Showing posts sorted by date for query infrastructure. Sort by relevance Show all posts
Showing posts sorted by date for query infrastructure. Sort by relevance Show all posts

Thursday, June 4, 2020

Metering for America by Alfred Leif

Metering for America is something you’re unlikely to see published today. It is a company history in the form of a hardback book.

I’m not especially interested in The American Meter Company. I’m a professional interested in the natural gas industry.

Author Alfred Lief gives attention to the wider gas industry throughout the book, from the early gas light companies that used gas manufactured from coal (or sometimes other things), the competition with electric lighting, expansion into gas for cooking and heating and finally the expansion of a national natural gas infrastructure.

Of course, there is plenty to be said about American Meter along the way. The second half of the book is arguably more about the company than about the gas industry in general.

Even so, I found the book fairly interesting, especially the discussions related to the development of gas up to World War I. It’s probably not of interest to a broad audience or widely available. I found my copy at a used book store in Omaha, Nebraska.

If you’re interested in this book, you may also be interested in

The Age of Edison by Ernest Freeburg

Contents Under Pressure by Sylvia F. Munson

Empires of Light by Jill Jonnes

How We Got to Now by Steven Johnson

Mr. America by Mark Adams

The Power Makers by Maury Klein

Leif, Alfred. Metering for America: 125 Years of the Gas Industry and American Meter Company. New York: Appleton-Century-Crofts, 1961.

Saturday, April 7, 2018

My Inventions by Nikola Tesla

Nikola Tesla’s autobiography, collected under the title My Inventions, originally appeared as six articles in issues of Electrical Experimenter in 1919. It is a surprisingly thin book, especially in light of the several biographies that have been written about him, and the possibly greater volumes propounding the mythology of an almost demi-god genius.

To be fair, Tesla was a very creative and productive inventor. His AC motors, and the power systems that support them, enabled a new level of industrial power and automation. In many ways it was the technological foundation of the power grid we have today.

Tesla was ahead of his time and he realized it. He knew that the success of AC motors was greatly aided by coming about at the right time. Even so, it took many years from Tesla’s design to become a prototype and for that to become a commercial product with an infrastructure to support its use. At the time he wrote My Inventions, the value and practicality of his later inventions were still hard for many to see.

One of these later inventions was the radio. Tesla didn’t use that term “radio.”  It’s probably fair to say that he misunderstood the phenomena he was working with. Even so, he could produce radio transmissions and put them to practical use. As a demonstration, he built radio-controlled boats. It’s a stretch to say that Tesla envisioned smart phones, but he foresaw the possibility of using radio to transmit many kinds of data and signals, sometimes to devices “not bigger than a watch.”

“The pressure of occupation and the incessant stream of impressions pouring into our consciousness thru all the gateways of knowledge make modern existence hazardous in many ways,” Nikola Tesla, My Inventions

These articles were written at the end of World War I. Tesla reflected on the potentials of technology in peace and war. He imagined that wireless communication could shrink the world, leading to the kind of cultural exchange, common ground and commercial connections that would reinforce peace. He also imagined a rocket that could be guided to its target by radio control or internal mechanism; we could call it an intercontinental ballistic missile (ICBM).

Though visionary, he was not an infallible genius. He held to notions of physics that were not supported even by the science of his time. He had some wild ideas about psychology, biology and other fields, though some of these were no more far-out and off the mark that many that were popularly accepted by his contemporaries.

Tesla wrote very much from his own experience and perspective. Though he speaks of his upbringing in eastern Europe, his education and his career in Europe and the United States, he spends little time reflecting on the places, cultures and broader events he experience. You’ll learn more about Tesla’s peculiar ailments than about the life of youth in late-19th Century Croatia. Perhaps that wouldn’t have sold many issues of Electrical Experimenter.

If you’re interested in this book, you may also be interested in


Tesla, Nikola. My Inventions. 1919. New York: Barnes & Noble, 1995.

Saturday, July 29, 2017

Move by Rosabeth Moss Canter

The major elements of America’s transportation infrastructure and policy frameworks are six decades old (or older in the case rail). We haven’t even kept up with the maintenance since then. In addition to taking care of what we have, we need to adapt to the changes in technology, culture and the economy that have occurred. Our policies haven’t been keeping up.

In Move, Harvard business professor Rosabeth Moss Kanter explores how we got here and how we can move forward. We got here by adopting a defense-oriented policy that emphasized cars (especially interstate highways) and air travel, largely ignoring rail, public transit and intermodal development.

The path forward has several elements. First is a focus on mobility. Transportation infrastructure is a technical, bureaucratic realm of deep silos. Mobility changes the focus to moving people and products around communities and the nation in whatever ways make sense. Physical mobility and economic mobility are tied, and if we want to strengthen our economic leadership on the world stage, we need to break down internal policy barriers to advancing the way people move.

That means developing a national strategy. Of course, a rigid approach won’t work because we have varied nation. However, national priorities and frameworks can make room for regional priorities, adaption and leadership.

Money is always in issue. There are potentials in public-private partnership (PPP), and that can be arranged in many ways. America has a world-leading freight rail system that has very limited public investment. Airports are generally owned by governments, and attempts to privatize them have meet a cool response from possible investors. However, there are examples of successful PPPs in which there is something for everybody.

I already mentioned that technology has come a long way in the past several decades, especially in the realm of communication and data analysis. Some transportation industries, such as airlines, are taking advantage of the opportunities in new technology, while other are lagging. There are many ways our transportation system can be smarter, and we need sensible ways of incorporating technology in ways that are safe without losing out on the benefits through unnecessary delays.

This requires leadership and vision, especially in government. Politicians are often motivated by short-term wins, but mobility is a long-term investment. We need leaders who can see passed the next election and the boundaries of party.

Finally, citizen engagement is important. Plans can quickly fail if the people who are going to use, pay for and otherwise feel the ultimate effects of new transportation policies and infrastructure are not informed, involved and empowered to take action that works for them.

If you’re interested in this book, you may also be interested in


Kanter, Rosabeth Moss. Move: Putting America’s Infrastructure Back in the Lead. New York: W. W. Norton & Company, 2015.

Saturday, February 18, 2017

Rust by Jonathan Waldman

It can be tough to be an engineer. You live in a world in which everything falls apart in spite of your best efforts. Constraints abound, not the least of which is that even the most enduring materials last only so long. If economics is the dismal science, engineering is the dismal art.

If the technical aspects of rust, more broadly corrosion, do not impress most readers, the economic aspects of it might. The U.S. Department of Defense (DOD) estimated in 2011 that it spent $21 billion annually dealing with corrosion. One might guess that corrosion is costing us at least as much in our civil infrastructure, private businesses and homes.

Of course, corrosion isn’t a sexy subject. To make its awareness videos on corrosion more appealing, the DOD recruited LeVar Burton, known for his roles in Roots and Star Trek: The Next Generation, to host. Journalist Jonathan Waldman attempts to hook his readers by starting his book, Rust, with a story of an American icon, the Statue of Liberty.

When the Statue of Liberty was built, her makers unintentionally created something like a giant battery. While this current worked well to preserve the copper shell of the statue, atoms of the iron framework began to shuffle away, leading to serious corrosion. By the 1980s, the problem was serious enough to inspire a major renovation effort.

Waldman approaches the problem of corrosion through stories. In the Statue of Liberty we see that is something historically overlooked by engineers and actively ignored by administrators who can pass the problem on to a successor. Similarly, the military resisted Congress’ push to make it more responsive to the issues. Since then, the DOD has integrated corrosion concern into the way it does business, but civilian agencies are mostly dragging their heels.

Only a few of the stories come from government. Waldman also looks at the issue from the perspective of the aluminum can industry and the Trans-Alaska Pipeline—his recounting of a pigging of the pipeline surprisingly conveys some of the sense of drama that the people who undertake the effort must feel. He also dips into the early history of corrosion prevention in the work of chemist Sir Humphrey Davy for the British Navy and Harry Brearley, a discoverer and popularizer of stainless steel.

Waldman’s book is not a textbook on corrosion by any means; it is written for a popular audience. He does try to present how serious an issue it is—especially how costly it is. Fortunately, reasonable solutions to some of our most pressing rust problems are within reach if we have the will to do something about it.

If you’re interested in this book, you may also be interested in


Waldman, Jonathan. Rust: The Longest War. New York: Simon & Schuster, 2015.

Monday, November 14, 2016

Lights Out by Ted Koppel

Much of the world, and America is particular, is heavily networked through a vast, distributed communication system of computers, cables, and transceivers. All this runs on electricity. Our major infrastructure is dependent on electrical power: water, sanitation, healthcare, communication and transportation. These systems, indeed even the systems that generate and distribute electricity are increasing controlled by networked computers.

This makes America extremely vulnerable to cyberattacks aimed at the electric system. If a major section of the power grid goes out, millions of people could be left without clean water, waste disposal and food. A well-orchestrated cyberattack could leave large parts of the country without power for as long as a year.

Journalist Ted Koppel explores this situation, and criticizes America’s state of unpreparedness and sometimes denial, in his book Lights Out. There are three major parts to his book.

First, he explores the vulnerability of the electrical system to cyberattack. I think he makes a fairly convincing case that the system is vulnerable and that some agents very likely already have the capacity to cause major damage to the system that could affect huge parts of the country.

Second, he looks into the state of our policies and preparedness. As you might expect for a nation of 50 co-sovereign governments, it is a patchwork. In addition, the major actors in preventing, planning for, and responding to catastrophes are focused on natural disasters or physical attacks by terrorists. These things shouldn’t be ignored, but the scale of a cyberattack on the electrical system could have a much larger scope in terms of the populations and territories affected.

Finally, he looks at how prepared the country is for the aftermath of such an attack. The answer is we are woefully unprepared. He looks into the prepper movement and the vast resources the Church of Jesus Christ of Latter Day Saints has put into readiness. He finds some models there, but no one has the resources to respond to such a massive disaster.

Of course, the issue is not simple. Preventing such an attack is difficult even if all the competing interests (utilities, federal agencies, local and state governments, privacy advocates, and many others) could agree on what to do, who should do it, and how far their authority should extend. It is all hugely expensive, especially preparing to respond to a massive outage, and it would take years to get ready.

Even so, Koppel clearly thinks we should acknowledge this vulnerability and start doing something about it. An imperfect plan, even if it is too little to late (it’s already too late because cyberattacks are already happening and major attacks could be launched with the press of a button), is better than no plan. He looks to the civil defense planning during World War II and the Cold War. Much of it was misguided or for show, but we learned valuable lessons that helped us make more effective responses and develop better policies.

Koppel writes as a journalist for a wide audience, and that was his intention. Readers do not need a background in engineering, utilities or security to understand the issues he brings up or their implications.

If you’re interested in this book, you may also be interested in


Koppel, Ted. Lights Out. New York: Crown, 2015.

Saturday, September 5, 2015

Public Utility Depreciation by NARUC

I don’t usually read reference books, or textbooks, all the way through like I did with Public Utility Depreciation Practices. Because of my new job as a “depreciation engineer,” I undertook reading this guide from the National Association of Regulatory Utility Commissioners (NARUC).

The title describes the content of the book. It includes some historical and legal background, but the bulk of the book is aimed at the practicalities of determining depreciation expenses.

The main elements going into depreciation rate determination are depreciation base, service life, net salvage, and depreciation computation methods. Depreciation base is the starting point; it represents the initial investment of capital that is to be recovered as a cost through depreciation. Generally it is the book cost (original cost of the infrastructure including materials, equipment, labor and related costs).

Most methods of computing depreciation are referred to as age-life methods. These methods spread the cost of the expected life of a piece of infrastructure. The preferred method is straight line depreciation. To apply these methods, one will need to know or estimate the life of the infrastructure under consideration and the net salvage value. The depreciation rate is the difference between the base and the net salvage, divided by the life of the infrastructure. With the exception of unique pieces, like types of infrastructure are lumped together because they are expected to have a similar life (wooden poles, steel poles, copper wire, conduit, etc.).

Life expectancy can be estimated by several methods. Survivor curves are developed from statistical studies of the life of particular types of infrastructure, though other methods may be used depending on the type and quality of data available.

Net salvage is estimated based on experience. The gross salvage is the price received for the equipment or materials retired. The cost of removal is subtracted from this to calculate the net salvage. Sometimes it can cost more to remove infrastructure than the value of the retired equipment and materials, so net salvage can be negative.

Calculating depreciation is more art than science. Projections of future values are inherently tricky. Growth can cause infrastructure to become inadequate before it is expected, or slower than expected growth can extend the life infrastructure. New regulations can make infrastructure obsolete in an instant, as can new technologies. In addition, utilities are constantly adding and retiring infrastructure. Amidst this uncertainty, regulators must balance the level of service needed by utility customers with the returns needed by utility investors in a complex environment.

Admittedly, a book from 1968 may seem dated. However, many of the practices described are still in use. Government regulation of monopoly utility rates in the United States has been occurring for more than a century, and the practices to not change rapidly. Even so, some of the practices described were considered obsolete, or near obsolescence, at the time of publication, and are not likely to be encountered now unless you’re a financial historian combing through moldy account books.


National Association of Regulatory Utility Commissioners. Public Utility Depreciation Practices. 1968. Washington, DC: Author, 1974.

Monday, September 2, 2013

New & Interesting Stuff Sept. 2, 2013






London Under by Peter Ackroyd

London is an ancient city. The Romans established a settlement their a thousand years ago, but they weren’t the first inhabitants of the valley. It sits on soil into which everything slowly sinks. Rivers that brought life to the valley became choked with filth and were buried. The ground under London is thick with history, and the infrastructure of a modern metropolis mingles with the remains of its ancestors. Peter Ackroyd describes what is beneath the surface of that great city in London Under.

Ackroyd goes back to the earliest settlers of the area and the archeological remains of their lives. Their holy places were overbuilt by Roman temples. The temples dedicated to Roman gods were overbuilt by churches. Old paths became Roman roads. The filth of a city covered these roads and turned them back into dirt paths. Modern people paved them anew with brick, and later asphalt or concrete. It’s all still there, though, one thing layered over the other, but often still following the outlines ancient paths.

As you might expect from a man with who has worked with water, some of my favorite chapters relate to the rivers and sewers. London was built around rivers. As the population grew, these rivers became open sewers, carrying away all manner of waste until they were too filthy and stinking to bear. These rivers were enclosed and became underground sewers. As the city grew, it overwhelmed the sewers and turned the Thames into a stinking mess. Eventually it inconvenienced Parliament enough that they engaged the problems seriously in the 19th Century, putting in place interceptor sewers that carried the waste away from the city. Many of the sewers that are now more than a century old are still in use.

Another feature of London that fascinates my engineering side is the Underground. The city has the oldest underground railway system. The first lines are more than 150 years old. It was built in bits and pieces by competing private companies, though now it is a unified system. The Underground has become such a part of London life that a literature related to it has developed. The tunnels have been the settings of novels and the inspiration for poems.

World War II and the Cold War were another significant phase of buried construction. The British government built many tunnels and bunkers to protect government resources threatened by war. During World War II, so many people sought shelter in the Underground that the government was forced to provide shelter space for people escaping the bombs.

Like any modern city, London now has an extensive underground infrastructure. Pipelines carry drinking water, sewerage, electric and telephone wires, fiber optic cables and all the other things that connect people to services in their homes and workplaces.  These important systems are hidden underground, out of site and possibly too often out of mind, where their work apparently does not disturb the sleeping remains of the many things that had come before.

If you are interested in this book, you may also be interested in


Ackroyd, Peter. London Under: The Secret History beneath the Streets. New York: Anchor, 2011.

Tuesday, January 22, 2013

New & Interesting Stuff Jan. 22, 2013

All things are possible to him that believes





The Big Thirst by Charles Fishman

More than 1 billion people do not have access to clean drinking waterAustralia has suffered a decade-long, continent-wide drought.  Even seemingly water rich places, like Atlanta, Georgia, can’t get enough water.  Many are talking of a global water crisis.  Except, as Charles Fishman aptly states it in The Big Thirst, “There is no global water crisis, there are a thousand water crises, each distinct.”

I think the story of Atlanta and Lake Lanier, as told recounted by Fishman, is especially instructive.  Lake Lanier on the Chatahoochee River is the source of 75 percent of the water used by Atlanta, 5 million gallons a day.  A drought in 2007-2008 brought the level of the lake dangerously low, prompting downstream states to sue over the amount of water Atlanta was taking.  The federal court declared that Atlanta had been illegally receiving water from the lake and had to find another source.  Atlanta has a lot of resources, barely tapped conservation efforts, reuse, and alternative supplies, but with a lack of political will, leadership, and vision, it leaders threw up their hands in impotent defiance of the court and whined they must have Lake Lanier water.  When the lake was built, Atlanta passed on paying for a piece of it thinking it would never be needed, and now they think they can’t live without it.


Part of the point Fishman makes it that water crises are more often than not political crises.  There is a lack of political will and sense of necessity, even though the problems can be plain and the solutions within reach.  The Big Thirst includes examples from around the world (the United States, India, and especially Australia) where people are facing water problems.  Happily, many of them have taken a more realistic and reasonable approach than Atlanta.

Fishman is going for something deeper, though.  Our political and economic stumbling in the area of water management stems for our cultural relationship with water.  It is obviously necessary for life.  We also consider it beautiful, it is part of our landscape, and in some places it has important religious significance.  Even so, we have difficulty understanding the value of water, comparing one use to another, assigning responsibility for its distribution and quality, acknowledging the infrastructure needed to have water when and where it is needed.  It the West, where for the last century we have enjoyed incredible access to abundant water, we hardly ever think about water unless we have some professional connection to it.

We can’t continue to be mindless of water.  The systems of water abundance we built in the last century aren’t sustainable without major ongoing investment.  In light of climate change, they may be altogether unsustainable.  Even without climate change, much of our water policy dates to a time of unusual water abundance.

Fishman encourages water mindfulness.  We need to reconnect to water.  In part, this reconnecting means understanding what it means to have water in our homes and in our streams.  It is also connecting to how critical water is to food, energy, commerce, health, and almost every aspect of life.  Our decisions about water need to be rooted in reality.

If you’re interested in this book, you may also be interested in

I’ve also written about Atlanta and Lake Lanier at Infrastructure Watch:

Fishman, Charles.  The Big Thirst: The Secret Life and Turbulent Future of WaterNew York: Free Press, 2011.

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