Project 2
Student id: m19
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<title>Project 2 Feasibility Report</title>
<author xml:id="m19">Sydnee Mizuno</author>
<version n="3" date="2016-08-06"/>
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<fsb_rpt>
<page type="ttl">
<title>Project 2 Feasibility Report</title>
<subTitle>Solar-powered Roadways</subTitle>
<contributors>Sydnee Mizuno</contributors>
<date>August 1, 2016</date>
</page>
<page type="tbl_contents">
<sect n="1" lvl="1"> Executive Summary </sect>
<sect n="2" lvl="1"> Preliminary Requirements Analysis </sect>
<sect n="3" lvl="1"> Feasibility </sect>
<sect n="4" lvl="1"> Success Criteria </sect>
<sect n="5" lvl="1"> Design </sect>
<sect n="6" lvl="1"> Cost Estimates </sect>
<sect n="7" lvl="1"> Reporting </sect>
<sect n="8" lvl="1"> Risk Analysis </sect>
<sect n="9" lvl="1"> Financial Planning </sect>
<sect n="10" lvl="1"> Conclusion </sect>
</page>
<page type="exec_sum"> In 2006 the startup Solar Roadways was founded by Julie and Scott
Brusaw. Solar Roadway's goal is to create solar panels that can replace existing roads.
These panels are hexagonal layers of tempered glass with solar cells and LEDs in between
them. By using these panels throughout the U.S. instead of concrete and asphalt roads,
it is estimated that we could generate three times more electricity than we use. The
embedded LEDs would offer greater visibility than painted road lines and provide smart
information about oncoming traffic. Additionally, these roads with electricity and smart
networks could promote a wider usage of electric vehicles.<pb/> Despite these
advantages, the endeavor of replacing our country's current highway systems is
unfeasible. Besides the obvious difficulties that would be encountered with the vast
scope of the project, there are also issues with the solar panels themselves. The rest
of this study will address the requirements needed for solar-powered roadways and how
they are not met.<note type="instructor" resp="#kgs">Cool! I'm excited to read a fsb
report that is not feasible.</note></page>
<page type="pre_req_ana">
<app_ovr type="obj"> Solar Roadway's mission is to generate clean, reneweable solar
energy on roadways. To accomplish this, the startup has developed modular solar
panels that can replace asphalt surfaces. By using these panels, substantial amounts
of electricity could be generated. Also, embedded LEDs and sensors could create a
smart highway system. </app_ovr>
<app_ovr type="rls"> In 2009, Solar Roadways received a $100,000 grant from the
Department of Transportation (DOT) to seek engineering input and write a concept
paper. Then in 2011 the DOT gave another grant of $750,000 to develop a working
prototype the size of a parking lot. In addition to giving Solar Roadways money for
reaearch and devleoplment, the DOT is also working with them to test the safety and
functionality of the solar panels. Before any major implementations could happen in
the U.S., Solar Roads would need the DOT's approval. </app_ovr>
<app_ovr type="synergy"> With the use of solar roads, the existing roads in our country
would need replacement. Also this new road system would need to be integrated into
current electric grids.</app_ovr>
</page>
<page type="fsb">
<fsb_hlgt type="tcnl"> The current prototype for solar-powered roads consists of two
layers of glass panels that enclose a circuit board with LEDs, solar cells, and
heating elements. The glass is tempered and textured to provide safety and traction
for traffic. Solar Roadways has reported that this glass surface has been tested in
a university lab, and that a vehicle stopped within the required braking distance.
However, the DOT has not confirmed this. Also, the DOT was unable to send its impact
load testing equipment to Solar Roadways, so the glass panels' load carrying
capacity has only been officially tested through 3D modeling. Eric Weaver, an
engineer with the Federal highway Assocation, says that the DOT will need to
continue testing the panels' traction. At this time, the DOT needs to perform more
field traffic evaluation. Solar Roadways has not yet decided on any specific
solution to keep these panels clean. The company will need to engineer a solution
that prevents dirty buildup while maintaining traction for traffic. The LEDs that
are embedded in the panels would replace the need for painting road lines. They
would also increase visibility. Solar Roadways envisions these LEDs flashing in
response to oncoming obstacles like pedestrians and wildlife. The circuits also
contain solar cells to collect energy, and they also contain heating systems to keep
the panels above freezing. This would prevent the accumulation of snow and ice.
Difficulties have been ecountered in the manufacture of these panels. With the rise
of smart, personal electronics, companies have focused on making circuits smaller.
This presents a problem with finding circuits big enough for Solar Roadways' panels.
Another major issue is the efficiency of the solar cells being used. At this time,
the cells have not been tested anywhere except at the Brusaws' house. Scott Brusaw
has reported that the cells performed within 5% of theoretical values compared to
solar cells on rooftops. One self-reported test is not enough to confirm that these
solar cells function well. More independent testing across different environments
will be needed for unbiased results that confirm that the solar cells
work.</fsb_hlgt>
<fsb_hlgt type="econ"> Solar Roadways has not completed a cost analysis yet. But in
2010, co-founder Scott Brusaw estimated that a 12 by 12 foot panel would cost
$10,000. With about 29,000 square miles of paved roads in the US, it is estimated
that the total replacement cost would be $56 trillion.</fsb_hlgt>
<fsb_hlgt type="socl"> If these solar-powered roads were adopted, Solar Roadways would
only be the manufacturer of the solar panels. The goverment and other independent
companies would be left to solve the logistics of replacing the country's current
transportation infastructure. </fsb_hlgt>
</page>
<page type="sccs_crt">
<req_sect> Solar Panel Components <req> The solar panels that would make up the roadways
are hexagonal pieces of tempered glass that encase a circuit board. This circuit
board contains solar cells to capture energy, LEDs for road lines and displays,
and heating systems to prevent snow buildup. </req></req_sect>
<req_sect>Testing <req> Before solar-powered roads could be adopted throughout the
country, they would need to be rigorously tested. The Department of
Transportation and other accredited independent agencies would need to test the
panels for safety, efficiency, and reliability. The Brusaws' self-reported home
tests need to be confirmed by other sources to ensure that there are accurate,
non-biased results. The DOT needs to use a weight deflectometer to test how
Solar Roadway's panels handle impact loads. The solar cells and LEDs will need
to be tested for energy efficiency and longevity. Also, field traffic
evaluations will need to be run in order to test how the panels hold up to
continued use. The panels need to have sufficient traction and
durability.</req></req_sect>
<req_sect>Implementation <req>The Department of Transportation and other service
agencies would need to handle the installation of Solar Roadways' panels. They
would be responsible for creating building projects, financing them, and
installing them.</req></req_sect>
</page>
<page type="dsn">
<img url="http://i.imgur.com/rksJf69.png">Solar Panel Layers</img>
</page>
<page type="cost">
<est type="fnc"> At this time, all costs are estimated because Solar Roadways has not
conducted a cost analysis. It is estimated that the company's solar panel pieces
would cost $70 per square foot. By replacing asphalt roads in the U.S. with these
panels, it would cost about $56 trillion.<note type="instructor" resp="#kgs">Ha!
That is an awful lot of money</note></est>
</page>
<page type="rpt"> Solar Roadways has tested most of its design at the founders' home, and it
has posted some of those results to the company website. Solar Roadways' website claims
that weight limits have been tested with 3D Finite Element Method analysis. Scott Brusaw
also says that he used micro-inverters to confirm that Solar Roadways' panels performed
within 5% of theoretical values compared to regular rooftop solar panels. The company
has also collaborated with the DOT and various university labs for testing traction
testing. It will continue to test and report its findings to these organizations as
product development continues.</page>
<page type="rsk_ana"> There are potential risks to using solar-powered roads. One of these
is the strength of the glass panels. Solar Roadways uses tempered glass, and it
manufactures it similar to bulletproof and bomb blast resistant glass. The company
self-reports that the roads can hold 250,000 pounds. Another risk is road traction. To
increase traction, the solar panels are textured for grip. Another risk is a damaged or
defective panel. Solar Roadways says the smart network of panels could report the
location of a defective panel, and it could be collected and reprogrammed quickly.<note
type="instructor" resp="#kgs">maybe useful to separate these risks w/
pb</note></page>
<page type="conc">
<fsb> While the benefits of solar-powered roads are great in theory, there is not enough
evidence to prove that they could be practically implemented throughout the U.S. </fsb>
<cond> At this time, the majority of testing has been completed at the Brusaws' home,
and the results have been self-reported. The DOT and other accredited organizations
would need to independently test and verify the solar panels' performance. These
tests would check for the panels' efficiency, durability, and safety using methods
described in Technical Feasibility and Success Criteria. Also, Solar Roadways would
need to run a financial analysis of its product in order for any organization to
seriously consider financing it.</cond>
<sum>With the lack of official testing and the extreme cost of road replacement, it is
unfeasible to adopt these new types of roads across the country. While it may be
possible to expand this technology from the Brusaws' small prototype parking lot to
the entire highway system, today is not that day.</sum>
</page>
</fsb_rpt>
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<docReview>
<reviewer type="peer" xml:id="b11"/>
<report type="peer" resp="#b11">
<p>Sydnee's feasibility study looks at solar-powered roads developed by Solar Roadway's.
Taking an objective look at different steps required to put solar panels on all U.S
roadways, Sydnee breaks down concerns over the practicality of this project, while
also laying out conditions for how it could become a reality. She does this while
giving a clear stance that she does not see sufficient evidence that the project is
feasible. </p>
<p>My first thought upon reading Sydnee's study is that is well polished enough to be a
final draft. In her writer's memo she states that everything which she intends to
include is present. Starting with the executive summary, Sydnee's thoughts are
clearly stated. Looking at the Report page, I see "The company has also collaborated
with the DOT and various university labs for testing". For the relevancy of this
page, I think it would help to see some more detail from this thought. "What kind of
testing do they do? Why is it relevant? How do they report this data to the DoD?"
She does go into this slightly in the feasibility study:technical section, but it
would be very relevant to read about any specific tests taking place. If Solar
roadway's also had a time frame estimate that would be a compelling piece of
evidence to support or not support this project. A similar issue in the conclusion
can be found under the cond paragraph. She brings up testing again, and the piece
would definitely benefit from a list of what conditional testing is needed.
Including earlier examples in the piece (specifically from the technical feasibility
paragraph). Lastly I think the success criteria would benefit from an expansion of
what tests Brusaws conducted, looking specifically here: "These and other
independent tests would be needed in addition to the Brusaws' home tests", asking
"what are these home tests?". Overall Sydnee does an excellent job presenting her
ideas, and supporting them through her research, the only room for improvement I
have to suggest is fleshing out references of tests with more detail, adding to the
technical relevancy for this feasibility study. </p>
</report>
<reviewer type="instructor" xml:id="kgs"/>
<report type="instructor" resp="#kgs">
<p>this is a solid feasibility report--it conforms to the schema and has a good scope
for the size of project 2. Coule this be feasible on a smaller scale (like on the
order of a single city or region)? My one question is about rhetorical situation--it
was unclear exactly to whom the report was addressed (DOT, some other gov't agency?)
and the position you were embodying in the composition of the document (are you an
engineer working for the government?). Other than this issue with audience/rhetor, I
think this represents a good piece of well-researched and appropriately-styled
writing for a particular exigence.</p>
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