering is as strong as ever.

If engineers get their way the coming decades will see the completion of tunnels linking continents, offshore airports and the longest bridges the world has ever seen. Malaysia's 452m Petronas Twin Towers, the world's highest building, will quickly be overtaken by projects in Dubai, China and Taiwan. There is even talk of a space elevator - which will carry people from Earth to the stars without the need for cumbersome spaceships.

Cheap and fast
Those who doubt the abilities of engineers to make their fanciful projects a reality are quickly dismissed. The only problem, they argue, is finding the backers."If we were to become incredibly novel we could build islands off-shore for airports." Bob McKitterick
"There is nothing in this industry we cannot do, it is just a matter of cost," says Bob McKitterick of engineering consultancy Scott Wilson, and a former president of the Institution of Structural Engineers.

Transport and travel are among the areas set to see the greatest innovation - with the demand for cheap, fast and convenient ways to get around likely to provide much of the momentum needed to get projects started.

The planned expansion of Heathrow and other airports is seen as essential to the UK's future economic prosperity - yet the plans are deeply unpopular with local residents and environmentalists. Engineers believe they may have the solution. "If we were to become incredibly novel we could build islands off-shore for airports," says Mr McKitterick.

He suggests the terminals, which could be built by joining several oil rigs together and linked to the mainland by tunnels, would "reduce noise and avoid building in overcrowded areas".

'Fantasy projects'
There is enthusiasm for tunnels elsewhere, with plenty of ambitious proposals being put forward - even if the finance is not yet in place.

FUTURE TUNNELS
Switzerland: Gotthard Base Tunnel, due to open in 2010 (35 miles)
Spain/Morocco: Tests on rail tunnel under Strait of Gibraltar

Spain and Morocco have agreed a programme of engineering tests for a rail tunnel under the Strait of Gibraltar. A decision on whether to go ahead is expected in four years.

Mike Chrimes, of the Institution of Civil Engineers, says there is also talk of a tunnel linking mainland Britain and Ireland. He says it would be on the sea bed, rather than underground, in a bid to save money. "Something like this is expensive, it would run into billions of pounds and be longer than the Channel Tunnel but Europe is keen on it," says Mr Chrimes. He adds: "These are fantasy projects that given the funding and political will could be achieved. Civil engineers would like to do them but they are not always a government priority."
'Great demand'
And then there are bridges. The one mile (1.6km) long Stonecutters Bridge, which is being built in Hong Kong over the next four years, is set to become the longest single-span, cable-stayed bridge.

"There is great demand for transport improvements and that is what a lot of the major civil engineering projects are about" Arup

A two mile (3.7km) bridge spanning the Strait of Messina between Sicily and Calabria in southern Italy has also been proposed, but questions still remain over where the £3bn funding is going to come from. If completed, it would be the longest suspension bridge in the world.

Talks have also been going on to link Sri Lanka and India across the Palk Strait by a bridge, replicating an ancient 19 mile (30km) land crossing which may or may not have been built by humans, but which is still visible from space.

"There is great demand for transport improvements and that is what a lot of the major civil engineering projects are about," says engineering firm Arup, which is involved in the Hong Kong scheme.

Civil engineers are also keen to see the completion of a 16,000 mile (25,800km) pan-American super highway, linking Alaska to the tip of South America. Much of the road is already in place but gaps remain in areas in Colombia and through the Andes.

Water supplies
Transport aside, many industry experts predict water-related projects may soon begin to dominate civil engineering.

"When there were water shortages a few summers ago there was talk of building a pipeline from the north of England to the south," says Ian Cross, director of studies at the department of civil engineering at the University of Portsmouth. "If there are shortages in the future this may be raised again."

He also believes there desalination plants used in the Middle East to convert sea water into drinking water could have to be built in northern climes.

'Mass transportation'
While these projects may be ambitious, they pale into insignificance when compared to the Nasa's plans for a space elevator.

A 25,000 mile (40,000km) cable would be tethered between a base station - probably in the ocean - and an orbiting satellite, which stays at the same point above the earth as it rotates on its axis. Satellites, payloads and people would be able to move up and down the cable cheaply and quickly.

"It has the potential to provide mass transportation to space in the same way highways, railroads, power lines, and pipelines provide mass transportation across the Earth's surface," says Nasa.

It is spending several millions of dollars researching the idea and while it admits the idea is still far from being a reality, it believes the system could be in place in the second half of the 21st Century. Unfortunately the fastest lift currently available would take over four months to reach its destination.

Perhaps that's something engineers could set their minds to in the meantime.

March 13, 2007 Africa and Europe set for tunnel link

Tangier port: Spain and Morocco have traditionally been linked by ferry

Article from the BBC
By Richard Hamilton
BBC News, Tangiers, Morocco

Plans to link Europe to Africa via a tunnel are gathering pace. The Moroccan government has been holding talks with its Spanish counterparts to start the project, which would consist of a railway beneath the Strait of Gibraltar carrying freight, passengers and cars. Work is expected to start in 2008.

The ferry between Tangiers in Morocco and southern Spain is the traditional way people have travelled from Africa to Europe. But that could change if a tunnel is built between the two continents. If that is the case, Africa and Europe, which split apart millions of years ago, could soon be joined together again permanently via a tunnel.

The man entrusted with designing the tunnel is the veteran Swiss engineer Giovanni Lombardi.He has already been involved with many great projects, including the Gothard Pass tunnel and the Mont Blanc tunnel in Switzerland. But he says this one may be his toughest assignment yet. "No works in the world compare to this one," he said. "There are a lot of challenges. First of all the sea at this point is 300m (1,000ft) deep - about five to six times deeper than the Channel Tunnel [linking the UK and France].

Graphic: Tunnel depth profile

"Then there is the geological conditions. There are quite a lot of tectonic movements betweens the African and the European plates. So there would be quite a lot of movements in the earth, of stresses and so on."

On a cliff top outside Tangiers stands a rusty frame with cables and weights. It may not look very much but this is the start of a shaft that descends 300m below sea level, and this is where scientists and engineers are examining the sea bed to see how difficult it will be to drill into the rock. The team is lead by engineer Jillali Chafik from the Moroccan research team SNED. "At the moment we are carrying out the last studies into the sea bed which hold the key for the railway tunnel," he said. "These studies should be finished by the end of 2007. We are looking at how the tunnel will actually work and the amount of traffic that will use the tunnel, once it starts."

Political will
The blueprint for the tunnel envisages two tubes for train lines beneath the Strait of Gibraltar, with an emergency or service tunnel in between them.
An exploratory tunnel under the Mediterranean: The tunnel would run deep beneath the Mediterranean

Like the Eurotunnel project, the trains would carry passengers as well as cars.

It has been talked about since the early 1980s, but the Moroccans say this time there is the political will. They are now in the final stages of the feasibility study which will be completed by the end of the year, with construction starting soon after. Spanish Prime Minister Jose Luis Rodriguez Zapatero recently visited Morocco and said that Spain was fully committed to the project.

Graphic: tunnel cross-section

"It will be a great symbol of our times," he said. "It will change the face of Europe and Africa. With support from members of the European Union, we can build this historic connection between the two continents."

Morocco's minister for transport, Karim Ghellab, says there would be huge economic benefits for his country. "It's clearly desirable that Morocco and Africa are joined to Europe by a fixed link," he told me. "It would ease communications between the two, and allow passengers and goods to move easily between the two continents. It's an historic project which the world needs today and it will go ahead," he said.

Bankruptcy fears
That is the official line, but ordinary Moroccans remain sceptical. The fortunes of the Channel Tunnel were followed closely here, and people have read the bad press about massive cost overruns, and desperate attempts by immigrants to cross into the UK from France.

A group of students pointed out some of the downsides of a tunnel. "I wonder if the problem of illegal immigration will be solved or not. By the time the tunnel is built young people will see the tunnel as a chance to run away," one said. "It will take a lot of money away from Morocco where we have so many problems - like poverty and unemployment," said another.

"You can see what happened to the tunnel between England and France and the company almost went bankrupt so you can imagine what would happen to Moroccan companies if they participated in such a project".

But scientists and politicians on both sides of the Mediterranean now seem convinced that the design will become a reality. The big question is where the money will come from. Estimates of cost vary between $8bn and $13bn (£4.1bn - £6.7bn).

It is hoped that funding can be raised via two publicly owned companies in Spain and Morocco, as well as financial support from the European Union. If the money is forthcoming, the very first fixed link between Europe and Africa could become one of the modern wonders of the world.