A combination of cement, water and ground rock or sand, on the surface concrete might seem crushingly mundane. Yet it has defined construction in recent centuries and with it, in part, modernity. From a report: But do we need to re-evaluate our concrete habit for our sakes and the planet's? Production of cement is disastrous for our biosphere, while the degradation of many concrete buildings has some construction experts predicting a colossal headache in the future. There are myriad proposed solutions, such as changing the way we make concrete, creating sustainable alternatives or doing away with it altogether. But would we want to live in a world without concrete? And what would that world look like?

"We make more concrete than anything else, any other product, apart from clean water," says Paul Fennell, professor of clean energy at Imperial College London. One 2015 report estimates that each year approximately three tons of concrete are used for every person on Earth -- roughly, 22 billion tons. To put that in context, a recent study estimated that 8.3 billion metric tons of plastic have been produced, ever. Manufacturing cement, concrete's binding agent, is energy-intensive, Fennell says. Ordinary Portland cement -- the most common form in concrete -- is produced by baking lime in a kiln and emits approximately one ton of carbon dioxide for every ton of cement. Concrete production is responsible for approximately 5% of global man-made CO2 emissions, according to the World Business Council for Sustainable Development.

New York City, which once saw an unprecedented infrastructure boom -- putting together iconic bridges, opulent railway terminals to build the then world's largest underground and rapid transit network in just 20 years -- has not built a single new subway line in more than seven decades. As New York's rapid transit system froze, cities across the globe expanded their networks. A closer inspection reveals that things have actually moved backward -- New York's rapid transit network is actually considerably smaller than it was during the Second World War, and due to this, today's six million daily riders are facing constant delays, infrastructure failures, and alarmingly crowded cars and platforms. This raises two questions: Why did New York abruptly stop building subways after the 1940s? And how did a construction standstill that started nearly 80 years ago lead to the present moment of transit crisis? The Atlantic's CityLab explores: Three broad lines of history provide an explanation. The first is the postwar lure of the suburbs and the automobile -- the embodiment of modernity in its day. The second is the interminable battles of control between the city and the private transit companies, and between the city and the state government. The third is the treadmill created by rising costs and the buildup of deferred maintenance -- an ever-expanding maintenance backlog that eventually consumed any funds made available for expansion.

To see exactly how and why New York's subway went off the rails requires going all the way back to the beginning. What follows is a 113-year timeline of the subway's history, organized by these three narratives (with the caveat that no history is fully complete).

An anonymous reader quotes a report from The New York Times: Uber's robotic vehicle project was not living up to expectations months before a self-driving car operated by the company struck and killed a woman in Tempe, Ariz. The cars were having trouble driving through construction zones and next to tall vehicles, like big rigs. And Uber's human drivers had to intervene far more frequently than the drivers of competing autonomous car projects. Waymo, formerly the self-driving car project of Google, said that in tests on roads in California last year, its cars went an average of nearly 5,600 miles before the driver had to take control from the computer to steer out of trouble. As of March, Uber was struggling to meet its target of 13 miles per "intervention" in Arizona (Warning: source may be paywalled; alternative source), according to 100 pages of company documents obtained by The New York Times and two people familiar with the company's operations in the Phoenix area but not permitted to speak publicly about it. Yet Uber's test drivers were being asked to do more -- going on solo runs when they had worked in pairs. And there also was pressure to live up to a goal to offer a driverless car service by the end of the year and to impress top executives.

A new document from the Port of Los Angeles indicates that the company is moving ahead with plans to build a "state-of-the-art" industrial manufacturing facility near Long Beach, about 20 miles south of its headquarters. It's possible that the facility may be used to manufacture the company's Big Falcon Rocket, or BFR vehicle, which is expected to measure 106 meters tall and nine meters wide. The Long Beach location makes sense since the BFR will be so large that it needs to be built near water where it can be transported. Ars Technica reports: The company seeks to use an 18-acre site at Berth 240 in the port "for the construction and operation of a facility to manufacture large commercial transportation vessels." Operations at the site would include "research and development of transportation vessels and would likely include general manufacturing procedures such as welding, composite curing, cleaning, painting, and assembly operations." Completed vessels would need to be transported by water due to their size, the document states, as a means to explain why the company needs a facility immediately adjacent to the water. The document also noted that the 10-year lease, with up to two 10-year renewals, would "accommodate recovery operations undertaken by Space Exploration Technologies to bring to shore vehicles returning from space that are retrieved by an autonomous drone ship offshore." This would be for first-stage recoveries of the Falcon 9 rocket and probably payload fairings as well.

An anonymous reader quotes a report from WIRED: The people of Sweetwater, Florida were supposed to wait until early 2019 for the Florida International University-Sweetwater University City Bridge to open. Instead, they will wait about that long for an official assessment from the National Transportation Safety Board of why it collapsed just five days after its installation, killing at least six people. In the immediate aftermath of the disaster, many queries have centered on the unconventional technique used to build the bridge, something called Accelerated Bridge Construction, or ABC. But ABC is more complicated than its acronym suggests -- and it's hardly brand new. ABC refers to dozens of construction methods, but at its core, it's about drastically reducing on-site construction time. Mostly, that relies on pre-fabricating things like concrete decks, abutments, walls, barriers, and concrete topped steel girders, and hauling them to the work site. There, cranes or specialized vehicles known as Self-Propelled Modular Transporter install them. A video posted online by Florida International University, which helped fund the bridge connects to its campus, showed an SPMT lifting and then lowering the span into place.

In a now-deleted press release, the university called the "largest pedestrian bridge moved via SPMT in U.S. history," but that doesn't seem to mean much, engineering-wise. SPMTs have been around since the 1970s, and have moved much heavier loads. In 2017, workers used a 600-axle SPMT to salvage the 17,000 ton ferry that sank off the coast of South Korea in 2014. The ABC technique is much more expensive than building things in place, but cities and places like FIU like it for a specific reason: Because most of the work happens far away, traffic goes mostly unperturbed. When years- or months-long construction projects can have serious effects on businesses and homes, governments might make up the money in the long run. Workers installed this collapsed span in just a few hours. These accelerated techniques are also much safer for workers, who do most their work well away from active roads. The report goes on to note that the bridge collapse is still under investigation and the search for a culprit is ongoing. "The answers could run the gamut, from design flaws to fabrication flubs to installation issues," reports WIRED. As of publication, The Washington Post is reporting that an engineer called the state to report cracking two days before its collapse.

The California High-Speed Rail Authority announced today that the cost of connecting Los Angeles to San Francisco would total $77.3 billion, an increase of $13 billion from estimates two years ago, and could potentially rise as high as $98.1 billion. They also said the earliest trains could operate on a partial system between San Jose and the farming town of Wasco would be 2029, five years later than the previous projection. Los Angeles Times reports: The disclosures are contained in a 114-page business plan that was issued in draft form by the rail authority and will be finalized this summer in a submission to the Legislature. The rail authority has wrestled with a more than $40-billion funding gap, which would increase sharply under the new cost estimates. The biggest immediate driver of the cost increase has been in the Central Valley, where the rail authority is building 119 miles of track between Wasco and Merced. The authority disclosed in early February that the cost of that work would jump to $10.6 billion from an original estimate of about $6 billion. Roy Hill, one of the senior consultants advising the state, told the rail authority board, "The worst-case scenario has happened." In its 2014 business plan, the rail authority optimistically projected that it could begin carrying passengers in just seven years. But the warning signs of uncontrolled cost growth had already started mounting then, even though until this year the rail authority has vehemently denied that it was facing a problem. The project began having trouble buying property for the route almost immediately after it issued its first construction contract in 2013.

In its new high-end vehicles, Daimler says it will introduce programmable, "million-pixel" headlights that project warning symbols and driving tips on the road. "The technology, which Daimler calls Digital Light, was demoed as a concept ten years ago, but at the Geneva Motor Show it's finally being introduced as a feature that's 'expected' to be available on certain Mercedes-Maybach S-Class vehicles sometime this year," reports Gizmodo. From the report: Sitting alongside the vehicle's standard headlights are a pair of small monochrome projectors that each feature "a resolution of over one million pixels," Daimler claims, resulting in an "HD-quality" image being projected onto the road surface ahead of the vehicle. Using data from the car's onboard sensors, as well as traffic and obstacle data that GPS devices rely on, the headlights project symbols like a snowflake indicating slippery conditions ahead, a construction symbol reminding drivers to slow down for road workers, arrows for where to turn, and even simple white lines representing the size of your vehicle so you can immediately tell if you're able to squeeze into a narrow parking spot. The ability to selectively switch off pixels means the S-Class' headlights could help drivers avoid blinding oncoming vehicles or pedestrians, as onboard sensors detect faces and windshields and automatically dim the brightness in those areas.

Tesla has unveiled a new "workplace charging" program today, which offers businesses free Tesla wall connectors and will also cover installation, provided they meet certain qualifications set forth by the California carmaker. "Tesla won't cover the cost of operating the charging stations, and the company says there could be other permitting, construction, zoning, or labor costs," reports The Verge. From the report: The workplace charging stations will be compatible with all Tesla cars, but not with other EVs, and they won't show up on publicly available Tesla charging maps. The wall chargers are 240 volts, or "Level 2," which is capable of topping off a battery pack in a handful of hours, though the company says the charge rate will vary by location depending on the infrastructure available.

An anonymous reader quotes a report from CNET: Amazon CEO Jeff Bezos shared a video on Tuesday of his latest project: a giant clock designed to keep time for 10,000 years. Buried deep in a west Texas mountain, the project is in partnership with San Francisco-based group The Long Now Foundation, which grew out of an idea for a 10,000 year clock that co-founder Danny Hillis proposed back in the '90s. Now, the 500-foot tall mechanical wonder is finally undergoing installation. Bezos is fronting the cash for the $42 million project, saying on the project's website that the clock is "designed to be a symbol, an icon for long-term thinking." The clock is powered by a large weight hanging on a gear, built out of materials durable enough to keep time for 10 millennia. Bezos isn't the only noteworthy name on the clock project. Musician Brian Eno and writers Kevin Kelly and Stewart Brand are also involved in the clock's construction. The team has spent the last few years creating parts for the clock and drilling through the mountain to store the pieces. You can read Bezos's account of that and view photos of the progress here.

An anonymous reader quotes a report from Ars Technica: A two-year budget deal was approved by the House and the Senate this morning and signed by President Trump a few hours later. The budget (PDF) included a slew of tax credit extensions that will affect how the energy industry plans its next two years. Most notably, the deal extended a $0.018 per-kWh credit for nuclear power plants over 6,000MW -- a tax credit that is primarily going to benefit one project in the US. That project is the construction of two new reactors at the Georgia Vogtle nuclear power plant.

Interestingly, a bipartisan effort to increase and extend tax credits for carbon sequestration passed through this budget. The bill was pushed through by Senators Heidi Heitkamp (D-N.D.), Shelley Moore Capito (R-W.V.), Sheldon Whitehouse (D-R.I.), and John Barrasso (R-Wyo.). The bill would offer a tax credit per ton of carbon dioxide that is captured and either sequestered, used for another end product, or used for enhanced oil recovery. The credit applies to any facility that started carbon capture construction within the past seven years, and the credit extends for 12 years.

While the budget deal leaves the federal tax credit scheme for electric vehicles unchanged (automakers can still entice buyers with a $7,500 credit for the first 200,000 electric vehicles that roll off that automaker's line), the budget did include and extend some interesting tax credits for other kinds of non-traditional energy. Fuel cell vehicles saw an extension of tax credits that will allow purchasers of new cars a tax credit of between $4,000 and $40,000, depending on the weight of the vehicle (this is probably good news for potential customers of Nikola's in-development fuel-cell semis). Non-hydrogen alternative fuel infrastructure also scored, as the new budget lets installers of infrastructure for alternative fuels like biodiesel and natural gas deduct 30 percent of the cost of installing the new pumps. Two-wheeled electric vehicle buyers will also see a 10-percent credit extended (though that credit has a $2,500 cap). Per-gallon biodiesel and renewable diesel credits that expired at the end of 2017 will continue.

Amazon's indoor rainforest-like office space opened today after being in development for seven years. CNBC reports of what can be found inside the Spheres: The Spheres' three glass domes house some 40,000 plants of 400 species. Amazon, famous for its demanding work culture, hopes the Spheres' lush environs will let employees reflect and have chance encounters, spawning new products or plans. The space is more like a greenhouse than a typical office. Instead of enclosed conference rooms or desks, there are walkways and unconventional meeting spaces with chairs. Amazon has invested $3.7 billion on buildings and infrastructure in Seattle from 2010 to summer 2017, a figure that has public officials competing for its "HQ2" salivating. Amazon has said it expects to invest more than $5 billion in construction of HQ2 and to create as many as 50,000 jobs. The Spheres, designed by architecture firm NBBJ, will become part of Amazon's guided campus tours. Members of the public can also visit an exhibit at the Spheres by appointment starting Tuesday.

An analysis by more than 200 astronomers has been published that shows the mysterious dimming of star KIC 8462852 -- nicknamed Tabby's star -- is not being produced by an alien megastructure. "The evidence points most strongly to a giant cloud of dust occasionally obscuring the star," reports The Guardian. From the report: KIC 8462852 is approximately 1,500 light years away from the Earth and hit the headlines in October 2015 when data from Nasa's Kepler space telescope showed that it was dimming by unexplainably large amounts. The star's light dropped by 20% first and then 15% making it unique. Even a large planet passing in front of the star would have blocked only about 1% of the light. For an object to block 15-20%, it would have to be approaching half the diameter of the star itself. With this realization, a few astronomers began whispering that such a signal would be the kind expected from a gigantic extraterrestrial construction orbiting in front of the star -- and the idea of the alien megastructure was born.

In the case of Tabby's star, the new observations show that it dims more at blue wavelengths than red. Thus, its light is passing through a dust cloud, not being blocked by an alien megastructure in orbit around the star. The new analysis of KIC 8462852 showing these results is to be published in The Astrophysical Journal Letters. It reinforces the conclusions reached by Huan Meng, University of Arizona, Tucson, and collaborators in October 2017. They monitored the star at multiple wavelengths using Nasa's Spitzer and Swift missions, and the Belgian AstroLAB IRIS observatory. These results were published in The Astrophysical Journal.

The Department of Energy has decided to close the oldest double-shell tank at the Hanford Nuclear Reservation. The department says that Tank AY-102 has widespread damage and should not be repaired. The Tri-City Herald reports: DOE was required by Ecology, a regulator for Hanford's tanks storing radioactive and chemical waste, to empty enough waste from the tank to determine the cause of the leak by spring 2017. DOE confirmed in 2012 that waste from the inner shell of the tank was slowly leaking into the space between its inner and outer shells. No waste is known to have breached the outer shell to contaminate the soil beneath the tank. One of the goals of the inspection was to decide whether the tank could be repaired and returned to service, a scenario that appeared unlikely. Hanford has just 27 double-shell tanks, excluding Tank AY-102, to hold waste emptied from 149 leak-prone single shell tanks until the waste can be treated for disposal. Plans call for glassifying much of the waste at the vitrification plant under construction at Hanford. The waste is left from World War II and Cold War production of plutonium for the nation's nuclear weapons program.

Motherboard describes riding the Las Vegas monorail in 2008. "I was literally the only person on a train built to carry 222 people," arguing that "the tale of the Las Vegas monorail is an allegory for almost every other monorail that exists on this planet." An anonymous reader quotes their new report: Las Vegas has struggled to deliver on its monorail promise since the 3.9-mile track opened in 2004. The track runs parallel to the Strip -- behind all the massive, block-wide hotels. When the project was first proposed, promoters hoped to bring upwards of 20 million riders a year. In 2016, just 4.9 million monorail rides were taken. For reference, nearly 43 million people visited Las Vegas last year, according to the city's visitor bureau, and the city has a population of about 632,000.

In 2010, the not-for-profit company in charge, named Las Vegas Monorail, filed for Chapter 11 bankruptcy after failing to repay $650 million in construction loans. (It exited bankruptcy proceedings two years later.) But in true Las Vegas style, instead of taking the loss and heading home with its tail tucked between its legs, the company is doubling down. Now it's anticipating spending an additional $100 million in private financing to extend the monorail from the MGM Grand to Mandalay Bay -- a distance of less than a mile by foot. The company also asked the county to give it $4.5 million of public funds a year for 30 years to support the extension.
A Las Vegas newspaper got a succinct appraisal of the extended monorail's prospects from the director of USC's Transportation Engineering program: "I'm glad it's not my money." Next year ticket sales are expected to bring in just $21.4 million -- "the lowest amount since 2014" -- with the Monorail Co. blaming "additional competition" from Uber and Lyft.

But Motherboard argues that it's not just a Las Vegas problem. "In most cities where monorails exist, most people can't figure out what they're good for. In Mumbai, India, a three-year-old monorail does just 17,000 daily rides -- significantly short of the 125,000 to 300,000 passengers per day planners and backers anticipated."

An anonymous reader quotes BGR: Chinese construction workers digging on Christmas day found a gift that was wrapped 130 million years ago in the form of 30 incredibly preserved dinosaur eggs. The discovery was made in the city of Ganzhou at the future site of a new middle school, but work on the new facility had to be put on hold after the ancient eggs were discovered.

According to state media, the workers reported uncovering "oval-shaped stones" while clearing rock away using explosive blasts. The workers suspected they might be important so they alerted local law enforcement who took command of the site and contacted experts from a nearby museum who confirmed the "rocks" were actually fossilized dinosaur eggs. The eggs, which are thought to date from the Cretaceous period, are estimated to be as old as 130 million years. The location where they were discovered is believed to have once been an ancient lakeshore, which would have been a pleasant place for the dinosaurs to raise their brood.

An anonymous reader shares a report: China's financial hub of Shanghai will limit its population to 25 million people by 2035 as part of a quest to manage "big city disease," authorities have said. The State Council said on its website late on Monday the goal to control the size of the city was part of Shanghai's masterplan for 2017-2035, which the government body had approved. "By 2035, the resident population in Shanghai will be controlled at around 25 million and the total amount of land made available for construction will not exceed 3,200 square kilometres," it said. State media has defined "big city disease" as arising when a megacity becomes plagued with environmental pollution, traffic congestion and a shortage of public services, including education and medical care. But some experts doubt the feasibility of the plans, with one researcher at a Chinese government thinktank describing the scheme as "unpractical and against the social development trend."

An anonymous reader quotes Fortune: Call it a Christmas miracle -- albeit of a rather perverse sort. Theranos, the digraced medical-technology startup that infamously inflated the capabilities of its devices, has secured $100 million in new funding in the form of a loan. The loan, reported by the Wall Street Journal, will come from Fortress Investment Group. Fortress, whose other underdog bets include a private passenger rail line under construction in Florida, is set to be acquired by Japan's SoftBank. Theranos was reportedly on the verge of bankrutpcy...

By the end of 2016, the company reportedly still had $200 million in cash on hand, but had sharply limited prospects for attracting more capital. It has since settled a major lawsuit with Walgreens, a former client, for an undisclosed but likely substantial sum. According to the Journal, the Fortress loan is expected to keep Theranos solvent through 2018. That will give the company more time for its ongoing effort to reboot as a medical device manufacturer, rather than a testing service.
The loan is conditional on "achieving certain product and operational milestones," notes Fortune, adding "It's unclear whether those might include positive outcomes for the multiple investigations and lawsuits still facing the company."

China is building roadways with solar panels underneath that may soon have the ability to charge cars wirelessly and digitally assist automated vehicles. "This second solar roadway project -- part of the Jinan City Expressway -- is a 1.2 mile stretch," reports Electrek. "The building technique involves transparent concrete over a layer of solar panels." From the report: Construction is complete and grid connection is pending, but is expected to be complete before the end of the year. The Jinan City solar highway is formed with three layers. The top layer is a transparent concrete that has similar structural properties with standard asphalt. The central layer is the solar panels -- which are pointed out as being "weight bearing." The bottom layer is to separate the solar panels from the damp earth underneath. The road will be durable enough to handle vehicles as large as a medium sized truck. It was noted by engineers that wireless vehicle charging could soon be integrated and automated car functions could take advantage of the inherent data in this this already wired roadway. No details were given on which solar panels being used. Two separate sizes could be seen from the images. It looks like the solar panels are covered with a film to protect them from workers moving over them. Notice in one picture there is an individual sitting down with wires showing between the solar panels connecting them.

An anonymous reader shares an NPR report: More than 90 percent of California's crop workers were born in Mexico. But in recent years, fewer have migrated to the U.S., according to the U.S. Department of Labor. Researchers point to a number of causes: tighter border controls; higher prices charged by smugglers; well-paying construction jobs and a growing middle-class in Mexico that doesn't want to pick vegetables for Americans. As a result, the average farmworker is now 45 years old, according to federal government data. Harvesting U.S. crops has been left to an aging population of farmworkers whose health has suffered from decades of hard labor. Older workers have a greater chance of getting injured and of developing chronic illnesses, which can raise the cost of workers' compensation and health insurance.

Armand Winter shares a report from ZDNet: Microsoft president Brad Smith said the company will spend $150 million in transport infrastructure, public spaces, sports fields and green space. It expects the project will create 2,500 construction and development jobs. Microsoft's renovation budget is modest compared with the $5 billion Apple spent on its new spaceship headquarters in Cupertino, while Microsoft's Washington neighbor and cloud rival, Amazon, will spend $5 billion on a second North American headquarters, which will offer space for 50,000 people. "We are not only creating a world-class work environment to help retain and attract the best and brightest global talent, but also building a campus that our neighbors can enjoy, and that we can build in a fiscally smart way with low environmental impact," said Smith in a blog post.