A Good, Hard Look At Pre-Stressed Concrete

September 29, 2020 by Kristina Panos 43 Comments

From the looks of the average driveway or sidewalk, it may seem as though concrete is just destined to crack. But if concrete is so prone to cracking, how are we able to use it in so many high-stress applications like bridges and skyscrapers? This question came about while I was researching 3D-printed thermite for an article. Thermite is often used in welding railroad tracks, and I linked a video of fresh tracks being welded that had concrete ties. I knew I had to find out how concrete could be made to withstand the pressure of freight trains.

On its own, concrete is brittle and has no give to it at all. But that doesn’t mean it isn’t strong. Although concrete has good compression strength, the tensile strength is quite poor. Around the late 1800s, someone thought to fortify spans of concrete with steel reinforcing bars, better known as rebar. Steel can stretch, adding steel bars gives the concrete some tensile strength to go along with its compressive strength. Rebar also allows for thinner slabs and other members.

Rebar Only Goes So Far

Parking blocks are meant to be replaced occasionally. Image via Checkers Safety

Rebar or mesh-enforced concrete is good for things like parking lot blocks and roads, but it still fails before it ought to. In fact, it usually has to crack before the rebar can chip in any of its tensile strength.

In high-stress concrete applications like bridges and skyscrapers, it’s terrifically important to avoid deflection — that’s when a concrete member flexes and bends under load. Deflection can cause the modern glass skins to pop off of skyscrapers, among other problems.

A solid, rigid bridge is much nicer to walk, drive, and bicycle on than a bridge that sways in the breeze. But how do you do make a rigid bridge? One solution is to apply stresses to the concrete before it ever bears the load of cars and trucks or a steady schedule of freight trains.

Pre-stressed concrete is like rebar-enforced concrete, but with the added power of tension baked in. By adding stress to the concrete before it goes into service, deflection will be reduced or perhaps eliminated altogether. With the addition of tensile strength, more of the concrete’s own strength is able to come into play.

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Dynamic Soaring: 545 MPH RC Planes Have No Motor

September 24, 2020 by Elliot Williams 59 Comments

The fastest remote-controlled airplane flight ever recorded took place in 2018, with a top speed of 545 miles/hour. That’s 877 km/h, or Mach 0.77!

What was the limiting factor, preventing the pilot-and-designer Spencer Lisenby’s plane from going any faster? The airstream over parts of the wing hitting the sound barrier, and the resulting mini sonic booms wreaking havoc on the aerodynamics. What kind of supercharged jet motor can propel a model plane faster than its wings can carry it? Absolutely none; the fastest RC planes are, surprisingly, gliders.

Dynamic soaring (DS) was first harnessed to propel model planes sometime in the mid 1990s. Since then, an informal international competition among pilots has pushed the state of the art further and further, and in just 20 years the top measured speed has more than tripled. But dynamic soaring is anything but new. Indeed, it’s been possible ever since there has been wind and slopes on the earth. Albatrosses, the long-distance champs of the animal kingdom, have been “DSing” forever, and we’ve known about it for a century.

DS is the highest-tech frontier in model flight, and is full of interesting physical phenomena and engineering challenges. Until now, the planes have all been piloted remotely by people, but reaching new high speeds might require the fast reaction times of onboard silicon, in addition to a new generation of aircraft designs. The “free” speed boost that gliders can get from dynamic soaring could extend the range of unmanned aerial vehicles, when the conditions are right. In short, DS is at a turning point, and things are just about to get very interesting. It’s time you got to know dynamic soaring.

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Axe Hacks: New Sounds For Your Electric Guitar Beginning From What Makes Them Tick

September 22, 2020 by Sven Gregori 30 Comments

Creating music is a perfect hobby for anyone into hacking, and the amount of musical hacks and self-made instruments we come across here makes that supremely evident. It’s just a great match: you can either go full-on into engineering mode as music is in the end “just” applied physics, or simply ignore all of the theory and take an artistic approach by simply doing whatever feels right. The sweet spot is of course somewhere in between — a solid grasp of some music theory fundamentals won’t hurt, but too much overthinking eventually will.

The obvious choice to combine a favorite pastime like electronics or programming with creating music would be in the realm of electronic music, and as compelling as building synthesizers sounds, I’ll be going for the next best thing instead: the electric guitar. Despite its general popularity, the enormous potential that lies within the electric guitar is rarely fully utilized. Everyone seems to just focus on amp settings and effect pedals when looking for that special or unique sound, while the guitar itself is seen as this immutable object bestowed on us by the universe with all its predestined, magical characteristics. Toggle a pickup switch, and if we’re feeling extra perky, give that tone pot a little spin, that’s all there is to it.

The thing is, the guitar’s electrical setup — or wiring — in its stock form simply is as boring and generic as it can get. Sure, it’s a safe choice that does the job well enough, but there’s this entirely different world of tonal variety and individual controllability locked inside of it, and all it really takes is a screwdriver and soldering iron to release it. Plus, this might serve as an interesting application area to dive into simple analog electronics, so even if guitars aren’t your thing yet, maybe this will tickle your creativity bone. And if bass is more your thing, well, let me be ignorant and declare that a bass is just a longer guitar with thicker, lower-tuned strings, meaning everything that follows pretty much applies to bass as well, even if I talk about guitars.

However, in order to modify something, it helps to understand how it functions. So today, we’ll only focus on the basics of an electric guitar, i.e. what’s inside them and what defines and affects their tone. But don’t worry, once we have the fundamentals covered, we’ll be all settled to get to the juicy bits next time.

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Closely Examining How A PG&E Transmission Line Claimed 85 Lives In The 2018 Camp Fire

September 17, 2020 by Lewin Day 100 Comments

In 2018, the Camp Fire devastated a huge swathe of California, claiming 85 lives and costing 16.65 billion dollars. Measured in terms of insured losses, it was the most expensive natural disaster of the year, and the 13th deadliest wildfire in recorded history.

The cause of the fire was determined to be a single failed component on an electrical transmission tower, causing a short circuit and throwing sparks into the dry brush below – with predictable results. The story behind the failure was the focus of a Twitter thread by [Tube Time] this week, who did an incredible job of illuminating the material evidence that shows how the disaster came to be, and how it could have been avoided.

Mismanagement and Money

The blame for the incident has been laid at the feet of Pacific Gas and Electric, or PG&E, who acquired the existing Caribou-Palermo transmission line when it purchased Great Western Power Company back in 1930. The line was originally built in 1921, making the transmission line 97 years old at the time of the disaster. Despite owning the line for almost a full century, much of the original hardware was not replaced in the entire period of PG&Es ownership. Virtually no records were created or kept, and hardware from the early 20th century was still in service on the line in 2018.

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Underwater Datacenter Proves To Be A Success

September 17, 2020 by Lewin Day 65 Comments

Back in 2018, Microsoft began Project Natick, deploying a custom-designed data center to the sea floor off the coast of Scotland. Aiming to determine whether the underwater environment would bring benefits to energy efficiency, reliability, and performance, the project was spawned during ThinkWeek in 2014, an event designed to share and explore unconventional ideas.

This week, Microsoft reported that the project had been a success. The Northern Isles data center was recently lifted from the ocean floor in a day-long operation, and teams swooped in to analyse the hardware, and the results coming out of the project are surprisingly impressive.

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Decoding The Netflix Announcement: Explaining Optimized Shot-Based Encoding For 4K

September 16, 2020 by Pedro Umbelino 33 Comments

Netflix has recently announced that they now stream optimized shot-based encoding content for 4K. When I read that news title I though to myself: “Well, that’s great! Sounds good but… what exactly does that mean? And what’s shot-based encoding anyway?”

These questions were basically how I ended up in the rabbit hole of the permanent encoding optimization history, in an effort to thoroughly dissect the above sentences and properly understand it, so I can share it with you. Before I get into it, lets take a trip down memory lane. Continue reading “Decoding The Netflix Announcement: Explaining Optimized Shot-Based Encoding For 4K” →

The O-Bahn Busway – Obscure Transit For The Masses

September 10, 2020 by Lewin Day 77 Comments

Around the world, governments and city planners have long struggled with the issue of transport. Getting people where they need to be in a timely fashion is key to making a city a comfortable, attractive place to live. As far as public transport is concerned, this typically consists of buses on the roads, and trams and trains on rails.

Down in the city of Adelaide, Australia, things get a little muddled, however. Nestled in a river valley lies a special transportation network known as the O-Bahn, where buses ride on concrete rails and the drivers can even take their hands off the wheel. The system remains a rarity worldwide, and was spawned by a perfect storm of conflicting requirements.

A Child of Circumstance

In the 1970s, the South Australian government found itself backed into a corner. Facing a booming population in the north-eastern suburbs, new transport links with greater capacity were needed to get people to the central business district. Original plans from the 1960s had called for more freeways to be built all over the city to solve the problem. In the face of stiff public opposition, legislation was passed in 1970 blocking the construction of any new freeways for a full decade, forcing the government to consider alternatives.

O-Bahn buses passing at speed near Stephens Terrace. Buses formerly reached speeds up to 100 km/h on the network; this was dropped to 85 km/h in 2012, adding 20 seconds to the average run. Credit: Lewin Day

Despite plans being shelved, a corridor of land stretching from the city to the north-east had already been acquired for freeway construction. This was retained, and studies were commissioned to determine the best transportation solution to suit the needs of the area. The “North East Adelaide Public Transport Review” suggested light-rail or a busway would be the best solution.

Initial plans were proposed to link the north-east with a light-rail tramway that would connect with the existing tramline from the city proper to Glenelg in the west. However, the City of Adelaide protested the plan, believing that extending the existing tramline to the east would damage the city’s carefully planned structure. Plans were made to rectify this by running part of the line underground, massively increasing costs, and the proposal was shelved.

It was at this time, the guided busway in Essen, Germany came to the attention of the state government. Aiming to help reduce congestion by allowing buses to share tram tunnels, it began as a demonstration which later developed into the Spurbus network. The system offered lower cost and higher flexibility than light rail, and avoided the need to carve up the city to hook in to the existing light rail network. Had Adelaide laid out its existing heavy or light rail networks differently, the O-Bahn might not have gotten a look in. However, back in the early 1980s, it was an easy solution in a sea of difficult choices.

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