ReportWire

Tag: Infrastructure

  • State unveils grant programs to rope in fed funding

    BOSTON — Cities and towns will have access to a new pool of state money to rope in federal infrastructure funds for fixing crumbling roads and bridges and redeveloping downtowns.

    A pair of new grant programs rolled out this week by the Healey administration will provide funding and technical assistance for local governments to go after federal infrastructure dollars, with nearly $5 million in competitive and formula funding available over the next two fiscal years.


    This page requires Javascript.

    Javascript is required for you to be able to read premium content. Please enable it in your browser settings.

    kAm“|@C6 E649?:42= 2DD:DE2?46 >62?D C6G:E2=:K65 5@H?E@H?D[ D276C C@25D[ ?6H 9@>6D 2?5 >@C6 ;@3D 😕 @FC 4@>>F?:E:6D[” v@G] |2FC2 w62=6J D2:5 😕 2 DE2E6>6?E] “%96D6 ?6H E@@=D H:== AC@G:56 4C:E:42= DFAA@CE E@ @FC =@42= 8@G6C?>6?E =6256CD 2?5 H:== 36 2? :>A@CE2?E A2CE @7 @FC 4@?E:?F65 H@C< E@ >2<6 |2DD249FD6EED E96 36DE A=246 E@ =:G6[ H@C< 2?5 5@ 3FD:?6DD]”k^Am

    kAm%96 ?6H |F?:4:A2= 2?5 %C:32= pDD:DE2?46 vC2?E !C@8C2> H:== 36 2G2:=23=6 E@ =@42= 8@G6C?>6?ED 2?5 7656C2==JC64@8?:K65 EC:36D E@ D66< 8C2?ED 7@C :?7C2DECF4EFC6[ 4=:>2E6 2?5 64@?@>:4 56G6=@A>6?E AC@;64ED] p3@FE Sa]d >:==:@? H:== 36 2G2:=23=6 @G6C E96 ?6IE EH@ 7:D42= J62CD[ 244@C5:?8 E@ E96 w62=6J 25>:?:DEC2E:@?]k^Am

    kAm%96 >@?6J 42? 36 FD65 7@C 8C2?E HC:E:?8[ AC@;64E D4@A:?8[ 7:D42= 2?2=JD:D 2?5 A=2??:?8 2?5 762D:3:=:EJ DEF5:6D[ 2>@?8 @E96C FD6D]k^Am

    kAm%96 %649?:42= pDD:DE2?46 vC2?ED 7@C #68:@?2= !=2??:?8 p86?4:6D AC@8C2> 😀 7@C>F=232D65 8C2?E AC@8C2> 7@C C68:@?2= A=2??:?8 286?4:6D E@ AC@G:56 5:C64E E649?:42= 2DD:DE2?46 E@ 4:E:6D 2?5 E@H?D[ A2CE:4F=2C=J 7@C :?7C2DECF4EFC6[ 4=:>2E6[ 2?5 64@?@>:4 56G6=@A>6?E AC@;64ED] p3@FE Sa >:==:@? H:== 36 2G2:=23=6 @G6C E96 ?6IE EH@ J62CD[ @77:4:2=D D2:5]k^Am

    kAm%96 8C2?E AC@8C2>D H6C6 2FE9@C:K65 F?56C 2 7656C2= 7F?5:?8 3:== D:8?65 3J w62=6J =2DE $6AE6>36C E92E 5:G6CED :?E6C6DE 7C@> E96 DE2E6’D C6D6CG6 7F?5D E@ 4C62E6 2 “A2J2DJ@F8@” 42A:E2= 7F?5 E@ AFCDF6 2 >F49 =2C86C A@@= @7 7656C2= 7F?5D 7@C :?7C2DECF4EFC6 AC@;64ED]k^Am

    kAmw62=6J @77:4:2=D D2J E96 D@42==65 C2:?J 52J 7F?5[ H9:49 😀 2AAC@249:?8 Sh 3:==:@?[ 86?6C2E6D 2? 6DE:>2E65 Sad_ >:==:@? 😕 :?E6C6DE 2 J62C]k^Am

    kAm%96 =2H C6BF:C6D E96 DE2E6 r@>AEC@==6C E@ EC2?D76C :?E6C6DE 7C@> DE2E6 C6D6CG6D E@ E96 r@>>@?H62=E9 u656C2= |2E49:?8 2?5 s63E #65F4E:@? uF?5 H96? 2>@F?ED 6I4665 `_T @7 3F586E65 C6G6?F6D @7 E96 AC6G:@FD 7:D42= J62C[ AC@G:565 E92E E96 32=2?46 @7 E96 7F?5 92D?’E 564C62D65 😕 E96 AC6G:@FD J62C]k^Am

    kAmq24<6CD @7 E96 A=2? D2:5 :E H:== AF>A FA E@ Sg__ >:==:@? :?E@ E96 42A:E2= 7F?5 @G6C E96 ?6IE E9C66 J62CD]k^Am

    kAmw62=6J’D 7656C2= :?7C2DECF4EFC6 4K2C[ “F6?E:? !2=7C6J[ 92D A@:?E65 E@ >@C6 E92? S`f]d 3:==:@? 2G2:=23=6 7C@> 7656C2= 8C2?E AC@8C2>D[ H9:49 96 D2JD AC@G:56D 2? “F?AC64656?E65 @AA@CEF?:EJ” E@ E2A :?E@ 7656C2= 7F?5D E@ 255C6DD D@>6 @7 E96 DE2E6’D >@DE AC6DD:?8 :?7C2DECF4EFC6 ?665D]k^Am

    kAm%96 >@?6J H@F=5 4@>6 7C@> E96 x?7C2DECF4EFC6 x?G6DE>6?E 2?5 y@3D p4E[ 2 S`]aEC:==:@? DA6?5:?8 3:== D:8?65 3J E96? !C6D:56?E y@6 q:56? 😕 a_a`] u656C2= :?7C2DECF4EFC6 >@?6J 😀 2=D@ 2G2:=23=6 E9C@F89 E96 rwx!$ 2?5 $4:6?46 p4E 2?5 E96 x?7=2E:@? #65F4E:@? p4E]k^Am

    kAm~G6C2==[ |2DD249FD6EED DE2?5D E@ 86E Sh]b 3:==:@? 7C@> E96 :?7C2DECF4EFC6 =2H @G6C E96 ?6IE 7:G6 J62CD[ :?4=F5:?8 2E =62DE Sc]a 3:==:@? 7@C C@25H2J FA8C256D 2?5 S`]` 3:==:@? 7@C 3C:586 C6A2:CD]k^Am

    kAmqFE E96 DE2E6 😀 2=D@ 492D:?8 27E6C >@C6 E92? S`f]d 3:==:@? 😕 4@>A6E:E:G6 8C2?ED >256 2G2:=23=6 E9C@F89 E96 :?7C2DECF4EFC6 =2H 7@C =@42= 8@G6C?>6?ED E@ 7:I A@E9@=6D 2?5 4CF>3=:?8 3C:586D[ FA8C256 H2E6C 2?5 D6H6C DJDE6>D 2?5 @E96C ?665D]k^Am

    kAmv2C5?6C |2J@C |:4926= }:49@=D@?[ H9@ 9625D E96 |2DD249FD6EED |2J@CD pDD@4:2E:@?[ D2:5 ?2G:82E:?8 2AA=:42E:@?D 7@C 7656C2= AC@8C2>D “42? @7E6? 36 4@>A=6I 2?5 E:>64@?DF>:?8[ 6DA64:2==J 7@C D>2==6C @C F?56CD6CG65 4@>>F?:E:6D]”k^Am

    kAmw6 D2:5 E96 ?6H 8C2?ED 8:G6 4:E:6D 2?5 E@H?D “E96 E@@=D E96J ?665 E@ 2446DD C6D@FC46D[ >@G6 AC@;64ED 7@CH2C5[ 2?5 DEC6?8E96? =@42= :?7C2DECF4EFC6]”k^Am

    kAm“%9:D 😀 23@FE 3F:=5:?8 2 DEC@?86C r@>>@?H62=E9 7C@> E96 DEC66E =6G6= FA—96=A:?8 4@>>F?:E:6D @7 6G6CJ D:K6 F?=@4< @AA@CEF?:E:6D E92E H:== >2<6 |2DD249FD6EED D276C[ 962=E9:6C[ 2?5 >@C6 C6D:=:6?E 7@C E96 7FEFC6[” }:49@=D@? D2:5 😕 2 DE2E6>6?E]k^Am

    kAmr9C:DE:2? |] (256 4@G6CD E96 |2DD249FD6EED $E2E69@FD6 7@C }@CE9 @7 q@DE@? |65:2 vC@FAUCDBF@jD ?6HDA2A6CD 2?5 H63D:E6D] t>2:= 9:> 2E k2 9C67lQ>2:=E@i4H256o4?9:?6HD]4@>Qm4H256o4?9:?6HD]4@>k^2m]k^Am

    kAmr9C:DE:2? |] (256 4@G6CD E96 |2DD249FD6EED $E2E69@FD6 7@C }@CE9 @7 q@DE@? |65:2 vC@FAUCDBF@jD ?6HDA2A6CD 2?5 H63D:E6D] t>2:= 9:> 2E k2 9C67lQ>2:=E@i4H256o4?9:?6HD]4@>Qm4H256o4?9:?6HD]4@>k^2m]k^Am

    Christian M. Wade covers the Massachusetts Statehouse for North of Boston Media Group’s newspapers and websites. Email him at cwade@cnhinews.com.

    By Christian M. Wade Statehouse Reporter

    Source link

  • Lawmakers meet to discuss health of Merrimack River

    NEWBURYPORT — Support for new projects addressing combined sewage overflows and updates on ongoing ones were discussed by dozens of local and state officials during Thursday’s meeting at the Newburyport Senior/Community Center.

    By Matt Petry | mpetry@northofboston.com

    Source link

  • Should the Company Trucks Go Electric? Depends on When You Charge

    The Southern Company didn’t need this pilot to sell it on EVs. The firm—which operates Alabama Power, Georgia Power, and Mississippi Power, as well as other subsidiaries across six southern and midwestern states—has been using Ford electric vehicles since 2023. Its fleet now includes more than 200 F-150 Lightning trucks and 150 Ford Pro chargers. The company at one point aimed to electrify half of its fleet by 2030; it now says it is no longer pursuing that goal, but will continue to transition its vehicles.1

    Now it wanted to see if it could use Ford Pro’s charging software to ramp down its vehicles’ and chargers’ energy consumption during periods of high demand. (Ford Pro is the commercial fleet arm of the US automaker.) Such “managed charging” programs save fleet owners money by scheduling charging for times when utilities are charging less for electricity, and put less stress on the electric grid. Southern Company is particularly aware of that last point: With the AI boom, data centers are flooding into the US southeast.

    “We’re trying to figure out how we can save every kilowatt-hour that is out there to be saved, because we’ll have a more constrained system in the future,” says Lea Clanton, who directs business development and innovation for Southern Company New Ventures.

    The utility invested in over 200 F-150 Lightning trucks and 150 Ford Pro chargers for its fleet operations.

    Courtesy of Southern Company

    Ironically, the experiment’s most exciting moments came when the two companies worked together to shut down all their chargers. By turning off the chargers for 30 minutes—something that might be suddenly necessary during very hot or cold days, or during an emergency—Southern Company and Ford say they were able to reduce the demand on the grid by 0.5 megawatts, immediately freeing up an amount of electricity equivalent to what’s needed to power between 200 and 450 homes for a year.

    One day, EV fleets like those operated by the Southern Company might use this sort of software to save money and electricity. But Clanton says the utility firm needs more information before it’s ready to hook its EVs up to smarter chargers. It needs to guarantee that its drivers—especially those responding to electricity emergencies—always have charge when the unexpected happens.

    “If we were to adopt something more permanent, we would need to take some time to better understand where our drivers need to be, how often they charge, and make sure that it’s not going to impact our delivery of clean, safe, reliable, affordable energy to customers at all, 24 hours a day,” says Clanton.

    1Update, September 4 at 3 pm: This story was updated to correct details around Southern Company’s efforts to electrify its fleet.

    Aarian Marshall

    Source link

  • How a Khan Academy Intern Helped Teachers Find Their AI-Generated Documents Faster

    At Khan Academy, our summer internships aren’t about coffee runs or sitting on the sidelines. They’re about giving talented students real ownership of projects that help advance our mission of free, world-class education for anyone, anywhere. This year, engineering intern Anastasia Dunca spent her summer tackling a challenge that directly supports teachers: making it easier to search and find the documents they’ve created with Khanmigo, our AI-powered teacher assistant.

    We sat down with Anastasia to learn what her internship was like, from the early days of mentor matching to the moment her code earned an official “LGTM” (Looks Good to Me) from her team.

    Q: How did your internship start?

    Before the summer starts, we go through a mentor-matching process where we share our interests and passions with the coordinator team. They match us with a team that will push us and give us a fun, exciting project. Once mentors are matched, laptops arrive, and my home setup is ready—it’s time for onboarding and diving into tasks.

    Q: What project did you work on?

    My project this summer was making teacher documents searchable. Khan Academy has AI tools that let teachers create everything from lesson plans to class poems. These documents are saved so teachers can revisit and reuse them, but we wanted to make them easier to find. My work involved learning backend, OpenAI API, Golang, and more to integrate these documents into our search experience.

    Q: How did you approach building the feature?

    I started with a “naive stage” to get something working quickly—just correct, not perfect. Then I moved to a “precision stage,” improving speed and accuracy. Finally, I worked on iterations to fix bugs and polish the user experience. We tested by running prompts through a tool called the component runner to see if results matched expectations.

    Q: What were some challenges and wins?

    Permissions issues took some troubleshooting, but getting end-to-end search working was a big win. I was excited when the team gave me an “LGTM” on my work.

    Q: How did you wrap up the project?

    We decided to deploy behind a feature flag so a select group could test it without affecting production. I’m finishing my internship still working on that rollout.

    Q: What’s your biggest takeaway from this summer?

    As a Khan Academy intern, I got to apply my own research process to my project, learn new technologies, and truly own my work. I’m so thankful for my supportive team who kept me motivated, and I’m leaving with skills and confidence I didn’t have before.

    Looking ahead

    Anastasia’s summer project is just one example of how interns at Khan Academy make a direct impact on tools that teachers, students, and parents use every day. From learning new coding languages to contributing to real features in development, our interns experience what it’s like to be part of a mission-driven engineering team.

    Want to be a Khan Academy intern?

    Check out our Careers page to learn more about our internship program and future opportunities.

    Explore now

    Katie Roberts

    Source link

  • DOT pulls plug on funding for Salem wind project

    BOSTON — Gov. Maura Healey and other state leaders are blasting the Trump administration for clawing back $33.8 million in federal funding for a Salem project to support offshore wind development, saying the move jeopardizes hundreds of jobs and the state’s climate change goals.

    The U.S. Department of Transportation on Friday canceled $679 million in federal funding for a dozen infrastructure projects that would support offshore wind, saying the plans “were not aligned with the goals and priorities of the administration.”


    This page requires Javascript.

    Javascript is required for you to be able to read premium content. Please enable it in your browser settings.

    kAm%96 4FED :?4=F565 2 7656C2= 8C2?E 7@C E96 $2=6> ~77D9@C6 (:?5 %6C>:?2= AC@;64E[ H9:49 8@E F?56CH2J =2DE DF>>6C 27E6C D64FC:?8 7F?5:?8 2?5 86EE:?8 DE2E6 2?5 7656C2= A6C>:ED]k^Am

    kAm“(2DE67F=[ H:?5 AC@;64ED 2C6 FD:?8 C6D@FC46D E92E 4@F=5 @E96CH:D6 8@ E@H2C5D C6G:E2=:K:?8 p>6C:42’D >2C:E:>6 :?5FDECJ[” %C2?DA@CE2E:@? $64C6E2CJ $62? sF77J D2:5 😕 2 DE2E6>6?E] “%92?A[ H6 2C6 AC:@C:E:K:?8 C62= :?7C2DECF4EFC6 :>AC@G6>6?ED @G6C 72?E2DJ H:?5 AC@;64ED E92E 4@DE >F49 2?5 @776C =:EE=6]”k^Am

    kAm%96 s~% D2:5 E96 7656C2= 7F?5:?8 H:== 36 C65:C64E65 E@ FA8C256 A@CED 2?5 @E96C AC@;64ED 2:>65 2E “C6DE@C:?8 p>6C:42’D >2C:E:>6 5@>:?2?46 2?5 AC6G6?E:?8 H2DE6]”k^Am

    kAmqFE w62=6J 42==65 E96 564:D:@? E@ AF== 324< E96 7F?5D 7C@> E96 $2=6> E6C>:?2= AC@;64E 2 “D=2A 😕 E96 7246” E@ E96 6DE:>2E65 g__ H@C<6CD H9@ 4@F=5 =@D6 E96:C ;@3D :7 E96 AC@;64E 😀 D4C2AA65] $96 D2:5 :E 2=D@ ;6@A2C5:K6D 2?J 7FEFC6 ;@3D E:65 E@ E96 724:=:EJ 2?5 @77D9@C6 H:?5 AC@5F4E:@?]k^Am

    kAm“%96C6 😀 ?@E9:?8 H2DE67F= 23@FE E9:D AC@;64E[ H9:49 92D 366? DFAA@CE65 3J 3@E9 2 s6>@4C2E:4 2?5 #6AF3=:42? 8@G6C?@C[” w62=6J[ 2 s6>@4C2E[ D2:5 😕 2 DE2E6>6?E] “%96 C62= H2DE6 96C6 😀 E96 %CF>A p5>:?:DEC2E:@? 42?46=:?8 E6?D @7 >:==:@?D @7 5@==2CD 7@C 2 AC@;64E E92E 😀 2=C625J F?56CH2J E@ :?4C62D6 @FC 6?6C8J DFAA=J 2?5 DFAA@CE 9F?5C65D @7 H@C<6CD 2?5 E96:C 72>:=:6D]”k^Am

    kAm|2?J @7 E96 AC@;64ED 27764E65 3J E96 7F?5:?8 42?46==2E:@? 2C6 DE28:?8 2C62D E92E H@F=5 36 FD65 E@ 3F:=5 @77D9@C6 H:?5 EFC3:?6D] ~E96C DE2E6D :>A24E65 :?4=F565 r2=:7@C?:2[ ‘:C8:?:2[ }6H *@C< 2?5 }6H y6CD6J] %96 =2C86DE 8C2?E 42?46=65 H2D 7@C E96 wF>3@=5E q2J ~77D9@C6 (:?5 😕 r2=:7@C?:2[ H:E9 23@FE Scaf >:==:@? 😕 7656C2= DFAA@CE H:E95C2H?]k^Am

    kAm“x? F?=2H7F==J 2?5 D6?D6=6DD=J 4FEE:?8 9F?5C65D @7 >:==:@?D 😕 7656C2= 7F?5:?8 E@ @77D9@C6 H:?5 AC@;64ED[ %CF>A ;FDE D:8?65 2 562E9 H2CC2?E 7@C E9@FD2?5D @7 F?:@? ;@3D ?2E:@?H:56 2?5 8F2C2?E665 E92E 72>:=:6D’ 6?6C8J 3:==D H:== 4@?E:?F6 E@ D@4C2E[ D2:5 😕 2 DE2E6>6?E]k^Am

    kAm%96 Sb__ >:==:@? $2=6> ~77D9@C6 (:?5 %6C>:?2=[ 2 A2CE?6CD9:A 36EH66? rC@H=6J (:?5 $6CG:46D[ $2=6> 2?5 E96 |2DD249FD6EED r=62? t?6C8J r6?E6C[ 42==D 7@C C656G6=@A:?8 2 ca24C6 D:E6 7@C>6C=J @44FA:65 3J 2 4@2= 2?5 @:=7:C65 A@H6C A=2?E] %96 D:E6 H@F=5 D6CG6 2D 2 DE28:?8 2C62 7@C 2DD6>3=:?8 2?5 EC2?DA@CE:?8 H:?5 EFC3:?6 4@>A@?6?ED E@ @77D9@C6 H:?5 72C>D]k^Am

    kAmxE H2D?’E :>>65:2E6=J 4=62C H92E E96 :>A24E @7 E96 7F?5:?8 4FED H@F=5 36 @? E96 AC@;64E[ H9:49 3C@<6 8C@F?5 =2DE pF8FDE H:E9 A=2?D E@ 36 4@>A=6E65 3J a_af] p rC@H=6J DA@<6DA6CD@? 5:5?’E :>>65:2E6=J C6DA@?5 E@ 2 C6BF6DE 7@C 4@>>6?E]k^Am

    kAmx? yF=J[ $2=6> |2J@C s@>:?:4< !2?82==@ 2?5 E96 E6C>:?2= AC@;64E’D 56G6=@A6CD 925 6IAC6DD65 4@?7:56?46 E92E 4@?DECF4E:@? H@F=5 AC@4665 56DA:E6 %CF>A’D 677@CED E@ D4FEE=6 E96 @77D9@C6 H:?5 :?5FDECJ]k^Am

    kAm%CF>A 92D AF3=:4=J C2:=65 282:?DE H:?5 72C>D 2D “3:C5<:==:?8 >@?DEC@D:E:6D” 2?5 D:8?65 2? 6I64FE:G6 @C56C D9@CE=J 27E6C E2<:?8 @77:46 y2?F2CJ[ 564=2C:?8 2? 6?6C8J “DE2E6 @7 6>6C86?4J” 2?5 E6>A@C2C:=J A2FD:?8 =62D6D 2?5 A6C>:ED 7@C H:?5 6?6C8J AC@;64ED] w:D 25>:?:DEC2E:@? 😀 7@4FD65 @? AC@>@E:?8 7@DD:= 7F6= 6?6C8J D@FC46D @G6C C6?6H23=6D]k^Am

    kAmt2C=:6C E9:D >@?E9[ E96 qFC62F @7 ~462? t?6C8J |2?286>6?E 92=E65 4@?DECF4E:@? @? #6G@=FE:@? (:?5[ 2 ?62C=J 4@>A=6E6 @77D9@C6 H:?5 AC@;64E ?62C #9@56 xD=2?5]k^Am

    kAm(@C< H2D DE@AA65 2=D@ @? t>A:C6 (:?5[ 2 }6H *@C< @77D9@C6 H:?5 AC@;64E[ 3FE =2E6C C6DF>65 27E6C }6H *@C< $6?] r9F4< $49F>6C 2?5 v@G] z2E9J w@49F=[ 3@E9 s6>@4C2ED[ :?E6CG6?65]k^Am

    kAmx? |2J[ pEE@C?6J v6?6C2= p?5C62 r2>A36== 2?5 `e @E96C s6>@4C2ED 492==6?865 E96 2FE9@C:EJ @7 !C6D:56?E %CF>A E@ 6?7@C46 2 y2?] a_ 6I64FE:G6 @C56C E92E 92=E65 H:?5 6?6C8J AC@;64ED 2=@?8 E96 t2DE r@2DE 7C@> |2:?6 E@ }6H y6CD6J]k^Am

    kAm%96 pvD D2:5 %CF>A’D 564:D:@? E@ :?567:?:E6=J A2FD6 7656C2= H:?56?6C8J 2AAC@G2=D 😀 “F?=2H7F=” 2?5 42==65 @? 2 7656C2= ;F586 E@ 3=@4< E96 @C56C 2?5 C6DE@C6 A6C>:ED 7@C E96 AC@;64ED]k^Am

    kAmr9C:DE:2? |] (256 4@G6CD E96 |2DD249FD6EED $E2E69@FD6 7@C }@CE9 @7 q@DE@? |65:2 vC@FAUCDBF@jD ?6HDA2A6CD 2?5 H63D:E6D] t>2:= 9:> 2E k2 9C67lQ>2:=E@i4H256o4?9:?6HD]4@>Qm4H256o4?9:?6HD]4@>k^2m]k^Am

    By Christian M. Wade | Statehouse Reporter

    Source link

  • Who pays to fix America’s aging dams? Cities, states and strapped owners

    Across the United States, more than 121,000 dams quietly shape daily life by supplying water, generating hydropower and providing flood control. But according to the National Performance of Dams Program, on average about 10 dams fail each year.Sometimes these failures have devastating, even deadly consequences. Many are aging, high-hazard structures in need of costly repairs, and the Hearst Television National Investigative Unit found money is scarce and owners are often left footing the bill.Behind a locked gate and up a winding road in Santa Fe, New Mexico, is the nearly 100-year-old McClure Dam. It supplies up to half of Santa Fe’s drinking water and is owned by the city. “This is a high hazard dam,” John Del Mar said as he looked out at the dam. Del Mar is an Engineering Section Supervisor with the City of Santa Fe Water Division. “The current rated condition from the state engineer’s office is poor for this dam,” Del Mar said. “That stemmed from some analysis that was done back in 2018.”Because this dam was built 100 years ago, there’s uncertainty in how it was built, so the dam was given the rating of “poor condition.” It’s also high hazard, meaning lives and property would be at risk if it failed. “We have to manage them as a public asset, part of our utility system, and once we know of problems, we’re obligated to fix them. So that’s what sets us on the course of this kind of a repair,” Del Mar said.Del Mar said the dam could cost $20-$30 million to repair. The city of Santa Fe is already in the midst of repairing the Nichols Dam downstream as well. That project costs roughly $20 million. To fund the projects, Santa Fe is dipping into funds they have, proposing raising utility rates and tapping into state funding—options many owners don’t have.Private dam owners struggle to get repair funds Just north of Santa Fe lies Las Vegas, New Mexico. There, Storrie Lake is known to locals as a place to camp, boat and fish. But for cattle rancher Michael Quintana, the lake is more important to him.”We’re in the business of capturing as much water in our lake as we can so we can use it for agriculture purposes,” Quintana said.Quintana is one of the owners of the Storrie Lake Dam, a crucial part of the state highway.”If we were to lose our dam, it would be a huge inconvenience for people to try to get to the Northern part of the state,” Quintana said.But he recently received unfortunate news from state dam officials.”They downrated our dam. Right now, it’s in poor condition,” Quintana said.Roughly 62% of U.S. dams are privately owned, leaving many owners like Quintana responsible for repairs.”There’s a lot of fear in having that ownership for the fact that we lack a lot of ability to fund the maintenance on a dam,” Quintana said. Estimated repairs are about $75 million—far beyond what the owners can afford. Looking for outside sources, the owners are reaching out for help securing funding through sources like local lawmakers.They have sought state help and applied to FEMA’s National Dam Safety Program as well. National funding gap remains largeUsing FEMA’s online money allocation data, the Hearst Television National Investigative Unit has discovered that since 2019, New Mexico has received about $3.7 million from FEMA’s National Dam Safety Program.”Money is always limited and there is often not enough to go around,” said Sushil Chaudhary, chief of the Dam Safety Program in New Mexico.Nationwide, FEMA has allocated roughly $304 million over six years across all 50 states. The Association of State Dam Safety Officials estimated in their 2025 report that it will take $165 billion to fix the nation’s non-federal dams.Chaudhary expressed another problem he feels his department and many around the country deal with: small staff sizes. In New Mexico, 10 staff members, seven of whom are inspectors, oversee about 300 non-federal dams. They have the third-best ratio of dams to staff of any state.Nationwide, roughly 530 state dam officials monitor more than 117,000 non-federally owned dams. Inspection responsibilities fall upon the federal government for the other 3% of dams that are federally owned.Working with the Hearst Television Data Team, the National Investigative Unit found that 25% of high hazard dams have not been inspected in the past five years or do not have record of a last inspection date. A high hazard dam would cause loss of life if it were to fail.Right now, there are roughly 2,600 high hazard dams in poor or unsatisfactory condition across the country. Dams in poor condition have a safety deficiency, and dams in unsatisfactory condition require immediate or emergency repair.But that could be an undercount. The most up-to-date records gathered by the Hearst Television National Investigative Unit and Hearst Television Data Team indicate that 67% of dams don’t have a condition rating. Of those, 4,000 are high hazard dams.Chaudhary said they get behind on inspections at times because they have other responsibilities.”We also need to perform the analysis that we need for regulatory purposes,” Chaudhary said. “We cannot rely on dam owners to do the analysis all the time. So we have to do our own.”Chaudhary circled back on the statistic that about 10 dams fail every year.”If you look at that data, the failure is not slowing down. So failure will keep happening. The dams are getting older. With that, various components of the dams deteriorate. While we cannot prevent failure of the dams, we can manage risk. We can save lives. We can do things that allow us to save lives and property,” Chaudhary said.Dams near youCurious if any of these dams with late inspections are near you? The Hearst Television data team has built a tool that allows you to see all of the dams in your area and learn whether any are in unsatisfactory or poor condition. Simply search your address or town name in the box below, and the map will populate with any dams near you, their latest condition rating and when they were last inspected.This story was shot and edited by Hearst National Investigative Photojournalist Reid Bolton.PHNjcmlwdCB0eXBlPSJ0ZXh0L2phdmFzY3JpcHQiPiFmdW5jdGlvbigpeyJ1c2Ugc3RyaWN0Ijt3aW5kb3cuYWRkRXZlbnRMaXN0ZW5lcigibWVzc2FnZSIsKGZ1bmN0aW9uKGUpe2lmKHZvaWQgMCE9PWUuZGF0YVsiZGF0YXdyYXBwZXItaGVpZ2h0Il0pe3ZhciB0PWRvY3VtZW50LnF1ZXJ5U2VsZWN0b3JBbGwoImlmcmFtZSIpO2Zvcih2YXIgYSBpbiBlLmRhdGFbImRhdGF3cmFwcGVyLWhlaWdodCJdKWZvcih2YXIgcj0wO3I8dC5sZW5ndGg7cisrKXtpZih0W3JdLmNvbnRlbnRXaW5kb3c9PT1lLnNvdXJjZSl0W3JdLnN0eWxlLmhlaWdodD1lLmRhdGFbImRhdGF3cmFwcGVyLWhlaWdodCJdW2FdKyJweCJ9fX0pKX0oKTs8L3NjcmlwdD4=

    Across the United States, more than 121,000 dams quietly shape daily life by supplying water, generating hydropower and providing flood control. But according to the National Performance of Dams Program, on average about 10 dams fail each year.

    Sometimes these failures have devastating, even deadly consequences. Many are aging, high-hazard structures in need of costly repairs, and the Hearst Television National Investigative Unit found money is scarce and owners are often left footing the bill.

    Behind a locked gate and up a winding road in Santa Fe, New Mexico, is the nearly 100-year-old McClure Dam. It supplies up to half of Santa Fe’s drinking water and is owned by the city.

    “This is a high hazard dam,” John Del Mar said as he looked out at the dam.

    Del Mar is an Engineering Section Supervisor with the City of Santa Fe Water Division.

    “The current rated condition from the state engineer’s office is poor for this dam,” Del Mar said. “That stemmed from some analysis that was done back in 2018.”

    Because this dam was built 100 years ago, there’s uncertainty in how it was built, so the dam was given the rating of “poor condition.” It’s also high hazard, meaning lives and property would be at risk if it failed.

    “We have to manage them as a public asset, part of our utility system, and once we know of problems, we’re obligated to fix them. So that’s what sets us on the course of this kind of a repair,” Del Mar said.

    Del Mar said the dam could cost $20-$30 million to repair.

    The city of Santa Fe is already in the midst of repairing the Nichols Dam downstream as well. That project costs roughly $20 million. To fund the projects, Santa Fe is dipping into funds they have, proposing raising utility rates and tapping into state funding—options many owners don’t have.

    Private dam owners struggle to get repair funds

    Just north of Santa Fe lies Las Vegas, New Mexico. There, Storrie Lake is known to locals as a place to camp, boat and fish. But for cattle rancher Michael Quintana, the lake is more important to him.

    “We’re in the business of capturing as much water in our lake as we can so we can use it for agriculture purposes,” Quintana said.

    Quintana is one of the owners of the Storrie Lake Dam, a crucial part of the state highway.

    “If we were to lose our dam, it would be a huge inconvenience for people to try to get to the Northern part of the state,” Quintana said.

    But he recently received unfortunate news from state dam officials.

    “They downrated our dam. Right now, it’s in poor condition,” Quintana said.

    Roughly 62% of U.S. dams are privately owned, leaving many owners like Quintana responsible for repairs.

    “There’s a lot of fear in having that ownership for the fact that we lack a lot of ability to fund the maintenance on a dam,” Quintana said. Estimated repairs are about $75 million—far beyond what the owners can afford. Looking for outside sources, the owners are reaching out for help securing funding through sources like local lawmakers.

    They have sought state help and applied to FEMA’s National Dam Safety Program as well.

    National funding gap remains large

    Using FEMA’s online money allocation data, the Hearst Television National Investigative Unit has discovered that since 2019, New Mexico has received about $3.7 million from FEMA’s National Dam Safety Program.

    “Money is always limited and there is often not enough to go around,” said Sushil Chaudhary, chief of the Dam Safety Program in New Mexico.

    Nationwide, FEMA has allocated roughly $304 million over six years across all 50 states. The Association of State Dam Safety Officials estimated in their 2025 report that it will take $165 billion to fix the nation’s non-federal dams.

    Chaudhary expressed another problem he feels his department and many around the country deal with: small staff sizes. In New Mexico, 10 staff members, seven of whom are inspectors, oversee about 300 non-federal dams. They have the third-best ratio of dams to staff of any state.

    Nationwide, roughly 530 state dam officials monitor more than 117,000 non-federally owned dams. Inspection responsibilities fall upon the federal government for the other 3% of dams that are federally owned.

    Working with the Hearst Television Data Team, the National Investigative Unit found that 25% of high hazard dams have not been inspected in the past five years or do not have record of a last inspection date. A high hazard dam would cause loss of life if it were to fail.

    Right now, there are roughly 2,600 high hazard dams in poor or unsatisfactory condition across the country. Dams in poor condition have a safety deficiency, and dams in unsatisfactory condition require immediate or emergency repair.

    But that could be an undercount. The most up-to-date records gathered by the Hearst Television National Investigative Unit and Hearst Television Data Team indicate that 67% of dams don’t have a condition rating. Of those, 4,000 are high hazard dams.

    Chaudhary said they get behind on inspections at times because they have other responsibilities.

    “We also need to perform the analysis that we need for regulatory purposes,” Chaudhary said. “We cannot rely on dam owners to do the analysis all the time. So we have to do our own.”

    Chaudhary circled back on the statistic that about 10 dams fail every year.

    “If you look at that data, the failure is not slowing down. So failure will keep happening. The dams are getting older. With that, various components of the dams deteriorate. While we cannot prevent failure of the dams, we can manage risk. We can save lives. We can do things that allow us to save lives and property,” Chaudhary said.

    Dams near you

    Curious if any of these dams with late inspections are near you? The Hearst Television data team has built a tool that allows you to see all of the dams in your area and learn whether any are in unsatisfactory or poor condition.

    Simply search your address or town name in the box below, and the map will populate with any dams near you, their latest condition rating and when they were last inspected.

    This story was shot and edited by Hearst National Investigative Photojournalist Reid Bolton.

    Source link

  • $8.7M to upgrade Long Island airports, boost tourism | Long Island Business News

    THE BLUEPRINT:

    • Long Island airports awarded over $8.7M in federal funding

    • Part of $66M statewide funding for airport improvements

    • MacArthur Airport receives largest share for security and taxiway upgrades

    • Upgrades aim to enhance safety, tourism and economic activity

    More than $8.7 million in federal funding is going to Long Island airports to upgrade facilities and equipment, supporting commerce and tourism, officials said.

    The funding is part of $66 in funding for 22 airports across New York State. It was awarded through the Federal Aviation Administration’s Airport Improvement Program and Airport Infrastructure Grant Program.

    “New York’s airports are a gateway for commerce and our tourism industry, and vital connectors for residents and visitors,” U.S. Sen. Charles Schumer said in a news release about the funding.

    “This $66+ million in federal funding will help our airports invest in key safety upgrades and modernization efforts,” he added.

    U.S. Sen. Kirsten Gillibrand said that the airports also brought opportunity to airports across the state.

    The funding, she said in the news release, would “help airports across our state provide a safe, reliable, and comfortable passenger experience for everyone traveling through New York.”

    Local airports are key to economic activity by enabling business travel, cargo transport and access to national and international markets, while also providing direct employment opportunities, experts say. Airports contribute to the tourism sector by serving as entry points for travelers, driving spending on accommodations, dining and entertainment, and supporting tax revenue generation.

    Long Island MacArthur Airport in Ronkonkoma is receiving more than $3.8 million for perimeter fence reconstruction and other security enhancements. The airport is receiving more than $2 million for taxiway reconstruction, and more than $351,000 for glycol treatment system reconstruction.

    Elizabeth Field Airport on Fishers Island is getting more than $924,000 for runway lighting and signage reconstruction and $277,000 for runway precision approach path indicator renovation.

    Republic Airport in Farmingdale is receiving more than $829,000 to construct a new aircraft rescue and firefighting building.

    Brookhaven Airport in Shirley is receiving more than $416,000 for runway renovations.


    Adina Genn

    Source link

  • California lawmakers seek flood protection funding amid Hurricane Katrina anniversary

    As the nation reflects on the 20th anniversary of Hurricane Katrina, California lawmakers are raising concerns about the state’s flood preparedness and advocating for increased federal funding for essential flood protection projects.The Army Corps of Engineers is actively working along the Sacramento River to double the size of a weir, one of many flood protection projects deemed vital by officials. “The city of Sacramento is one of the most at-risk regions in the entire nation for catastrophic flooding,” said Greg Trible from the Army Corps of Engineers. It’s one of several projects that experts say is part of a large network of flood protection measures in the state. Despite the ongoing work, federal funding for four other projects is at risk.Representative Josh Harder and other Democratic California Representatives are pushing for $126 million to be reinstated in the President’s latest construction budget, warning that without it, construction updates necessary to protect Stockton, Lodi, and Manteca could halt.”We’re going to see hammers stop mid-stroke, we’re going to see money taken away from some of the needed construction updates to keep Stockton and Lodi and Manteca safe,” Harder said, attributing the situation to political games.RELATED | Do you live near an unsafe dam? See interactive mapHarder, along with other members of Congress, signed a letter in June urging the House to increase what they called “seriously insufficient” funding. Among the proposed cuts are repairs to levees in West Sacramento and Natomas, as well as increased flood protection in Watsonville and the San Joaquin River Basin. “San Joaquin County is one of the most densely populated floodplains anywhere in the United States,” Harder said, emphasizing the need for flood protection.Todd Bernardy from the California Department of Water Resources highlighted the state’s perspective, saying, “We need to improve and create better resiliency for our infrastructure.” He noted that 300 miles of levee improvements are needed in the Central Valley, equating to about $12 billion total. Trible stressed the importance of proactive measures. “It’s about protecting our people, our friends, and neighbors here in Sacramento families. That’s why we’re doing the work that we’re doing,” he said. Harder echoed this sentiment. “It’s so much cheaper to build a levee to prevent a flood than to rebuild after a natural disaster,” he said.Bernardy also acknowledged the ongoing risk. “You’re never going to get your risk down to zero,” he said. “There’s always going to be residual risk, and the infrastructure is part of reducing that risk.”The Trump administration’s budget requested approximately $1.5 billion for construction, with the House-passed version adding substantial funding, including for California projects. The Senate has yet to release its version, but the situation continues to be closely monitored.See more coverage of top California stories here | Download our app | Subscribe to our morning newsletter | Find us on YouTube here and subscribe to our channel

    As the nation reflects on the 20th anniversary of Hurricane Katrina, California lawmakers are raising concerns about the state’s flood preparedness and advocating for increased federal funding for essential flood protection projects.

    The Army Corps of Engineers is actively working along the Sacramento River to double the size of a weir, one of many flood protection projects deemed vital by officials.

    “The city of Sacramento is one of the most at-risk regions in the entire nation for catastrophic flooding,” said Greg Trible from the Army Corps of Engineers.

    It’s one of several projects that experts say is part of a large network of flood protection measures in the state. Despite the ongoing work, federal funding for four other projects is at risk.

    Representative Josh Harder and other Democratic California Representatives are pushing for $126 million to be reinstated in the President’s latest construction budget, warning that without it, construction updates necessary to protect Stockton, Lodi, and Manteca could halt.

    “We’re going to see hammers stop mid-stroke, we’re going to see money taken away from some of the needed construction updates to keep Stockton and Lodi and Manteca safe,” Harder said, attributing the situation to political games.

    RELATED | Do you live near an unsafe dam? See interactive map

    Harder, along with other members of Congress, signed a letter in June urging the House to increase what they called “seriously insufficient” funding. Among the proposed cuts are repairs to levees in West Sacramento and Natomas, as well as increased flood protection in Watsonville and the San Joaquin River Basin.

    “San Joaquin County is one of the most densely populated floodplains anywhere in the United States,” Harder said, emphasizing the need for flood protection.

    Todd Bernardy from the California Department of Water Resources highlighted the state’s perspective, saying, “We need to improve and create better resiliency for our infrastructure.”

    He noted that 300 miles of levee improvements are needed in the Central Valley, equating to about $12 billion total.

    Trible stressed the importance of proactive measures.

    “It’s about protecting our people, our friends, and neighbors here in Sacramento families. That’s why we’re doing the work that we’re doing,” he said.

    Harder echoed this sentiment.

    “It’s so much cheaper to build a levee to prevent a flood than to rebuild after a natural disaster,” he said.

    Bernardy also acknowledged the ongoing risk.

    “You’re never going to get your risk down to zero,” he said. “There’s always going to be residual risk, and the infrastructure is part of reducing that risk.”

    The Trump administration’s budget requested approximately $1.5 billion for construction, with the House-passed version adding substantial funding, including for California projects. The Senate has yet to release its version, but the situation continues to be closely monitored.

    See more coverage of top California stories here | Download our app | Subscribe to our morning newsletter | Find us on YouTube here and subscribe to our channel

    Source link

  • Falcon Heights residents uncertain over new Minnesota State Fair parking program

    By WCCO reporter Ashley Grams

    A new pay to park program is underway in Falcon Heights, Minnesota, just blocks away from the Minnesota State Fair

    Back in May, the city of Falcon Heights approved a plan to require drivers to pay to park on streets east of Snelling Avenue.

    The measure assigns approximately 1,000 Falcon Heights parking spots near the fairground as parking zones. The program will charge a flat fee of $25 per day for vehicles to park between 8 a.m. and 8 p.m. during the 12 days of the Minnesota State Fair.

    So far, reviews from residents WCCO spoke with are mixed. 

    “People seem willing to pay to park here and it’s great for us because now we have a permit,” explained Dan Grewe, a 20-year resident of the area. “I can always get a spot for myself and in past years, I had a difficult time finding any parking as a homeowner.”

    Grewe called it a win-win and believes this program will establish a safe environment for both drivers and residents. He feels the cost will not be ‘too burdensome’ for fairgoers, though neighbor Lisa Lampi disagrees. 

    “I think public streets should be free for the public to park on,” said Lampi, who has lived in Falcon Heights for a few decades.

    Lampi and a few others have posted signs in their yards stating their opposition to the program. 

    “One of my cousins, that’s actually the difference between her coming [to the fair] and not so she’s not coming this year,” Lampi said of the cost. “If you’re a family with young kids that might mean the difference of the kids being able to ride a ride or have a special treat.”

    Parking ambassadors roam the area to help drivers. They’re also looking for cars that are not in compliance. St. Anthony Police are tasked with ticketing those parking illegally. During the fair, fines double and can cost $100 dollars. 

    Neighbor Chris Moody says he’s still weighing the pros and cons. One of his concerns is the cost, including those fines. 

    “Obviously, people still have to walk from here and it’s a little bit of a ways so I think maybe closer to 15 bucks,” Moody said. “That might be fairer.”

    The city estimates parking fees could bring in more than $100,000, which would cover expenses and says remaining revenue would be invested into roads and infrastructure.

    “There will be, of course, some expenses but anything extra will go into the general fund to help with construction projects going forward,” explained City Council member Paula Mielke.

    Miekle admits there may be challenges during this period and there’s a chances to make improvements going forward.

    WCCO Staff

    Source link

  • How the Midwest can grow its high-speed rail

    The Midwest has relatively good high-speed rail connections compared to the rest of the country, but activists are calling for the region to expand its infrastructure.

    The Midwest has been described as a “gateway” for rail connections to the rest of the country because of the railways between Chicago and the East Coast, and proposals for new tracks, particularly in Illinois and Indiana, could double down on that status.

    Why It Matters

    Proponents of high-speed rail see the technology as an economic no-brainer; it’s clean, fast, and provides a huge boom to productivity and access for millions of travelers. However, the infrastructure requires a huge amount of time, money and political capital to build, which is why the few high-speed rail projects that are active in the U.S. have been fraught with funding difficulties and skepticism.

    Chicago Metro trains on the loop shown from an elevated point in January 2023.

    Getty Images

    What To Know

    At the core of expansion efforts is the Federal Railroad Administration’s Midwest Regional Rail Plan, which would see the steady expansion of new routes out from Chicago.

    The Windy City has long been the regional hub for rail travel, with consistent trains running from Chicago through to New York.

    Further, many Amtrak services from states like California and Texas make their way to Chicago rather than directly to New York, making Illinois and the Midwest one of the most important regions for future rail expansion.

    The FRA’s plan centers on high-speed “pillar corridors” with endpoints in Chicago, Minneapolis-St. Paul, Detroit, Indianapolis and St. Louis.

    These corridors would not only increase capacity on high-traffic routes but also unlock viability for secondary routes, such as Milwaukee to St. Louis or Indianapolis to Minneapolis, that would struggle to justify investment as standalone projects.

    High-Speed Rail Alliance
    What the Federal Railroad Administration’s Midwest Regional Rail Plan would look like once completed.

    High-Speed Rail Alliance

    The keystone of the network is a new 186-mph line connecting Chicago to Minneapolis-St. Paul via Milwaukee and Madison in Wisconsin. The plan forecasts that nearly 30 percent of all ridership in the region would pass through Chicago, with Minneapolis-St. Paul serving as the second-largest hub at more than 11 percent of projected trips.

    If implemented fully, the Midwest rail network could drive ripple effects far beyond its own borders. For example, the Chicago-Indianapolis corridor may lead to future links southward to Louisville, Nashville and eventually Atlanta. This aligns with broader plans under consideration for high-speed rail from Atlanta to Charlotte and Dallas.

    The 12 states included in the plan—Illinois, Indiana, Iowa, Kansas, Michigan, Minnesota, Missouri, Nebraska, North Dakota, Ohio, South Dakota and Wisconsin—represent nearly one-fifth of the U.S. population.

    What People Are Saying

    Railway engineer and industry expert Gareth Dennis: “If you have large, long-distance infrastructure or services, then yes, a pan-state or federal organization needs to oversee those. But much of the railroad infrastructure and many services really need to be managed at the state level.

    “Of course, people’s movements often cross state boundaries. They travel left, right and center. But if you centralize too much at the federal level, the whole system becomes slow and sluggish. It simply takes too long to respond to challenges. There’s too much decision-making happening at too high a level, where it’s harder to make agile, localized choices about how everything fits together.

    What Happens Next

    The active high-speed rail projects continue to make progress. Their success or failure will likely define how future projects approach scale and financing.

    Source link

  • Letters: Let’s invest in the Bay Area’s greatest asset: nature

    Submit your letter to the editor via this form. Read more Letters to the Editor.

    Invest in Bay Area’s
    greatest asset: Nature

    Re: “Bay Area needs unity to solve its problems” (Page A9, Aug. 17).

    I second Russell Hancock’s recent call for bold regional leadership in this period of “federal ruckus.” As climate impacts intensify, California must act now to build climate resilience for tomorrow — and for future generations.

    Letters To The Editor

    Source link

  • Dozens of Denver bridges are ‘deficient,’ so we took a tour

    According to Denver’s Department of Transportation & Infrastructure, there are six bridges in the city in need of repair or full replacement.

    Beneath the new and old Monaco Street Parkway bridges over the Cherry Creek, as the old one is being phased out. July 9, 2025.

    Kevin J. Beaty/Denverite

    The Monaco Street bridge over Cherry Creek has been cut in half.

    One side of the bridge is under heavy construction. Workers in helmets and protective gear walk by, and the sound of welding sneaks in between car horns. The other side is filled with traffic and the occasional pedestrian jumping as a car zooms by the tiny sidewalk.

    The $12.7 million replacement project began in October to address steel fatigue, water degradation and overall aging. The Monaco Street bridge was built 60 years ago with steel girders that aren’t so easy to maintain or repair now.

    Denver’s new Monaco Street Parkway bridge over the Cherry Creek (left) and the old one that’s on its way out. July 9, 2025.
    Kevin J. Beaty/Denverite

    “ [Steel fatigue] is a small stress that’s repeated over and over and over again can cause cracking. When that crack propagates, it can happen very suddenly,” said Patrick Bergman, senior engineer with DOTI’s bridge group. The issue, he said, is with the  “detailing” of the bridge’s steel components — the way they are designed and connected.

    “Steel, if it’s not detailed properly or it’s a detail that was popular in the 1960s that has been improved upon since then, is difficult to retrofit. It’s difficult to do anything about it in place,” Bergman said.

    Patrick Bergman, senior engineer with Denver’s Department of Transportation and Infrastructure, stands beneath the new Monaco Street Parkway bridge over the Cherry Creek. July 9, 2025.
    Kevin J. Beaty/Denverite

    The project, which also includes an expanded sidewalk, is slated to wrap up next summer. 

    It’s one of the local Department of Transportation and Infrastructure’s biggest bridge replacement projects, but hardly the last one.

    In June, the department released a report that identified six bridges in need of repair or replacement. Three of them — the 6th Avenue and Lincoln Street bridges over Cherry Creek, and the Smith Road bridge over Quebec Street — will require full bridge replacements. 

    The Quebec Street over Airlawn Road bridge also needs to be removed, and the 6th and 8th avenue viaducts are slated for modifications.

    Each one was built over 50 years ago.

    The city report found about 14 percent of the city’s vehicular bridges are “structurally deficient,” a rate higher than the national average of 9 percent. Close to 80 of the 642 bridges in the city require some form of modification, monitoring or replacement.

    Discoloration on the underside of the Monaco Street Parkway bridge, over the Cherry Creek, is an indication that water has gotten into the structure. July 9, 2025.
    Kevin J. Beaty/Denverite
    Discoloration on the underside of the Monaco Street Parkway bridge, over the Cherry Creek, is an indication that water has gotten into the structure. July 9, 2025.
    Kevin J. Beaty/Denverite

    “Structurally deficient” means that one of the bridge’s main components — deck, superstructure, substructure or culvert — was rated in poor condition. This assessment is performed by city engineers following guidelines set by the Federal Highway Administration (FHWA) and the National Bridge Inspection Standards (NBIS).

    Bergman clarified that a “structurally deficient” rating does not mean the bridges are about to fall down or are “unsafe to operate.” Rather, it’s a call for closer monitoring and assessment to determine which bridges might need rehabilitation or replacement. Some bridges could even be “load posted,” with the city placing weight limits for vehicles on the structure.

    A number of factors can contribute to bridge degradation and poor condition: age of the bridge, exposure to natural elements like flooding and traffic patterns. There are also considerations about when the bridge was built and what materials were used at the time.

    “The term ‘structurally deficient’ was defined to encompass more than just the structural condition of a bridge, and so it is possible that you can have a bridge in good condition, but it was designed to an older code,” Bergman said. “So it wasn’t designed for the vehicles that it’s seeing nowadays.”

    Identifying these projects is just the first step. Paying for them is a different story.

    While DOTI currently receives $7 million each year from Capital Improvement Funding for bridge work, city officials say they would need another $22 million per year for bridge work. The city funded the Monaco Street bridge work with the Elevate Denver bond package, which voters approved in 2017.

    Denver’s new Monaco Street Parkway bridge over the Cherry Creek (right) and the old one that’s on its way out. July 9, 2025.
    Kevin J. Beaty/Denverite

    Now, the proposed Vibrant Denver bond includes nearly $170 million for four of DOTI’s priority projects — the 6th and 8th avenue viaducts and the Cherry Creek bridges. The Quebec Street bridge was included in an initial project list, but was cut out of the final proposal. 

    Replacement of the Smith Road bridge over Quebec Street was not included.

    Voters will choose whether to approve that money — and hundreds of millions for other projects — in November.

    Source link

  • Creating esports programs with managed network services

    Creating esports programs with managed network services

    Key points:

    Esports programs are continuing to grow in popularity, as evidenced by the widespread adoption by schools across the country. In fact, the global esports market is projected to grow to $4.8 billion by 2030. While esports programs are more commonly found on college and university campuses, high schools and even middle schools have started launching programs. 

    Participating in esports can help students develop teamwork and leadership skills, and may even lead to scholarship opportunities at certain colleges and universities, according to Scholarships.com. Technology serves as the underlying foundation for any scholastic esports program; however, organizers don’t need to have robust internal IT teams–the expertise of a technology partner can help get students into the esports arena. 

    Bringing an esports program to life 

    A modern digital infrastructure is the critical foundation for a successful esports program. In the world of online gaming, a few milliseconds can make the difference between a win or loss–with school pride, prizes, and potentially scholarships on the line. Latency or lag time in a school’s internet connection can significantly impact the outcome of a competition. Using a dedicated wired connection can provide optimal reliability and minimize latency. It is also helpful to consider service-level agreements (SLAs) from providers that not only guarantee reliability, but also include strong metrics for performance indicators such as latency. As the esports program grows, the digital infrastructure should be able to easily scale. The increased bandwidth required by adding more players and playing increasingly high-resolution games shouldn’t risk affecting other school operations on the network.  

    The Cannon School, a K-12 school in Concord, North Carolina, has created a successful esports program that serves both as a recreational league and a competitive varsity sport. The school opted for a co-managed system where its service partner installed fiber connectivity and manages the security of the network–unified threat management that includes a firewall, advanced malware protection, and intrusion prevention–while Cannon School’s internal IT team manages the content filtering to ensure that students are accessing only age-appropriate websites.  

    Approximately 60 students joined Cannon School’s esports program in its first two years of operating and about half compete on the varsity team. Tram Tran, the school’s Manager of Information Technology, credits its popularity to the simple fact that young people love computer gaming. Tran expects the school’s esports program to see a surge in participants over the next several years, and the implemented IT solution can easily scale to address the greater number of users on the system, as well as the ever-increasing data-intensive video games.  

    “With our esports program, we are building this pathway from high school to college and then from college to the pros,” Tran said. 

    Securing technology as the foundation for esports 

    Understanding and implementing the technology foundation necessary may be daunting for schools with limited internal IT resources, but working with an experienced technology partner can help. Technology partners not only offer the expertise and guidance needed for implementing an esports program, but also can provide ongoing support–through managed network services–to ensure that network operations are continually monitored and that competitions have the bandwidth needed to run smoothly.  

    According to the Consortium for School Networking (CoSN) on the 2023 State of EdTech Leadership, nearly half of respondents (45 percent) felt inadequately staffed to plan and implement new technology. Managed network services can offer schools peace of mind by monitoring for network performance and cybersecurity issues 24/7, freeing IT staff from day-to-day troubleshooting. Beyond supplementing staffing resources, managed services also offer the benefit of no upfront hardware ownership costs, and the fixed, regular expense offers predictability for schools’ budgets.  

    Next steps 

    For schools thinking about launching an esports program, a conversation with a potential technology solutions partner is a good place to start. An experienced partner can evaluate a school’s current IT network services, help identify what is required, and determine a realistic plan and timeline to establish a program. Schools equipped with a robust digital infrastructure can offer students unique opportunities to compete, collaborate, and thrive in the realm of esports, and leveraging managed network services for help with the technology performance can make things easier for the employees who are focused on the program’s execution and success.  

    Latest posts by eSchool Media Contributors (see all)

    Mark Kornegay, Spectrum Enterprise

    Source link

  • Plum Island drawbridge work resumes

    Plum Island drawbridge work resumes

    NEWBURY — Repairs to the Plum Island Turnpike drawbridge resumed Thursday, reducing the only way on or off the island to one lane – a traffic pattern that is expected to remain for roughly two months, according to town officials.

    As a result, the Massachusetts Department of Transportation will employ a temporary alternating traffic pattern on the bridge as crews complete structural steel repairs. Work is scheduled to take place from 6 a.m. to 3 p.m. until mid-December but crews may work around the clock if necessary.

    In a statement, Newbury police Chief Patty Fisher called the repairs “necessary” and said she is pleased work is taking place when it will have the least possible impact on Plum Island traffic.

    “I appreciate that it’s expected to be completed before the first snowfall,” Fisher said. “It goes without saying that people traveling through the single lane should use caution and abide by the traffic signals and speed. Be mindful that pedestrian and vehicle traffic are sharing the lane.”

    While temporary traffic control signals and barriers are in place, a 24/7 signal-controlled, alternating traffic pattern will be used as work is performed beneath the bridge deck.

    Signs and police details will also be used to guide drivers through the work zone. Drivers traveling through the work zone should expect delays, reduce their speed and use caution as the eastbound/westbound traffic patterns are subject to change, according to MassDOT.

    Fisher said workers will be often stationed under the bridge.

    “Just because you can’t see them, doesn’t mean they aren’t there,” Fisher said.

    The work is being completed as part of a $7.7 million districtwide drawbridge operations and repair contract.

    In March, MassDOT noted some deterioration in the steel along with some heaving of a limited portion of the bridge deck. MassDOT worked with the U.S. Coast Guard to implement a detour to keep the bridge closed to marine traffic until the interim repairs were performed, according to a MassDOT spokesperson.

    That prompted MassDOT officials to devise a plan to shift motorists away from the center of the bridge where deterioration was discovered so that the interim repairs could be made. The temporary traffic plan was implemented April 19 right before those repairs began.

    An April 19 advisory from MassDOT stated the drawbridge would not be open to marine vessels through Aug. 5 to allow for repairs to the road surface. The speed limit on the bridge was reduced and traffic was periodically limited to one lane to allow the state to restore the bridge to full capacity. Because one lane will remain open at all times, Newbury first responders will not be stationed on the island during construction, according to Fisher.

    “We only station responders there if we anticipate the turnpike will flood or they’re opening the bridge,” the police chief said.

    Fisher encourages residents to sign up for the town’s CodeRed rapid response notification system and to follow the Newbury Police Department on Facebook for the latest project information and for important messages throughout the year. To sign up for CodeRed, visit public.coderedweb.com/CNE/en-US/943F7ED331D9.

    Dave Rogers is the editor of the Daily News of Newburyport. Email him at: drogers@newburyportnews.com. Follow him on Twitter @drogers41008.

    Dave Rogers is the editor of the Daily News of Newburyport. Email him at: drogers@newburyportnews.com. Follow him on Twitter @drogers41008. 

    By Dave Rogers | drogers@newburyportnews.com

    Source link

  • Hurricane Helene Destroyed Roads. Here’s How to Rebuild—and Flood-Proof Them for Next Time

    Hurricane Helene Destroyed Roads. Here’s How to Rebuild—and Flood-Proof Them for Next Time

    Typically, Muench says, the solution isn’t something too complicated: Just build infrastructure higher. But engineers can’t build roads and bridges to survive every disaster, which would lead to expensive, overbuilt projects that would “take generations to finish,” says Muench.

    ‘Rice Krispie’ Roads

    When engineers are rebuilding roads from scratch, they have also started to use different materials to account for the possibility of lots of water arriving really quickly. In the past decade, road builders have increasingly installed more permeable, “spongy” roads.

    Pervious concrete, unlike regular concrete, usually excludes sand from the typical “gravel, sand, cement, water” recipe. It also has a lower water-to-cement ratio, which creates a thick paste before it dries. “It’s like caramel popcorn, or a Rice Krispie bar,” says Nara Almeida, who studies the material as an assistant teaching professor in the civil engineering program at the University of Washington Tacoma.

    On normal concrete roads, water pools and collects, with the stagnant water eventually damaging its various layers, and especially critical underlying ones, which bear vehicles’ heavy loads. But the increased porosity of pervious concrete allows water to flow through the material more easily, so it can reach and be absorbed into the ground—a nice feature for roads subject to lots of wetness.

    Pervious concrete does have its downsides. It’s weaker than normal concrete, which means it’s a better fit for sidewalks, parking lots, and low-traffic streets than interstates that expect a lot of heavy trucks. (Research into reinforcing the material with steel, natural, glass, and synthetic fibers is ongoing.) Its porosity means it’s not a great fit for cold climates, where water can seep in, freeze, and break down the material inside. The concrete also needs regular pressure washing or vacuuming, to “unclog” it from the sort of material often found on the roadway—dust, leaves. Because states sometimes have to switch vendors and processes to use the newer material, the projects might cost them more. But some places have put the material on the shoulders of interstates, says Almeida, which are much less likely to get regular tire poundings.

    Ultimately, though, there’s not a lot that can be done when a huge volume of water quickly flows across a roadway or the base of a bridge, which engineers call “scour.” “We’ve all played in the backyard with water and hoses—it’s very damaging,” says Muench, the engineering professor. Part of climate resilience is planning ahead—and staging the quick-fix materials nearby—so communities can rebuild quickly.

    Aarian Marshall

    Source link

  • I Own a Chevy Bolt, and Superchargers Are a Total Game Changer

    I Own a Chevy Bolt, and Superchargers Are a Total Game Changer

    It should not be so exciting to eat a breakfast quesadilla in your car.

    But this quesadilla was from Wawa, this Wawa hosted a Tesla Supercharger, and this car was the 2023 Chevrolet Bolt EUV, hooked up to that Supercharger through an NACS/CCS adapter. More than a year after GM’s switch to NACS was announced, and following some Tesla internal chaos that made it seem like a dead deal, Tesla unlocked access to its conveniently placed EV charging stations to General Motors cars in late September. It wasn’t every Supercharger, but it was more than 17,000 spots, many in places that were previously dark zones in any road trip plan.

    I bought my car knowing that road trips would be an infrequent but real inconvenience. With Tesla’s network available now, the anxiety of rolling the CCS dice in unknown lands has lessened considerably. To understand just how this feels, you must first hear about the Before Times.

    Lots of Apps, Few Guarantees

    I’ve had my Bolt for a little over a year now, completing four road trips that required DC Fast Charging (DCFC). “Fast” is a misnomer with the Bolt, the slowest-charging modern EV, forcing you to plan across battery levels, nearby amenities, pets, and guesses at crowd timing. Every night before a long ride, I’m pinching, zooming, and stressing inside A Better Route Planner, PlugShare, and Google Maps reviews, asking myself if a ChargePoint in a brewery parking lot will deliver 7 or 9 kilowatts per hour.

    Despite all this groundwork, I have amassed an impressive collection of fast-charging scars in a year’s time:

    • Three different highway stops on Thanksgiving weekend with multi-car lines, endangering our pick-up time at dog boarding
    • An Electrify America station where a single car’s terrible parking made every other car occupy two working plug spaces
    • Excessive exposure to outlet malls, the EV honeypots with the most reliably working non-Tesla chargers
    • A single ChargePoint level 2 charger working (after a long delay) out of four in a hotel parking lot, the only charging spot on a vacation island.
    • A state-sponsored EV charging spot where two out of five plugs worked, then only one after a mid-charge failure, where a man heading to a Dave Matthews concert begged me to swap this last spot with him so his wife wouldn’t miss the band’s opening song.

    It almost doesn’t matter exactly why or how a non-Tesla charger refuses to work. Damaged cables or plugs, busted screens, cellular data drops, app issues, electrical faults—whatever the reason, it will never get fixed in that moment by calling the support number, and now you need a backup plan.

    This is how I think Supercharger access is most useful to us, the wretched of the EV earth: a robust backup plan for those tired of the alternatives. Plugging into the country’s most established network requires a none-too-cheap adapter (or finding a rare “Magic Dock” station). You have to find a way to connect a very short cable meant for a specific driver-side, rear-end location to your port. On the Bolt, that’s the middle-front-left, just ahead of the door, possibly the worst place for these cables. You can only charge at third- and fourth-generation chargers. And you have to pay whatever Tesla decides to charge us nonmembers, which is usually on the costlier side (I’ve paid $0.48 and $0.53 per kilowatt-hour).

    No More Car Dealership Chargers

    But it’s hard to argue with the locations and reliability of those bright red rectangles. On my most recent trip from Washington, DC, to the Outer Banks of North Carolina, I planned a longer charging stop on the way down at an EVgo in Williamsburg, Virginia, near a shopping plaza with a Target. This worked out because we needed some groceries for the trip. But only two of four chargers were working (after I wasted 5 minutes trying to make a green-in-the-app third station work). Had I wanted to save 11 minutes and up my chances a lot by having 12 stalls to pick from, I could have instead chosen a Tesla Supercharger farther down the road I was already on.

    Tesla Superchargers tend to be located along highways, near places with restrooms or snacks or shopping, and the Tesla app seems to keep up on how many stalls are occupied and working. With every other network or multibrand app, you’re doing a lot of guessing, which is the bane of road-trip planning. What seems better: Hoping that the very fast 250-kW charger Plugshare shows at a car dealership is available at 9 am on a Sunday, or driving 15 minutes out of your way to a Walmart and waiting your turn? Follow-up question: Have you ever willingly spent 30 minutes at a car dealership when you already own a working car?

    The Proof Is in the Plugging

    This kind of thinking spurred me to try some Tesla charging on the way back. I bought an A2Z Typhoon Pro adapter, based on its solid reviews and fast shipping. It also cost notably less than GM’s $225 charger after a coupon code, the GM model was backordered into November, and Chevrolet’s app suggested I’d have to pick it up at a dealer. Before I could use any adapter, though, I had to find a spot. The spots are the hard part.

    At my first stop, a Wawa, every other spot out of eight total was taken, and the one stall that lined up to the side of the car was occupied by a family that told me they would be there 50 minutes. I pulled up in an empty space, tried to stretch its cable, but it wasn’t even close. I pulled away, parked, and started looking for my next stop. Soon after, the father of the 50-minute family appeared in my window. I steeled myself for some kind of lecture, teasing, or maybe political discourse.

    “You know, you could actually pull up, like, sideways, behind those plugs, and I think it would work,” the father said. He was right; there was nothing behind these Supercharger stations but more parking, and it was empty. I pulled up, plugged in the adapter (quick review: rock solid), pulled over the cord, opened the app, selected the station and charger number, and tapped. Less than 30 seconds later, the juice was flowing. No screens or two plugs sharing one power source, just power.

    Kevin Purdy, Ars Technica

    Source link

  • How will Trump’s plans to deport undocumented migrants impact US economy?

    How will Trump’s plans to deport undocumented migrants impact US economy?

    Gloria Solis moved to the United States from Mexico in 1998. To put food on the table for her four children, she works in the agricultural sector in Washington state. She’s one of the estimated 31 million foreign-born workers in the US — documented or otherwise — who are helping to drive the US economy.

    She’s worried that if Republican presidential nominee Donald Trump gets elected, the life she has built for her and her family could be in jeopardy.

    Trump has made immigration, a hot-button issue this election, one of the pillars of his campaign. The role of immigrants in the startup economy is well known – 55 percent of US startups valued at $1bn or more were founded by immigrants, and some of the most famous names in Silicon Valley are those of foreign-born entrepreneurs, including Tesla chief Elon Musk and Google co-founder Sergey Brin.

    But what is often overlooked is the importance of immigrants, including undocumented ones, in other sections of the US society and economy.

    In his comments, Trump has drawn a stark line defining who would be welcome in the US should he be elected the next US president. In June, he promised “to staple a Green Card to anyone who graduates from any college, even 2-yr community colleges” — a claim that the campaign later walked back on.

    He has also publicly stated that he wishes to deport the 11 million undocumented immigrants in the US. His plan, championed by loyalists like Stephen Miller, who served as a top adviser during his first term, is inspired by a policy from the 1950s put in place by then-President Dwight Eisenhower who, during his time in office, deported more than a million undocumented migrants, primarily from Mexico.

    Much like human rights groups, economists too have slammed Trump’s plan.

    A report earlier this year from Moody’s said that Trump’s immigration policy would cause “significant tightening in the already-tight job market” and would greatly affect sectors of the economy such as healthcare, retail, agriculture and construction that depend on many of these workers.

    Workforce shortage

    Trump has argued that deportations would increase job opportunities for native-born workers, but a look at any of these sectors suggests that is not how things would necessarily pan out.

    Between farms, food-processing facilities and supermarkets, for instance, an estimated 1.7 million undocumented migrants work in the food supply chain, according to the Center For American Progress.

    According to a study from the University of Arkansas, 73 percent of agricultural workers are immigrants and 48 percent of them are unauthorised. In California, nine out of 10 agricultural workers are foreign-born like Solis.

    Miller, who before his stint in Trump’s administration was an aide to lawmakers, now runs American First Legal, a legal organisation which focuses on conservative causes. He told the New York Times in an interview last November that “Mass deportation will be a labour-market disruption celebrated by American workers, who will now be offered higher wages with better benefits to fill these jobs.”

    But “farmers have said again and again that they can’t find a local workforce”, Teresa Romero, president of the United Farm Workers, told Al Jazeera.

    In 2019, more than half of Californian farmers said they had trouble finding workers. It’s largely expected that if Trump gets his way, those shortages will only get worse.

    A study published in the Journal of Labor Economics found that for every one million deported migrant workers, there would be a loss of 88,000 jobs for US natives. That’s because businesses are less likely to expand labour opportunities if they lose their workforce and more likely to use the savings to invest in technology that can automate their work.

    “Estimates of the impact of that policy are vast and have a negative effect on the US economy … including [on] American natives,” Michael Clemens, professor of Economics at George Mason University, told Al Jazeera.

    Trump’s deportation plan “not only is going to impact the lives of farm workers, but is going to impact all of us. We depend on their work to make sure that we have food on our table,” Romero added.

    One study suggests that a total ban on immigrant labour would raise the cost of milk by 90 percent.

    The role of such workers is not restricted to the US food supply chain. Undocumented migrants account for more than 346,000 workers in the healthcare sector, 236,300 of whom are filling roles like personal health and home aides and nursing assistants.

    The US already has a healthcare worker shortage. For instance, according to Mercer Health, there are roughly 12,000 open nursing assistant jobs in Texas alone and more than 14,000 in California.

     

    Similarly, the construction sector overwhelmingly relies on foreign-born labourers. In immigrant-heavy states like Texas and California, migrant workers make up 40 percent of the sector’s workforce. And a National Association of Home Builders/Wells Fargo Housing Market Index (HMI) report found as much as a 65 percent construction labour shortage in some jobs like finished carpentry. Mass deportation would exacerbate that shortage.

    Trump has also blamed migrants for the current housing shortage, arguing they are taking up portions of the limited supply that would otherwise go to documented immigrants or native-born Americans.

    In a speech for the Economic Club of New York, Trump said he would ban mortgages for undocumented migrants, but as Al Jazeera has previously reported, those mortgages are a tiny fraction of overall mortgages. On the contrary, his proposal of across-the-board tariffs will raise construction costs on imports of lumber and steel, among many other items, further shooting up home prices.

    Trump’s policy proposals impact other sectors, too, including the transportation sector, where undocumented workers make up 6 percent of the workforce, and leisure and hospitality, where they comprise 8.4 percent.

    The Trump campaign did not respond to Al Jazeera’s request to clarify how the former president would address the exacerbated worker shortage if he is re-elected in November.

    Household incomes tumble

    A key part of Trump’s plan is to get rid of a programme known as Deferred Action for Childhood Arrivals (DACA). It is a law which was introduced during the administration of former US President Barack Obama and which shields from deportation those who came to the US without documentation as children.

    Trump’s attempts to end DACA as president were blocked by the Supreme Court, but he has vowed to try again if re-elected. That would impact the more than half a million people living in the US under DACA protections and their families.

    “The biggest impact would be the potential separation of my family. If Trump does what he says he’s going to do, which is try to clear out all the undocumented people, obviously that would leave my kids who are US citizens without their parents,” Solis told Al Jazeera.

    Apart from impacting Solis and families like hers, this would drastically affect the average household income amongst immigrant communities.

    A report from the Center For Migration Studies published during the 2017-2021 Trump administration shows that removing undocumented migrants from mixed-status households would cause a 47 percent reduction in average household income.

    An estimated 33 percent of unauthorised immigrants have at least one child who is a US citizen, according to the Migration Policy Institute. The Solis household fits this mould. Gloria has four children – all of them native-born US citizens.

    Revenue void

    It’s not just migrants who would be affected, but also the tax revenue they bring in.

    Undocumented immigrants paid $96.7bn in taxes – almost $60bn of which went to the federal government – in 2022. Migrants paid $25.7bn towards US Social Security programmes that they are unable to use themselves. Trump’s plan would undermine these workers and limit tax revenues that help fuel the US economy.

    “We would not only be missing out on the hard work that they do if they were to potentially be deported, but we’re also missing out on that additional revenue,” Marco Guzman, senior policy analyst at the Institute on Taxation and Economic Policy, told Al Jazeera.

    According to a report from the non-partisan Peterson Institute, deporting 7.5 million migrants would result in a 6.2 percent reduction in the US gross domestic product (GDP). And these estimates are still far short of the impact of Trump’s ideal plan, which would deport 11 million migrants.

    Alternatively, the non-partisan Congressional Budget Office forecasts that based on current trends, new immigrants would bring in $788bn in tax revenue over the next 10 years.

    In March, Goldman Sachs noted that increased migration would cause a slight increase in economic output – three-tenths of a percentage point.

    Neither Miller nor the Trump campaign responded to Al Jazeera’s request for comment.

    Source link

  • The UK Has No Coal-Fired Power Plants for the First Time in 142 Years

    The UK Has No Coal-Fired Power Plants for the First Time in 142 Years

    On Monday, the UK saw the closure of its last operational coal power plant, Ratcliffe-on-Soar, which has been operating since 1968. The closure of the plant, which had a capacity of 2,000 megawatts, brought to an end to the history of the country’s coal use, which started with the opening of the first coal-fired power station in 1882. Coal played a central part in the UK’s power system in the interim, in some years providing over 90 percent of its total electricity.

    But a number of factors combined to place coal in a long-term decline: the growth of natural-gas-powered plants and renewables, pollution controls, carbon pricing, and a government goal to hit net-zero greenhouse gas emissions by 2050.

    From Boom to Bust

    It’s difficult to overstate the importance of coal to the UK grid. It was providing over 90 percent of the UK’s electricity as recently as 1956. The total amount of power generated continued to climb well after that, reaching a peak of 212 terawatt hours of production by 1980. And the construction of new coal plants was under consideration as recently as the late 2000s. According to the organization Carbon Brief’s excellent timeline of coal use in the UK, continuing the use of coal with carbon capture was given consideration.

    But several factors slowed the use of fuel ahead of any climate goals set out by the UK, some of which have parallels to the situation in the US. The European Union, which included the UK at the time, instituted new rules to address acid rain, which raised the cost of coal plants. In addition, the exploitation of oil and gas deposits in the North Sea provided access to an alternative fuel. Meanwhile, major gains in efficiency and the shift of some heavy industry overseas cut demand in the UK significantly.

    Through their effect on coal use, these changes also lowered employment in coal mining. The mining sector has sometimes been a significant force in UK politics, but the decline of coal reduced the number of people employed in the sector, reducing its political influence.

    These had all reduced the use of coal even before governments started taking any aggressive steps to limit climate change. But, by 2005, the EU implemented a carbon trading system that put a cost on emissions. By 2008, the UK government adopted national emissions targets, which have been maintained and strengthened since then by both Labour and Conservative governments up until Rishi Sunak, who was voted out of office before he had altered the UK’s trajectory. What started as a pledge for a 60 percent reduction in greenhouse gas emissions by 2050 now requires the UK to hit net zero by that date.

    These have included a floor on the price of carbon that ensures fossil-powered plants pay a cost for emissions that’s significant enough to promote the transition to renewables, even if prices in the EU’s carbon trading scheme are too low for that. And that transition has been rapid, with the total generations by renewables nearly tripling in the decade since 2013, heavily aided by the growth of offshore wind.

    How to Clean Up the Power Sector

    The trends were significant enough that, in 2015, the UK announced that it would target the end of coal in 2025, despite the fact that the first coal-free day on the grid wouldn’t come until two years after. But two years after that landmark, however, the UK was seeing entire weeks where no coal-fired plants were active.

    To limit the worst impacts of climate change, it will be critical for other countries to follow the UK’s lead. So it’s worthwhile to consider how a country that was committed to coal relatively recently could manage such a rapid transition. There are a few UK-specific factors that won’t be possible to replicate everywhere. The first is that most of its coal infrastructure was quite old—Ratcliffe-on-Soar dates from the 1960s—and so it required replacement in any case. Part of the reason for its aging coal fleet was the local availability of relatively cheap natural gas, something that might not be true elsewhere, which put economic pressure on coal generation.

    John Timmer, Ars Technica

    Source link

  • Educause Sneak Peak

    Educause Sneak Peak

    Click below to listen to the full conversation:

    eCampus: We’re just a few weeks away from EDUCAUSE 2024 in San Antonio. Could you give us a preview of your session and share some insights on IT policy in 2024?

    Jarret Cummings: Absolutely. Every year at the conference, we review major policy issues affecting the EDUCAUSE community, and 2024 has been particularly eventful. One issue we’ve been pulled into is the Cybersecurity and Infrastructure Security Agency’s (CISA) proposed cyber incident reporting regulations. Though these aren’t finalized yet, we’ve had to compile our community’s views and concerns about how higher education fits into this process.

    Additionally, the Department of Justice (DOJ) released its final regulations for web and mobile app accessibility under the Americans with Disabilities Act (ADA) Title II. This impacts all public colleges and universities, and we expect these regulations will eventually extend to private institutions as well. Lastly, research cybersecurity has been a hot topic, with new guidelines issued by the Office of Science and Technology Policy. Fitting all of this into 45 minutes at EDUCAUSE will be a challenge, but we’re up for it!

    eCampus: That’s a lot to cover in a short time. For those attending EDUCAUSE or following your work online, how can they feel like they’re part of this conversation? Sometimes policy seems distant—how can individuals engage with these federal regulations?

    Jarret Cummings: It’s a great question. It operates on two levels. First, our EDUCAUSE policy team relies on input from our Member Community Groups. We’re generalists, so we need specific expertise from our members to help

    refine our understanding of these issues and determine appropriate responses. For instance, when preparing comments on the web and mobile accessibility rules, we turned to our IT Accessibility Community Group for insight.

    We’ve done the same with cybersecurity, asking our Chief Information Security Officers (CISOs) and research cybersecurity groups to help us assess the impact of proposed regulations. During conference sessions, we then share the community’s collective input, ensuring everyone is informed and feels represented.

    eCampus: So, you act as an intermediary, amplifying the concerns of the EDUCAUSE community. It’s not just top- down but also grassroots engagement?

    Jarret Cummings: Exactly. On the front end, we
    bring policy issues to our members and gather their perspectives. On the back end, we inform the broader membership about the positions the community has taken and why. It’s a two-way street.

    eCampus: As we approach the EDUCAUSE conference, we’re also nearing a major presidential election. How does an election year impact your work? Do the policies you’re tracking change depending on who wins?

    Jarret Cummings: There are certainly differences
    in priorities between candidates. For example, with accessibility regulations, if a second Trump administration were to take office, we might see regulatory processes put on hold, as happened during his first term. On the other hand, a Harris administration would likely continue moving forward with these regulations.

    Cybersecurity, however, is more bipartisan. For instance, the Department of Education is set to release cybersecurity requirements related to student financial aid data. This rulemaking could happen as soon as October, though I suspect it may be delayed until early 2025, regardless of the election outcome.

    eCampus: Cybersecurity is always top of mind, election year or not. What are the key research cybersecurity challenges, and can you give us a sneak peek at what’s ahead in 2025?

    Jarret Cummings: Research cybersecurity is driven by National Security Presidential Memorandum 33 (NSPM- 33), which started under the Trump administration and has continued under Biden. It outlines guidelines for

    enhancing the security of federally funded research at universities. These guidelines have now been finalized, and institutions must implement robust cybersecurity programs to comply.

    Looking ahead to 2025, institutions with significant federal research funding will need to adapt their security programs to meet these standards. This will remain a critical issue regardless of who wins the election.

    Kevin Hogan
    Latest posts by Kevin Hogan (see all)

    Kevin Hogan

    Source link