LHow will the new generation of 500 watt panels shape the solar industry?
With three models of 500-watt solar panels officially unveiled, here’s a look at what that means for the future of project development and the solar industry at large.

MARCH 5, 2020 TIM SYLVIA
BALANCE OF SYSTEMS
BUSINESS
COMMERCIAL & INDUSTRIAL PV
COST AND PRICES
INSTALLATIONS
MANUFACTURING
MARKETS & POLICY
MODULES & UPSTREAM MANUFACTURING
OPTIMIZERS & INVERTERS
PRODUCTS
RACKING
TRACKERS
UNITED STATES

Image: Vincent Shaw, pv magazine

Share

There are two solar module manufacturers, Risen Energy and Trina Solar, that have unveiled first-of-their kind 500W, 72-cell PV modules.

How will the advent of 500-watt solar modules change the solar industry?

“For applications where you have a lot of area, particularly commercial and especially utility-scale, it’s really significant,” CEO of Cinnamon Energy Systems Barry Cinnamon told pv magazine. “You could just use fewer modules, it reduces handling costs and overall balance-of-system costs go down.”

If there are less modules needed to reach the capacity specifications of a project, that means overall project costs will go down as these modules become economically viable. A significant area that will see cost reduction will come from the racking and trackers.

“It’s going to drive down the cost of racks and trackers per module,” said Matt Kesler, head of technology at OMCO Solar, an Arizona-based racking and fixed tilt tracking manufacturer. “It’ll reduce the cost per watt of installation labor. It’s also going to give a premium on racks and trackers that are designed for ergonomics. As these things get bigger they’re going to get heavier and wider. if there are features in the trackers and racks that assist in the placement of the modules, that’s going to have more value.”

The consensus among the installers interviewed by pv magazine was that the average module installed checks in at 380W. This means that Trina and Risen’s panels deliver around 31% more power than the average installed panel. Cinnamon said that 10 years ago, the average module output was about 250W.

As neat as that calculation is, these panels have a long way to go until they are industry standards, let alone the benchmark for the average installation.

“It takes about five years for the industry to change all of its assembly equipment to a new size,” said Cinnamon “It’s a lot of work to buy new equipment because often it can’t be reprogrammed… We’re talking three to five years to change out all of that equipment.”

“The most common sector is going to be C&I,” said Jock Patterson of Fronius USA, an inverter company. “I see these on rooftops where space is limited and they want higher efficiency modules. Large suppliers are going to feel the pressure to supply an inverter that’s 1,500 volts. Those who aren’t providing that are going to feel like they’re missing out on those larger rooftop projects.”

That change will not be industry-wide. The residential solar market will see little direct impact as these modules become commercially available — as 72-cell modules have always been too large to be practical for home installations where roof space is limited, work spaces are angled and workers have to be able to carry the modules individually up ladders. Anything beyond the standard 1-meter by 1.6-meter 60-cell module is too cumbersome.

The hope for the residential installers that pv magazine spoke with was that the technologies used to get these modules to 500W will eventually tickle down to their 60-cell brethren. In turn, this would mean that residential installations would be able to take up less roof area while providing more power, ultimately driving down balance-of-system costs.

Risen claims that it could easily reach 600Wp of output with a 60-cell panel.

Share
TIM SYLVIA
Tim Sylvia is a recent graduate of Hood College who has been with pv magazine since May 2018.
More articles from Tim Sylvia

tim.sylvia
Related content
Trina unveils two 500-watt bifacial solar modules
Hardware and Services Brief: 72-cell heterojunction, fuzz and buzz, Tesla making its own battery cells, more!
Hardware Brief: Solar mandate in real life, two types of weird new racking, 50/150 cell 500 watt module, more!
Elsewhere on pv magazine…
2020 module market forecast
PV-MAGAZINE.COM
2020 module market forecast
PV-MAGAZINE.COM
Remove the cap to sure up PV sector
PV-MAGAZINE.COM
4 comments
Miles C Russell
March 5, 2020 at 11:41 am
The PV module in the photo does not appear to have 72 cells, but rather 100 cells in a 5 x 20 layout. Also, there is a misleading comment about 1500V inverters and rooftops, when we all know that 1500V systems cannot be placed on rooftops, per the National Electrical Code. Further, it does not seem that efficiency improvements have led to this increase in power, but additional cells.

REPLY
Steven Caskey
March 5, 2020 at 2:16 pm
More output on solar panels means less of a foot print. That is extremely valuable to some.
Not all systems will be roof mount. Houses in most cities just aren’t that large of a roof area.

REPLY
Bob White
March 5, 2020 at 2:18 pm
In the US commercial rooftops are limited to 1000V max by NEC 690.7 “PV system dc circuits on or in buildings shall be permitted to have a maximum voltage no greater than 1000 volts.”. Only ground mount may use 1500V.

REPLY
John
March 5, 2020 at 3:48 pm
Wondering what this will do the re-power market. Fields of solar panels that were put up 10 years ago could double or more their output – assuming the transmission capacity is there.
I haven’t watched residential solar installers, but I would have assumed that at least some of them would have gotten the ladder hoist systems by now. One of my neighbors had his roof replaced two years ago and the crew used one to get the shingles up.

I would love it if there was a 600W, 60-cell panel. Even 500W would be great.

REPLY
Leave a Reply
Please be mindful of our community standards.

Your email address will not be published. Required fields are marked *

Comment

Name *

Email *

Website

Save my name, email, and website in this browser for the next time I comment.

Notify me of follow-up comments by email.

Notify me of new posts by email.

Post Comment
By submitting this form you agree to pv magazine using your data for the purposes of publishing your comment.

Your personal data will only be disclosed or otherwise transmitted to third parties for the purposes of spam filtering or if this is necessary for technical maintenance of the website. Any other transfer to third parties will not take place unless this is justified on the basis of applicable data protection regulations or if pv magazine is legally obliged to do so.

You may revoke this consent at any time with effect for the future, in which case your personal data will be deleted immediately. Otherwise, your data will be deleted if pv magazine has processed your request or the purpose of data storage is fulfilled.

Further information on data privacy can be found in our Data Protection Policy.

LEGAL NOTICE TERMS AND CONDITIONS PRIVACY POLICY © PV MAGAZINE 2020

Welcome to pv magazine USA. This site uses cookies. Read our policy.

U.S.
CORONAVIRUS FLIGHT CANCELLATIONS, TRAVEL ADVISORIES, WAIVERS: WHAT TO KNOW ABOUT U.S., ITALY, JAPAN AND MORE
By Jenni Fink On 3/04/20 at 2:16 PM EST
U.S. TRAVEL HEALTH
The spread of the new coronavirus that causes COVID-19 has lessened people’s desire to travel, causing airlines to suspend or reduce flights and offer waivers for customers to change their plans.

Officials in 73 countries, including the United States, have reported more than 90,000 cases to the World Health Organization (WHO) as of Tuesday. China’s seen the biggest impact, with more than 80,000 people becoming infected. About 80 percent of cases outside China were found in three countries—Iran, Italy and South Korea—but travel worldwide is taking a hit.

"There is a lot of uncertainty around coronavirus, and it is pretty clear that it is having an effect on travel demand—not just from China, and not just internationally, but for domestic business and leisure travel as well," Roger Dow, president and CEO of the U.S. Travel Association, said in a statement.

On Wednesday, Delta announced a reduction in weekly flights to Japan, where there have been 268 cases, according to WHO, because of a drop in demand.

Round-trip flights from Tokyo to Portland, Oregon; Nagoya to Detroit and Honolulu; and Osaka to Honolulu will be reduced from a daily schedule to three times a week, beginning March 7. Daily round-trip flights from Tokyo to Atlanta and Minneapolis will run only five times a week until full service resumes April 30.

Summer seasonal service between Seattle and Osaka will be suspended for 2020 and pick back up in 2021, according to Delta. Affected customers may be able to rebook on alternate flights or flights taking off after April 30 or receive a refund. United Airlines also suspended some service to Tokyo.

On January 21, Washington became the first state to report a case of the new coronavirus, and its case count has grown to 27, according to the U.S. Centers for Disease Control and Prevention. Five weeks after the first case was identified, CDC officials reported the first death, involving a man in his 50s. Since Saturday, eight other people have died in Washington—mostly involving people who are elderly or have underlying conditions—bringing the total death toll in the U.S. to nine, according to the CDC.

A plane sits on the tarmac on March 1 in Columbia, South Carolina. Airlines are suspending or reducing flights because of the new coronavirus’ spread worldwide.
SPENCER PLATT/GETTY
As President Donald Trump departed the White House on Tuesday, he told reporters his administration was not looking at restricting domestic travel to prevent the virus from spreading.

Although there aren’t any restrictions on domestic travel, United Airlines is allowing people to change trips that are booked between March 3 and 31 for free, as long as the change is made within 12 months and the ticket is of equal or lesser value. Those who want to cancel their trip can apply the value of the ticket to a new one, without a fee, for up to 12 months from the original ticket’s issue date.

Vice President Mike Pence applauded Trump for quickly restricting travel from China. Meanwhile, the president said he would consider expanding limitations on travel to the U.S. from countries with significant outbreaks, such as Italy and South Korea.

The State Department advised Americans to reconsider traveling to Italy and, if they were to go there, not to visit the regions of Lombardy and Veneto, where local quarantines were enacted. Delta and American Airlines suspended flights between New York’s John F. Kennedy Airport and Milan, the capital of Lombardy, until May 1 and April 25, respectively. Delta’s seasonal service between JFK and Venice was pushed back to May 1 from its original start date of April 1.

Americans were also advised against traveling to South Korea, which was under a Level 3 travel advisory due to an outbreak in Daegu. As of Tuesday, there were 4,812 cases in South Korea, and Delta, United and American had all reduced service to Seoul, the capital city.

RELATED STORIES
To accommodate qualifying customers with upcoming travel plans who may not want to visit Italy or South Korea, Delta and United have waived change fees. American also waived change fees for passengers traveling to Italy but gave South Korea travelers the additional option of canceling altogether.

The U.S Travel Association predicted international travel to the U.S. will drop 6 percent over the next three months. If that happens, it would be the largest decline in international inbound travel since the 2008 financial crisis.

As of Tuesday, the only restrictions on travel into the U.S. due to the new coronavirus are on foreign nationals who have been in Iran or China within 14 days of their expected arrival. Given the extent of the outbreak in China, Delta, United and American all suspended service until April 30, and United and American offered qualifying customers the option to cancel their trip. Qualifying Delta customers were able to rebook travel without paying a change fee.

Dow acknowledged that people are wondering if it’s safe to travel and urged everyone to bear in mind that restrictions and warnings were specific to areas where there are outbreaks.

"Right now, there is absolutely no official guidance that people need to be reconsidering travel in the U.S.," he said.

REQUEST REPRINT & LICENSING OR VIEW EDITORIAL GUIDELINES
CHOOSE A MEMBERSHIP THAT’S PERFECT FOR YOU!
PRINT & DIGITAL
Weekly magazine, delivered
Daily Newsletter
Website access

SUBSCRIBE
PRINT ONLY
Weekly magazine, delivered
Daily Newsletter
Website access

SUBSCRIBE
DIGITAL ONLY
Free access to 40+ digital editions
Website access
Daily Newsletter

SUBSCRIBE
© Copyright 2020 NEWSWEEK

by Editor | Aug 7, 2018 | Forwarderlaw News |

Simone Lamont-Black, Scotland, Simone.Lamont-Black

This book is based on selected papers presented at conferences in Edinburgh[1] and Antwerp[2] on contemporary issues in freight forwarding. It illustrates the legal minefield that encircles the business of freight forwarding and adopts a comparative methodology to the examination of key issues.

The contributions cover a number of legal topics and jurisdictions. A general introduction and identification of fundamental concepts is followed by a classification of freight forwarders and their duties, an analysis of private international law aspects of jurisdiction and applicable law, culminating in an examination of selected regional and country specific standard freight forwarding contract terms. Since the business of freight forwarding usually involves the carriage or organisation of the carriage of goods, often by a number of transport modes, mostly including road transport, particular attention is allocated to multimodal transport issues and to the CMR.[3]

Detailed appendices give the reader access to the relevant carriage conventions, standard industry documents and standard freight forwarding contract terms, which represent the wider context to many of the issues discussed and analysed in the contributions.

The duties and liabilities of freight forwarders have long been debated and are regulated in different ways depending on the type of activity agreed, whether a mandatory (carriage) regime applies, and if under national law particular rules apply. The inherently international nature of transportation of goods also means that the transit is likely to pass through a number of jurisdictions with different legal concepts and national laws, and with different policies relating to the incorporation of international conventions, which, to a larger or lesser extent, may curtail freedom to contract.

While standard contract terms recommended by freight forwarding organisations may be adopted by freight forwarders, the effect of their incorporation may differ depending on the jurisdiction in which they are in issue. Even internationally accepted standard forms may receive different interpretations in different jurisdictions. Some countries enact special provisions regulating freight forwarding services, with more or less room for the adoption of industry rules. Questions of jurisdiction and applicable law are therefore never far from the surface and some parties, carrier or shipper, may engage in forum shopping to ensure a jurisdiction “friendly” to their view of matters.

Whether standard terms and conditions have been successfully incorporated, may be easier to claim in some fora than others. In countries where standard terms have been negotiated and are recommended by both, forwarders and shippers, incorporation may be liberally accepted absent an indication to the contrary, such as in the Nordic countries and Germany. But elsewhere detailed incorporation may need to be expressly agreed before standard terms can be relied upon. This may cause difficulty, in particular in areas of fast moving transport business where contracts are seldom reduced to writing, unless a framework contract is in place. However, for the smaller freight forwarder or the typical one person-one lorry forwarder this may not be the norm.

The problems are further exacerbated by the very vague notion of what it is to be a freight forwarder and what, in any particular instance, has been promised by way of contractual performance. The job description of a freight forwarder has developed considerably from the core obligation to organise the transportation of goods and related customs and border clearance services. The contemporary function in commercial terms is flexible and uncertain, ranging from the provision of minimal transport services to large and complex supply chain operations. Furthermore, the contemporary freight business attracts a number of business models, from one man-one vehicle carriers, to large shipping lines, to large shippers expanding into freight solutions, to large freight forwarding businesses, some with and others without rolling stock, relying on outsourcing of all cargo handling and carriage. And to each type of forwarder and forwarding business there may attach a distinct legal environment.

A freight forwarder may simply organise transportation through others or be directly involved in the carriage of goods. He may act as agent of the shipper or assume carrier liability, whether or not as an actual carrier. Certain carriage or freight documents such as FIATA’s Multimodal Transport Bill of Lading or Multimodal Transport Waybill or BIMCO’s MULTIDOC and COMBICON Bills of Lading denote the issuer as carrier, whether a non-vessel owning carrier (NVOC) and outsourcing transportation or not.

Some legal systems may attribute carrier status to freight forwarders based on particular parameters, such as, under German law, the charging of a fixed rate for the services or the consolidation of goods by the freight forwarder. The French classification as a commissionnaire de transport combines organisational duties and inflicts carrier liability, although normally back-to-back with the performing carrier. In the UK, the question of whether a freight forwarder has contracted as agent or carrier is investigated separately in each case and the standard contract terms used by the British freight forwarding industry are careful not to give any indication of the capacity in which the services are performed, leaving it to the parties to designate this or, more often, a judge or arbitrator to determine it as a question of fact.

Even where it is clear that a freight forwarder is contracting as agent, further questions may arise as to the terms negotiated with carriers and whether they provide his customer with the best recourse and least liability. What level of authority was in fact given to the freight forwarder to negotiate contracts on behalf of the customer and what are the duties of the freight forwarder regarding recourse in case of loss or damage caused by the contracting carrier? What are the responsibilities and potential liability of a freight forwarder for the defaults of the contracting and/or performing carriers? Does there exist a chain of sub-contracts and who can be sued legally and practically? The freight forwarding industry has witnessed a significant growth in the sub-contracting of services from one forwarder to another, particularly in road transportation. The last link in the chain is often a small performing carrier who, in all likelihood, would be unable to service a cargo claim beyond his insurance cover.

What are the boundaries of the freight forwarding contract and what exactly are the duties, responsibilities and rights of the parties? These questions may be further compounded where shippers and forwarders are involved, physically or contractually, in loading and unloading operations, and also in cases of part carriage of cargo.

The bigger freight forwarders may provide much broader logistic services, relating to anything connected to the initial movement of goods to their final destination. These may include picking and packing, and the provision of services which may range from packaging, stuffing and consolidating goods into containers and insuring the goods for transit risks, to organising the transport chain and procuring necessary documentation and clearance for export and import. And, dependent on instructions received from consignees, delivering products directly to their destination, for example, to the shelves of the store, possibly at selected intervals. Some logistics services contracts promise a just-in-time delivery service to allow their customers to outsource warehousing and to receive relevant parts on demand, which may, for example, be of particular interest to manufacturing businesses. And while this allows customers to concentrate on their business operations, rather than on logistics and warehousing, the potential for production stand-still and other resulting loss or damage arising out of defective contractual performance or force majeure events is significant. Detailed and specialised contractual arrangements are essential for these types of long-term services contracts.

On the other side of the business scale, parcel delivery services respond to demands arising from international shipments to urban freight distribution systems, demands which have escalated with the growth of e-commerce. In this context the challenge is how effectively and economically to deliver a large number of small parcels, as to size and content, to consumers. The ongoing task in this area is to find workable, effective and environmentally friendly solutions for urban freight distribution systems. Trials for drone and robot deliveries are already taking place, an emerging area which will require careful regulation.

Creative solutions may also be essential to respond to growing concerns about pollution and road congestion, for example by directing the transit of goods to rail and/or inland waterways, which may be an effective way of improving access to city centres. It may be anticipated that environmental issues and the quest for solutions will come increasingly to the fore as freight traffic increases. However, the legal issues pertaining to supply chain contracts, robotics and green transport are topics for analysis elsewhere.

We are confident that the contributions to this book address many of the central issues and collectively provide an effective picture of the law and commerce relating to the evolving international practice of freight forwarding.

Note: An short summary of the chapters 1-14 can be found in the book review published in Zbornik PFZ in 2018. Chapters 15 – 17 continue to discuss salient features of the German, Nordic and Irish Freight forwarding conditions.

Notes:

[1] Edinburgh Conference on Current Issues in Freight Forwarding: Law and Logistics Freight forwarding, 3-4 September 2015, organised by Edinburgh University, School of Law and Edinburgh Centre of Commercial Law.

[2] Antwerp Conference on Law and logistics: the way forward, 12 October 2016, organized by Antwerp Forwarding Association, Forwarderlaw and Flows.

[3] The United Nations Convention on International Carriage of Goods by Road 1956; the CMR has been adopted by some 55 states across Europe, North Africa, the Middle East and beyond including the Russian Federation and Mongolia.

Categories
Carriage by Air
Carriage by Rail
Carriage by Road
Carriage by Sea
Commercial Issues
Conflict of laws
Customs Issues
Environment
Forwarderlaw News
Insurance
International Conventions
Jurisdiction + Forum
Legal Lookout
Liability for Freight
Multimodal
National Issues
Principal + Agent
STCs
Summaries of Cases
Transport Documents
Vessel Arrest
Design by S_I_Tushar Powered By FORWARDERLAW

Bizarre claim Four Horsemen of the Apocalypse have arrived


Coronavirus prophecy: Was the deadly COVID-19 predicted by the Bible? (Image: GETTY)
CORONAVIRUS has infected more than 94,000 people around the globe, leading many to bizarrely claim COVID-19 was predicted by the Bible. Why are people claiming the Four Horsemen of the Apocalypse have arrived?
By SEBASTIAN KETTLEY
PUBLISHED: 15:46, Wed, Mar 4, 2020
UPDATED: 17:44, Wed, Mar 4, 2020
Share on FacebookShare on TwitterShare with EmailShare via Whatsapp

The world is in the grips of a coronavirus epidemic unlike anything seen since the outbreak of SARS in 2002. The coronavirus disease (COVID-19) has infected 94,214 people since last December and killed at least 3,214.

RELATED ARTICLES

God is punishing humanity until Third Temple is built –bizarre claim

UK coronavirus tracker: How many cases of coronavirus in UK right now?
ADVERTISEMENT

The virus, which first appeared in China’s Hubei Province, is now rapidly spreading through Europe and the Middle East at alarming rates.

Large outbreaks of COVID-19 in Italy, Iran and South Korea have prompted many to link the epidemic to biblical prophecies of the end times.


Militant Christians and biblical hardliners have flooded social media with claims the coronavirus is harbinger of the Apocalypse.

John Angelbeck tweeted: “Coronavirus? Hurricane Katrina? You ain’t seen nothin’ yet, Pal.

“Just read the Book of Revelation. Repent of your sins before it’s too late.

READ MORE: Coronavirus: Scientist PREDICTED deadly outbreak after chilling 2011 film

Coronavirus prophecy: Are the Four Horsemen of the Apocalypse headed our way? (Image: GETTY)
READ MORE
Nostradamus warned Italy of ‘very great plague’ – Is it coronavirus?
“I do care about you (and those who think like you do. And those who don’t)”

Another Twitter user said: “‘Beginning of Sorrows’ – Matthew 24:3-8’

“Australian Wildfires… Coronavirus… earthquakes in odd places…increased rage/murders worldwide … massive hunger increases…

“And there are those that laugh at the Book of Revelation… #jesusiscoming”

But where are these outrageous claims about biblical prophecy coming from?

Many Christians believe the end of the world was prophesied in the last chapters of the Bible, the Book of Revelation.

ADVERTISEMENT

RELATED ARTICLES
Coronavirus warning: Avoid this activity if you want to prevent it
Coronavirus sick pay: What are YOU entitled to under Government rules?
The Book of Revelation details the cataclysmic events that will unfold before the Second Coming of Christ.

One of these events will be the arrival of the Four Horsemen of the Apocalypse, one of which is believed to be represented by the coronavirus.

The Four Horsemen are typically represented as Death, War, Famine and Pestilence or Plague.

Evangelists Gerald Flurry and Wayne Turgeon of The Trumpet said: “We have already examined the first three horsemen: The first is religious deception, next is war, then famine.

“With the fourth, pestilence, these horsemen represent the final, end-time culmination of the most traumatic problems endured by a rebellious mankind.

DON’T MISS
Did Nostradamus predict the coronavirus outbreak 500 years ago? [INSIGHT]
Coronavirus Europe: How many COVID-19 infections are there? [MAP]
What does the Bible have to say about the coronavirus? [ANALYSIS]

Coronavirus map: Countries with COVID-19 infections (Image: EXPRESS)

Coronavirus prophecy: The Book of Revelation describes the end of the world (Image: GETTY)
READ MORE
Coronavirus: British scientists develop test to INSTANTLY detect virus
“They picture one of the most ominous scenarios ever. It is imperative that each of us takes heed while there is still time.”

Conspiracy theorists have claimed online the coronavirus represents the Pale Horse and its rider.

Charity Mukuba tweeted: “The rider of this pale horse has been released on earth today.

“We can already see the plagues of LOCUSTS and pestilences like CORONAVIRUS that have brought death. Locusts have brought famine #RepentAndPrepare”

John the Apostle wrote in Revelation 6: “And I looked, and behold a pale horse: and his name that sat on him was Death, and Hell followed with him.

TRENDING
“And power was given unto them over the fourth part of the earth, to kill with sword, and with hunger, and with death, and with the beasts of the earth.”

There is however no evidence to suggest the coronavirus is in any way a biblical portent of doom.

Instead, COVID-19 is triggered by a pathogen belonging to a family of viruses responsible for past epidemics.

Between 2002 and 2003, for instance, a coronavirus strain infected more than 8,000 people with SARS or severe acute respiratory syndrome.

Then in 2012, a different strain of coronavirus was responsible for the outbreak of Middle East respiratory syndrome or MERS.

RELATED ARTICLES
Coronavirus in dogs and cats: Can your dog or cat catch coronavirus?
Coronavirus no go zones: Will UK issue travel ban like Trump?
Coronavirus protection: A vitamin and fruit powder to help
Most read in Weird
Latest videos
Flybe chaos: Airline’s website collapses as company prepares to go into administration
Man City handed major injury concern as Pep Guardiola updates fans on Kevin de Bruyne
Coronavirus UK warning: ‘Nothing can stop’ virus sweeping Britain
Spitting Image RETURNS: Boris, Trump and Meghan Markle to star
Man City player ratings vs Sheffield Wed – Mahrez impresses as Aguero fires City to win
Coronavirus prophecy: God is punishing humanity until Third Temple is built –bizarre claim
UFO sighting: ISS live stream anomaly sparks claims of ‘alien face’ in NASA feed
UFO sighting: Mystery ‘alien’ objects emerge at Area 51-affiliated base
Coronavirus horror: Nostradamus warned of ‘fire, blood, plague’ in 1555 – Is it COVID-19?
Coronavirus: Disturbing 12-year-old prediction warned the world of a pneumonia outbreak
Coronavirus: Scientist PREDICTED deadly outbreak after chilling 2011 film
Nostradamus prediction: Prophet warned Italy of ‘very great plague’ – Is it coronavirus?
End of the world: Is coronavirus the prophesied ‘Plague’ in the Book of Revelation?
Coronavirus: Was the deadly plague predicted by the Bible? Claims end of world is near
Book of Revelation: Did the Bible warn of coronavirus? Prophecy of ‘seven plagues’ to come
Coronavirus: Did Nostradamus predict the deadly China virus? Prophecy of ‘great plague’
TODAY’S PAPER
Thursday, 5th March 2020
See today’s front and back pages, download the newspaper, order back issues and use the historic Daily Express newspaper archive.

CONNECT WITH US
Find us on Facebook
Follow us on Twitter
Subscribe to our rss feed
Check our YouTube channel
Apps Puzzles
Horoscopes Discounts
Shop Paper
Sitemap Site Archive
About Us Journalists
How to Complain Report A Tech Issue
Advertising Affiliate advertising
Cookie Policy Terms & Conditions
Privacy Policy Syndication and Licensing
Clarifications and Corrections Developed by Netro42
IPSO RegulatedCopyright ©2020 Express Newspapers. "Daily Express" is a registered trademark. All rights reserved.

after student diagnosed with coronavirus
March 4, 2020 | 12:12pm

Yeshiva University
Gregory P. Mango
Students at Yeshiva University’s Washington Heights campus were rattled Wednesday morning by news that an undergrad has been confirmed to have the coronavirus.

“I am a little bit worried. I’m just trying to stay off campus as much as possible,” a 23-year-old student who identified himself only as Noah told The Post.

“I’m not sure there is a plan in place, but they canceled classes today. I think it’s an appropriate precaution,” he added.

Adam Bressler, 22, a pre-med biology student, said the “story is unfolding.”

“We are getting a lot of updates. I had a midterm today but it’s been pushed until Monday,” he said.

An unidentified man is removed by EMS from a Yeshiva University residence hall.
Gregory P. Mango
Another student at the Wilf campus on West 185th Street said the dean had made an announcement that “the campus is safe and no one should be worried about transmission, but they canceled classes so no one feels uncomfortable sitting in classes.”

A fourth student said the ailing undergraduate “said he was just experiencing cold symptoms. He is a really mild case. He wanted people to focus on his father,” referring to Midtown attorney Lawrence Garbuz, 50, who is hospitalized in Manhattan.

Gov. Andrew Cuomo earlier Wednesday announced that Garbuz’s son, 14-year-old daughter, wife and neighbor have been diagnosed with COVID-19.

Yeshiva announced that it canceled all classes at the Wilf campus.

Two people who had contact with the student also were taken to Bellevue Hospital for testing, Mayor Bill de Blasio said in a statement.

One male student wearing a mask and hood was seen being escorted by two EMTs in protective gear to an FDNY ambulance.

FILED UNDER CORONAVIRUS , QUARANTINES , YESHIVA UNIVERSITY
trending now
Coronavirus patient ignored self-isolation order to go to business event
The real reason Chris Matthews was fired from MSNBC
Golfer relives the hell of ‘horrible’ nude photo scandal
Britney Spears’ son Jayden Federline slams grandfather Jamie: ‘He could go die’
Wife, children, neighbor of Westchester coronavirus victim also test positive
Corey Feldman says his life is in danger over doc exposing Hollywood abusers
MORE ON:
CORONAVIRUS
Five more NY coronavirus cases confirmed, bringing state total to 11
Dow surges 1,173 points on Biden wins, coronavirus funding
‘Contagion’ is climbing the charts amid coronavirus fears
Louvre reopens amid coronavirus concerns but staff won’t be near ‘Mona Lisa’
Email Newsletters
Mobile Apps
Contact Us
Tips
Facebook
Twitter
Instagram
LinkedIn
Messenger
Email
YouTube
© 2020 NYP Holdings, Inc. All Rights Reserved
Terms of Use | Privacy

DISTRICT COURT Case

PLAINTIFF: Clifford Hackett, General Delivery, Barrigada, GU, 96913

DEFENDANT: GRTA grta.guam.gov

COMPLAINT

1. This Court has subject matter jurisdiction under 28 U.S.C. sections 1331 and 1343.

2. This action is commenced pursuant to 2201 and 2202 and 42 U.S.C., section 1983.

3. Defendant blocks disabled .

4. ADA enacted 1/26/90,

5. Congress said “discrimination persists" 42 U.S.C. l2101(a).

6. Congress said ADA is to "mandate standards” 42 U.S.C. 12101(b).

7. ADA Title III, covers "Public Accommodations and Services." 42 U.S.C. 12181.

8. Businesses are public accommodations. 42 USC 12181.

9. Removing barriers IS MANDATORY 28 C.F.R 36.304(a) – (c). By failing to remove barriers defendant violates the ADA.

CLAIM FOR RELIEF

The plaintiff pray that the Court order the defendant to remove barriers and pay plaintiffs attorney fees and such relief as the court sees fit.

I HEREBY CERTIFY this was sent to the other party when it was sent to this court and I will settle for mediation at www.rayis.me/ada

3 MOTIONS

FOR FREE PROCESS

I request waiver of fees as my only income is $600social security and I pay $500rent

_GRANTED DENIED_

TO ALLOW FILING BY FAX

I request the reasonable accommodation of filing by fax as I am deaf/blind

_GRANTED DENIED_

FOR ELECTRONIC PROCESS SERVICE

I request as a reasonable accommodation leave to serve parties via Fax and/or Email

_GRANTED DENIED_

Discovery of high plutonium levels causes major setback in Denver highway project | OutThere Colorado

Photo Credit: Joshua Hicks (iStock).

BY The Associated Press

February 27, 2020

DENVER (AP) — A planned highway that would complete a belt route around the Denver area has seen a major setback after a city pulled out over elevated plutonium levels found in soil along the route near a former nuclear weapons plant.

The Broomfield City Council voted unanimously Tuesday to withdraw from the $250 million project.

State officials said in August that a soil test found plutonium levels five times higher than the cleanup standard, but a second test found much lower levels.

“After that soil sample, I think it would be irresponsible to move forward with this alignment,” Councilman William Lindstedt said.

Broomfield, Jefferson County and Arvada have been part of the Jefferson Parkway Public Highway Authority since it was formed in 2008. The highway project would run from Arvada and along the eastern border of the Rocky Flats National Wildlife Refuge to Broomfield, where motorists could connect with the existing Northwest Parkway.

The Rocky Flats plant made plutonium triggers for nuclear warheads from 1952 until 1989. Rocky Flats National Wildlife Refuge was created on the former buffer zone around the perimeter of the site. The center of the site, where the plutonium is handled, is closed to the public.

The date of Broomfield’s exit from the project is unclear because the council must notify the board of the highway authority of its decision.

“If approved by the Broomfield council, the request will be considered by the authority members pursuant to negotiation under the terms of the authority’s establishing contract,” authority Executive Director Bill Ray told The Denver Post.

He didn’t say how the project will go forward without Broomfield’s participation.

UPDATE: (4:55 PM MT) a posted travel alert has stated this closure is already in place.

According to the Colorado Department of Transportation (CDOT), a full closure of Kenosha Pass along US 285 will take effect from 8:30 PM Wednesday until 5:00 AM Thursday (February 26-27) for snow removal operations. The planned closure will be in place between mile marker 184 near Fairplay and mile marker 203 just west of Grant.

Offering Denverites headed to the mountains an alternative to I-70, US 285 connects Lakewood to Fairplay, continuing onward to Buena Vista and beyond.

Editor’s note: VOTE NOW: OutThere Colorado has been nominated for “Outdoor Publication of 2019.” Cast your vote on the official ballot that’s pinned to the top of our Facebook page. Click here.

More snow is headed for the mountains with fresh flakes falling from Wednesday to Thursday. There’s also possibility of an even stronger snowstorm to roll through this weekend.

Check CDOT’s Facebook, Twitter (@coloradodot) or cotrip.org for closures and delays on highways and roads across Colorado.

Little Man Ice Cream in Denver. Photo credit: vxla (flickr)

A range of factors affect the likelihood of living in poverty – the poverty threshold in the United States was defined in 2018 as a four-person household earning $25,000 or less. Where and when a person was born, their race, their education level and that of their parents, their age and health, the composition of their family, and the status of their relationship are all variables determining poverty status in the United States

1:20-cv-00001 Hackett berline

Super Secret Perovskite Solar Cell Company Bursts Out Of Stealth Mode
February 29th, 2020 by Tina Casey

For the past six years, a major US oil and gas holding company has been collaborating with the National Renewable Energy Lab on new breakthrough perovskite solar cell research. What a twist! The effort has been conducted through a relatively new division of the firm and it hasn’t attracted much attention, except that earlier this month they finally let something slip on the newswires and now the cat’s out of the bag.

HPT has collaborated with NREL on perovskite ink for solar cells, like this one developed by NREL researcher David Moore (Photo by Dennis Schroeder, NREL).

Oil Company Hearts Perovskite Solar Cells
The holding company in question is Hunt Consolidated, Inc., parent of the 80-year-old privately held global oil and gas leader Hunt Oil and of a somewhat lesser known entity called Hunt Perovskite Technologies.

So, why has a major fossil fuel company been collaborating with NREL on cutting edge research leading to the next generation of low cost solar cells?

After all, other global oil and gas stakeholders are venturing into renewable energy. However, they are mainly focused on market-proven technologies that don’t disrupt their fossil fuel business, at least not for the time being.

Hunt’s new perovskite research is a whole ‘nother kettle of fish. It could have a profound, widespread impact on the energy marketplace and accelerate the transition from fossil fuels to renewables.

That’s because perovskite technology can push down solar costs far below today’s costs. Perovskite solar cells are also lighter and more flexible, which means they have a greater range of application.

For a bonus, perovskite solar cells can be “printed” with a relatively conventional high-volume manufacturing process.

Perovskite solar cells are only just beginning to edge out of the laboratory, now that researchers have finally worked out the kinks. Once they hit the shelves, they will kick the global solar market into a whole new level of activity.

As for why Hunt, last week Forbes took a crack at the mystery and noted that the current head of the family business, Hunter L. Hunt, spent the past 10 years creating and then spinning off a new high voltage power line company.

That venture, along with the company’s investment arm Hunt Energy Enterprises, indicates that Hunt Oil is looking more holistically at new high tech opportunities in the energy market aside from just digging up stuff out of the ground.

More & Better Perovskite Solar Cells
The main challenge with perovskite as a solar cell material is durability, and researchers have been trying various formulas to improve durability without sacrificing too much solar conversion efficiency.

Hunt Perovskite Technologies launched in 2013 with a focus on the perovskite durability problem, as a corporate partner of NREL.

The work came to fruition late last year, when Hunt was able to demonstrate an ink-based manufacturing process for its new solar cell, to the satisfaction of the International Electrotechnical Commission. According to Hunt, the new solar cell exceeds IEC standards for temperature, humidity, white light and ultraviolet stress while achieving a fairly impressive solar conversion efficiency of 18%.

Ocean Liner Sees Climate Iceberg, Turns Around
Legacy companies like Hunt are not going to shed their fossil fuel interests willy-nilly, but in a press statement Hunter Hunt indicated that his family business is prepping for change.

“We strategically chose to develop perovskite solar several years ago; we envisioned its strategic importance as an innovative new energy technology in addressing the world’s energy needs for the future, as well playing a part in combating climate change,” he said. “As part of the global energy transition that is occurring, our solar team is hoping to make a meaningful contribution.”

Hunt Perovskite Technologies also garnered an endorsement from NREL for its role in shepherding disruptive solar technology out of the lab.

The lab’s senior scientist on its Perovskite and Hybrid Solar Cells Team, Joe Berry, noted that the company has been instrumental in its efforts to launch new clean technology over the “Valley of Death” that often separates high risk, high reward research from commercial application.

“We look forward to continued collaboration with our industry partners as we seek to develop and, ultimately, deploy these promising technologies from the laboratory to the marketplace,” he said.

CleanTechnica is reaching out to NREL for more details about the lab’s collaborative work with Hunt, so stay tuned for more on that.

Follow me on Twitter.

Photo (cropped): HPT has collaborated with NREL on perovskite ink for solar cells, like this one developed by NREL researcher David Moore (Photo by Dennis Schroeder, NREL).

Follow CleanTechnica on Google News.

It will make you happy & help you live in peace for the rest of your life.

Tags: Energy, Hunt Oil, Hunt Perovskite Technologies, perovskite

About the Author
Tina Casey specializes in military and corporate sustainability, advanced technology, emerging materials, biofuels, and water and wastewater issues. Tina’s articles are reposted frequently on Reuters, Scientific American, and many other sites. Views expressed are her own. Follow her on Twitter @TinaMCasey and Google+.

Related Posts
How Low Can Solar Cells Go? Perovskite Researchers Say Down, Down, Down →
New Biorefinery Research Adds Bite To Reforestation Bark →
Here’s How Energy Storage Kills Coal, One Factory At A Time →
Red Flags A-Plenty for Natural Gas In New Sustainable Energy Report →

NEXT ARTICLE