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250+ brand new units!
- On-site Manager, 24-hr Surveillance
- Easy to Access Units
- Controlled Keypad Access
Free truck use with new unit rental. Reserve in advance to ensure availability.
Welcome to Moody Road Storage in Bonaire, GA
Moody Road Storage offers accessible self storage units for rent in Bonaire, GA. Our facility is located 6.7 miles from Robins Air Force Base in Warner Robins. We provide month-to-month storage unit rentals with discounts available for military personnel. All storage lockers are accessible 24 hours a day, 7 days a week. We're here for you when you need us.
Moody Road Storage is located just south of the Moody Road intersection at Hwy 96, and nearby Veteran's High School, Houston Lake Drive and I-75. We serve Houston County including Robins AFB, Warner Robins, Bonaire, Kathleen, and Perry GA.
Convenient Storage
Moody Road Storage specializes in accessibility and security. Our facility is equipped with wide driveways to make loading and unloading your storage unit easier for you. We also offer electronic gate access and several more security features.
• Interior Load-in for Climate-controlled Units
• Exterior Load-in for Economy Units
• Easy to Access Units – No Elevators Needed
• On-site Manager and 24-hr Video Surveillance
• Fenced and Well-lighted Facility with 24-hour Keypad Entry
• Boxes, Locks, and Packing Supplies Sold in the Office
Access and Hours
The Moody Road Storage office is open M-F 9:00-5:30 / Sat: 9:00-1:00. Please call or stop by to visit Luke, our on-site manager. Having an on-site manager provides an added level of security and convenience. With years of experience and training, our professional, on-site manager can also save you money by helping you choose the precise amount of storage space you need.
Privacy and Terms & Conditions
Our privacy policy and terms and conditions can be viewed here.
At Moody Road Storage, we provide you with the amenities you need for peace of mind. Visit us in our office to learn more about the services and features offered at our self storage facility.
Moody Road Storage
3100 Moody Road Bonaire, GA 31005
Office Hours
Monday - Friday: 9:00am - 5:30pm
Saturday: 9:00am - 1:00pm
Closed For Christmas and New Years:
Saturday 12/23 and Saturday 12/30


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What is Workforce?
Welcome to the Workforce Centers of Central Arkansas. The Central Arkansas Planning and Development District (CAPDD) is the agency that manages the Arkansas Workforce Centers in Central Arkansas. CAPDD administers the adult, dislocated worker, and youth employment and training programs under Title I of the federal Workforce Innovation and Opportunity Act.
Arkansas Workforce Centers operated by CAPDD are accessible to people with disabilities. Our resource areas are equipped with many assistive devices and technologies to assist our patrons. These devices and technologies include talking software (scan-and-read and JAWS screen reader), talking calculators, a variety of magnifying devices, high-intensity lamps, headphones and telephones with amplifiers, specialized keyboards and mice, adjustable height tables, TDD/TTY telephones, many documents in alternative formats (Braille, large-print, and tape), and many others. Sign language and foreign language interpreters are available with advance notice, usually 72 hours or less.
The locations and contact information for these centers can be found by clicking on the preceding links. Information about the locations of Arkansas Workforce Centers throughout the state may be found by clicking here.
The Central Arkansas Workforce Development Board adopted the document LEVERAGE in 2016, which aligns training opportunities throughout the Central Arkansas region to seven in-demand industry sectors. The document can be viewed by clicking here. The seven in-demand industry sectors include Health Care, Manufacturing, Construction and General Trades, Business Services, Education, Retail, and Transportation.
More information about the Workforce Innovation and Opportunity Act (WIOA) may be found by visiting the Web sites of the U.S Department of Labor Employment and Training Administration (USDOL ETA) and the Arkansas Department of Workforce Services. The primary Internet connection for Arkansas job seekers and employers is Arkansas JobLink. This service is available to anyone with access to the Internet. Arkansas Workforce Center staff will assist center patrons to use this service.
For more information on the Central Arkansas Workforce Development Area, please visit our the area's website at www.WorkforceAR.com.

subset: commoncrawl


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4 Status and trends in UK National Infrastructure
- Curtis Singleton
- 3 years ago
- Views:
1 4 Status and trends in UK National Infrastructure The starting point for analysis of future infrastructure provision is to understand the current system and trends that have been identified for the near term. In the FTA, a review of current infrastructure provision has been conducted in each of the five NI sectors: energy, transport, water supply, waste (comprising wastewater and solid waste) and ICT. 4.1 ENERGY Reliability of the energy sector is high. Major investments are anticipated in electricity generation and distribution in order to maintain and increase capacity, meet the UK s greenhouse gas (GHG) emissions reduction commitments and address EU directives. All other infrastructure sectors are dependent upon the energy sector, but of these only transport represents a significant proportion of energy demand (34%). Yet the energy sector is also dependent upon transport infrastructure and ICT and is responsible for 32% of fresh water abstraction, though 96% of that cooling water is eventually returned to rivers T H E I N F R A S T R U C T U R E S YS T E M Reliability of supply is the primary criterion for performance of the energy sector by the three fuel distribution systems: petroleum products, natural gas and electricity. Figure 13 (overleaf) presents the percentage of final demand for each fuel. The other driving performance indicators are environmental; principally emissions of greenhouse gases and other harmful combustion products primarily sulphur dioxide, nitrogen oxides and particulates. End use of energy is highly distributed with vehicles and buildings the dominant end users of energy in the UK (Figure 14, overleaf) Petroleum products The petroleum products system is the energy system s major point of interaction with the transport system (Figure 15, overleaf). This is both because the road and rail tankers form the key distribution system for liquid fuels, and more importantly, because the transport system is currently fuelled predominantly by these liquid fuels. 47
2 Figure 13: UK final energy demand by fuel in 2010 (DECC, 2011b). 19% 3% 2% 42% Coal Oil Gas Electricity Other 34% Figure 14: UK final energy demand by sector Services includes agriculture (DECC, 2011f). Energy consumption (PJ) Industry Transport Service Domestic Figure 15: UK petroleum product demand by sector (left) and by mode of travel in transport (right) in 2010 (DECC, 2011b). 1% 4% 12% 7% 6% Energy industry use Industry Transport Domestic Services 3% 1% 23% Air Rail Road National navigation 70% Misc. (including agriculture, non-energy use etc.) 73% Figure 16: UK natural gas use by end use (DECC, 2011b). Percentage of gas use Services Other energy industries Electricity generators Industrial Domestic
3 Natural gas Natural gas replaced coal-derived town gas in the 1960s following the discovery of large reserves in the UK Continental Shelf (UKCS). Initially using the same distribution mains, the natural gas system additionally developed a national high pressure transmission network to ship gas from (largely East coast) terminals, which now reaches all significant population centres in GB. Heating, both in buildings and industrial processes, is dominated by direct use of gas (Figure 16). Following market liberalisation, gas also became the fuel of choice for power generation in the 1990s, further increasing its share of primary energy. European market liberalisation and the decline of UKCS production in the last decade, have led to stronger interconnection of the GB gas system to other sources of supply, both by interconnection to continental Europe and Ireland, and with liquid natural gas (LNG) terminals for marine imports. International pipelines, such as between Bacton (UK) and Zeebrugge (Belgium) can transport gas in two directions to facilitate both export and import. LNG development is fairly recent in the UK with the first import terminal becoming operational in 2005, and four terminals currently in operation (Figure 17). LNG is becoming more readily available at a better price from the recent shift in US demand from LNG to domestic natural gas (from shale-gas) and greater export from mid-east and south-east Asia. Figure 17: Map of natural gas transmission network (source: National Grid, 2011). Gas network Entry point St Fergus Interconnector LNG terminal Gaslink to Ireland Moffat Teeside Barrow Burton Point Easington Theddlethorpe Boston Milford Haven London BBL to Netherlands IUK to Belgium Isle of Groin 49
4 Electricity The GB electricity system has developed incrementally from the post-war system of local and regional distribution systems. A high voltage transmission network has been developed which enables the GB system to function essentially as a single market (Figure 18). In 2005, interconnectors joined previously separate grid systems of N. Ireland, Scotland, England and Wales. Subsequently, grid systems of England and Wales and Scotland are integrated. Three electricity transmission companies own the National Electricity Transmission System (NETS). In addition to the existing network, several projects to build transmission networks in the UK are either underway or planned by the transmission owners. Figure 18: Electricity transmission network with large power stations (source: NETS, 2011). Plant type: Nuclear Coal Oil & OCGT CCGT/CHP Hydro/pumped storage Wind Other Substations 50
5 Electricity supply was historically dominated by coal with a small hydropower share (Figure 19). Coal remains a significant fuel in power generation, with production now mainly in the central coalfields of Yorkshire and the East Midlands. The share of nuclear increased in the 1960s and 70s, rising to 27% by 1997, but has since fallen to 15% (DECC, 2011f). Efforts to diversify into oil were ended by the oil crises of the 1970s. Gas took an increasing market share from the 1990s onwards and is now the largest single fuel. Gas generation is mainly close to the point of landing and therefore much closer to the main coal generation sites, resulting in a requirement for transmission to deliver a large north to south power flow to the population centres of southern England. This is likely to be exacerbated by renewables generation sites in the north and west of GB, particularly Scotland. Electricity demand has grown consistently over the whole period of recent history (Figure 20) due largely to the penetration of electrical equipment and increasing numbers of end uses for electricity in buildings. Future projections in the context of low carbon ambitions indicate this trend may stabilise in the short term but could well then increase driven by the electrification of both vehicles and heating. Figure 19: Electricity generation by fuel (DECC, 2011f). Energy generation (twh) Other fuels Other renewables Wind Hydro (natural flow) Nuclear Gas Oil Coal Figure 20: Electricity consumption by sector (DECC, 2011f) Other Domestic Energy consumption (PJ) Industrial Fuel industries 51
6 4.1.2 ROLE OF INTERDEPENDENCE All infrastructure sectors have demand for energy (including the energy sectors itself), which is necessary for the operation of NI (Figure 21). The nexus between energy and the other sectors in the context of energy supply and demand is shown in Figure 22. The evaluation of critical interdependency of energy with other sectors is beyond the scope of this report and will be dealt with in future phases of the ITRC. Figure 21: Energy by demand sector in 2010 (excluding non-energy use) (DECC, 2011f). 1% 9% 9% 17% Industry Transport Domestic Services Misc. (including agriculture) 29% 34% Energy industry use Figure 22: The nexus between energy and other ITRC sectors in the context of energy supply and demand. No critical interdependencies are shown. Water & wastewater Waste Transport Energy Energy supply ICT Energy supply potential Energy demand management/reduction Transport Transport energy demand is an important interaction as transport uses 34% 6 of UK energy and 70% of petroleum based fuels. Transport systems are currently critically dependent on oil that is increasingly imported due to declining UKCS production. Transport demand for energy is the most challenging to reduce, which is why the exploration of alternative fuels is very important (e.g. notably electricity, biofuels and hydrogen). Major factors that can affect the energy demand regime include large-scale adoption of electric vehicles, rail electrification, and increasing biofuels use. With a high penetration of electric vehicles, systems such as Vehicle-to-Grid (V2G) have potential to provide effective demand response services (see Section ). It is notable that transport infrastructure is critical for efficient supply of fuel for power generation, generation and distribution of fuel products, and manpower movements. 6 37% excluding energy industry use. 52
7 Water Energy is essential for the operation of water treatment plants and pumping stations. It also represents the largest cost for the water industry at 28% of the total operational cost (Caffoor, 2008). Notably, the water sector demands for energy only accounts for a small portion (approximately 3%) of overall energy demand (Rothausen and Conway, 2011). However, water may account for a more significant percentage of total energy demand if supply-side energy-intensive interventions such as inter-basin water transfer, desalination and effluent recycling for potable water use are employed (see Table 17). Such water treatment processes would have potential implications for electricity demand particularly in southern and eastern England. Energy use in the water sector increased by 4% in 2009/10, and has increased 10% in the past 8 years mainly due to higher effluent standards. The energy sector is critically dependant on an adequate water supply for cooling purposes. For example, water required for cooling in electricity generation represents a significant share (more than 30%) of total abstracted non-tidal and ground water (see Figure 33), which is discharged back into the environment. Hence drought is of concern to energy supply, and future energy generation may choose a coastal location to avoid this risk (e.g. Nuclear New Build) Waste Almost half of the UK s renewable energy generation currently comes from the waste sector (DECC, 2011a). The greatest part of this comes from combustion of biogas generated in landfills. This source of energy will diminish over the next one to two decades as the mass of biodegradable wastes (the source of the biogas) going to landfill is reduced in line with the requirements of the EU Landfill Directive (European Parliament and Council of the European Union, 1999). It is likely that some or all of this shortfall will be met by the increasing use of other facilities for the disposal of biodegradable and other wastes (e.g. incinerators and anaerobic digesters). There is also scope for increases in the utilisation of heat from thermal waste treatments. The EA (2008a) reported that in England and Wales, energy is recovered from 11% of municipal wastes, which is lower than the EU average of 17.3% and in countries like Denmark where recovery rate is about 54% ICT While energy use in ICT is relatively small compared to total energy demand, the sector is wholly reliant on electricity. The largest consumers of energy in ICT are by far Data centres used by businesses, universities and government. These centres are responsible for a quarter of ICT s GHG emissions and 2 3% of UK s total electricity use (POST, 2008). The European Programme for Critical Infrastructure Protection identified both ICT and energy as Critical Infrastructure sectors. Energy is critically co-dependent on ICT, and future electricity system security will likely increasingly depend on ICT for load balancing and control, electricity generation, and telecom systems. The use of ICT for improved control could induce an overall reduction in energy consumption even if its direct consumption increases. There are implications for energy demand through the improved use of information for demand reduction. Convergence between electricity and telecoms infrastructure in smart grids seems very likely over the period to 2030 with government planning smart meter rollout to begin in
8 4.1.3 KEY ISSUES Table 8: Major policies/strategies affecting energy demand and supply Sector Major policy/strategy Brief description/salient features Energy Transport Water and wastewater Energy Act 2008 implements Energy White Paper 2007 Climate Change Act 2008 National Renewable Energy Action Plan (EU Renewables Directive 2009/28/EC) Energy Act 2010 (effective 8 Apr 2010) Energy Act 2011 (effective 18 Oct 2011) Electricity Market Reform White Paper 2011 Housing Act 2004 (EU EPBD Directive 2002/91/EC) Large Combustion Plant Directive (EU LCPD, 2001/80/EC) EU Energy Services Directive (2006/32/EC) Renewable Transport Fuels Obligation (RTFO) (under Energy Act 2004 and in line with EU Directive 2003/30/EC) April 2009 EU New Car CO 2 Regulation (effective ) EU Water Framework Directive (WFD) 2000/60/EC (effective 2000, domestic law Offshore supply infra, CCS, renewables target, cash-back renewables incentives, smart metering and decommissioning of certain infrastructures Legally binding carbon targets for all sectors, carbon budgets, Committee on Climate Change Goal and roadmap for renewable electricity, heat and transport CCS incentives & demonstration, social price support fuel poverty, Ofgem power on penalty Green Deal, minimum housing efficiency, new Energy Company Obligation (CERT, CESP) Carbon price floor, new renewable incentives, capacity mechanisms, demand response, emission performance standard Carbon reduction and energy efficiency targets and timeline in buildings Retirement plan of 50+MW plants by 2025 Electronic metering in energy saving measures Biofuel blend from 2.56% in to 5.3% from 2013 onwards Average CO 2 emissions at 130 g/km in accordance with Regulation (EC) No, 715/ g/km 2020 onwards Control and manage impact on water bodies/ groundwater at source, higher treatment standards on wastewater Waste European Landfill Directive (1999) (effective in UK ) Reduction of landfill by 25% in 2020 to 65% below 1995 level. Potential to spur waste to energy, CHP 54
9 UK policy, across infrastructure sectors, is a major determinant for energy transition pathway and the demand supply regime. UK energy policies are geared towards achieving major carbon emissions reductions and renewables targets while keeping energy costs at an affordable level for consumers and maintaining security of supply. On the supply side, incentives are being used/planned to achieve the renewables targets through feed-in-tariffs, the Renewable Heat Incentives, Renewables Obligation and Renewable Transport Fuel Obligation. In transport, the Plug-in Car Grant provides incentives for ultra-low emission vehicles. Significant accelerated tax reliefs are available for businesses through Enhanced Capital Allowances scheme under the Climate Change Levy Programme when they invest in certain energy and water saving plant and machinery, low emission vehicles and natural gas and hydrogen fuelling infrastructure. Presently the Government is exploring the possibility of a Green Investment Bank to help fund low carbon projects, including renewable energy projects. Table 8 lists key UK and EU policies and strategies by sector that impact the energy regime at differing levels. The UK is a participant in the EU s Emission Trading Scheme, EU-ETS. On the demand side, the government has been pursuing energy conservation and efficiency through obligations on energy suppliers for households, the Climate Change Levy on businesses and the CRC for large companies outside the EU-ETS. Additionally, the government has been pursuing energy conservation and efficiency in energy generation and energy intensive entities through obligatory reduction schemes (CERT and CESP) and long term carbon pricing in its unique CRC EES scheme. A more detailed discussion on the UK energy policy and influences from EU policies can be found in Chapter Infrastructure options Energy technology supply futures will likely be characterised by an increased reliance on low carbon technologies and new energy sources. While this will require a systemic change, it will enable the UK to meet its commitments to carbon emissions reduction, while preserving high levels of supply reliability and security. Existing scenarios literature assumes that these are the key drivers in option selection. The use of low-carbon electricity will be critical in the future. Thus, key technologies will be low carbon electricity generating technologies with high potential contributions to UK supply by the mid-century. These include nuclear fission, wind energy (onshore and offshore) and fossil fuels with carbon capture and storage (CCS). The mix is highly uncertain (as well as controversial) and has major implications for transmission infrastructure. Major uncertainties include how much of each of these resources will be developed, the continuing role of gas and the future fuel demand and mix in transport. Implications for transmission system from electricity exports from distribution networks include reduction of power flow in opposite direction resulting from embedded generation, and large-scale renewables penetration are not likely to be major. Rather, location, volume and direction of power flows from such generation are likely to demand changes in the transmission system (NETS, 2011). (See Annex E for more explanation.) Biomass and the vectors through which it is used (solid, liquid and gaseous) will likely play an important role, as well as other renewables (e.g. marine and solar). The latter is a possible component in a decentralised generation arrangement, which represent a radical departure from existing networks. CO 2 disposal infrastructure will need to be considered in scenarios with CCS. Gas may remain a viable option. 55
10 The role of gas, as the least carbon intensive fossil fuel, in low carbon futures is more contentious. Gas is currently the dominant fuel for heating in buildings and industry. Many scenarios foresee very extensive electrification, but there is no doubt that such a transition faces significant technical, social and economic challenges. The scale of change required for any given carbon target is reduced by demand reduction. The key options for energy demand management fall into two broad categories: those with potential to reduce demand, and those implied by transitions to low carbon vectors (primarily electricity). Demand reduction technologies tend to be grouped at the sectoral level (buildings, transport, industry) in the energy futures literature. The implications of a transition to a low carbon future have supply assumptions. High levels of electrification will need to be considered, particularly to account for the widespread use of electric vehicles and heat pumps. Both of these technologies have significant implications for power networks, and supply and demand balancing Risks Environmental risks. The main environmental risk is the possible failure to deliver ambitious carbon targets. Current plans rely on substantial investment programmes being successful in a number of areas, including for technologies that are not yet commercially demonstrated (e.g. CCS). Possible scenarios that do not meet targets include underinvestment, and perennial delay/failure in deployment of key technologies and reduced investment due to financing and/or planning permission difficulties. Other environmental risks result primarily from the challenges of these of low carbon supply options, notably ionising radiation from all stages of the nuclear fuel cycle, CO 2 escape (from CCS), and landscape /amenity impacts from all large projects, but especially onshore (e.g. large wind projects). Economic risks. Very large energy infrastructure investment is needed to meet the requirements of a secure low carbon system under any scenario. These are estimated at 200bn by 2020 in Ofgem s green transition and green stimulus scenario under Project Discovery (Ofgem, 2011b). Very large investment costs are also associated with electrification of heat and transport. These will rely on the willingness of private sector to invest, often in globally competitive markets. As discussed in Chapter 3, this will rely on a stable and sufficiently attractive policy framework. Whilst future scenarios universally project a large investment requirement in electricity, there is significant uncertainty about other infrastructures. Notably the projected decline of gas and oil very sharply in some scenarios implies risks of stranded investment. Different scenarios also envisage very different potential futures for new energy infrastructures, including for carbon dioxide disposal (contingent of CCS) and the possible rise of CO 2 heat (depending on the widespread use or not of district heating). Inevitably for long term scenarios, there are major uncertainties about key drivers, parameters, and their interrelationship. These uncertainties define energy futures such as cost of technology, rate of economic growth, and the relationship between economic growth and rate of technological innovation. All of these contribute to investment risks. Security and social risks. Other infrastructure systems, most economic activity, and many key services depend on reliable and continuous supplies of energy, particularly electricity, which makes energy security a key driver of social as well as economic risk. 56
11 Uncertainty of fuel supply options availability has been a well-established risk since the 1970s, and now increasingly prominent with the decline of UKCS production. While oil supply is most likely to be curtailed for geo-political reasons, gas supply seems more likely to be continued at a reasonable price and from low-risk countries for decades to come (especially from shale gas and increased LNG trade). At the same time, supply and cost of key renewable technologies may be significantly affected by change with non-availability of rare-earth minerals, for which there is already globally competition, notably a scenario of export embargo by China and non-development of mines elsewhere. Deployment of demand reduction and decentralised supply options will rely on re-training and upskilling of very large workforces in key trades, especially in the construction sectors. Rapid market introduction may therefore be constrained by non-availability of sufficient skilled labour force. Technology and policy risks. Policy uncertainty and risks of lack of commitment of climate change targets by governments may slow the flow of needed private investments. Current Government commitment is high, but the prospect of a lack of international agreement inevitably raises concern that broader global trends may be less optimistic and eventually affect UK investment. While technologies such as CCGT, hydro, solar PV and onshore wind are considered low-risk technologies with some higher certainty about their future performance and market penetration (hence cost profile), there are significant uncertainties arising from the technical viability and performance of some other potentially critical low-carbon electric generation technologies; game-changing technologies such as CCS, new nuclear, offshore wind and other marine technologies are commercially uncertain, as are some key technologies for low carbon heat and transport including some biomass technologies and heat pumps or wave/tidal. The major risks identified in the existing energy literature are the failure to deliver low carbon and/or energy security goals because of under-investment in demand reduction and/or new supply. These may be for technical, economic, social and political reasons, or more likely a complex mix. In particular, the main low carbon supply technologies nuclear, CCS and large-scale renewables all face challenges which, whilst very different, may all be characterised as public acceptability for socio-environmental reasons. There is no sensible way to predict the outcome of such concerns. There are also potential threats to the resilience of energy systems from other infrastructure systems. These include critical dependencies on water (e.g. for power station cooling), transport (e.g. for liquid fuel transportation) and ICT (e.g. for network control). These are the focus of ongoing work in ITRC and elsewhere, and are not reported here. Reliability of wires infrastructure is currently relatively low risk and somewhat easier to evaluate. One assumption is that very high levels of reliability continue to be required in power systems, partly because of the co-dependence of other infrastructure systems. Compared to power generation, transmission and distribution will be less affected by climate mitigation, but potentially more affected by extreme weather. Reliability requirements for other existing energy infrastructures (gas, liquid fuels) are lower, as lower availabilities are acceptable and storage is easier. These issues are not included in this assessment phase. 57
12 4.1.4 CO N C LU S I O N The UK energy sector has provided a very high level of service reliability, with only occasional failures associated with extreme events. Our assumption is that this level of security of supply will continue to be required in future, at least for the electricity system. Ageing supply infrastructure and statutory UK emissions targets (as well as the effect of EU directives and the ETS) mean that the energy sector will see major changes (and corresponding investment requirements) over the coming decades. 4.2 T R A N S P O R T Demand for transport infrastructure has grown steadily over the years for a variety of reasons, including economic growth combined with relatively low costs making travel affordable for most, population growth and societal changes such as increasing numbers of female drivers. Growth seems likely to continue, although demand for passenger car transport may reach a saturation point. Continued growth in demand will result in increased congestion and delays, particularly on roads and rail, which will in turn tend to inhibit further growth. Ambitious carbon reduction targets will drive development in vehicle and fuel technologies and result in increased use of electric vehicles on roads, increased rail electrification and lower use of carbon fuels. This will require substantial investment in energy infrastructure, particularly for electricity. For example, ports infrastructure will be affected by changes to shipping if fuel imports were to change in the future. Building new transport infrastructure will alleviate congestion and delays in the short term but will also induce further demand. If transport costs continue to increase, it will inhibit demand, and so adversely affect the economy, unless transport growth can be decoupled from economic development T H E I N F R A S T R U C T U R E S YS T E M The transport infrastructure system being considered in the ITRC comprises the trunk road network, the rail network, major airports and major seaports. Although vehicles are not normally considered to form a part of infrastructure they are nevertheless an important consideration in this study, in particular in terms of vehicle technology and alternative fuels. Measuring the performance of transport systems is complex because (i) performance is highly variable both geographically and temporally, and (ii) unlike other sectors there is no assumption that security of supply should be preserved whilst undesirable, congestion is commonplace on the network. Thus a range of metrics are employed to track the performance of the transport network, including: Vehicle kilometres Passenger kilometres Tonne kilometres (freight) Delays on the trunk road network 7 CO 2 emissions Fuel and energy use 8 7 Measured in minutes per 10 miles, and recorded for the slowest 10% of routes (as published by the Department for Transport). 8 Fuel use for road vehicles is estimated in terms of litres of gasoline equivalent (using data from the Tosca project ( to convert electricity use into gasoline equivalent). Energy use by rail transport is estimated in units of joules (again using data from the Tosca project). 58
13 Trunk road network The trunk road network (or strategic road network), managed by the Highways Agency in GB, comprised a total of just over 12,000 km, of which 3,500 km was motorway (Table 9). Road capacity is defined not only by the length of road but also by the number of lanes available. Dividing the total length of trunk road lane kilometres (estimated as 43,656 lane km, based on unpublished statistics) by the total trunk road length (Table 9) gave an average number of lanes of 3.6 (the number of lanes is counted across the whole carriageway, i.e. both directions of travel). Table 9: Trunk road length (km) (as at August 2010) (DfT, 2011d) Region/country Motorway Other trunk (rural) Other trunk (urban) Total trunk North East North West Yorkshire & Humber East Midlands West Midlands East of England London South East South West England Wales Scotland Great Britain ,114.9 Published statistics for total distance travelled (vehicle km) are only available by region for all major roads (trunk and principal), rather than for just the trunk road network (Table 10, overleaf). However, the trunk road element can be estimated for GB (based on separate data indicating the ratio of trunk roads to principal roads, and given that only 1.2% of motorways (41 km) are not part of the trunk road network). If regional data on trunk road/ principal road splits are available, they do not appear to have been published. 59
14 Table 10: Distance travelled on major* roads (billion vehicle km) in 2009 (DfT, 2011c) Region/country Motorway Other Rural Other Urban Total North East North West Yorkshire & Humber East Midlands West Midlands East of England London South East South West England Wales Scotland Great Britain Trunk road element * Major = trunk roads and principal roads Growth in traffic has been steadily increasing over the years at an almost linear rate (Figure 23). This growth has been influenced by many different factors relating to demographics, economics, prices, transport options, service quality and land use (Victoria Transport Policy Institute, 2010). 9 While a review of these factors is outside the scope of this study a few comments are pertinent: The number of full driving licence holders has steadily increased over the years as has the proportion of female drivers (37% in 1986 to 45% in 2010 DVLA). 10 The affordability of travel is an important consideration. Over the past few decades relatively low prices, in relation to income, have resulted in lifestyles where car ownership and travel have been commonplace. However, this may change with rising fuel prices and other travel costs. The development of out-of-town retail parks and hypermarkets close to the trunk road network has led to increased demand and reliance for car trips
15 Figure 23: Growth in traffic in GB ( ) (Glaister, 2010) Cars & taxis Other motor vehicles Billion vehicle km Rail network The rail network is managed by Network Rail (established in 2002), who are regulated by the Office of Rail Regulation (ORR). The whole rail network track length of approximately 20,000 miles (32,160 km) (Network Rail, 2011) was used for the FTA (although it was originally envisaged that ITRC would focus on a mainline railway network; there is no common definition of mainline rail nor any readily available statistics for such an entity). The National Rail Travel Survey (NRTS) indicated that there are around 2.7 million rail journeys undertaken in GB on any typical working day, with morning and evening peak periods; a breakdown by region is shown in Table 11 (overleaf). The ORR reported 1258 million franchised journeys in There has been a trend of increasing demand for rail transport over the last 20 years (Figure 24, overleaf). Total rail freight moved in was 7.6% lower than , at 19 billion net tonne km, while the total coal freight moved was 21.2% lower (at 6.2 billion net tonne km). Oil and petroleum moved by rail also decreased (by 4.5%), but the following commodities increased in compared to : metals by 6.8%, construction by 3.0%, international by 5.7% and domestic intermodal by 6.5% (ORR, 2011). The amount of freight lifted was 87.2 million tonnes in , a 15.1% decrease from There was an 18.7% decreased in the amount of coal lifted (37.9 million tonnes in ). The amount of other freight lifted was 49.3 million tonnes in , a fall of 12.1% compared to Non-franchised journeys totalled around 2 million, so are negligible by comparison. The ORR pointed out that their figures may be considered to be inflated, since a journey involving two trains would be counted as two journeys, whereas, for the NRTS, this would only be counted as one journey. 61
16 Table 11: Total number of passenger rail journeys, by country and region of origin (GB) Region / country 000s % North East 26 1 North West Yorkshire & Humber East Midlands 52 2 West Midlands East of England London South East South West 73 3 England Wales 48 2 Scotland Great Britain * *Percentages do not sum to 100% due to rounding Figure 24: Passenger kilometres ( ) (billions) (ORR, 2011). 70 Rail passenger (billions km)
17 Airports Airports are privately owned and managed. For example, BAA own Heathrow, Stansted, Glasgow, Edinburgh, Aberdeen and Southampton airports. They are regulated by the Civil Aviation Authority and by the Competition Commission. Airport capacity is usually described either in terms of terminal capacity (number of passengers) or runway capacity (number of flights). There seems to be rather limited information available about these (Table 12). The figures suggest that Heathrow is operating at 95% runway capacity; Gatwick at 80%; Stansted 59% and Manchester 53%. Considering all UK airports (not just international ones), the headline statistics given by the Department for Transport were: In 2009 there were 2.1 million air transport movements (take-offs and landings) and 218 million terminal passengers at UK airports. 20% of air transport movements and 11% of terminal passengers were on domestic services. Heathrow was the UK s busiest airport, handling 22% of air transport movements, 30% of terminal passengers and 62% of freight tonnes. Heathrow also handled the majority of transfer passengers at UK airports; in 2009, 38% of passengers at Heathrow were transfers. The five London airports accounted for 60% of all terminal passengers at UK airports in 2009, down from 65% in Between 1999 and 2009, overall terminal passenger numbers increased by 48% at the regional airports compared with 20% at the five London airports. However, regional airports experienced a proportionally larger fall between 2008 and 2009 at 11% compared with a 5% fall at the London airports. Table 12: Airport usage and capacity in 2010 (terminal and runway). Source: BAA, individual airport and Airport Coordination Ltd websites) Airport Terminal passengers Terminal capacity per year estimate Total movements per year Capacity flights per year* Heathrow 65,881,680 90,000, , ,000 Gatwick 31,375,290 46,000, , ,000 Stansted 18,573,803 25,000, , ,000 Manchester 17,759,015 25,000, , ,000 Luton 8,738,717 12,000,000 94,575 not available Edinburgh 8,596,715 13,000, ,997 not available * From capacity declaration. 63
18 Figure 25: Trends in air traffic at UK airports ( ) (DfT, 2010c) Freight (thousand tonnes) Air transport movements (thousands) 500 Terminal passengers (tens of thousands) Seaports Seaports are privately owned and managed. The largest owner is ABP (Associated British Ports), who operate 21 ports, including Southampton, Hull, Grimsby & Immingham and Port Talbot. They are regulated by various port authorities. Port capacity is described here in terms of quay length, with an estimated volume of TEU (twenty-foot (container) equivalent unit) per annum derived from this (Table 13). Figure 26: International sea and channel tunnel passengers (DfT, 2010a) Tunnel Sea Million passengers
19 Since the opening of the Channel Tunnel in 1995 there has been a steady decline in the number of passengers using Britain s sea ports (Figure 26). The 3.1 million domestic passenger journeys in 2010 were on the three major routes (between mainland Britain and Northern Ireland, the Isle of Man, and the Channel Islands) virtually unchanged compared to Dover, the largest UK ferry port, handled 13 million journeys in 2010 (virtually unchanged from 2009 and 18% lower than in 2000). However, the next busiest ports in 2010 were Portsmouth (2.2 million passengers) and Holyhead (2 million passengers), where there were increases of 3 and 7% respectively on Of these sea passenger journeys, 1.3 million were for cruises and 55,000 long sea journeys. Table 13: Port usage and estimated capacity in 2008/2009/2010 (thousand tonnes) Ports (all traffic) Quay length (m) Capacity in TEU/ annum Port Group Grimsby & Immingham ,540,790 Humber 65,267 54,708 54,029 London ,162,500 Thames and Kent 52,965 45,442 48,060 Milford Haven ,200 West and North Wales 35,875 39,293 42,788 Southampton ,506,270 Sussex and Hampshire 40,974 37,228 39,365 Tees and Hartlepool ,600 North East 45,436 39,163 35,697 Forth (incl. Dunfermline) Scotland East Coast 39,054 36,690 34,335 Liverpool ,217,670 Lancs and Cumbria 32,204 29,936 30,063 Felixstowe ,100,230 Haven 24,988 24,267 25,756 Dover ,600 Thames and Kent 24,344 25,087 24,093 Belfast Northern Ireland 13,040 12,050 12,827 Clyde incl. Ardrossan Scotland West Coast 14,338 12,552 12,283 Medway ,500 Thames and Kent 14,971 13,150 12,235 Sullom Voe Scotland East Coast 14,539 11,217 11,270 Hull ,000 Humber 12, Port Talbot ,900 Bristol Channel Bristol ,165,500 Bristol Channel 11, Manchester Lancs and Cumbria Glensanda Scotland West Coast Note: Capacity in TEU/year is given as [Quay length (m) x 1100]; Maximum weight of 1 TEU is 14 tonnes. 65
20 Inland waterways Movement of freight by inland waterway (canals, rivers) forms a relatively small but important proportion of the total amount of freight that is moved in the UK: DfT domestic freight statistics (TSGB0499) for 2009 indicated that of the total 221 billion tonne km of freight moved, 22% was by water (short sea shipping and inland waterways) and about one third of this was by inland waterways. The majority of freight lifted on inland waters is transported to or from ports outside the UK: only about 7% of freight lifted is wholly internal (i.e. non-seagoing). British Waterways manages 80% of the canals and rivers (3500 km) in GB. 12 Inland waterways have substantial spare capacity for carrying freight: studies carried out by British Waterways indicated that London s waterways carried up to 17,000 tonnes of freight in 2003 and there was the potential to carry 800,000 tonnes alone on the West London Canal network ROLE OF INTERDEPENDENCE Transport is a derived demand and, as an intermediate good, an input into the production of most other economic sectors. All infrastructure sectors rely in some part on the transport network, to enable staff and goods to reach their destinations, and failures of the transport network can have serious cascading effects for other sectors. However, the main interdependency lies between transport and its future energy needs, particularly if a substantial increase in electricity generation is needed to power electric vehicles and for increased electrification of the rail network. While the majority of electric vehicle recharging is likely to take place at home, it also seems likely that substantial battery recharging infrastructure will be needed in the field (e.g. at garages, supermarkets, workplaces, etc.). Moreover, electrification of the transport sector would require large investment in additional generating capacity, national transmission networks and local distribution networks KEY ISSUES In the past, demand growth has been strongly correlated with GDP growth, especially for freight. Some recent evidence has suggested decoupling of the two (McKinnon, 2007), however it remains to be seen if this is a new long-run phenomenon. Some limited crossmodal effects exist, such as the low cross-elasticity of car demand to rail price (Preston, 2009). National and EU transport and energy policies are likely to be influential on transport supply and demand. Particularly important will be the response to the ambitious carbon emissions reduction targets that are in place. The Committee on Climate Change s (CCC) 4th carbon budget, in its chapter on decarbonising surface transport (Committee on Climate Change, 2010), proposes cuts in transport emissions in the 2020s through improved efficiency of conventional vehicles, increased penetration of electric vehicles (battery electric, plug-in hybrid and, potentially, hydrogen fuel cell vehicles), increased use of biofuels, change in behaviour (Smarter Choices, eco-driving, speed limit enforcement/ reduction), road pricing, freight efficiency improvement and electrification of rail. Some of these options (and others) also apply to aviation, as discussed in Meeting the UK aviation target options for reducing emissions to 2050 (Committee on Climate Change, 2009)
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Online PR News – 05-June-2012 – Albuquerque, New Mexico: – Albuquerque, New Mexico: Beehive Village, an independent living facility that supports assisted living residents in Bernalillo county New Mexico, announced today a special open house of one its facilities in Albuquerque.
For the months of July and August, guests can schedule a walk through tour of Beehive Village in Albuquerque to see all the accommodations and services. Services include: private rooms with bathroom, cable TV, private phone, home cooked meals, housekeeping services, assistance with bathing, dressing, personal care, medication, and other activities of daily living, beautician/barber services, etc.
Bee Hive Homes is a national franchise that has 140 locations across the United States. Because of the franchise, Beehive Village has the highest standards to train all caregivers and staff. "We are able to bring to the community lots of love and specialized attention," says Angel Malone, General Manager of the Beehive Village in Albuquerque. "There is a lot of unique factors about Beehive Village, the most special is that we provide a home environment for all our residents through the end of life."
Bee Hive Homes of Albuquerque assisted living offers a smaller home, with 12-16 rooms, for a homier more comfortable atmosphere, yet having plenty of privacy for the residents. They provide a family style living with a large open dining room and living room so our residents can have plenty of contact with other residents and our caregivers. "Our staff to resident ratio is about 1 to 5," Says Malone. "We staff according to the residents needs and that is one of the unique things about beehive homes."
The open house will be held at Beehive Village located at 6401 Corona Avenue Northeast, Albuquerque, NM 87113. For details or directions, call 505-246-1218 or visit www.beehivehomes.com/albuquerque. Open house hours will be Monday - Saturday 10 am - 6 pm.
Beehive Village is a assisted living facility located in Albuquerque New Mexico. They have family style living with a large open dining room and living room so our residents can have plenty of contact with other residents and caregivers.


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Crowne Plaza Group of Hotels is a world popular name in the hospitality sector. It has various hotels under its belt, which spread at different cities of India. All the opulent hotels of this chain provide a home away from home experience to their national and international guests. In fact, they are popular for sustaining accommodation of international standards through the route of lavishing sojourn. The hotels of Crowne Plaza Group are preferred by both the holiday lovers as well as business travelers.
43 Electronics City, Hosur Road, Bangalore - 560100 India.Accessibility:
Vidhana Soudha: 21 Km,
Domestic Airport : 35 Km.


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It all began the night of the draft. Before teams made their opening-round picks Thursday night, I hung out on the red carpet and got get my first taste of the excitement and energy of the draft. I set up on the photographer's deck at the player's entrance. I was in front of a pyramid of 32 caps, one for each NFL team. Each cap was in a clear custom case and carried down the red carpet by a selected season ticket holder.
Once inside Chicago's Auditorium Theater, video tributes to music icon Prince and former Denver Broncos quarterback Peyton Manning were shown on the big screen. It was a very casual atmosphere waiting for the first pick, but tension built as Commissioner Roger Goodell arrived. There was a chorus of boos for Goodell, and it continued all night.
When a team was on the clock for its choice, the big screen on the stage showed highlights from the previous season, recent first round draft selections, key offseason roster changes, and the team's first four opponents of this upcoming season. After California quarterback Jared Goff was picked first by the Los Angeles Rams, a Cal logo filled the screen, followed by highlights of Goff in college. This continued all night for each team.
My final interview of the night was with former Mississippi defensive tackle Robert Nkemdiche. He was the 30th pick and taken by the Arizona Cardinals. I asked about being in the same division with the No. 1 overall pick and he replied, "I'll go get after him!"
I returned to the draft on Friday night and walked through the fan experience called Draft Town. Large helmets and posters of all 32 teams lined the street. There was a 40-yard dash competition, where fans raced against a virtual image of famous NFL players. There were also model locker rooms, giving fans a special experience.
Looking back at the experience, I realize the auditorium might have been lively when the picks were announced but it wasn't where to find the best action. That distinction belonged to the interview room and Selection Square. Seeing it all up close, these two places were where the real drama was, and made for a really cool experience.
Photos: Alan Cole


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The Making of Three Gardens
The garden design firm of SMI Landscape Architecture is known for its estate masterplanning, its public gardens and streetscapes, and its thoughtful private gardens for clients across the United States and in the Bahamas. The firm's philosophy incorporates a 'botanical garden' approach with exotic planning and elements of classical European design to create beautiful, usable spaces, and it is also known for its preservation and restoration of old landscapes.
As Jorge Sánchez puts it in the Prologue, 'Most of us tend to look at garden books for their pictures. In this one I would like to show you why the picture, pictures came about. It is all part of why we came about. Gardens do not just happen. They are creations.' This book examines three of the firm's recent private gardens in great detail, two in Florida and one in Scarsdale, New York. Practical information about the design approach and details of the planting are combined with Sánchez's account of the process behind each garden, his relationship with the client and the reasons for his decisions. Through the narrative - often personal, always descriptive, always detailed - a picture builds up of his approach to each set of circumstances.
The first project is in Miami, a family garden with a surprisingly untropical design for its southern location. Describing each area of the garden in detail, Sánchez explains that the clients wanted it to feel like a northern landscape, and how that requirement influenced his choice of plants. He puts forward his belief in the importance of the relationship between house and garden, saying: 'Our responsibility as landscape gardeners is to complement the architecture... to give the buildings a sense of place and grounding.'
The second project, in Scarsdale, New York, came about in an oblique way: Sánchez was called in to propose suggestions for landscaping a large site that was to be subdivided and sold. He suggested to the owners that they instead develop it for themselves, and the idea took hold. He explains that having already worked with these clients, he was familiar with their taste and requirements but had to consider afresh the new site and the building that was already present. His priority was to make the plot look as though it had always been that way, keeping its naturalness while adapting it for the use of the family.
The final garden in the book is the most dramatically sited, on a high cliff in Palm Beach, Florida. Sánchez delighted in taking advantage of the spectacular views throughout the plot. Influenced by the work of the renowned twentieth-century landscape designer Beatrix Farrand, he created an upper and a lower garden, separated by fountain staircases that break up the change in level and provide the cooling splash of water. He even describes how the swimming pool was at first destined to be a tennis court, but that the idea of a place for grandchildren to play won out. As Sánchez puts it, 'I have a feeling this is a property they will be using more and more.'
Throughout the book Sánchez gives a strong sense of participation - with the climate, with the local flora, with the clients and with other designers, whether sculptors, architects or interior designers. To be part of such collaborative efforts is hugely satisfying for him, as well as producing the best possible result for each set of clients.
This stunning book will appeal to garden lovers everywhere, as well as to design aficionados seeking a deeper understanding of the creative process behind making a garden. It will also appeal to garden designers and horticultural students.


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Thursday, August 5, 2010
Thinking of Blue: Matisse at MOMA
Thinking of the Matisse show at MOMA - Matisse: Radical Invention 1913-1917 - fills my head with the color blue. There are plenty of artists known for blue - Vermeer and Yves Klein, to name a couple - but there is something about Matisse's blues that makes your mouth water in a different way. Seductive, charming, often with a tinge of rosy undertone that somehow brings a little bit of peace to the soul - Matisse makes this most primary of colors speak with an elegant, eloquent voice. The color, rich and satisfying on its own merits, is also part of the story the show is telling. The dates refer to the years between the time Matisse arrives back in Paris after his momentous trip to Morocco and when he leaves for Nice, where he enters one of his most defining periods. In between is World War I, and the earthshaking consequences of the development of Cubism by his rival Picasso (and others) - two mighty forces that Matisse must contend with as he lands back in France. The grim conditions imposed by war make themselves felt; small intimate drawings of spouses of artists off in the war, created by Matisse to be sold to help refugees in France, are a sober reminder of real lives disrupted, and the skeletal shapes of Notre Dame's towers in a popular painting in MOMA's permanent collection become apocalyptic in the context of 1914 Europe. During these years Cubism challenged Matisse with its mix of intellectualized, minimalized, monochromatic rules - his striving for solutions seems obvious once explained, though I hadn't thought about it before. His choice of monochrome, in contrast to the greys and browns of Picasso and Braque, is blue, a color that allows him to keep the element of sensuality that is his trademark, while also allowing him to focus in new ways. Again, a painting from MOMA's collection is the best example: The Blue Window (1913) can in fact be seen as a Cubist-inspired work, with evident geometry in objects and a palette that, while not that of a monochrome purist, is restrained to a few yellows and reds swimming in a gorgeous sea of blue. This is a satisfying show, designed to teach, to please, and to make you think.
Posted by Marilyn at 7:26 PM 0 comments
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southeast corner of University Avenue and 61st Avenue
The first phase of a multi-building apartment complex named Cielo (meaning The Sky or heaven in Italian) is now open!
This project will consist of 3 separate apartment buildings that are unlike any in Fridley today. These new buildings will be market rate rental housing with features such as inside parking, fitness facilities, a private theater, and access to express bus service downtown and the Northstar commuter rail.
Leasing information can be obtained by calling Todd Denne, property manager, at (612) 500-7299, or emailing at
Northstar TOD Master Plan
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Reynolds Land Surveying is located at 138 W State St, Hastings, MI. This business specializes in Land Surveyors.
Reynolds Land Surveying can be found at W State St 138. The following is offered: Land Surveyors. The entry is present with us since Sep 7, 2010 and was last updated on Nov 12, 2013. In Hastings there are 1 other Land Surveyors. An overview can be found here.


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B. John Ross Twiston Davies, 20 March 1927, Wivelsfield, Sussex, England, d. 25 May 2004, Burnham, Buckinghamshire, England. Before founding the Temperance 7 in 1955, this self-taught multi-instrumentalist played the ...
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Jim Miller is a retired community pharmacist and previous Director of Mercy Family Pharmacy in Dubuque, Iowa. He currently serves as Chairman for the Iowa Board of Pharmacy and as Treasurer for Crescent Community Health Center. Prior to retirement, Miller was a founder and board member of Outcomes MTM, owner of several community pharmacies, an assistant professor at the University of Iowa College of Pharmacy, and a community pharmacy residency preceptor.
Mike Pursel is the Director of Field Medical and Advocacy Relations for Sanofi Biosurgery in Kansas City, Missouri. In his current position, Mike is responsible for interacting with patient advocates and other constituents to determine the needs of specific populations and support the development of patient advocacy. He works with professional organizations to support disease awareness and education initiatives for disease management in specific populations. Collaboration and education are key objectives as he builds relationships with employers, employer coalitions, national business organizations, payers, and purchasers to create beneficial business opportunities.
Tim Sullivan currently serves as the Senior Manager of Clinical Product Development for OptumRx. He is responsible for finding new ways to create innovative patient care products through the use of health care data and additionally oversees the management of a suite of existing products. Tim has been involved in entrepreneurial endeavors his entire professional career and has played significant roles in the creation of pharmacy-facing MTM platforms and the growth of numerous data driven clinical products for a large national PBM.
Rachel Digmann is the the Medication Safety & Program Lead for the Quality Innovation Network National Coordinating Center contract at Telligen. Under the federal Centers for Medicare and Medicaid contract, Rachel is involved in the design and implementation of measures used to evaluate ADE outcomes using national Part D and Part A claims. She serves as a consultant to others on viable quality improvement options and potential business opportunities based on data.
Ree Hamlin is the Director of Sales for the MidAmerica Region of Cardinal Health. Her passion has always been to help independent pharmacies and business entrepreneurs find ways to be profitable and survive in an ever-changing market. In her current role, she is responsible for growing and maintaining the retail and alternate care pharmacy business in ten states throughout the middle of the country.
Michael Wolnerman is the Senior Associate of Sales for OutcomesMTM in West Des Moines, Iowa. He works as a leader on the Business Development team to build and grow clientele relationships for OutcomesMTM and advance Medication Therapy services.
As Director of the New Practitioners Forum, Dr. Haug guides the strategic planning and coordinates all activities of this vital membership component group. She is responsible for facilitating the active participation and involvement of new practitioners within ASHP. She developed the ASHP Mentor Exchange and is a co-author of a book targeting the new practitioner audience, "Survival Strategies for Your New Career." Dr. Haug was instrumental in coordinating ASHP's first conference for new practitioners, "Great eXpectations."
Rick Knudson is a Clinical Pharmacy Specialist with Premier Consulting Services, a subdivision of Premier, Inc. Rick provides consultative services to hospital and health care systems to identify opportunities to improve cost-effective theraputic interventions in supply chain management and medical utilization.
Lisa Ploehn is the current owner of Main at Locust Pharmacy Clinic and Medical Supplies, as well as Main Healthcare Extended Care Pharmacy, Freedom Pharmacy, and Main Compounding Pharmacy. Following graduation from the University of Nebraska College of Pharmacy with her PharmD, Lisa moved to Iowa to take over the family business. She created a new mission statement that focused on providing quality care to the customers and their families. Lisa has emphasized the importance of putting people first, always maintaining the values established by the business.


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Surreal Photos: CubeSats Launched from the Space Station
Three small CubeSats are deployed from the International Space Station on October 4, 2012. Credit: NASA
Five tiny CubeSats were deployed from the International Space Station on Thursday and astronaut Chris Hadfield called the image above "surreal" on Twitter. And rightly so, as they look like a cross between Star Wars training droids and mini Borg Cubes from Star Trek. The Cubesats measure about 10 centimeters (4 inches) on a side and each will conduct a range of scientific missions, ranging from Earth observation and photography to technology demonstrations to sending LED pulses in Morse Code (which should be visible from Earth) to test out a potential type of optical communication system.
These are low-cost satellites that could be the wave of the future to enable students and smaller companies to send equipment into space. If you're worried about these tiny sats creating more space junk, Hadfield assured that since they are very light and in such a low orbit, the Cubesat orbits will decay within a few months.
The Rubic-cube-sized Cubesats were deployed from the new Japanese Small Satellite Orbital Deployer that was brought to the space station in July by the Japanese HTV cargo carrier.
The Japanese FITSAT-1 will investigate the potential for new kinds of optical communication by transmitting text information to the ground via pulses of light set to Morse code. The message was originally intended to be seen just in Japan, but people around the world have asked for the satellite to communicate when it overflies them, said Takushi Tanaka, professor at The Fukuoka Institute of Technology.
Observers, ideally with binoculars, will be able to see flashes of light — green in the northern hemisphere, where people will see the "front" of the satellite, and red in the southern hemisphere, where the "back" will be visible.
The message it will send is "Hi this is Niwaka Japan." Niwaka is the satellite's nickname and reflects a play on words in the local dialect of southwestern Japan, according to an article on Discovery Space. To see the Morse Code message, the Cubesat will be near the ISS, so find out when you can see the ISS from NASA or Heaven's Above. Find out more about the FITSAT at this website.
The other Cubesats include NASA's TechEdSat which carries a ham radio transmitter and was developed by a group of student interns from San Jose State University (SJSU) in California with mentoring and support from staff at NASA's Ames Research Center.
"TechEdSat will evaluate plug-and-play technologies, like avionics designed by commercial providers, and will allow a group of very talented aerospace engineering students from San Jose State University to experience a spaceflight project from formulation through decommission of a small spacecraft," said Ames Director S. Pete Worden.
The other Cubesats include RAIKO, which will do photography from space, We Wish, an infrared camera for environmental studies, and and the F-1 Vietnam Student CubeSat which has an on-board camera for Earth observation.
See more cool-looking images and video of the deployement below (all images credit the Expedition 32 crew from the ISS/NASA):
CubeSat, International Space Station (ISS), Satellites
6 Responses
I wonder if SpaceWeather or Heavens-Above will start tracking them. I would love to observe the Morse Code.
Just use it to track the ISS. The cubesats will have the same orbits as the ISS until their orbits decay. The orbital elements, aka "Keplarian Elements" for the cubesats will be published soon. At that point their individual identities will appear in Heavens-Above.
Or… you can download a free satellite tracking program such as Orbitron, from here… http://www.stoff.pl/ and track them directly on you PC once the elements are available. There are other programs that can be used for this as well as apps for both iPhone and Android, a quick search of the net will turn up many.
I'm on the Equator … what colour will the LED's look to me? 🙂
On a more serious note, the ISS is scheduled to make a pass over my house on the 9th of Oct. Will the LED's be working until then?
Am I the only one wondering if this is how the Borg got started?
I'm taking issue with two statements in this article:
"The Cubesats measure about 10 centimeters (4 inches) on a side…"
No! They measure EXACTLY 10 cm on each side- it is a fundamental part of their specification.
Unnecessary vagueness in scientific reporting is unacceptable.
"These are low-cost satellites that could be the wave of the future to enable students and smaller companies to send equipment into space."
No, they already are the wave of the RIGHT NOW – about 80 have been launched since the first in 2003.
Don't believe a word of it! It was Aliens in mini ships attacking all INSECTS on our Planet