Speaking to NCE, Olympic Delivery Authority (ODA) chief executive David Higgins said: "I can say definitively that Hackney will have a substantial permanent building that will house part of the media requirement for the Olympic Games."

"We are future-proofing the facility - we don't know the future use for it and we don't have tenants. It needs to be flexible and adaptable," he said adding that he thought it was likely in future the building could support a number of low cost businesses or media companies.

Higgins said the legacy building would be permanent and, although still in design added: "It will be a very big structural steel portal frame building with a very heavy floor loadings and clear spans.

"We are not going to build that and then trash it," he said. "This will of the order of one and a half times [east London exhibition centre] Excel."

Higgins also said that the ODA would be financing the construction but said that final funding arrangement were still being finalised.

The originally budget was £220M, but this included developer funding which is not as yet finalised. Higgins said that the ODA now hoped to complete the structure inside the original £400M total target.

During the 2012 Olympic Games, the Media Centre will also use additional temporary elements to house areas such as catering, said Higgins.

Carillion will still be involved in the delivery, said Higgins.

He also said the troubled Athletes' Village will be scaled-down from 3,300 high-rise apartments to 2,800 low-rise apartments, with a total of 17,000 beds.

He pointed out that that the credit crunch had some unexpected benefits: "The credit crunch taken the heat out of the market," he said. "There is much less pressure on inflation although I don't think that this will have a dramatic effect for us as we pre-purchased the steel for the stadium and aquatic centre."

However on the down side Higgins said that the financial crisis had created a "serious correction to the industry" which meant the ODA had to be "extremely careful" in the way it treated its supply chain.

He said the ODA was now keeping a close check on the health of the supply chain, in particular around cash flow, and would be attempting to pay all suppliers within 18 days, rather than 30 days originally planned.

A full review of progress on the Olympics will be in the 11 December issue of NCE.

The scheme, which includes one of the world’s longest bridges ever to be constructed using incremental launch technology, was built in joint venture for Transport Scotland by Morgan Est and VINCI Construction Grands Projets.

The new bridge and associated roads will ease congestion in the Kincardine area.

In a letter to the Prime Minister, the CBI's outline a 10-point plan it believes will help the economy. The CBI said helping businesses resist going under was the primary concern for the economy.

The CBI says that will financial markets still in chaos, the government must invest in business and keep money moving around the economy - one way would be to reduce National Insurance contributions.

CBI Director-General Richard Lambert said: "We need to keep business working to safeguard jobs and we need to act now.

"The biggest threat hanging over businesses is cash flow. If they cannot get their hands on the cash and credit they need to go about their day-to-day business, there is a real risk we could see healthy firms going under.

"The next six months will be critical. If we are to stand a fighting chance of preventing this recession from becoming longer and more painful, we need to act now to get the credit markets working properly.

"The most effective way of supporting economic activity and keeping people in jobs would be a temporary reduction in employer National Insurance contributions.

"But given the poor state of public finances, any fiscal stimulus package will need to go hand-in-hand with a credible framework for getting back on track. This would prevent future generations being burdened with huge levels of debt.

"There are also some other relatively quick and painless things the government can do that will provide an immediate boost to business, such as scrapping empty property rates, a temporary freeze on business rates and bringing forward some elements of planned capital spending.

"Taken together these measures would help smooth out the bumps on the road to recovery. They would also have a real and immediate impact on confidence, cash flow and the cost of employing people."

The CBI's ten-point plan:

1. Improving the flow of capital to business. The Bank of England should consider whether it should create a scheme to improve liquidity in the commercial paper market similar to the US model.

2. Countering the withdrawal of trade credit insurance. Some firms are finding trade credit insurance cover being suddenly withdrawn as insurers are less prepared to insure small suppliers against the risk of a larger customer going bust. The government and/or Bank of England should consider as a matter of urgency whether the public sector should act as "insurer of the last resort" on a temporary basis.

3. Preventing questions about 'going concern' status from reinforcing the downturn. Steps must be taken urgently to prevent the question of 'going concern uncertainty' getting out of hand. The Financial Reporting Council must develop guidance for directors to convey general economic uncertainties in such a way as to avoid unnecessary concern.

4. Modest business tax cuts to ease cash flow problems: scrapping empty property rates and implement a 50% reduction on business rates. The usual practice of raising business rates in line with September’s RPI of 5% would be completely inappropriate, and business rate supplements (other than for Crossrail), should be scrapped.

5. Measures to support small and medium-sized firms including: A special low rate of employer National Insurance Contributions for qualifying SMEs, to apply for a time-limited period. Alternatively, SMEs could be given the option to delay paying their employer NICs bill for a year.

6. A time-limited fiscal stimulus focused on employment through a temporary reduction in employer National Insurance Contributions. For maximum impact we recommend a 1.8 percentage point cut to 11%, at an exchequer cost of £9bn. This would bring the employer rate into line with the employee rate.

7. Accelerating planned public capital spending programmes. Where cost effective and practicable to do so, budgeted capital spending should be brought forward, including the "Building Schools for the Future" rebuilding/refurbishment programme and planned expenditure on social housing. The creation of a new post of Chief Construction Officer would drive action across the government sector.

8. Supporting corporate pension provision by giving companies longer to smooth the costs of making good their pension deficits.

9. Improving the nation's skills. SMEs should be given incentives to take on apprentices through targeted financial assistance, and fund the full economic costs of large firms 'over-training' to the benefit of their sector.

10. Supporting UK exports by offering time-limited support for both existing customers and the wider export community as companies face difficulties in accessing bank finance.

Named after a quote by sprinter Linford Christie, who said he left his starting blocks at the start of a race "On the 'b' of the bang," the structure has been plagued by problems since it was unveiled in January 2005.

The structure cost twice the projected spend, eventually costing £1.4M when it opened in 2005. Since then, the 56m tall sculpture has suffered from its characteristic spikes falling-off.

Last October client for the structure Manchester City Council issued proceedings against Thomas Heatherwick Studio and its subcontractors Packman Lucas, Flint & Neill, and Westbury Structures for negligence and failure to meet their contract, following a series of failures on the sculpture.

The council today announced that it will drop this action following the design team agreement's to pay £1.7M compensation.

Manchester City Council city solicitor Susan Orrell said: "The settlement allows the Council to recover substantial damages and avoid further cost and the risks that are always associated with legal proceedings. 

"I am pleased we have reached a settlement that is, in my view, in the best interests of the Council and now that this has been achieved, it means the Council can move on and consider the options for the future of the structure in conjunction with the project’s funders. When this work is completed a report will go to the Council’s Executive in the New Year."

Thomas Heatherwick Studio and subcontractors Packman Lucas , Flint and Neill and Westbury Structures issued a joint statement saying: "The B of the Bang sculpture was an ambitious and ground-breaking design. It is a matter of considerable regret to all of us that the sculpture that was intended to symbolise the outstanding success of the Manchester Commonwealth Games has suffered the problems that have come to light. 

"We are pleased that a settlement has been reached to the proceedings."

A total of 9 spikes have fallen or been removed so far, with fatigue cracking caused by wind-induced vibration blamed for the failures.

The sculpture remains cordoned-off from the public.

Worst offender is the US embassy, based in Grosvenor Square, which has accrued a staggering 26,165 unpaid charges, which would have cost £209,320, but has now been elevated to £2,735,245 in unpaid penalties.

This is an average of almost 17 penalties for the US embassy every weekday since charging began in the capital close to six years ago.

The US may begin to reduce its penalty notices as it moves from its current spot in Mayfair, which has had a controversial security facelift recently, to a new site outside the congestion charging zone in south London. It is uncler whether president elect Barack Obama will employ a new policy of paying the charge when he comes to office in January.

However, the US embassy is not the only offender. London Mayor Boris Johnson has published a list of 123 offending embassies, owing a single charge upwards.

London's congestion charge was controversially introduced by then Mayor Ken Livingstone in February 2003.

Although initially opposed by the government, Prime Minister Tony Blair later hailed the exercise as a success and held an olive branch to Livingstone, who had been expelled from the Labour Party.

The congestion charge stands at £8 per day. New Mayor Boris Johnson is looking to review the western extension of the zone to Kensington and Chelsea.

The 10 worst offenders:

• AMERICAN EMBASSY: 26,165 unpaid charges - £209,320. Value of penalty: £2,735,245

• EMBASSY OF THE RUSSIAN FEDERATION: 17,292 unpaid charges £138,336. Value of penalty: £1,849,260

• EMBASSY OF JAPAN: 16,657 unpaid charges - £133,256. Value of penalty: £1,767,840

• EMBASSY OF THE FEDERAL REPUBLIC OF GERMANY: 14,761unpaid charges - £118,088. Value of penalty: £1,573,690

• HIGH COMMISSION FOR THE FEDERAL REPUBLIC OF NIGERIA: 13,050 unpaid charges - £104,400. Value of penalty: £1,350,670

• THE EMBASSY OF THE REPUBLIC OF THE SUDAN: 9,082 unpaid charges - £72,656. Value of penalty: £924,400

• OFFICE OF THE HIGH COMMISSIONER FOR INDIA: 5,745 unpaid charges - £209,320. Value of penalty: £622,840

• KENYA HIGH COMMISSION: 5,926 unpaid charges - £47,408. Value of penalty: £604,390

• EMBASSY OF THE REPUBLIC OF POLAND: 5,193 unpaid charges - £41,544. Value of penalty: £554,820

• HIGH COMMISSION FOR THE UNITED REPUBLIC OF TANZANIA: 5,297 unpaid charges - £42,376. Value of penalty: £539,500

And the 11 least worst offenders:

• OFFICE OF THE HIGH COMMISSIONER FOR THE REPUBLIC OF TRINIDAD AND TOBAGO: 2 unpaid charges - £16. Value of penalty: £120

• BARBADOS HIGH COMMISSION: 1 unpaid charge - £8. Value of penalty £120

• EMBASSY OF THE REPUBLIC OF RWANDA: 5 unpaid charges - £40. Value of penalty £120

• HIGH COMMISSION FOR GRENADA: 1 unpaid charge - £8. Value of penalty £120

• HIGH COMMISSION FOR SAINT CHRISTOPHER AND NEVIS: 1 unpaid charge - £8. Value of penalty £120

• AMBASSADE DE LA REPUBLIQUE DU BURUNDI: 1 unpaid charge - £8. Value of penalty £60

• ROYAL NORWEGIAN EMBASSY: 1 unpaid charge - £8. Value of penalty £60

• AUSTRALIAN HIGH COMMISSION: 1 unpaid charge - £8. Value of penalty £60

• NEW ZEALAND HIGH COMMISSION: 1 unpaid charge - £8. Value of penalty £60

• BRAZILIAN EMBASSY: 1 unpaid charge - £8. Value of penalty £60

• ROYAL NETHERLANDS EMBASSY: 1 unpaid charge - £8. Value of penalty £60

The two companies beat rivals including Mott MacDonald to oversee the contracting consortium on behalf of the client, the Qatar-Bahrain Causeway Foundation.

The construction contract was awarded in May to a consortium led by Qatari Diar and France's Vinci Construction Grand Projets. The group also includes Germany's Hochtief, Athens-based Consolidated Contractors Company, Belgium's Dredging International, and the local Middle East Dredging Company.

Denmark's Cowi is working as the design consultant.

Named the Friendship Causeway, the project will link Ras Ashiraj on the west coast of Qatar to the village of Askar on the east coast of Bahrain.

The 40km project will comprise 18km of embankments where the sea is shallow and 22km of viaducts and bridges over deep water, including two 400m cable-stayed bridges over shipping channels.

The NTSB concluded after a two day hearing on Thursday and Friday that gusset plates at the U10 nodes failed under a combination of substantial increases in the weight of the bridge, which resulted from previous modifications, and the traffic and concentrated construction loads on the bridge on the day of the accident.

Contributing to the design error was the failure of Sverdrup & Parcel's quality control procedures to ensure that the appropriate main truss gusset plate calculations were performed for the I-35W bridge and the inadequate design review by federal and state transportation officials, said the Board.

Also contributing was the generally accepted practice among US Federal and State transportation officials of giving inadequate attention to gusset plates during inspections for conditions of distortion, such as bowing, and of excluding gusset plates in load rating analysis.

"We believe this thorough investigation should put to rest any speculation as to the root cause of this terrible accident and provide a roadmap for improvements to prevent future tragedies," said NTSB acting chairman Mark Rosenker. "We came to this conclusion only through exhaustive efforts to eliminate each potential area that might have caused or contributed to this accident.

"Bridge designers, builders, owners, and inspectors will never look at gusset plates quite the same again, and as a result, these critical connections in a bridge will receive the attention they deserve in the design process, in future inspections, and when bridge load rating analyses are performed. 

"By addressing all three areas in our recommendations, we are hopeful that industry and government bodies will take appropriate action and the American people can continue to have confidence in the safety of our nation's bridges," he added.  

Shortly after 6pm on Wednesday 1 August 2007, the eight-lane, 580m long I-35W highway bridge over the Mississippi River in Minneapolis, Minnesota, experienced a catastrophic failure in the main span of the deck truss.

As a result, a 300m section of the deck truss collapsed, with about 140m of the main span falling into the river. A total of 111 vehicles were on the portion of the bridge that collapsed. Of these, 17 were recovered from the water.

As a result of the bridge collapse, 13 people died, and 145 people were injured.

During its investigation, the National Transportation Safety Board learned that 24 under-designed gusset plates, which were about half the thickness of properly sized gusset plates, escaped discovery in the original review process and were incorporated into the design and construction of the bridge.

On the day of the collapse, roadwork was underway on the I-35W bridge, and four of the eight travel lanes (two outside lanes northbound and two inside lanes southbound) were closed to traffic. In the early afternoon, construction equipment and construction aggregates (sand and gravel for making concrete) were delivered and positioned in the two closed inside southbound lanes. 

The equipment and aggregates, which were being staged for a concrete pour of the southbound lanes that was to begin about 7pm were positioned toward the south end of the centre section of the deck truss portion of the bridge near node U10 and were in place by about 2.30pm.

Shortly after 6pm a lateral instability at the upper end of the L9/U10W diagonal member led to the subsequent failure of the U10 node gusset plates on the centre portion of the deck truss.  Because the deck truss portion of the I-35W bridge was considered non-load-path-redundant, the total collapse of the deck truss was unavoidable once the gusset plates at the U10 nodes failed.

The NTSB examined other possible collapse scenarios - such as corrosion damage found on the gusset plates at the L11 nodes and elsewhere, fracture of a floor truss, pre-existing cracking in the bridge deck truss or approach spans, temperature effects and shifting of the piers - and found that none of these played a role in the accident. 

As a result of its investigation, the NTSB made nine recommendations to the Federal Highway Administration and the American Association of State Highway and Transportation Officials dealing with improving bridge design review procedures, bridge inspection procedures, bridge inspection, training and load rating evaluations.

Bridge designer Sverdrup & Parcel was an American civil engineering company formed in 1928 by Leif Sverdrup and his college engineering professor John Parcel. The company worked primarily in a specialty field of bridges. Many of the company's projects were located in the St. Louis, Missouri area near the company's headquarters. Sverdup & Parcel was succeeded by Sverdrup Civil, which in 1999 was part of the merger between Sverdrup and Jacobs Engineering

A synopsis of the Board's report, including the probable cause, conclusions, and recommendations, is available on the NTSB's website www.ntsb.gov.

The Board's full report will be available on the website in several weeks. 

Working with a design team comprising KSS architects and structural engineer Buro Happold, Spurs intends to build the majority of the stadium, before building demolishing one section of White Hart Lane to complete the final section of the new venue within one football season.

The delivery of this scheme does require the removal of two listed buildings currently on Tottenham's High Road - Warmington House and Fletcher House - as part of the terrace between Paxton Road and Park Lane. These buildings are making way for the public spaces, not other development, which is essential to connect the Stadium with the High Road and to open up the area to the public.

The plans are now available for public viewing at White Hart Lane and open for consultation.

The Kingsway Tunnels were originally built as an air raid shelter in 1940 and have been used by MI6, the Public Record Office and BT, but they have not been used regularly since 1990. "We are looking for a purchaser with the imagination and stature to return the tunnels to productive use," said BT group property director Elaine Hewitt. "The site has the most fantastic history and, now that we have no requirement for it for telecommunications use, it is right that we should offer it to the market."

 Designed to provide air raid accommodation for 8,000 people during the Blitz, the tunnels are 30m below ground and equipped with water and electricity. Planning restrictions rule out the conversion of the tunnels into a hotel, home or office.

A BT spokesman said: "Some unusual suggestions are a snooker club, cinema complex, Bond villain lair, bowling alley, archery range, roller disco, sports gym, firing range or somewhere to keep bankers."

Click here for more information on the tunnels, including a plan

■ We want to hear your suggestions about what should be done with this prime bit of real estate. Email jessica.rowson@emap. com with your ideas and the best five will receive an NCE mug!

The planning applications were passed at the Mayor's regular strategic planning meeting.

The Crossrail station on the Isle of Dogs will create a major transport hub at Canary Wharf connecting to the DLR and London Underground network.

"We cannot stop building in our city and just as we will forge ahead with our huge house building programme, we must ensure the development process for all construction projects is as smooth and speedy as possible," said mayor Boris Johnson. "Once Crossrail arrives in Canary Wharf it will act as the catalyst for the construction of more offices and the other facilities including new shops and more hotels, creating lasting jobs over the coming decades."

Structural Eurocodes are a set of unified international codes of practice for designing buildings and civil engineering structures, which will eventually replace national codes like the British Standards.

From March 2010, all public sector works will need to be designed to Eurocodes and British Standards will no longer be updated. There are ten Eurocodes in total – one explaining the basis of design to Eurocodes and the principles behind them, one explaining load cases to be considered, one for each of the major materials – steel, concrete, timber, masonry, aluminium and composite construction – one for seismic design and one for geotechnical design. Each consists of a number of parts and is accompanied by national annexes, which give country specific values and guidelines. All ten Eurocodes have now been published as well as a large majority of the national annexes.

With the publication of the much-awaited national annex for Eurocode 1: actions on structures – part 1-4: general actions – wind actions at the end of October, UK local authorities can now accept Eurocode building designs as complying with Building Regulations (News last week).   
Companies have begun to look at how Eurocodes will affect them, but until now, not many engineers would have had daily exposure to them. "It’s taken a long time to get to this point, but now major things are happening in a short time," says Parsons Brinckerhoff (PB) director of bridge and structural engineering Steve Denton. "You need to train staff around the time when they’re close to using it on live projects."

Denton has been involved with Eurocodes for a long time. His involvement with British Standards as a member of different committees put him in a good position to help develop Eurocodes and he now chairs the British Standards Eurocodes Horizontal Group on Bridges. "We’ve been tracking them over the last five years, through work on British Standard committees and through work with the Highway Agency. We chose to roll up our sleeves, get stuck in and influence it. We’re embarking on a period of significant change. Whether one’s views on it are positive or negative, any significant change is always challenging. It is important people understand things are always changing and it’s better to invest in it and embrace it rather than push back against it," he says.

The changeover to Eurocodes is an enormous challenge for the industry. New guidelines and amendments are brought out all the time and engineers are used to moving with developing thinking as part of their continuing professional development. However, never before has an entire set of codes of practice been replaced in such a manner. "It’s a significant change," says Denton. "It’s important people recognise the need to invest time and effort. It will place greater demand on the technical understanding of engineers. During the period of transition, it will be a challenge for everyone. In terms of progression it’s moving to a higher level of understanding which is good for the profession but it’s challenging in the short term."

Eurocodes are thought to be bringing with them a raft of benefits. Not only will they create a level playing field for engineers across Europe in terms of where they can work, but they will also allow engineers to use their skills to optimise their design. For example according to the Concrete Centre, Eurocode 2 – concrete allows benefits to be derived from using high strength concretes, which BS8110 does not. "Eurocodes are based on the latest science," says Denton. "There have been some positive advances in terms of methods used. It’s more consistent and rational. It may appear complicated to start with but once learnt you can see the benefits. There will be common vocabulary across engineering internationally. If questions are asked, they’ll be asked of a bigger pool of engineers."

This bodes well for future ventures, opening up opportunities for research pooled across Europe. However for anyone slow to adapt to Eurocodes, they can look forward to being overtaken by other European countries. "Our European partners are advising implementation rapidly and we risk being left behind if we don’t seek out opportunity," says Denton. He is fond of using a quote by US Army retired chief of staff General Eric Shinseki: "If you don’t like change, you’ll like irrelevance even less."

Clearly the structural engineering community has a lot of work to do, but the Eurocodes changeover will affect more people than just those who will be working directly from them. Clients and anyone who is in involved with the approvals process will need to know how it will affect them. "It will affect clients, particularly with bridges and those with technical approval role," says Denton. "There will be some cost and programme implications. It’s important the client is in a position to manage."

Denton has been working with the Highways Agency on another big issue which will affect the industry – climate change. One of his roles is as the national framework manager of research and development at the Highways Agency and he has undertaken a series of projects concerned with climate change. "We need to be making the right decisions about what to change, viewed in a risk and sustainability context," says Denton. "In the UK we have a mature infrastructure. If we’re designing new infrastructure it’s relatively straightforward and the cost implications are not too high. If it’s existing assets, the challenges about how you manage are greater. For example, if it’s hotter, how do we need to change the structure with regards to the expansion joints, movement capability of the bearing and so on?" This is just one area where Denton bridges the gap between industry and academia.

In addition to his role at PB, Denton has remained active in research and teaching since he was a junior research fellow at the University of Cambridge between 1996 and 1999. In 2007 he was appointed visiting professor at the University of Bath. He is a strong believer in the benefits of the industry and academia working together. "When I was in full-time research I found it difficult to come up with strong research ideas," says Denton. "In industry, the challenges and ideas come up all the time, but we don’t have time to look into it. I would love to see more collaboration between industry and academia. If you look at other countries in Europe leading practitioners often hold academic postings."

In the UK, engineers are often shoe-horned into management positions as they rise up the promotions ladder. Denton’s role at PB spans business management and development but he has not forgotten what lies at the centre of his job. "We don’t sufficiently recognise and celebrate our technical skill which is at the heart of what engineering is about," says Denton. "We encourage our people to move away into business management. It’s crucial we recognise multiple roles in organisations – they’re all important. As a profession we have a huge contribution to make, but if we take our eye off the ball as to what we do it will be damaging for us as a profession."

STEVE DENTON CV
- 2007 Appointed Visiting Professor, University of Bath
- 1996-1999 Junior Research Fellow, University of Cambridge (part funded by PB)
- 1992-2008 Parsons Brinckerhoff (PB), rising from Graduate Engineer to Director of Bridge and Structural Engineering
-1989-1992: Studied engineering at University of Cambridge
- 1988-1989 Tarmac Construction, year in industry programme

Obama has already pledged to invest £10bn in the coming decade to maintain critical infrastructure.

These plans were likely to have made Obama the preferred choice to lead the US by civil engineers as a consequence.

"Whoever wins the White House will have a number of pressing infrastructure issues to deal with,” said ASCE president David Mongan.

"In 2005 we prepared an institution report and gave the overall grade for US infrastructure as D. We estimated that there was a cost to state and local government of some $1.6 trillion [£1 trillion] to bring infrastructure up to an acceptable level. We will be issuing a new report in March 2009, but I do not see any significant improvement," he said.

A special meeting of Congress will meet on 17 November to discuss a package to boost the US economy. It is thought to be similar to plans being developed by Chancellor Alistair Darling, focusing heavily on infrastructure spending.

The National Transportation Safety Board, who have carried out a 15 month long investigation into the I35w bridge collapse which killed 13, will hold a public Board meeting on its investigation of the I35w bridge accident in Minneapolis, Minnesota on next Thursday November 13.  The meeting is expected to last two days.

A summary of the Board's final report, which will include its findings, probable cause and safety recommendations, will appear on the website shortly after the conclusion of the meeting, but the full report will not be published for several weeks.

The eight lane I35W highway bridge over the Mississippi River in Minneapolis, Minnesota collapsed on August 1 2007 killing 13 people and injuring 145.  Initial investigations focused on inspection procedures, but the National Transportation Safety Board revealed in January that some of the gusset plates had been underdesigned. 

Each tower carries its own cable-stay bridge forming a passageway between the two towers. The bridges meet at an angle, joining like a handshake over the harbour according to the architect, Steven Holl Architects. The towers will mostly be offices with some public spaces.

"With the winning project, we get a great high-rise building, which will bind the city better together and function as a landmark in the harbour," said the current mayor of Copenhagen, Ritt Bjerregaard.

The project utilizes a variety of sustainable technologies. Both towers have glazed facades which are shaded by solar screen made of photovoltaics. The towers are connected to a seawater heating/cooling system which provides radiant heating in the floor slabs and radiant cooling in the ceiling. Natural ventilation is provided by windows opening at the floor level and ceiling level for maximum air circulation.  Wind turbines are lined up along the top of the pedestrian bridge roof, which will provide enough electricity for lighting all the public spaces.