Dish CEO denies talk of asset sale, commits to nationwide network

A new service trademark, a 67-page FCC application and a recently redefined brand? These are not the marks of a company looking to lend itself to the altar of M&A. After plunking down over a billion dollars on acquired spectrum, Dish appears dead set on launching its own wireless network, despite rumors of an impending asset sale and a regulatory hold up. In an interview at this week's CES, CEO Joe Clayton put to rest speculation that the satco was looking to place itself or its airwaves on the auction block, saying it was definitively "not part of [the company's] strategy." Regardless, that planned, nationwide LTE network is still a ways off for the pay TV provider, as its 2GHz holdings are still pending the Commission's approval. If and when the outfit gets the greenlight, expect a full buildout in three years time.

Dish CEO denies talk of asset sale, commits to nationwide network originally appeared on Engadget on Wed, 11 Jan 2012 19:50:00 EDT. Please see our terms for use of feeds.

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Sony racks up over 6.5 million in PlayStation sales over holiday season

Looks like Sony is reaping the benefits of strong holiday sales for its range of consoles coming under the PlayStation umbrella. After introducing the PS Vita early in December, the company managed to shift about 500,000 units in its own backyard, while ageing predecessor, the PSP, continued to sell 1.6 million units worldwide. Not to be outdone, the PS3 nearly broached the 4 million mark, bringing Sony closer to its fiscal year-end goal of 15 million for the five-year old gaming powerhouse. The system's motion control add-on, Move, also moved a considerable 1.7 million units, with the PS2 still puttering along and enjoying "robust sales in emerging countries." Brand equity? Sony's got it in spades.

Continue reading Sony racks up over 6.5 million in PlayStation sales over holiday season

Sony racks up over 6.5 million in PlayStation sales over holiday season originally appeared on Engadget on Tue, 10 Jan 2012 04:10:00 EDT. Please see our terms for use of feeds.

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Polymer nanocomposites drive opportunities in the automotive sector

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Posted: January xx, 2012 Polymer nanocomposites drive opportunities in the automotive sector (Nanowerk Spotlight) Polymer nanocomposites represent a new class of multiphase materials containing dispersion of nano-sized filler materials such as nanoparticles, nanoclays, nanotubes, nanofibers etc. within the polymer matrices. Owing to their nanoscale size features and very high surface-to-volume ratios, they possess unique combination of multifunctional properties not shared by their more conventional composite counterparts reinforced with micro-sized fillers. These multifunctional nanocomposites not only exhibit excellent mechanical properties, but also display outstanding combination of optical, electrical, thermal, magnetic and other physico-chemical properties. It is believed that the molecular level interactions between the nanoparticles and polymer matrices along with the presence of very high nanoparticle-polymer interfacial area play a major role in influencing the physical and mechanical properties of nanocomposites. The major development in this field has occurred over the last two decades. This article summarizes the progress, products outlook, advantages, and limitations of nanocomposites in the automotive industry. Nanocomposites are an emerging class of polymeric materials exhibiting excellent mechanical properties, enhanced modulus and dimensional stability, flame retardancy, improved scratch and mar resistance, superior thermal and processing properties, reduced warpage of components and enhanced impact resistance making them suitable to replace metals in automotive and other applications1. The key drivers for the use of polymer nanocomposite-enabled parts in the automotive industry are reduction in vehicle's weight, improved engine efficiency (fuel saving), reduction in CO2 emissions and superior performance (greater safety, increased comfort and better driveability). Fig. 1 illustrates the usage of polymer nanocomposites parts. Fig 1: Illustration of the usage of polymer nanocomposites parts. The commercialization of polymer nanocomposites started in 1991 when Toyota Motor Co. first introduced nylon-6/clay nanocomposites in the market to produce timing belt covers as a part of the engine for their Toyota Camry cars, in collaboration with Ube industries in 19912. At about the same period, Unitika Co. of Japan introduced nylon-6 nanocomposite for engine covers on Mitsubishi GDI engines3 manufactured by injection moulding, the product is said to offer a 20% weight reduction and excellent surface finish. In 2002, General Motors launched a step-assist automotive component made of polyolefin reinforced with 3% nanoclays, in collaboration with Basell (now LyondellBasell Industries) for GM's Safari and Chevrolet Astro vans, followed by the application of these nanocomposites in the doors of Chevrolet Impalas4,5. The real surge in the commercialization of nanocomposites production has occurred over the last ten years. In 2009, a one-piece compression moulded rear floor assembly was made by General Motor (GM) for their Pontiac Solace using nano-enhanced Sheet Moulding Compounds (SMCs) developed by Molded Fiber Glass Companies (MFG), Ohio. This technology is also in use on GM's Chevrolet Corvette Coupe and Corvette ZO6. The nano-filled SMCs exhibit significantly lower density than conventional SMCs resulting in improved fuel efficiency6. The automotive industry can benefit from polymer nanocomposites in several applications such as engines and powertrain, suspension and breaking systems, exhaust systems and catalytic converters, frames and body parts, paints and coatings, lubrication, tires, and electric and electronic equipment. In the latter part of the 1980s and the beginning of the 1990s, a research team from Toyota Central Research Development Laboratories (TCRDL) in Japan reported work on a Nylon-6/clay nanocomposite and disclosed improved methods for producing nylon-6/ clay nanocomposites using in situ polymerization similar to the Unichika process7-10. The research findings demonstrated a significant improvement in a wide range of physico-mechanical properties by reinforcing polymers with clay on the nanometer scale 11,12. The Toyota research team also reported various other types of clay nanocomposites based on polymers such as polystyrene, acrylic, polyimides, epoxy resin, and elastomers using a similar approach13-17. Since then, extensive research in nanocomposites field has been carried out worldwide. Fig. 2 shows timeline for the commercialization of products by automotive players. Fig. 2: Timeline for the commercialization of products by automotive players. Among nanomaterials, nanoclays are the most commonly used commercial additive for the preparation of nanocomposites, accounting for nearly 80% of the volume used. Carbon nanofibers, carbon nanotubes (mainly MWCNTs), and Polyhedral Oligomeric Silsesquioxanes (POSS) are also being used commercially in nanocomposites, gaining ground fast with improvements in cost/performance and processability characteristics. The largest demand for nanoclays in nanocomposites is primarily driven by the need to meet the customers' (OEMs/tier I/II/III) cost expectations and performance of end-use parts, as nanoclays are less expensive ($6 to $8/kg) than other nanomaterials and exhibit improved balance of stiffness and toughness, excellent mechanical and barrier properties, enhanced heat deflection temperature without loss in elongation, improved colorability and improved scratch and mar resistance. Nanoclays also offer a reduction in relative heat release, excellent dispersion and exfoliation, excellent flame retardant synergy, and reduced weight. Polyolefin is commonly used as host polymer and thermoplastics such as polyamide (nylon), Polyphenylene Sulfide (PPS), Polyetheretherketone (PEEK), Polyethylene terephthalate (PET), polycarbonate, thermosets such as epoxy, and thermoplastic elastomers such as butadiene-styrene diblock copolymer are also used in more demanding automotive applications. The use of thermoplastics as a matrix material in nanocomposites has been growing steadily, especially in automotive applications, largely due to the material's low cost, high performance, low density, longer shelf life, easy dispersion and processing with nanomaterials, ability to regrind, and recyclability. Thermoplastics also offer enhanced mechanical, thermal, electrical and barrier properties, excellent fracture toughness over thermosets as well as the ability to be easily joined by mechanical joining and welding techniques. Organoclays are most widely used as a nanofiller, while carbon nanotubes are also gaining acceptance. The two major producers are Southern Clay Products, Inc. with its Cloisite products line and Nanocor Inc. with its Nanomer products. Carbon nanotubes impart electrical and thermal conductivity, which allows electrostatic painting and when blended with nylon, to protect against static electricity in the fuel system. However, their commercial development is hindered by their high price tags ($20/gram), although they are available in master batches (containing 15% to 20% nanotubes) for about $50-60/lbs. Table 1 shows some examples of commercially available nanocomposites and nanomaterials. Table 1: Raw Materials/ Nanointermediates Manufacturers. Polymer nanocomposites are an emerging technology in the automotive industry and have attracted considerable attention worldwide. The commercial success of nano-enabled products for the automotive market has been slow and used currently only in niche applications such as external body parts, interior and under-bonnet parts, coating and fuel system components, etc., but is expected to be a major growth area in the coming era. The usage of polymer nanocomposites continues to grow in the automotive sector, thanks to their exclusive mechanical, chemical, thermal, electrical and barrier properties and contribution to fire retardancy. A market research report, "Nanocomposites-A Global Strategic Business Report", (Electronics.ca Publications) states that world nanocomposites market is forecast to reach 1.3 billion pounds (lbs) by the year 2015, and growth in the nanocomposites market will be driven by robust demand outlook in the emerging application possibilities in automotive market18. By 2011, the automotive sector is expected to become the third-largest market for polymer nanocomposite applications, with over 15% of the market19. According to a recent market report released by Frost & Sullivan, it is expected that carbon nanotubes will penetrate about 3.6% within automotive composites. If 1% CNT's are loaded in these materials, it is estimated that CNT market for auto composites would be $35.52 million20. It is interesting to note that the projected market share in 2015 of automobile tires is 23% of the total nanotech market in the automobile sector, and it is fully dedicated to the field of nanocomposites. Elastomeric nanocomposites are also gaining momentum in automotive industry especially for tires application due to their lower rolling resistance, lower weight and superior performance in terms of fuel saving. The key drivers for these materials are growing demand for fuel efficiency, strict automotive standards for safety, enhanced durability and noise reduction. For example, elastomer replacement of traditional inner-liners with nanocomposite inner-liners reduces permeability by 50 % and thus results in a decrease of approximately 4 lbs per truck and also improvement in fuel efficiency (2%). Major automotive tire producers involved in the development and manufacturing activities pertaining to nanocomposites are Yokohama Tyre Corp., Japan, Pirelli S.p.A, Italy, The Goodyear Tyre & Rubber Co., USA, Continental AG, Germany, InMat Inc., USA etc. Elastomeric nanocomposites-enabled tire models include Goodyear UltraGrip Ice+, Continental EcoContact5, Michelin Energy Saver, and Pirelli Cinturato P1. Lanxess AG, Germany, Evonik Degussa GmbH, Germany, Cobot Corp., USA, Nanocor, USA, FCC Inc., China, Elementis Specialities plc, UK, Tokuyam, Japan and Rhodia, France are some of the leading producers of nanofillers. Green nanocomposites or biodegradable nanocomposites (cellulosic bio-plastic reinforced with clay) are the next generation of materials for automotive applications. They have the potential to replace or substitute existing petroleum derived non biodegradable Thermoplastic PolyOlefin (TPO)-enabled nanocomposites. Key Benefits and Challenges The advantage of nanocomposites over conventional composites is that their mechanical, electrical, thermal, barrier and chemical properties such as increased tensile strength, improved heat deflection temperature, flame retardancy, etc. can be achieved with typically 3-5 wt.% loading of the nanomaterials such as clays, nanotubes and nanofibers while the latter require a high content of the inorganic fillers from 10 wt. % to as much as 50 wt.% in general, to impart the desired properties. Another advantage of nanocomposites is that the strength, shrinkage, warpage, viscosity and optical properties of the polymer matrix are not significantly affected. The enhanced properties are attributed to the structure and morphology of the nanocomposite, as they (clays/polymer) contain organically treated clays such as hectorite, montmorillonite, and synthetic mica as well as nanotubes (carbon nanotubes, halloysite nanotubes). These nanomaterials have a large aspect ratio (1000:1) and each one is approximately 1 nm thick and hundreds or thousands of these layers are stacked together with weak Van der Waals forces to form a clay particle, resulting in subsequent exfoliation in which the individual layers are peeled apart and then dispersed throughout the polymer matrix. The excellent degree of exfoliation, which results in smaller particle sizes and provides the greater surface area to interact with the host polymer, results in improved performance. CNTs-enabled nanocomposites are also receiving attention as a mechanical reinforcement and electrically conductive additive for automotive fuel system line components requiring electrical conductivity. However, there are still many limitations and challenges for nanocomposites production. These include: Processing: Compatibility, dispersion and exfoliation between nanomaterials and polymer matrices. Only a limited number of plastic matrices (mostly thermoplastics) are compatible with nanoclays/nanotubes/nanofibers as intercalation of clays with the precursor of a polymer can change the functionality of the polymer and inhibit its properties. Cost: The production of nanocomposites on a commercial scale at viable prices, as polymer matrix price depends on crude oil prices and CNTs price is also high. Consistency and reliability in volume production: It is possible to get consistency and reliability in volume production materials to a great extent. However, particle size distribution and control in volume manufacturing is not so easy. High lead time: Commercializing the end-use products would take a longer time, mainly due to stringent approval and OEMs acceptance. Oxidative and thermal instability of nanoclays: Commonly used organoclays are thermally unstable due to exchange of metal cations in clay galleries with organic ammonium salts and can degrade at temperatures as low as 170?C. It is clear that such organoclays are not suitable for most engineering plastics that are fabricated by melt processing technology. Polymer nanocomposites can be manufactured through a wide variety of different routes. In essence, there are three generic routes to make nanocomposites: in situ polymerization, solution induced intercalation, and melt processing. Polymer nanocomposites based on melt blending of an organoclay and a thermoplastic matrix have end-use properties directly controlled or influenced by the state of dispersion and exfoliation of the clays (chemically modified with surface treatments), and thus the resulting nanostructure. Therefore, it is of immense importance to achieve perfect intercalation and exfoliation of these systems. Table 2 deals with growth drivers and challenges related to market dynamics. Table 2: Growth Drivers & Challenges Products Outlook There have been significant research and development activities in nanocomposites for the automotive industry, with nanocomposites finding commercial applications since 1991 in bumpers, step-assists, gas tanks, fuel pumps, interior and under-bonnet parts, body panels, electrical parts and appliances, power tool housings, packaging and building components, shock absorbers, coatings, lubricants and coolants. In addition, nanocomposites offer a variety of functions in automotive end-use parts such as structural plastic parts that exhibit higher mechanical performance with reduced weight, tires reinforced with nanoparticles for better abrasion resistance and improved gas permeability, fuel-borne catalysts for soot prevention in particulate filters, car body coatings for greater scratch resistance and improved gloss, and anti-fog coatings for headlights and windshields. The performance-to-cost ratio has been a major hurdle for gaining broader market acceptance as nanocomposites should meet the OEMs'/molders'/customers' cost expectations. Some early commercialized products have lapsed for cost reasons; damages include an automotive timing-belt cover based on nylon-6/clay nanocomposites from Japan's Unitika and an automotive mirror housing of conductive Polyphenylene Oxide (PPO)/nylon blends nanocomposites from GE Plastics. However, tremendous effort has been put forth by OEMs and molders to commercialize more volume of nanocomposites in automotive components. Today, demand for thermoplastic polyolefin/polypropylene nanocomposites has moved beyond nylon 6/clay nanocomposites, mainly because of their low cost and enhanced physico-mechanical properties. In the past, the automotive industry was more inclined towards using nylon 6/clay nanocomposites for under-the-hood applications, where higher heat deflection temperature, enhanced stiffness, and light weight were the goals. The performance-to-cost ratio was a main constraint which halted the rapid growth of polymer nanocomposites. However, nylon 6/clay nanocomposites (more costly) are still used for under the hood applications, fuel lines and fuel system components. Future Development and Directions It is quite evident from the foregoing discussion that polymer nanocomposites are finding many applications in the automotive industry, and the market for these materials is on the path of growth and expansion. The OEMs/Tier I, Tier II, Tier III, raw materials/nanointermediates manufacturers, researchers and technologists are realizing that other than clays, nanomaterials like graphene, carbon nanofibers, nanofoams, multiscale hybrid reinforcement and graphene-enabled rubber nanocomposites could drive the market dynamics. The price and performance advantages of graphene are challenging carbon nanotubes in polymer nanocomposites applications due to its intrinsic properties and it is predicted that a single, defect-free graphene platelet could have an intrinsic tensile strength higher than that of any other material21. In June 2010, a U.S. Patent was granted to The Trustees of Princeton University for functional graphene-rubber nanocomposites22, which can be produced at a much lower cost than carbon nanotubes and exhibits excellent mechanical strength, superior toughness, higher thermal stability and electrical conductivity. This graphene-rubber nanocomposite can be employed in all the areas for gas barrier applications including tires and packaging. A similar patent was granted in 2011, for a composite material of nanoscale graphene and an elastomer for vehicle tire application23. The multiscale hybrid reinforcement is another potential polymer nanocomposite material for the automotive industry due to its enhanced load transfer at the reinforcement/matrix interface, i.e. by tailoring the interfacial shear strength, which is made of micro sized carbon-fibre yarns and fabrics coated with carbon nanostructures. The high performance racing cars and high-end sports cars require excellent properties such as structural stiffness, heat shielding, impact and compressive strength, and many others. The polymer nanocomposite foams could be the right choice of material as they exhibit improved thermal insulation properties, superior peak load-bearing capacity, higher threshold loads and impact loads. The various stakeholders in the automotive value chain need to take note of polymer nanocomposites technology and development, which has a growing market globally, but the higher cost of the end-use components is a shortcoming which needs to be overcome. Conclusion The past few years have seen remarkable technological advances in polymer nanocomposites for the automotive market, particularly with respect to the thermoplastic polyolefin and polyamide nanocomposites synthesis and their commercialization as well. These breakthroughs have not only solved some fundamental problems (exfoliation & dispersion) in making the polymer nanocomposites, but have also changed their cost/performance structure and market demand. Thus, for external body parts, interior and under-bonnet parts, coating, fuel lines and fuel system components applications, nanocomposites have gained tremendous acceptance by the OEMs and molders in the automotive market. The first industrial production of nanocomposites in the automotive industry occurred in 1991 with the production of timing belt covers as part of the engine for Toyota Camry cars. The growth in activity surrounding nanocomposites continues unabated as more R&D funds are poured in by the funding agencies, venture capitalists and companies as they look to exploit the expanding range of novel properties that are being discovered. To give an example, in Europe, the automotive industry invests over 5% of its annual turnover in R&D and the major focus is on developing better coatings and paints, and stronger, more durable end-use parts. The use of polymer nanocomposites in the automotive market is thus set to escalate over the next ten years. References 1. S. Komarnenei, "Nanocomposites" J. Mater. Chem., 2 (1992) 1219-1230 2. www.moldedfiberglass.com/library/news/newsCW8-09.pdf 3. L.W Carter, J. G Hendricks, D. S Bolley, "Elastomer Reinforced with a Modified Clay" US Patent No. 2,531,396, November 28, 1950 (Filed on March 29, 1947), Assignee: National Lead Co. 4. P. G. Nahin and P. S. Backlund, "Organoclay-Polyolefin Compositions", US Patent No. 3,084,117, April 2, 1963 ( Filed on April 4, 1961), Assignee: Union Oil Co. 5. S. Fujiwara, T. Sakamoto, "Method for Manufacturing a Clay/Polyamide Composite", Japanese Kokai Patent Application No.109,998 (1976), Assignee: Unichika K.K., Japan 6. Y. Fukushima and S. Inagaki, "Synthesis of an Intercalated Compound of Montmorillonite and 6-Polyamide", Journal of Inclusion Phenomena, 5 (1987) 473-482 7. Y. Kojima et al., "Sorption of Water in Nylon 6-clay Hybrid", Journal of Applied Polymer Science, 4 (1993) 1259-1264 8. A. Usuki, Y. Kojima, M. Kawasumi, A. Okada, Y. Fukushima, T. Kurauch and O. Kamigaito, "Synthesis of Nylon 6?Clay Hybrid", Journal of Materials Research, 8 (1993) 1179-1184 9. A. Usuki, T. Mizutani, Y. Fukushima, M. Fujimoto, K. Fukumori, Y. Kojima , N.Sato, T. Kurauch and O. Kamigaito, "Composite Material containing a Layered Silicate", US Patent no 4,889,885, December 26, 1989 (Filed on March 4, 1988), Assignee: Kabushiki Kaisha Toyota Chuo Kenkyusho, Japan 10. A. Okada, K. Fukumori, A. Usuki, Y. Kojima, N. Sato, T. Kurauchi and O. Kamigaito,"Rubber-Clay Hybrid-Synthesis and Properties", ACS Polym Preprints, 32 (1991) 540-541 11. A. Okada, A. Usuki, "The Chemistry of Ppolymer-Clay Hybrids", Materials Science and Engineering, C 3 (1995) 109-115 12. K. Yano K. Usuki A. Okada and A. T. Kurauch, "Polyimide Composite Material and Process for Producing the Same" US Patent No. 5,164,46, Nov.17, 1992 (Filed on May 30, 1991), Assignee: Kabushiki Kaisha Toyota Chuo Kenkyusho, Japan 13. K. Yano , A. Usuki and A. Okada, " Synthesis and Properties of Polyimide-Clay Hybrid Films", Journal of Applied Polymer Science: Part A, Polym Chem., 35 (1997) 2289-2294 14. F. Gao, "Clay/Polymer Composites:The Story", Materials Today, 7(2004) 50-55 15. C. Edser, "Auto Applications of Drive Commercialization of Nanocomposites", Plastic Additives Compounding 4 (2002) 30-33 16. T. Kurauchi, A. Okada, T. Nomura, T. Nishio, S. Saegusa and R. Deguchi, "Nylon 6-Clay Hybrid - Synthesis, Properties and Application to Automotive Timing Belt Cover", SAE Technical Paper Ser, 910584 (1991) 17. H.Cox, et al., "Nanocomposite Systems for Automotive Applications", Presented at 4th World Congress in Nanocomposites, EMC, San Francisco, 1-3 September 2004 18. "Nanocomposites-A Global Strategic Business Report", March 2011, published by Electronics.ca, http://www.electronics.ca/presscenter/articles/1404/1/Global- Nanocomposites-Market-to-Reach-13-Billion-Pounds--by-2015/Page1.html 19. "Nanocomposites, Nanoparticles, Nanoclays, and Nanotubes", June 2006, published by BCC Research, http://www.bccresearch.com/report/NAN021C.html 20. "Potential Market for Carbon Nanomaterials' Applications", February 28, 2011, published by Frost & Sullivan, , www.nist.gov/cnst/upload/Valenti-NIST.pdf 21. Q.Z. Zhao, M.B. Nardelli, J. Bernholc, "Ultimate Strength of Carbon nanotubes: A Theoretical Study", Phys. Rev. B ., 65 (2002) 144105 22. R. Prud'homme, B. Ozbas, I. Aksay, R. Register, and D. Adamson, "Functional Graphene?Rubber Nanocomposites", U.S. Patent 7,745,528, June 29, 2010 (Filed on October 06, 2006), Assignee : The Trustees of Princeton University 23. Aruna Zhamu, Bor Z. Jang "Pristine Nano Graphene-Modified Tires", US Patent 7,999,027, August 16, 2011 (Filed on August 20, 2009), Assignee: Nanotek Instruments, Inc. Contributed by Vivek Patel and Dr. Yashwant Mahajan, CKMNT. For more information, interested readers may please contact either Vivek Patel at vivepatel@gmail.com or Yashwant Mahajan at mahajanyrm@gmail.com and obtain a copy of the full-text article in pdf format. This article has also been published in the October 2011 Issue of Nanotech Insights. Subscribe! Receive a convenient email notification whenever a new Nanowerk Nanotechnology Spotlight posts. Become a Spotlight guest author! Have you just published a scientific paper or have other exciting developments to share with the nanotechnology community? Let us know.

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'Greeley Haven' is winter workplace for Mars rover

ScienceDaily (Jan. 9, 2012) ? NASA's Mars Exploration Rover Opportunity will spend the next several months at a site informally named "Greeley Haven." The name is a tribute to planetary geologist Ronald Greeley (1939-2011), who was a member of the science team for the Mars rovers and many other interplanetary missions.

The site is an outcrop that provides a sun-facing slope to aid in maintaining adequate solar power during the rover's fifth Martian winter. It also provides targets of scientific interest for the rover's robotic arm to examine.

Closer to the equator than its twin rover, Spirit, Opportunity did not need to stay on a sun-facing slope during previous winters. Now, however, Opportunity's solar panels carry a thicker coating of dust than in the previous winters. Unless an unlikely wind cleans the panels in coming weeks, the team will use a strategy employed for three winters with Spirit: staying on a sun-facing slope. For several months of shortened daylight before and after the southern Mars winter solstice on March 30, 2012, the sun will pass relatively low in the northern sky from the rover's perspective, and Opportunity will work on the north-facing slope.

Plans for research at Greeley Haven include a radio-science investigation of the interior of Mars, which began this week; inspections of mineral compositions and textures on the outcrop; and recording a full-circle, color panorama: the Greeley Panorama. Greeley taught generations of planetary scientists at Arizona State University, Tempe, until his death two months ago.

The radio-science investigation studies tiny wobbles in the rotation of Mars to gain insight about the planet's core. It requires many weeks of radio-tracking the motion of a point on the surface of Mars to measure changes in the spin axis of the planet.

The winter worksite sits on the "Cape York" segment of the rim of Endeavour Crater. Opportunity reached the edge of this 14-mile-wide (22-kilometer-wide) crater five months ago after three years of driving from smaller Victoria Crater, which it studied for two years.

Opportunity and Spirit completed their three-month prime missions in April 2004 and continued for years of bonus, extended missions. Both rovers have made important discoveries about wet environments on ancient Mars that may have been favorable for supporting microbial life. Spirit ended communications in March 2010 as its energy declined after losing the use of two of its six wheels, which prevented it from being able to gain a sun-facing tilt for its fourth Martian winter.

NASA's Jet Propulsion Laboratory, a division of the California Institute of Technology in Pasadena, manages the Mars Exploration Rover Project for the NASA Science Mission Directorate, Washington. More information about Opportunity is online at: http://www.nasa.gov/rovers and http://marsrovers.jpl.nasa.gov .

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India Ink: The Mullaperiyar Dam Dipute Between Kerala Against Tamil Nadu is Unnecessary

Futurologists say that the next world war will be fought over water because fresh supplies will become increasingly scarce. Pakistan has already added water to the long list of disputes with India and people in India have grown concerned about what they say are Chinese efforts to dam the Brahmaputra River.

If the south Indian states of Kerala and Tamil Nadu were independent countries with their own armies, they might have been at war by now over the water held behind a dam in Kerala that supplies Tamil Nadu. Protests and demonstrations have lasted for more than five years and tensions have been so elevated recently that some citizens have resorted to violence as India?s federal government, for the most part, has watched helplessly.

The Mullaperiyar dam on the Periyar river sits in and belongs to the state of Kerala. The state wants to repair or rebuild the 116-year-old dam with its own money, if necessary, because it fears that the dam could fail because it has developed leaks and because tremors around it have become more frequent in recent months. An estimated 3 million people live downstream from the dam and could be submerged if it is breached.

More than 100 years ago, Kerala agreed to divert the east-flowing river and leased a piece of its territory to the other state for 999 years. In return, Kerala now receives 1 million rupees, or about $19,000, a year. Historians believe that the king of Travancore signed the deal under pressure in the face of demands of the bigger state that was backed by India?s British rulers.

Tamil Nadu, a relatively more arid state that has chronic water problems, has refused to renegotiate the deal or agree to the construction of a new dam. The state?s leaders appear to be terrified that they will not be allocated as much water from a new dam as they draw from the river now. That fear persists even though Kerala officials have offered assurances that they will not change the current water sharing formula.

Officials in Kerala have often presented a muddled and inconsistent case for why the dam should be rebuilt. Some have argued that the dam was close to collapse, while others have said that simply reducing the amount of water stored behind the dam and building a tunnel to relieve the pressure of the water would be sufficient to protect the dam.

Independent scientists are divided on Kerala?s claims that the dam is in mortal danger, but they are no more convinced by Tamil Nadu?s assertions that it is completely safe after 116 years of use. The Indian Institute of Technology Roorkee, one of the country?s leading universities, has concluded that the dam will collapse if the area is struck by an earthquake of magnitude 7 or more.

No one is certain whether another dam downstream could contain the water if the Mullaperiyar is breached.

A committee appointed by the Indian Supreme Court to study the issue has signaled that it is more inclined to support Tamil Nadu?s position. But as a compromise, it is likely to recommend the construction of another dam downstream. Kerala has not only agreed to bear the cost of such a dam, but also expressed its willingness to jointly manage it with Tamil Nadu. But the feasibility of such a dam is in question and its environmental impact may be significant.

In the case of another infrastructure project, Tamil Nadu officials have protested federal plans to set up a nuclear power plant on its eastern coast at Koodankulam. The state has argued that the plant could expose its residents to radiation. Yet, it does not share Kerala?s concern that an old and leaking dam might burst and drown millions of lives. Floods have killed far more people than nuclear meltdowns. About 25 years ago, a dam in Gujarat caved in and killed hundreds of people.

In Kerala, recent protests appear to be stoked by a regional party that is part of the ruling coalition government hoping to gain political points. An appeal by Prime Minister Manmohan Singh has calmed those voices, but a recent visit by Mr. Singh to Tamil Nadu, which is ruled by a different party that is not part of the government?s coalition, did not advance the cause of negotiations.

In theory, the dispute could be solved easily if the government repairs or rebuilds the dam while guaranteeing that Tamil Nadu will continue to receive ample supplies of water. Lives would be saved in Kerala and livelihood would be saved in Tamil Nadu.

Instead, the war of words and protests continue, threatening trade and peace between the states.

Mr. Sreenivasan, a former Indian diplomat, is the executive vice chairman of the Kerala State Higher Education Council. His views are personal and do not reflect the policy of his state.

Source: http://feeds.nytimes.com/click.phdo?i=eff5c30280467f75ab8142d21b3d7a9e

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Europe may avoid recession this year, IMF says (Reuters)

JOHANNESBURG (Reuters) ? Europe as a whole may avoid a recession this year and there were reasons to be more upbeat about prospects for the region, South Africa's Business Day newspaper quoted International Monetary Fund head Christine Lagarde as saying.

"The euro-zone scene has changed massively over the last 18 months or so ... there are reasons to be a little bit more upbeat about the prospects," she told the daily in an interview published on Monday after a visit to South Africa last week.

Some analysts believe a recession is inevitable in the euro zone, where several member states have grappled with sovereign debt problems for months, triggering global risk aversion which has hit emerging markets such as South Africa the hardest.

"Our assessment is that even if some of the euro-zone countries are in a recession technically for some or all of 2012, the whole of the zone might not technically be in a recession," Lagarde said.

"You've got very different economies cruising at different growth rates. That is going to have an impact on the entire euro zone and might avoid recession for the euro zone at large."

However, the euro zone crisis could hurt South Africa's economy, Lagarde said on Saturday. She urged Africa's economic powerhouse to maintain supportive monetary policy to ensure growth in the medium term.

The central bank in Pretoria kept domestic rates at historical lows last year after slashing them by 650 basis points in the two years to end-2010.

Analysts expect rates to stay on hold for much of this year, despite rising inflation, to give the struggling economy some breathing space.

(Reporting by Stella Mapenzauswa; Editing by Ed Cropley)

Source: http://us.rd.yahoo.com/dailynews/rss/europe/*http%3A//news.yahoo.com/s/nm/20120109/bs_nm/us_safrica_imf

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