Month: July 2008

Litter or gift?

Here’s something I’ve thought about in relation to free newspapers. Some people get annoyed when they see free newspapers left on the train and the platform. I used to disapprove of littering of this kind too.

However, I once heard someone on the train complaining about the selfish people who took their newspapers away with them. ‘Why don’t they leave them behind so that others can read them too?’ they grumped.

Now that I’ve taken the train after rush hour and have felt the disappointment of not finding any newspapers, I too appreciate the amenity of ‘littered’ newspapers.

I wonder if people leave their papers because they’re lazy or out of thoughtfulness? I suspect it’s laziness in most cases.

Stair climber

I am an escalator climber. Ninety-nine per cent of the time*, I will take the climbing lane (which in London is the left lane, odd because on the roads they overtake on the right).

When I get off my Tube train, there is usually two train-fulls of commuters shuffling to get on the escalator. I immediately migrate to the left of the crowd to get into the climbing lane. This is an imaginary lane — it’s not until you get to the escalator that the climbing and standing lanes are defined.

It can be a teeny bit frustrating when I stand behind someone who turns out to be an escalator stander. It means either I haven’t moved far enough to the left or some stander has cheated by illegally using the faster climbing lane to get into prime position.

So every morning I play a game where I try to stand behind people who look like climbers. It’s trickier than it should be. Sometimes, perfectly healthy looking men in suits and flat shoes turn out to be lazy standers. Then you have women with dangerously high heels who turn out to be climbers. One trend that is clear, though, is the fatter the person, the more likely that they are standers.

This makes me think of positive (self-reinforcing) feedback loops.


In related news, I’ve finally bitten the bullet and resolved to take the stairs to the fifth floor, where my desk is at work. I did it every day last week. I hope I can keep it up.

Five floors is not a lot. It takes me about two minutes, which is about the same time as it takes to wait for a lift and stop at all the floors in between (which is what happens at rush hour). I’ve avoided taking the stairs because (I know this sounds weird) I felt embarrassed walking past the crowd waiting for the lift. I felt especially embarrassed if someone in that crowd knows I work on the fifth floor because they, too, work on the fifth floor. In that context, being a shown to be a stair climber seems self-righteous and snobbish.

So now I breeze past the lift crowd, (a) avoiding eye contact with anyone I might know, and (b) pretending I only need to go to the first floor.

(If someone gets in the lift on the ground floor and gets off on the first floor, I have nothing but ridicule for them. Unless they have a disability, like a limp.)

The main reason I climb stairs and escalators is to build up my chocolate consumption credit. Also, as someone told Damjan, who told me, there will come a time in my life when I physically don’t have the option to climb stairs (and, of course, climbing stairs now can delay that future deterioration of my body).

*I stand on escalators when I’m with someone else and I want to continue a conversation and in case they don’t want to climb.

Lost ID

I had a great weekend with Damjan, the last one for six few weeks because he’s going back to the southern hemisphere for a while. The only grey cloud on the weekend was discovering that I had lost my driver’s licence.

I had taken my licence out of my wallet at Paddington station so that I could pick up my pre-paid train tickets. I must have lost the licence somewhere in the station or on the train. I am extremely absent minded. I’ve been getting better but I’ve lapsed a few times in the past couple of months.

Mostly, I was worried about having my identity stolen. As the weekend went on, I started to regret not signing up for the identity insurance that my credit card company tried to badger me into buying.

Today, I made phone calls to the train company, the Paddington ticket counter, customer service, Heathrow (because I had loitered at the Paddington Heathrow Express counter), and the pie shop where I bought my dinner on Friday night.

Finally, I was given the phone number for Paddington’s left luggage service. Not only do they store luggage for a fee, but they also collect lost property and release it back to their grateful owners for a ransom.

My desperately crossed fingers must have done the trick because the person on the other end of the phone line said, ‘Yes, we’ve got it.’

Hooray!

After work, I took the Tube to Paddington and scurried to the left luggage office next to platform 12.

‘Hello! I called today and the person on the phone said that you have my Australian driver’s licence.’

The boy went to the back of the room and came back with a small rectangle. My heart leapt as I recognised the month and year of my birth date at the back of the card.

‘Is this it?’ he asked.

‘Yes! Thank you!’

‘Do you have any ID, a driver’s licence or something…’ He caught himself. ‘…besides this one?’

‘No.’ As I’ve written before, ID is not something I have in the UK.

‘If it helps,’ I added, ‘that licence has my photo on it.’ I smiled a big smile, the same smile that’s on my licence.

He swayed, uncertain for a moment, then shrugged. ‘Okay. Here you go.’

(As a bonus, he didn’t charge the £3 normally due for reclaiming small lost items.)

Absent army

Stepping out of the Tube train onto the platform of my usual station, I was surprised to see a clear plastic garbage bag taped to the wall. It was filled with free newspapers, the most common detritus of the Underground. I saw another taped bag ten metres along the corridor.

One of the quirks of the Underground is that there are no bins — not a single one. I found this out early on in my Tube career when, suffering severe sniffles, I couldn’t find a bin to dispose my mass of used tissues.

It’s because of terrorism. Even before 9/11 and 7/7, since the 1970s the Underground has been under attack from groups like the IRA. Bins are potentially handy places to hide bombs, I guess.

Even without bins, you’d be surprised at how clean Underground stations are. I don’t remember any litter in stations, except for occasional newspapers. Each station is patrolled by an army of cleaning staff, picking up papers and bottles, mopping up pavement pizza

As I climbed up the escalators, an announcement on the PA system explained the taped up rubbish bags.

‘Attention! There are no cleaning staff at the station today. Please take all your litter with you, including free newspapers.’

I expect that by the end of the day, the station looked like a landfill.

Biofuels in 400 words or less

One of the questions I really struggled with in the IEMA exam last week was this one:

“Biofuels are the sustainable future for transport fuel.”

Define what a biofuel is; discuss the advantages/disadvantages of biofuels; and provide an opinion, supported with reasons, on whether you agree or not with the above statement.

The production and use of biofuels are an extremely complex sustainability issue. This question was accompanied with the instruction to candidates:

Each answer per whole question (not for each part of each question) must be between 250 and 400 words (including words within diagrams) – candidates who exceed the 400 word limit will fail that question

Yikes! In 400 words or less, solve the world’s energy security/food/climate change/habitat destruction/rural displacement/biodiversity problems!

Here is my response. It took me a whole day to write this so that I could be within the word limit. It’s times like these that I’m quite glad I’m not an expert in biofuels! People who know more (Yap, I mean you) might find this response necessarily simplistic


Biofuels are made from biomass, most commonly plant material (DFT, 2005). There is worldwide focus on the potential for liquid biofuels to substitute petrol and diesel in meeting future transport needs (OECD/ITF, 2007).

Advantages

Disadvantages

Greenhouse gas (GHG) abatement – Biofuels produce less GHGs compared to fossil fuels; emissions are offset by the carbon that plants absorb while growing.

Emissions arise across all lifecycle stages – Fossil fuels are used to operate biofuels infrastructure, in cultivation, conversion, distribution and use. Compared to fossil fuels, grain-based biofuels reduce GHG emissions by as little as 10-30% (OECD/ITF 2007, Royal Society 2008)

Energy security – By displacing fossil fuels with biofuels (which are renewable), countries can reduce reliance on increasingly costly imported oil.

Limited land – The UK will be unlikely to achieve significant levels of fuel security by growing biofuels on its own land (Royal Society 2008).

Rural development – Biofuels industry can generate income for rural communities in both developed and developing countries.

Driving deforestation – Biofuels demand can drive deforestation, as farmers seek to generate income from as much arable land as they can control.

Other impacts of intensified agriculture – Biofuels cultivation is likely to increase water use, soil erosion, fertiliser use, convert ecosystems to monocultures, and impact visual amenity of uncultivated land.

Waste as feedstock – Second generation biofuels can use waste feedstocks (e.g. vegetable waste and cooking oils). This can lead to GHG savings of around 70% (OECD/ITF 2007, NNFCC 2007).

Food shortages – First generation biofuels use conventional food crops (e.g. wheat, maize, sugar and palm oil) (Royal Society 2008). Demand for biofuels could divert both crops and land from food production.

Are biofuels the sustainable future for transport fuel? In the case of first generation biofuels, the answer is ‘no’. Their relatively low GHG abatement does not justify the high risk of driving food shortages. However, looking to the future, a sustainable transport system should incorporate biofuels that:

  • Are based on dedicated high yield energy crops, co-products from food production, and organic wastes (Royal Society 2008);
  • Wherever possible, make use of marginal land of low agricultural or biodiversity value;
  • Are cultivated on sustainably managed cropland (integrated management of biodiversity, water, soil erosion, chemicals use, etc.);
  • Run efficiently in vehicles designed to use biofuels; and
  • Are priced to reflect environmental and social costs.

Advanced biofuels can then form part of a sustainable transport system, one that promotes biofuels alongside energy efficiency and reducing the demand and need for motorised transport.

Word count
397

Cited references
DFT – Department for Transport (2005), Renewable Transport Fuel Obligation (RTFO) feasibility report, available at link, accessed on 22 June 2008

NNFCC – National Non-Food Crops Centre (2007), ‘Liquid fuels’, website, available at link , accessed on 22 June 2008

OECD/ITF – Organisation for Economic Co-operation and Development and International Transport Forum (2007), ‘Biofuels: Linking Support to Performance’, Summary and conclusions from the Transport Research Centre, round table 7-8 June 2007, Paris, available at link, accessed on 22 June 2008

Royal Society (2008), Sustainable biofuels: prospects and challenges, policy document 01/08, The Royal Society, London, available at link, accessed on 22 June 2008

Becoming chartered

Becoming a chartered professional has always been tricky for environmental engineers, even engineering project managers. Being an engineer means solving problems. Usually, engineers design physical solutions (bridges, circuit boards, water pipes) for society’s problems. On the other hand, for the last few years, I’ve been working on management systems, policies and strategies. In the traditional sense, I’m not an engineer, yet I think of myself as designing non-physical solutions to the same problems.

We’ve tried to make this argument to Engineers Australia, who won’t allow us to become chartered engineers without us demonstrating that we have design skills. Unfortunately, they’re sticking to the relatively traditional definition of design so I’ve found myself unable to be a chartered engineer in Australia.

I don’t object to the way Engineers Australia have chose to define the job of an ‘engineer’ because I work alongside ecologists, physicists, social policy analysts, media specialists, microbiologists, environmental scientists, geographers — and we all do similar work. Perhaps they’re right. Perhaps I’m not doing engineering work.

To progress through an engineering company, more often than not, one needs to be chartered. That’s why for the last few weeks, I’ve been doing a take-home exam to become an associate member of the Institute of Environmental Assessment and Management (after that, there are a few more steps before I can be a chartered environmental professional). Doing the exam has meant little time for cooking, blogging, seeing friends and Damjan, and regular exercise.

Sitting in front of a computer doing heavy thinking all weekend is never much fun. But if one has to do an exam, then the IEMA exam is not a bad one. I learned a bit and got to write about a pet topic or two.