Monday 25 February 2013

In Japan, a painfully slow sweep


Naraha - The decontamination crews at a deserted elementary school here are at the forefront of what Japan says is the most ambitious radiological cleanup the world has seen, one that promised to draw on cutting-edge technology from across the globe. 

But much of the work at the Naraha-Minami Elementary School, about 12 miles away from the ravaged Fukushima Daiichi nuclear power plant, tells another story. For eight hours a day, construction workers blast buildings with water, cut grass and shovel dirt and foliage into big black plastic bags - which, with nowhere to go, dot Naraha's landscape like funeral mounds. 

More than a year and a half since the nuclear crisis, much of Japan's post-Fukushima cleanup remains primitive, slapdash and bereft of the cleanup methods lauded by government scientists as effective in removing harmful radioactive cesium from the environment. 

Local businesses that responded to a government call to research and develop decontamination methods have found themselves largely left out. American and other foreign companies with proven expertise in environmental remediation, invited to Japan in June to show off their technologies, have similarly found little scope to participate. 

Recent reports in the local media of cleanup crews dumping contaminated soil and leaves into rivers have focused attention on the sloppiness of the cleanup. 

"What's happening on the ground is a disgrace," said Masafumi Shiga, president of Shiga Toso, a refurbishing company based in Iwaki, Fukushima. The company developed a more effective and safer way to remove cesium from concrete without using water, which could repollute the environment. "We've been ready to help for ages, but they say they've got their own way of cleaning up," he said. 

Shiga Toso's technology was tested and identified by government scientists as "fit to deploy immediately," but it has been used only at two small locations, including a concrete drain at the Naraha-Minami school. 

Instead, both the central and local governments have handed over much of the 1 trillion yen decontamination effort to Japan's largest construction companies. The politically connected companies have little radiological cleanup expertise and critics say they have cut corners to employ primitive - even potentially hazardous - techniques. 

The construction companies have the great advantage of available manpower. Here in Naraha, about 1,500 cleanup workers are deployed every day to power-spray buildings, scrape soil off fields, and remove fallen leaves and undergrowth from forests and mountains, according to an official at the Maeda Corporation, which is in charge of the cleanup. 

That number, the official said, will soon rise to 2,000, a large deployment rarely seen on even large-sale projects like dams and bridges. 

The construction companies suggest new technologies may work, but are not necessarily cost-effective. 

"In such a big undertaking, cost-effectiveness becomes very important," said Takeshi Nishikawa, an executive based in Fukushima for the Kajima Corporation, Japan's largest construction company. The company is in charge of the cleanup in the city of Tamura, a part of which lies within the 12-mile exclusion zone. "We bring skills and expertise to the project," Mr. Nishikawa said. 

Kajima also built the reactor buildings for all six reactors at the Fukushima Daiichi plant, leading some critics to question why control of the cleanup effort has been left to companies with deep ties to the nuclear industry. 

Also worrying, industry experts say, are cleanup methods used by the construction companies that create loose contamination that can become airborne or enter the water. 

At many sites, contaminated runoff from cleanup projects is not fully recovered and is being released into the environment, multiple people involved in the decontamination work said. 

In addition, there are no concrete plans about storing the vast amounts of contaminated soil and foliage the cleanup is generating, which the environment ministry estimates will amount to at least 29 million cubic meters, or more than a billion cubic feet. Enlarge This Image Ko Sasaki for The New York Times 

Masafumi Shiga, the president of Shiga Toso, a refurbishing company that developed a safer way to remove cesium from concrete. 

The contaminated dirt lies in bags on roadsides, in abandoned fields and on the coastline, where experts say they are at risk from high waves or another tsunami. 

"This isn't decontamination - it's sweeping up dirt and leaves and absolutely irresponsible," said Tomoya Yamauchi, an expert in radiation measurement at Kobe University who has been helping Fukushima communities test the effectiveness of various decontamination methods. "Japan has started up its big public works machine, and the cleanup has become an end in itself. It's a way for the government to appear to be doing something for Fukushima." 

In some of the more heavily contaminated parts of Fukushima, which cover about 100 square miles, the central government aims to reduce radiation exposure levels to below 20 millisieverts a year by 2014, a level the government says is safe for the general public. But experts doubt whether this is achievable, especially with current cleanup methods. 

After some recent bad press, the central government has promised to step up checks of the decontamination work. "We will not betray the trust of the local communities," Shinji Inoue, the environment vice minister, said Monday. 

There had been high hopes about the government's disaster reconstruction plan. It was announced four months after the March 2011 disaster, which declared Japan would draw on the most advanced decontamination know-how possible. 

But confusion over who would conduct and pay for the cleanup slowed the government response. It took nine months for the central government to decide that it would take charge of decontamination work in 11 of the heaviest-contaminated towns and cities in Fukushima, leaving the rest for local governments to handle. 

In October 2011, the Japan Atomic Energy Agency, the state-backed research organization, announced that it was soliciting new decontamination technology from across the country. 

By early November, the agency had identified 25 technologies that its own tests showed removed harmful cesium from the environment. 

A new system to trap, filter and recycle contaminated runoff, developed by the local machinery maker Fukushima Komatsu Forklift, was one of technologies. But since then, the company has not been called on to participate in the state-led cleanup. 

"For the big general contractors, it's all about the bottom line," said Masao Sakai, an executive at the company. "New technology is available to prevent harmful runoff, but they stick to the same old methods." 

The Japanese government also made an initial effort to contact foreign companies for decontamination support. It invited 32 companies from the United States that specialize in remediation technologies like strip-painting and waste minimization, to show off their expertise to Japanese government officials, experts and companies involved in the cleanup. 

Opinions on the trip's effectiveness vary among participants, but in the six months since, not a single foreign company has been employed in Japan's cleanup, according to the trip's participants and Japan's Environment Ministry. 

"Japan has a rich history in nuclear energy, but as you know, the U.S. has a much more diverse experience in dealing with the cleanup of very complicated nuclear processing facilities. We've been cleaning it up since World War II," said Casey Bunker, a director at RJ Lee, a scientific consulting company based in Pennsylvania that took part in the visit. 

"There was a little of, 'Hey, bring your tools over and show us how it works.' But they ultimately wanted to do it themselves, to fix things themselves," Mr. Bunker said. "There didn't seem to be a lot of interest in a consultative relationship moving forward." 

Japanese officials said adapting overseas technologies presented a particular challenge. 

"Even if a method works overseas, the soil in Japan is different, for example," said Hidehiko Nishiyama, deputy director at the environment ministry, who is in charge of the Fukushima cleanup. "And if we have foreigners roaming around Fukushima, they might scare the old grandmas and granddads there." 

Some local residents are losing faith in the decontamination effort. 

"I thought Japan was a technologically advanced country. I thought we'd be able to clean up better than this," said Yoshiko Suganami, a legal worker who was forced to abandon her home and office over two miles from the Fukushima Daiichi plant. "It's clear the decontamination drive isn't really about us any more." 

Most of the clients at Ms. Suganami's new practice in Fukushima city are also nuclear refugees who have lost their jobs and homes and are trying to avert bankruptcy. She said few expect to ever return.
Source: http://www.sott.net/article/255929-In-Japan-a-painfully-slow-sweep 


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Thursday 7 February 2013

Chinese designer creates eco-friendly all-terrain car for land, water and ice


Another Interesting Technology: Chinese designer creates eco-friendly all-terrain car for land, water and ice

Who needs a road? Chinese designer creates eco-friendly all-terrain car for land, water and ice
A Chinese inventor has come up with an incredible new design for a car that will work on tarmac, sand, ice... and even water. Dear Engineers what do you think about this latest technology? is it of any use?
The all-terrain vehicle, which has a top speed of 62mph and works like a hovercraft, can move seamlessly between different surfaces.

Designer Yuhan Zhang, 21, created the spectacular car - called the Volkswagen Aqua - for a competition sponsored by the German car manufacturer.
It features a shiny, sleek design with four fans and integrated airbags that inflate to make it hover.
And it's also environmentally-friendly as its two motors are powered by a hydrogen fuel cell - with zero carbon emissions.

One of the motors inflates a 'skirt' around the vehicle to lift it off the ground, while the other drives it forward and controls direction.
Mr Zhang said: 'There is no better form of transport than an air cushion vehicle because it travels equally well over land, ice and water.




'I hope Aqua will become an affordable supercar that is available to the general public one day.'
The competition asked designers to come up with a 'Chinese off-road vehicle'. Aqua is based on technology that is currently available.

Wednesday 6 February 2013

BMW i8 Concept.. Latest Technology


It’s been nearly two years since BMW’s Vision EfficientDynamics concept debuted at the 2009 Frankfurt show, and the car has now officially re-emerged one step closer to production as the BMW i8 concept. As you can see, little has changed in the styling department. In fact, other than a new wheel design, the only other notable change we’ve spotted concerns the doors, which seem to have claimed some territory along their bottoms and thereby reduced the size of the blue body-side accent. Interestingly, the car didn’t show that change when BMW paraded it around for spy photographers this past March, but we like it. I think you will like it because it is completly new inovative technology for upcoming new generation of engineers.

Passenger Compartment + Powertrain = LifeDrive

As with the i3 city car concept that debuted at the same time (you can read about it in full here), the story of the i8 begins with its so-called LifeDrive architecture. BMW says that its experiences in creating the Mini E and 1-series-based BMW ActiveE showed that adapting cars engineered for internal-combustion power to electric propulsion results in a lot of excess weight and compromises in packaging. As a result, both the i8 and i3 are built using two purpose-built modules: one to house passengers, dubbed “Life,” and one for propulsion and suspension components, called “Drive.” Combine them, and you have a car—and marketing-friendly “LifeDrive” branding.

While the i3 and i8 share the LifeDrive architectural philosophy, the cars differ in execution. That’s because the i3 is fully electric, while this i8 is a plug-in hybrid. The i8’s powertrain is split between its two axles, with an electric motor and direct-drive transmission at the front axle and a gas engine and transaxle at the rear.

Interestingly, the battery packs in the i3 and i8 use different lithium-ion chemistries, as well as unique shapes. The large, square pancake battery of the i3 is designed for longer distance travel—in other words, it has a lot of energy—and is located below the passenger compartment. In contrast, the i8’s lithium-ion cells protrude into the coupe’s Life space, where, as in the Chevrolet Volt, the liquid-cooled and -heated battery stack fills a hump that could be mistaken for a transmission tunnel. The i8’s elongated pack is designed to deliver shots of power in short spurts; the final spec is yet to be decided, but it should have a capacity of around 8 kWh.

Arranging the pack this way allowed BMW’s engineers to achieve yet another claim of perfect 50/50 weight distribution, thereby preserving peace in the city of Munich. As in the i3, the i8’s Drive components are largely crafted of aluminum, while the Life module uses a carbon-fiber skeleton wrapped in thermoplastic exterior panels.

So much lightweight material allows the i8 to use a smaller, lighter battery than would be needed if the car were made of heavier steel. This frees up room in the cabin, and, more important, keeps the curb weight around a svelte 3300 pounds. The rigidity imparted by the carbon fiber also allows for long, dramatic doors that ease access to the two small rear seats.

what do you think engineers? is it new and interesting technology for you people? keep on reding it.. I hope you will enjoy it....While most other hybrids are based on existing front-drive vehicles, BMW had the luxury of starting from scratch. As with all 50/50-balanced cars, the majority of braking forces occur at the front axle. So, in the effort to recoup as much energy from regenerative braking, it makes sense for BMW to fit the electric half of the powertrain up front. The i8 uses a modified version of the i3's electric motor, with a peak output of 129 hp and 184 lb-ft of torque. It’s fed juice, of course, by those lithium-ions, and takes about two hours to charge from a 240-volt trough. Battery topped off, the i8 will return 20 miles of all-electric driving.
Three’s Company: 220-Horse Three-Cylinder

The original Vision EfficientDynamics concept used a three-cylinder turbo-diesel engine, but the i8 makes use of a gas-fired turbo three-cylinder that may turn out to be the best part of the powertrain puzzle. It is a version of BMW’s new modular engine on which we first reported in April. It displaces just 1.5 liters, features direct injection, a turbocharger, variable camshaft timing, and variable intake-cam lift. It makes an astonishing 220 hp and 221 lb-ft of torque. Altogether, the hybrid powertrain makes 349 hp and 406 lb-ft of torque. That puts this car in elite company within BMW. Think M company.

The i8 weighs slightly less than a 1-series M, and makes more power and torque. BMW says the i8 is governed to 155 mph and it will accelerate from 0 to 60 mph in less than five seconds; think more like low fours with a quarter-mile time of less than 13 seconds. But where the 1M gets, at best, 26 mpg on the highway, BMW says the ocho should return real-world, combined fuel economy near 40 mpg. One area of concern for twisty-road seekers is its tires. They are narrow, of the low-rolling-resistance variety and will thus suffer in limit grip. We hope there’s an option box for summer tires.


Like the Porsche 918 supercar, the i8’s engine and electric motor can each power the car on their own or they can work in tandem for better traction at launch or when powering out of a tight corner. Each axle also contributes regenerative electricity; the front houses the regenerative braking system, while the engine at the rear has a high-voltage alternator—it looks to be about half the size of the inline-three’s block—to recapture energy. No mention was made regarding what type of transmission will be paired with the gas engine, but Bimmer reps said it is an automatic and a familiar piece. Our hunch is that it could actually be an unfamiliar six- or seven-speed dual-clutch automatic, although it might be the Mini Cooper’s six-speed slushbox tuned for efficient, low-rpm torque-convertor lockups.

A button-activated “Eco Pro” mode dulls throttle response and reduces the climate-control systems draw on the battery system. This improves fuel economy and has the potential to stretch the electric-only range a bit.

What i Looks Like
While not much has changed about the i8’s styling, a few themes have emerged now that it has a sibling in the i3. The laying of light-gray panels over a black and clear sub-layer is meant to reference the car’s Life and Drive components. Many of those clear layers, like the lower half of the swing-wing doors, will turn opaque when production time comes. Besides just looking flat-out futuristic, BMW i models will be marked by a BMW roundel with a blue ring around the outside, blue accents on the grilles and side sills, and the “stream flow” C-pillar treatment.

Inside, the i8 concept foregoes traditional gauges in exchange for a more future-tech 8.8-inch display screen for reporting road and engine speed, as well as battery and fuel levels. In Eco Pro mode, the digital gauges glow blue; in Sport mode—details of which were in short supply—they glow orange. A second screen tops the dash above the center stack to display navigation and infotainment functions, and the rest of the interior is clean, simple, and made largely of recycled or sustainable materials. Dear Engineers "what do you think what is technology? every engineer should know about some real facts.