Building new things in an existing city is hard. Usually, new development means tearing down existing structures. Doing so for apartment complexes or new skyscrapers is one thing, but infrastructure is much more complicated, both from an engineering perspective and an economical one. Not only do people not want to foot the tax bill for things they may not see an immediate benefit from, but it can be difficult to find the space for bigger roads, more pipelines, or subway tunnels in a crowded urban area. It’s even harder for infrastructure that most consider an eyesore, like a power plant or electric substation. It’s no surprise then that some of the largest cities in the world have been making use of floating power plants rather than constructing them on dry land.
The latest city to entertain a bid for a new floating power plant (FPP) is New York, which is seeking to augment its current fleet of barge-based power stations already in operation. It already operates the largest FPP in the world at Gowanus in Brooklyn, which is able to output 640 MW of electricity. There’s also a 320 MW plant nearby as well, and the new plants would add eight 76 MW generators to New York City’s grid.
Let’s take a look at what goes into these barge-based generator designs.
Continue reading “Floating Power Plants; The Coastal City Solution Sure To Be Increasingly Popular”
The power grid is a complicated beast, regardless of where you live. Power plants have to send energy to all of their clients at a constant frequency and voltage (regardless of the demand at any one time), and to do that they need a wide array of equipment. From transformers and voltage regulators to line reactors and capacitors, breakers and fuses, and solid-state and specialized mechanical relays, almost every branch of engineering can be found in the power grid. Of course, we shouldn’t leave out the most obvious part of the grid: the wires that actually form the grid itself.
Continue reading “A Field Guide To Transmission Lines”
At the turn of the 21st century, it became pretty clear that even our cars wouldn’t escape the Digital Revolution. Years before anyone even uttered the term “smartphone”, it seemed obvious that automobiles would not only become increasingly computer-laden, but they’d need a way to communicate with each other and the world around them. After all, the potential gains would be enormous. Imagine if all the cars on the road could tell what their peers were doing?
Forget about rear-end collisions; a car slamming on the brakes would broadcast its intention to stop and trigger a response in the vehicle behind it before the human occupants even realized what was happening. On the highway, vehicles could synchronize their cruise control systems, creating “flocks” of cars that moved in unison and maintained a safe distance from each other. You’d never need to stop to pay a toll, as your vehicle’s computer would communicate with the toll booth and deduct the money directly from your bank account. All of this, and more, would one day be possible. But only if a special low-latency vehicle to vehicle communication protocol could be developed, and only if it was mandated that all new cars integrate the technology.
Except of course, that never happened. While modern cars are brimming with sensors and computing power just as predicted, they operate in isolation from the other vehicles on the road. Despite this, a well-equipped car rolling off the lot today is capable of all the tricks promised to us by car magazines circa 1998, and some that even the most breathless of publications would have considered too fantastic to publish. Faced with the challenge of building increasingly “smart” vehicles, manufacturers developed their own individual approaches that don’t rely on an omnipresent vehicle to vehicle communication network. The automotive industry has embraced technology like radar, LiDAR, and computer vision, things which back in the 1990s would have been tantamount to saying cars in the future would avoid traffic jams by simply flying over them.
In light of all these advancements, you might be surprised to find that the seemingly antiquated concept of vehicle to vehicle communication originally proposed decades ago hasn’t gone the way of the cassette tape. There’s still a push to implement Dedicated Short-Range Communications (DSRC), a WiFi-derived protocol designed specifically for automotive applications which at this point has been a work in progress for over 20 years. Supporters believe DSRC still holds promise for reducing accidents, but opponents believe it’s a technology which has been superseded by more capable systems. To complicate matters, a valuable section of the radio spectrum reserved for DSRC by the Federal Communications Commission all the way back in 1999 still remains all but unused. So what exactly does DSRC offer, and do we really still need it as we approach the era of “self-driving” cars?
Continue reading “When Will Our Cars Finally Speak The Same Language? DSRC For Vehicles”
If someone suggests you spend time working on boring projects, would you take that advice? In this case, I think Kipp Bradford is spot on. We sat down together at the Hackaday Superconference last fall and talked about medical device engineering, the infrastructure in your home, applying Sci-Fi to engineering, and yes, we spoke about boring projects.
Kipp presented a talk on Devices for Controlling Climates at Supercon last year. It could be argued that this is one of those boring topics, but very quickly you begin to grasp how vitally important it is. Think about how many buildings on your street have a heating or cooling system in them. Now zoom out in your mind several times to neighborhood, city, state, and country level. How much impact will a small leap forward have when multiplied up?
The next Hackaday Superconference is just around the corner. Before you join us below for the interview with Kipp, make sure you grab your 2018 Hackaday Superconference ticket to be there for great talks like Kipp’s!
Continue reading “Kipp Bradford On The Importance Of Boring Projects, Medical Tech, And Sci Fi Novels”
New York City’s L train carries about 400,000 passengers a day, linking Manhattan and Brooklyn and bringing passengers along 14th Street, under the East River, and through the neighborhoods of Williamsburg, Bushwick, Ridgewood, Brownsville, and Canarsie. About 225,000 of these passengers pass through the Canarsie Tunnel, a two-tube cast iron rail tunnel built below the East River between Manhattan and Brooklyn in 1924. Like many other New York City road and subway tunnels, the Canarsie Tunnel was badly damaged when Hurricane Sandy’s storm surge inundated the tubes with million of gallons of salt water. Six years later, the impending closure of the tunnel is motivating New Yorkers to develop their own ambitious infrastructure ideas.
Continue reading “The Pontoon Bridge Being Floated As An NYC Transit Fix”
About two months ago I rode my bike to work like any other day, but on the way home a construction project seemed to have spontaneously started at one of the bridges that I pass over. Three lanes had merged into one which, for a federal highway, seemed like a poorly planned traffic pattern for a such a major construction project. As it happens, about an hour after I biked across this bridge that morning both outside sections of the bridge fell into the water. There was no other physical damage that seemed to explain why parts of a bridge on U.S. 1 would suddenly collapse.
The intriguing thing about this bridge collapse was that the outer retaining wall and about half of the sidewalk on both the northbound side and the southbound side had fallen into the water at the same time. This likely wasn’t caused by something like a boat impact, car accident, or an overweight truck. Indeed, Florida Department of Transportation (FDOT) investigated the incident and found that two post tension wires that held these sections of the bridge together had failed, making it unsafe for pedestrians and bicyclists but also for any boaters below. Continue reading “Local Infrastructure: The Devil Is In The Details”
Those who fancy themselves as infrastructure nerds find cell sites fascinating. They’re outposts of infrastructure wedged into almost any place that can provide enough elevation to cover whatever gap might exist in a carrier’s coverage map. But they’re usually locked behind imposing doors and fences with signs warning of serious penalty for unauthorized access, and so we usually have to settle for admiring them from afar.
Some folks, like [Mike Fisher] aka [MrMobile], have connections, though, and get to take an up close and personal tour of a couple of cell sites. And while the video below is far from detailed enough to truly satisfy most of the Hackaday crowd, it’s enough to whet the appetite and show off a little of what goes into building out a modern cell site. [Mike] somehow got AT&T to take him up to a cell site mounted in the belfry and steeple of the 178-year old Unitarian Church in Duxbury, Massachusetts. He got to poke around everything from the equipment shack with its fiber backhaul gear and backup power supplies to the fiberglass radome shaped to look like the original steeple that now houses the antennas.
Next he drove up to Mount Washington in New Hampshire, the highest point in the northeast US and home to a lot of wireless infrastructure. Known for having some of the worst weather in the world and with a recent low of -36°F (-38°C) to prove it, Mount Washington is brutal on infrastructure, to which the tattered condition of the microwave backhaul radomes attests.
We appreciate the effort that went into this video, but again, [Mike] leaves us wanting more details. Luckily, we’ve got an article that does just that.
Continue reading “Behind The Scenes At A Pair Of Cell Sites”