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This humongous power-plug is a MacArtney Wet Mate Connector that allows undersea cables for floating windmills to be connected below the water's surface.
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The Haynes Build Your Own V8 Engine ($65.62) sounds fantastic -- the lengthy selection of positive reviews confirm the manufacturer's claim that a "talented 10 year old" could assemble it, and it can be disassembled and reassembled, which makes it great for classrooms, camps and studios. (via Red Ferret)
This is a thermonuclear weapon, lodged in a field in North Carolina where it landed after falling from crashing B-52 on January 24, 1961. Some new documents detailing the history of the Goldsboro Incident were declassified this week.
Besides information the history of Goldsboro and several other near-disaster, the documents focus on problems with nuclear arsenal safety during the Cold War. The documents particularly focus on issues with weapons design. At Goldsboro, for instance, the weapons ended up armed (increasing the risk of an actual detonation) because the manual arming switch was designed in such a way as to allow it to turn itself on in response to the force of the plane crash.
The documents also discuss the risks of "sealed-pit" weapons, which were designed with the plutonium or uranium core already sealed into the warhead — unlike earlier designs that required operators to insert the nuclear material when the bombs were ready to be used. The sealed-pit design greatly increased the risks associated with lost or accidentally dropped bombs, as in the case of Goldsboro.
In 1970s, the CIA used this ship to capture a sunken Russian nuclear submarine — i.e., lifting a 2000-ton object from a depth of three miles to the surface. It was the most expensive intelligence operation ever and it only kind of worked.
MIT researchers built a 70-pound robot "cheetah" meant to demonstrate the high efficiency of a new electric motor design. Among other improvements, the design enables the impact energy of the robot's leg hitting the ground to be captured and fed into the robot's battery. Soon, they expect the motors to enable the cheetah-bot to gallop at 35 mph which, of course, is still just half the speed of a real cheetah. However, it will hit those speeds much more efficiently than other running robots. Read the rest
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The term "gonzo journalism" gets thrown around pretty loosely, generally referring to stuff that's kind of shouty or over-the-top, but really gonzo stuff is completely, totally bananas. Case in point is James Mickens's The Slow Winter [PDF], a wonderfully lunatic account of the limitations of chip-design that will almost certainly delight you as much as it did me.
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The iceberg wasn't the only thing that took down the Titanic, explains Yale University materials scientist Anissa Ramirez. Instead, cold temperatures in the icy North Atlantic changed the behavior of the materials that made up the boat — changes that reduced the ocean liner's ability to withstand a head-on iceberg collision.
Check out more Anissa Ramirez science videos
507 Movements brings to life Henry T Brown's 1868 treatise "Five Hundred and Seven Mechanical Movements, Embracing All Those Which Are Most Important in Dynamics, Hydraulics, Hydrostatics, Pneumatics, Steam Engines, Mill and Other Gearing, Presses, Horology, and Miscellaneous Machinery; and Including Many Movements Never Before Published and Several Which Have Only Recently Come Into Use," and includes selected animations of the mechanisms. Hypnotic and educational!
Tonight, PBS NewsHour science correspondent Miles O'Brien will serve as master of ceremonies in a Kennedy Center gala honoring the life and legacy of astronaut Sally Ride. The tribute will highlight her impact on the space program and her lifelong commitment to promoting youth science literacy.
At the PBS NewsHour website, read the column Miles wrote immediately following Ride's death in July 2012, 17 months after she was diagnosed with pancreatic cancer.
Geoscientist Matt Kuchta explains why wet sand makes a better castle than dry sand — and what you can do to make your sand fortress even more impenetrable. Hint: The secret ingredient is window screens.
The other night, Joshua Foer posed this question was posed to a table full of science journalists. Most of us started talking about friction, and/or possibly something to do with the little flanges on either side of a train wheel.
We were all wrong.
This is a Richard Feynman video, yes, but it's more about mechanics than physics. Turns out, you can learn a lot about how trains stay on the track by looking under your own car.
Known affectionately as Bertha, this tunnel boring machine has the widest diameter of any boring machine ever built; 57.5 feet. It's being used to dig a highway tunnel under downtown Seattle and it just arrived there today after being shipped from Japan.
I feel this warrants your attention for two reasons:
1) If you live near Seattle, you can actually go get a look at this massive beast before it starts chewing its way through the city. If you like looking at giant machines (or know someone who does) now's your chance. She's coming into the Port of Seattle, Terminal 46, as you read this and there will be ample opportunities to get a look as the pieces are assembled and moved into the nearby launch pit. The Washington State Department of Transportation has suggestions on places to go to get a good view.
2) If, for some reason, you were looking for a new way to lose massive amounts of time on YouTube, Bertha (and boring machines, in general) can help with that. Here's a cutaway animation explaining how boring machines work. Here's a video of Big Becky, another boring machine, breaking through to the other side of a tunnel at Niagara Falls, Canada. (In fact, boring machine breakthrough videos are, in and of themselves, a mesmerizing genre.) And in this video, you can watch the massively long line of support equipment go by in the wake of a boring machine.
The Pyramids of Giza close to tourists at 4:00 pm. Recently, a group of Russians managed to hide out at the site after closing time and scramble up the Great Pyramid of Cheops in the fading light. Naturally, they took photos. (Because if there is one thing the Internet has taught me about Russians, it's that they like to climb to dangerous heights and then take photos.)
These shots are kind of fabulous, not just for the thrill of "yeah, somebody broke the rules!", but because of the perspective you get from on high that isn't visible in the many ground-level shots I've seen. From on top of the Pyramid, you can see how the stone is pockmarked and carved — it really looks like something humans cut out of the Earth. You can also see the graffiti left by generations of tourists in multiple languages; English, Arabic, French, and more. And you can see the edge of the modern city, shimmering just at the horizon. I don't think I'd previously had such a profound sense of how closely modern Egyptians lived and worked to the Great Pyramid, before. What a fascinating view!
Thanks to Steve Silberman for the link!
Like the people cheering at about :25 into this video, I'm a sucker for dramatic explosions. This one comes from Texas, where the transportation department blew up an old bridge in the city of Marble Falls on March 17th. Also, apparently, it's warm enough in Texas that multiple gentlemen could watch a bridge explode from the comfort of their jet skis.
Making a high-quality elevator isn't just about designing something that can safely go from one floor to another. Elevators are service items. That means that when you design an elevator, you also have to design for people — both individual desires and needs, and the desires and needs of a variety of cultures.
If engineering is really about designing socio-technical systems, then elevators are big, fat, obvious reminder of that dynamic in play. In a profile written for the Wall Street Journal, author Kate Linebaugh describes the work of Theresa Christy, a mathematician and Otis Elevator research fellow.
You press a button and wait for your elevator. How long before you get impatient and agitated? Theresa Christy says 20 seconds.
As a mathematician steeped in the theories of vertical transportation at Otis Elevator Co., Ms. Christy, 55, has spent a quarter-century developing systems that make elevators run as perfectly as possible—which means getting most riders into a car in less than 20 seconds. "Traditionally, the wait time is the most important factor," she says. "The thing people hate the most is waiting."
... The challenges she deals with depend on the place. At a hotel in the holy city of Mecca in Saudi Arabia, she has to make sure that the elevators can clear a building quickly enough to get most people out five times a day for prayer.
In post-Sandy "dewatering" mission, Army engineers drain one Olympic-sized pool's worth of water per minute
The current Wired has a long feature by Robert Capps on the significant changes in product testing and warranty service brought about by the combination of highly accurate computer modelling and disclosure laws that force firms to publish details of the costs of their warranty plans. The latter was most interesting to me, as it offers insight into what had formerly been a black box for gadget-watchers.
One of the world’s foremost experts on the cost of product failure lives and works in a fifth-floor apartment on a modest block in Forest Hills, Queens. His name is Eric Arnum, and he runs a one-man newsletter titled Warranty Week. Tall and soft-spoken, he can (and often does) talk about warranty accruals, payment rates, and reimbursement policies for hours without stopping. Most of his days are spent in his small office, working on a vast array of spreadsheets and PowerPoint slides—files that contain detailed warranty information for 1,107 companies. Collectively, these sheets hold perhaps the most comprehensive accounting of product failures on the planet.
Warranty information is one of the most closely guarded secrets in corporate America. Companies are loath to share how much they spend on warranties and why. It’s understandable, as talking about warranties is the same as talking about the fact that your products break when they’re not supposed to. Because of this, nobody just gives data to Arnum. He has to dig it out, one company at a time.
Arnum owes his livelihood to Enron. In the wake of the scandal that took down the energy juggernaut, the Financial Accounting Standards Board made changes to the Generally Accepted Accounting Principals—the rules that, among other things, govern how companies write financial statements. As of November 2002, companies were required to provide a detailed reckoning of their guarantees, including their warranty reserves and payments, in quarterly and yearly filings. The result was that, for the first time in history, someone could look at, and compare, how US public companies handle claims—how much they pay out, how much they hold aside for future payments.