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Binika Shah joined the World Nuclear Association in February
2014 as a Senior Project Manager. She was recently interviewed by Radiation Regulator journal. Below is a section of the interview she gave to the journal.
Tell us about your career so far.
Having been sponsored by the UK Ministry of Defence (MoD) during
University, I graduated and was afforded a placement in their
central environmental policy unit. Although unrelated to my
academic qualification (having studied Mathematics and Physics at
undergraduate level), I had always been passionate about
environmental issues and took naturally to the challenge.
I followed this placement with a gap to go trotting around the
world, and returned to land a contract with the UK Department for
Environment, Food, and Rural Affairs in supporting the establishing
of an agency (then known as the "Government Decontamination
Service"). At the agency, I managed several Government-funded
science and technology projects, looking to enhance the UK's
chemical, biological, radiological and nuclear capabilities, as
well as managing other technical information. This contract was
followed by a post as an environmental consultant at an engineering
consultancy firm called Atkins. The main focus of my work ended up
being around legislation and policy development relating to
radioactive substance management, with key projects being the
revision of UK radioactive substance regulation, developing a
scheme to demonstrate competence to the regulator in managing
radioactive waste in the UK, and being the technical preparer for
the 3rd Periodic Evaluation of Progress towards the
Objective of the Radioactive Substances Strategy (in the North-East
Atlantic Ocean). After several years at Atkins, I moved to the
World Nuclear Association (WNA) in February 2014 as a Senior
Project Manager.
What is the WNA and how does your role fit into their
WNA is a global
organisation that promotes nuclear energy and supports the many
companies that comprise the nuclear industry through the entirety
of the fuel cycle (i.e. from uranium mining to decommissioning and
de-licensing), together with its supply chain and associated
industries. It provides a forum for sharing knowledge and insight
into evolving industry developments, sharing international best
practice to strengthen the nuclear industry's capabilities, and
speaking authoritatively in relevant key international forums, such
as the IAEA, OECD/NEA, ICRP, etc. that affect the policy and public
environment in which the industry operates.
Many people may be familiar with the WNA website which provides
lots of really useful information on nuclear energy - it is worth
taking a look if you are unacquainted with it. Also, World Nuclear News has become the leading online news service on
developments related to nuclear power, and its readership isn't
limited to the nuclear industry. One final thing to mention is the
World Nuclear University which provides training and education on
key nuclear industry-related topics to the next generation of
nuclear industry leaders
My primary role within WNA will be to support the
radiological protection and the waste management &
decommissioning working groups. These are essentially forums
through which the industry shares leading good practice, conducts
analysis, prepares position statements, and develops and implements
strategies to advance collective interest in the safe and expanding
worldwide use of nuclear power. The working groups are made up of
representatives mainly from member organisations, and we often
invite notable interested parties and relevant other organisations.
I will also be attending international forums, such as relevant
IAEA safety standards committees, to understand key developments,
and to provide a voice for the industry in these areas.
What do you see as the greatest challenges
I would just like to focus on one area. The question in my mind
is always around the waste, particularly when thinking about the
sustainability of nuclear power. There are solutions out there, but
the focus for industry often tends to be on the front-end as well
as safety. In my opinion, the back-end of the fuel cycle is
critical to the success of a project. Many governments around
the world have taken this on board, and are building into the
regulatory systems the need to place due consideration on waste
management and decommissioning during the early planning stages,
but this is still not the case everywhere. Applying the waste
hierarchy throughout the fuel cycle is crucial and the industry
needs to take this on board.
How will you assess your success?
I'm not sure that I can make this into something that is "SMART"
(specific, measurable, attainable, realistic, and time-framed),
despite being titled a "project manager". I'd like to think that I
will be supporting effective working groups that are thriving and
doing some really good work to influence the industry and leading
effective discussions with the wider international forum. For
example, for radiological protection, this may be a system of
radiological protection that can be applied by the industry in a
logical manner and can be communicated to an external audience
including public, decision-makers and media. For waste management
and decommissioning, an example could be waste minimisation through
effective and maximal recycling.
How do you
see the role of regulators?
The role of the regulator is critical to ensuring the safety of
nuclear power plants across the world, and this should be done in
an independent and transparent manner to ensure the credibility
with the public, first and foremost. But this should not be done in
such a way as to be detrimental to the industry; regulators need to
work with the industry to ensure that standards are applied in a
fair manner, and giving due consideration to social, economic and
environmental impacts.
The European Commission is investigating whether the UK
Government's proposals to support the construction of the Hinkley
Point C nuclear power plant is legitimate under European Union
competition rules. Plenty of people think that EDF, the company
standing behind the nuclear station, will be receiving a pretty
generous subsidy to the detriment of alternatives. The Guardian
newspaper (3 March 2014) quoted the chair of the UK and Ireland
association of Nuclear Free Local Authorities, Councillor Mark
Hackett, as saying that the project is "the most expensive" power
plant in history and "could choke off the nascent renewable energy
revolution in the UK [and] turning off investors in offshore wind
and solar at a time when such industries are rapidly taking off
elsewhere in Europe". Another critic, Peter Atherton of Liberium
Capital, a London-based broker and corporate finance advisor,
asserted in The Spectator magazine (22 February 2014) that the
government "has agreed to buy electricity at twice the current
market price … which looks like financial insanity".
This is also one of the possible concerns that the European
Commission is examining. In a letter to the UK Government on 18
December 2013 the Competition Commissioner Joaquín Almunia
indicated that it was not clear whether the Hinkley Point C project
would "crowd out" other low-carbon technologies, such as biomass,
hinder the import of electricity from the rest of Europe, and
reduce the incentive to improve energy efficiency.
The Commission's careful language, however, indicates that not
all is what it appears. Firstly there is nothing in the UK
Electricity Market Reform package that disadvantages renewable
energy sources. Renewables are offered the same help as nuclear
power: they are eligible for an infrastructure investment guarantee
from the government and a Contract for Difference arrangement to
help them finance their projects, whether it is the biomass
conversion of the Drax coal-fired thermal power plant or for an
off-shore wind turbine. The government published indicative 'strike
prices' for renewable technologies in the range of £95 to £305 per
megawatt hour in December 2013:
It has also agreed a strike price for Hinkley Point C of
£92.50/MWh, below that available to any of the low-carbon
Secondly, many people fail to appreciate that the strike price
in a Contract for Difference (CfD) is not a guaranteed price for
the electricity. A CfD is a bet between the generator (the punter)
and its counterparty (a special government-sponsored enterprise) on
the outcome of the competition to sell into the electricity market.
If the outcome is a power price (the 'reference price') higher than
the bet (the 'strike price') then the generator compensates the
counterparty; if the power price turns out to be lower than the
'strike price', then the counterparty compensates the generator.
This bet is linked to the sale of the electricity by the power
generator. If Hinkley Point C fails to sell its power to the grid
then it receives no revenue and no compensation (or penalty) from
the CfD. Like any other generating plant Hinkley Point C will have
to compete in an open market to sell its power. On a windy day it
might not be able to beat the price offered by a wind turbine array
in the Bristol Channel. In fact, and thirdly, the wind array has an
additional advantage since renewable energy sources have priority
access to the grid. If anything, the playing field is stacked
against nuclear power in favour of renewable energy sources and
there is no reason to suppose that competition between generators
within the UK or abroad will be distorted as a result of the proposed strike price.
De-carbonizing the electricity system is not a cheap option but
without a slice of nuclear power for the around-the-clock base-load
generation the transition will be more expensive than it needs to
be. If the government did not support alternatives to fossil fuels
then greenhouse gas emissions would continue to grow, as the German electricity market demonstrates. The UK has a
deregulated and unbundled energy market and the contract for
difference is a way of persuading generating companies to invest in
low-carbon technologies which otherwise would not make business
sense while preserving competition between electricity suppliers.
Gallery | eShop | Reuse of WNA content | Contact us
© 2015 World Nuclear Association, registered in England and Wales, number 01215741.
Registered office: Tower House, 10 Southampton Street, London, WC2E 7HA, United Kingdom


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PINZOO Power South Korea Phone Cards
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Headlight technology in the '60s is nothing compared to what's available today. Just like other automotive components such as tires, suspension, engines, transmissions and safety equipment, headlights have come leaps and bounds since the classic Ford cars we love were sold in the '60s.
Speaking of safety equipment, headlights are among the most critical pieces of safety gear on any car. So, upgrading them is not only cool in terms of appearance and driving enjoyment, they're the one thing that really needs to be on the money for nighttime driving. And the lights on older cars are almost always lacking when it comes time to try avoiding an accident.
Given that, we thought it would be a good idea touch on the subject of better headlights. But there's more to it than just installing new headlights on an early car with electrical wiring that's not designed to handle the power that modern halogen and Xenon headlights draw. And wiring is what this how-to mainly focuses on since actually swapping a headlight isn't really a whole lot much more work than changing a household light bulb.
At one point we were wondering what sort of path to take on this subject until we came across a custom lighting kit that fits vintage Mustangs and other Ford cars such as a Falcon. Offered by Reenmachine, the package consists of a pair of Hella high-performance halogen H4 headlights and a modern high-output, relay-driven wiring harness.
The key to the whole system is the harness that essentially bypasses the car's existing headlight wiring and employs the new wiring for a safe and effective upgrade of the whole arrangement. It's a setup that looked really good and we've covered the installation here on a '66 Mustang.
These days, seriously bright headlights are available for any car. The trouble with classic Fords is that the wiring in these older cars isn't really designed to handle these high-wattage lights. Another problem is when using these high-output lights, the circuit breaker in the headlight switch will not handle the current. The cure for this problem is installing two relays, which are included in the wiring harness that comes with the Reenmachine package. The flat-faced Hella lights also look good as installed here in a '66 Mustang.
The Reenmachine custom lighting system is pretty much a "plug-and-play" setup that can be installed in about an hour. It fits all Fords with two headlights. The included wiring harness is simply plugged into the car's existing headlight harness via one of the old headlight plugs. From there, the harness is routed, connected to power and ground and the headlights are installed. Various "legs" of the harness are extra long to accommodate various mounting locations and routing. If there's excessive leftover harness length, slack can be cut out and the wires can be securely respliced together (being careful to match the colors) or it can just be coiled up, zip-tied together and tucked out of sight. There's plenty of room in the cavity behind the headlight buckets to hide the wires. Reenmachine also pre-installs the H4 halogen bulbs in the Hella headlight housings prior to shipping the systems out.
The lights themselves install just like changing a regular headlight. Begin by disconnecting the negative battery cable, then on '65-'66 Mustangs, remove the headlight door. It's held in place with four screws. Remove them and the door comes off to access the headlight retainer.
Loosen the three screws holding the formed sheetmetal headlight retainer. This should allow you to rotate the retainer (its holes are elongated) and remove it from the car. If you have the trouble, remove the screws altogether.
The old sealed-beam headlight should come right out and hang from the wiring. Unplug the old light from the wiring as shown and repeat for the other side. At this point, you should have both headlights removed with the ends of the old headlight harness hanging out of the holes in the headlight buckets.
Uncoil the new harness onto the floor and look it over. You'll note it includes the two relays previously mentioned as well as a fuse, all of which are shown here. This is the main element of the harness. The rest of it is really just a male plug to connect it to the old harness in the car and two female plugs that connect to the new headlights.
Find a good mounting place for the relays and fuse. It's unlikely you'll need to access them later, but a suitable place for easy access is still a good idea. On this '66 Mustang, we mounted the relays and fuse right outside from under the battery. Use the supplied self tapping screws to secure them in place as shown.
The completed installation of the relays and fuse in our subject car looks like this. Note the battery in the upper right corner of this photo.
The opening in this '66 Mustang right above the battery was the perfect place to commence routing of the wiring harness. All three legs of the harness passed through here on the way to their required places. The two female plugs connect to each new bulb and the male plug connects to either one of the old headlight plugs. Run the harness so that each female plug comes through the hole in the back of each headlight bucket (where the old plugs came through) and so that the male plug is also in the vicinity of one of the old headlight plugs. For the cleanest routing of the harness, you'll likely want to use the passenger-side old headlight plug nearby where the relays and fuse will also be. This is the one male plug already passed through to get to the old plug that came off the passenger-side headlight.
Once passed through, connect the one male plug to the old female headlight plug (in this case on the passenger side of the car). This is the secret to making this system work and negates having to do any rewiring in the car. When the new harness is plugged like this into the old one, it relegates the old harness to only having to deal with low currents passing through the old wiring and headlight switch. The current now going through the old wiring is only controlling the relays which, along with the new wiring, now handle the high current of the high-powered headlights. The unused old headlight plug is then tucked away back behind the headlight bucket.
The passenger-side female headlight plug is passed through the same hole in the inner fender above the battery…
…then pulled through to the headlight bucket and attached to one of the new Hella lights.
Once plugged in, the Hella light is reinstalled just like any regular headlight. Simply reverse the removal of the old light shown in steps 1-3.
With passenger-side light, relays and preliminary harness routing completed, we next moved on to the driver-side. This includes routing the driver-side connector underneath the radiator. We were able to get this leg of the harness inside the core support, run it underneath the radiator and then have it come out of this opening right next to the driver-side of the radiator.
Just like on the passenger-side, there's an opening on the driver-side inner fender to run the female connector through the opening and to the headlight bucket.
Once threaded through, the female connector is plugged into the other new Hella light which has already been done here. Once the light is plugged in, thread the excess harness back behind the headlight bucket and into the fender as is being done here. The headlight is then installed and secured into place with same hardware as was used with the old lights and the headlight door is reinstalled.
Once the headlight is plugged in and installed and the excess wire is tucked into the fender, we went back and secured the underhood section of the harness with zip ties. Although the old headlight harness is no longer being used, it still serves a valuable purpose as a place to securely attach the new harness, as is being done here. Doing it this way really made for a clean routing job under the hood.
Here's the new wiring harness zip-tied into place to the old headlight harness. This is the section of harness running from down near the driver-side of the radiator to the opening in the inner fenderwell.
With the headlights and harness installed, all that's left is to connect the power (red) and ground (black) wires. Here an eyelet is attached to the red power wire. Attach another eyelet to the ground wire.
Connect the black wire to the negative battery terminal or other good ground. Be sure your ground connection is solid as electrical problems are often due to poor grounding.
Complete the installation by connecting the power wire to the positive battery terminal or the hot side of the starter solenoid as is being done here. Loosen and remove the nut on the solenoid, slip the eyelet onto the stud and reinstall the nut. Check over the whole wiring installation to make sure no wires are pinched, running over sharp edges or otherwise at risk for damage.
Four-Headlight Fords Too
The Reenmachine two-headlight package fits all years of vintage Mustangs (except for '69s) and Falcons. For Mustangs, 1969 was the only year (vintage or late-model) that uses four smaller 5 ¾-inch lights instead of two 7-inch ones. Never fear, though, because if you have a '69 Mustang or also some other four-headlight Ford car like a Galaxie, Fairlane or Torino, then you're in luck. Reenmachine's four-light system – that will also fit almost any classic car with four headlights – uses four Delta headlights (www.deltalights.com); a pair of low/high beams and a pair of highs. The included wiring harness installs very similarly to installing the harness in a two-light system. There are differences, though, such as that three old headlight plugs are retired rather than just one, but otherwise the wiring is basically the same. The Delta lights are also fantastic as hitting the high beams is like having full daylight right in front the car. This four-light system is also available from Reenmachine.