Category: Engineering

Grafitti Drone countermeasures?

by philg

On a recent trip to San Francisco, a local friend took us to Andy Goldsworthy’s Spire in the Presidio:

We had just come from a parking lot where quite a few cars were virtuously marked:

Our friend said “What we need is a drone to paint the Spire sculpture in the Palestinian flag colors.”

Let’s suppose that residents of the U.S. with a lot of community spirit did build some drones that could paint the sides of building with huge messages such as “From the River to the Sea, Palestine will be Free”, “#Resist”, and “Trump is a Nazi.” It is much easier to build a spray-painting drone than a scrubbing drone, I think. How could cities and building owners defend against virtuous painting drone owners/operators?

(Though moderately rich by average American standards and blessed with a garage at home, our friend who lives in SF drives a 22-year-old car for fear that anything nicer will attract thieves.)

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Power restoration after Hurricane Milton

by philg

Landfall: October 9, 2024 at 8:30 pm. Supposedly about 4 million customers lost power (source: Ron DeSantis press conference).

Mid-afternoon the next day:

Early evening:

The morning of the second day:

Apparently there was power at the big airport in Tampa because they resumed operations about 36 hours after the hurricane made landfall:

(Orlando had reopened a few hours earlier, so they too had power despite being in the middle of the Band of Destruction (TM).)

Afternoon of second day:

About 48 hours after the hurricane hit, the total customers out has declined from 3.4 million to 2 million:

The bad news is that restoration for some Floridians won’t be until 8 days after the hurricane made landfall. Here’s FPL’s estimate:

I’m not sure if people in neighborhoods with underground lines (like ours!) will get power sooner. Currently, 10 percent of FPL’s customers are out versus 17 percent for the state.

I can’t figure out why the customer numbers are so high. I thought that the transmission lines were designed to handle hurricane-force winds (and they were further beefed up after 2019; see Tough questions from reporters for Ron DeSantis). Maybe there are a lot of neighborhoods with above-ground powerlines for local distribution?

Strong independent female linewomen continued to work through the night, apparently…

2.5 days after landfall, it looks like Naples and Fort Myers are on their way back to normal while half of Tampa is dark. More than half of the Floridians who originally lost power now have it back (thanks once again to the efforts of linewomen who identify as female):

around lunch time…

Three days (72 hours) after landfall:

The pace of restoration seems to slowed down in the dark:

3.5 days after landfall:

Not a great situation in Tampa, with more than one third of customers without power. On the other hand, the total is down below 1 million compared to 4 million at the start.

Four days (96 hours) after landfall and about 500,000 customers are still out. More than 235,000 of them are Tampa Electric customers, which has only 840,000 total customers.

Florida Power and Light now says that they’ll have nearly everyone restored, even in directly hit Sarasota, by Tuesday night. (Also that they’ve thus far restored 90 percent of their affected customers, 1.8 million people who’d lost power at one point.) Speaking of FPL, if you were to watch their X feed you’d learn that electricity restoration is definitely not something that white males do:

And as of Tuesday at noon, FPL indeed had all but 38,000 customers back online. Tampa Electric (TECO) continued to be an outlier with 100,000 customers still dark.

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Follow-up to American Factory, Taiwan edition

by philg

Happy Labor Day to those who celebrate by working!

Back in 2020, I covered Netflix: American Factory, a documentary of what happens when Chinese glass-making experts try to train Americans to be useful and also what happens to foreign investors when Democrat politicians circle the investment. In case you missed it, the New York Times ran an interesting follow-up to this movie: “What Works in Taiwan Doesn’t Always in Arizona, a Chipmaking Giant Learns” (August 8, 2024).

TSMC modeled its facility in Phoenix on one at home. But bringing the company’s complex manufacturing process to America has been a bigger challenge than it expected.

“We keep reminding ourselves that just because we are doing quite well in Taiwan doesn’t mean that we can actually bring the Taiwan practice here,” said Richard Liu, the director of employee communications and relations at the site.

In recent interviews, 12 TSMC employees, including executives, said culture clashes between Taiwanese managers and American workers had led to frustration on both sides. TSMC is known for its rigorous working conditions. It’s not uncommon for people to be called into work for emergencies in the middle of the night. In Phoenix, some American employees quit after disagreements over expectations boiled over, according to the employees, some of whom asked not to be named because they were not authorized to speak publicly.

While it was under construction, the company sent American engineers to Tainan for training and to shadow their Taiwanese counterparts, observing TSMC’s all-hands-on-deck way of working up close.

Jefferson Patz, an engineer fresh off a master’s degree from the University of California, San Diego, went to Tainan in 2021 for 18 months of training shortly after he joined the company.

“Oh, my gosh, people work hard,” Mr. Patz said. He recalled that this initial impression had given him a strong sense of what it took to succeed in the industry.

After returning to Arizona, Mr. Patz said, employees were expected to pitch in with work outside their job descriptions because construction of the facility was behind schedule.

This approach did not sit well with everyone. Workers were required to do whatever was needed to finish the most pressing job, he said. Some of the American workers also found it difficult to spend a long stretch of time in Taiwan.

TSMC should be able to make this work simply by paying $2 million/year to each worker in order to get smart conscientious people from among the U.S. population of 335 million (or maybe 350 million if we count the undocumented more accurately), but that could be a painful hit to profits! Let’s check out the labor pool in Taiwan vs. Arizona. World Population Review:

The same source gives an average IQ for Arizona of 98, substantially lower than Taiwan’s average of 106 (I question the use of 5 digits of precision, but maybe someone with a higher IQ than mine prepared the above table). American average IQ is falling, so the spread between AZ and Taiwan will only get worse.

How about conscientiousness, the willingness to show up to work every day and try to do every step of a procedure correctly? That’s heritable and the Americans with the highest fertility are those who barely work (source; the high fertility of those earning $300,000+/year can be ignored on a population-wide basis because there aren’t a lot of those parents).

Maybe it won’t matter for profits how ill-suited the average American worker is to working in a state-of-the-art fab because TSMC will be so stuffed with U.S. tax dollars that they can pay to get the workers they need.

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Why you’re likely safer on a Panamanian- or Liberian-flagged ship than an American ship

by philg

A maritime safety lecture from Into the Storm: Two Ships, a Deadly Hurricane, and an Epic Battle for Survival by Tristram Korten…

SS El Faro’s hull, a towering wall of blue-painted steel, loomed over the wharf at the Port of Jacksonville’s Blount Island terminal as gantry cranes loaded her decks with cargo containers. She was a steamship (designated by the “SS” before her name), using two large boilers to power a single-propeller shaft. And she was old, built by the Sun Shipbuilding and Dry Dock Company in Chester, Pennsylvania, just south of Philadelphia, which rolled her into the Delaware River for service on January 1, 1975. That put her in the minority of big ships [in 2015]—less than 9 percent of the world’s merchant fleet is over twenty years old.

This doesn’t sound good for structural integrity:

Twenty years later, in the mid-1990s, she was hauled into a shipyard in Alabama, where her mid-body was lengthened to increase cargo capacity.

The 790-foot El Faro didn’t make it past her 40th birthday, sadly, but it turns out that she would almost certainly have been scrapped many years prior to the dramatic events of 2015 if not for U.S. laws to restrain maritime trade.

Sun Shipbuilding has since closed, a casualty of America’s decline in manufacturing, leaving a dwindling number of shipyards able to construct big cargo ships in the United States, which also means a dwindling number of shipyards capable of fulfilling the requirements of the Jones Act, a 1920 law requiring that any cargo transported from one U.S. port to another must travel on ships that are American built, American crewed, and American owned. (Puerto Rico, being a U.S. territory, counts as a U.S. port.) The law was designed to protect America’s supply routes during times of war. Today its primary effect is to protect the jobs of American sailors, preventing companies from hiring much cheaper crews from Third World countries. But there is a cost—and it is steep. To build a Jones Act ship costs $120 million to $140 million. To build the same ship in South Korea, which is a developed nation, would cost about $32 million, according to Court Smith, an industry analyst with Shipping Intelligence and Analytics. It’s even cheaper to build one in India or China. South Korea builds roughly two hundred commercial ships a year, according to Smith. America puts out maybe four. As a result, shipping companies pushed the life spans of their expensive American-made ships to the absolute limit. The average age of the U.S.-flagged cargo fleet is thirty-three years, compared to thirteen years for the global fleet, according to UN statistics, and most shipping experts say the average age a cargo ship is retired worldwide is around twenty years. El Faro was a product of this dynamic. Due to its age, it was allowed to remain outdated in certain areas. For example, a regulation requiring new ships to carry enclosed lifeboats was waived for older ones, for which compliance would require a costly retrofit. Grandfathered in, El Faro continued to carry two old-fashioned open-top lifeboats. Likewise, the ship’s emergency position-indicating radio beacon, or EPIRB, did not have to be encoded with GPS, which would give the ship’s position in a time of distress.

In addition to putting American sailors lives’ at risk, the Jones Act dramatically drives up costs for businesses and individuals in Puerto Rico, Alaska, and Hawaii. In addition to the obvious costs described above, there is the non-obvious cost that the closed market facilitates collusion:

For two decades, Sea Star had been one of several shipping companies that sailed supplies to Puerto Rico on a regular schedule. All that competition meant slender margins and low profits. But companies stayed with the route to Puerto Rico—travel between a U.S. state and a U.S. territory—because they had invested so much to comply with the Jones Act. There were no dodgy flags of convenience for El Faro; she flew the Stars and Stripes. That was a high barrier to entry for would-be competitors—they would need an American-built ship, crewed by U.S. sailors. Then, in 2002, one of those firms, Navieras, went bankrupt. Suddenly the companies still afloat—including Sea Star, Crowley, Trailer Bridge, and Horizon—started seeing increased business and profits for the first time in decades. Rather than risk losing their newfound earnings to any potential newcomers, the companies bought Navieras’s ships, and executives from at least three of the companies, Sea Star, Crowley, and Horizon, conspired to fix their prices. They created secret email accounts to communicate, and set up spreadsheets that kept track of their rates, which increased by as much as 30 percent—so that, as Forbes magazine wrote, “they could assure that nobody was cheating, while they were cheating.” They weren’t clever enough to fool the FBI, however, which got involved after learning of a meeting between executives from the competing firms.

Even a newly built South Korean ship would have had some trouble handling what the American captain and crew did with El Faro, but the new ship might not have sunk and, if it had, the modern lifeboats would have given the crew a chance to survive.

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Why doesn’t anyone want to buy Intel’s Gaudi AI processors, supposedly cheaper than Nvidia’s H100?

by philg

Intel claims to have a faster and more cost-effective AI system than Nvidia’s H100. It is called “Gaudi”. First, does the name make sense? Antoni Gaudí was famous for doing idiosyncratic creative organic designs. The whole point of Gaudí was that he was the only designer of Gaudí-like buildings. Why would you ever name something that will be mass-produced after this individual outlier? Maybe the name comes from the Israelis from whom Intel acquired the product line (an acquisition that should have been an incredible slam-dunk considering that it was done just before coronapanic set in and a few years before the LLM revolution)?

Intel claims that their Gaudi 3-based systems are faster and more efficient per dollar and per watt than Nvidia’s H100. Yet the sales are insignificant (nextplatform):

Intel said last October that it has a $2 billion pipeline for Gaudi accelerator sales, and added in April this year that it expected to do $500 million in sales of Gaudi accelerators in 2024. That’s nothing compared to the $4 billion in GPU sales AMD is expecting this year (which we think is a low-ball number and $5 billion is more likely) or to the $100 billion or more that Nvidia could take down in datacenter compute – just datacenter GPUs, no networking, no DPUs – this year.

Nvidia’s tools are great, no doubt, but if Intel is truly delivering 2x the performance per dollar, shouldn’t that yield a market share of more than 0.5 percent?

Here’s an article from April 2024 (IEEE Spectrum)… “Intel’s Gaudi 3 Goes After Nvidia The company predicts victory over H100 in LLMs”:

One more point of comparison is that Gaudi 3 is made using TSMC’s N5 (sometimes called 5-nanometer) process technology. Intel has basically been a process node behind Nvidia for generations of Gaudi, so it’s been stuck comparing its latest chip to one that was at least one rung higher on the Moore’s Law ladder. With Gaudi 3, that part of the race is narrowing slightly. The new chip uses the same process as H100 and H200.

If the Gaudi chips work as claimed, how is Intel getting beaten so badly in the marketplace? I feel as though I turned around for five minutes and a whole forest of oak trees had been toppled by a wind that nobody remarked on. Intel is now the General Motors circa 2009 of the chip world? Or is the better comparison to a zombie movie where someone returns from a two-week vacation to find that his/her/zir/their home town has been taken over? Speaking of zombies, what happens if zombies take over Taiwan? Humanity will have to make do with existing devices because nobody else can make acceptable chips?

Related:

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Why aren’t there front load washing machines with the same depth as top load washing machines?

by philg

A lot of houses have closets and hallways architected to fit a standard top loading washing machine, which seems to have been roughly 27x27x44″ high. Here’s a 3.9 cu. ft. Whirlpool:

By cheating just a little, e.g., stretching the depth to 27 and 7/8″, Whirlpool can deliver a machine with a 5.2 cu. ft. drum.

It would seem obvious to build a front load washing machine with the same 27×27″ footprint, but nobody seems to do that. One of Whirlpool’s smaller front loaders is advertised as “closet-depth” and, in fact, is about 31.5″ deep. Their bigger front loaders are over 33 inches deep with the door closed. If you scale down to a “compact” front loader, as seen in Europe, the footprint is 24×24″ and capacity drops to just 1.9 cu. ft.

What’s the engineering challenge to making a front loading washer that exactly fits the footprint of a legacy washing machine and, thus, fits into an older American house as it was originally designed?

(Our house is an example of one in which 27-inch depth is the limit. The laundry room connects the family room/kitchen to the garage. A machine deeper than 27 inches will stick out beyond the door frame (top of the figure below) and obstruct access into the garage:

In fact, the only way to have 27-inch deep machines not poke into the hallway is to dig into the 4-inch drywall behind the machines, e.g., to make water and gas connections. Everything must be perfectly positioned for the machines to sit flush on the baseboard.

In other fun appliance news, an architect who redesigned our Harvard Square apartment’s kitchen notched out cabinets to precisely fit a particular LG fridge that we bought back in 2013. The fridge has French doors, which introduces another point of failure beyond a conventional side-by-side fridge or bottom-freezer fridge. The “mullion door” or “flapper door” in the middle of the French doors had a failed spring. I thought about buying a replacement, but was concerned that the notches wouldn’t work for the new fridge and also I couldn’t find any current fridges that had stainless steel sides as the old one did. Thus, it was time to think about repairing the minor problem with the 11-year-old fridge.

I was renting it out on AirBnB, couldn’t get up to Cambridge to fix it myself, and didn’t want to hassle my friend from MIT who is a mechanical genius but has his own 130-year-old 3-story wooden house to maintain. I called LG service and they offered a fixed $399 flat-rate repair fee. I gave them the model and serial number in advance and told them exactly what the problem was and what part was needed. The technician came out to the apartment, diagnosed the problem as the flapper door, and then said that no replacement part was available (the LG Parts web site showed a compatible replacement and eBay had the exact part number available from an appliance store that apparently had a lot of old stock). While monkeying with the fridge, he managed to short out the control board so the fridge went from “tough to close” to “completely dead.” The flapper door actually has an electrical connection to the control system in order to run a heater that prevents condensation from forming on the door. I then asked a series of people who answered LG’s 800 number with thick Indian accents whether I could perhaps get a refund of the $399 repair fee since they themselves acknowledged that they hadn’t repaired anything. They never simply refused to refund the money, but always said that it would be considered by some other group and that someone would get back to me. Of course, nobody ever did get back to me and LG never did issue any refund.

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Why don’t cars monitor 12V battery condition and suggest replacement before failure to start?

by philg

I’m not sure what caused our rented-from-Sixt Mercedes E 300de to fail and refuse to start even with a jump, but I am suspecting 12V battery health. The battery measured 12V on the tow truck guy’s multimeter, which sounds good for a 12V battery, but the chart below (source) says 12.4 is more of a practical resting minimum:

Today’s question is why cars don’t all come standard with battery health warnings, similar to the warnings regarding when it is time to change the oil.

  1. The car knows the battery voltage before start and after engine/generator shutdown.
  2. The car knows how long the last trip was (i.e., duration of most recent charge).
  3. The car knows how long it was sitting since the last trip (i.e., expected voltage drop from self-discharge).
  4. The car knows roughly how hot it has been (maybe use the temperature at startup for this and apply it to the sitting period and, if refinement is desired, tweak for the time of day).

If the car sees consistently lower-than-expected voltages, shouldn’t it flash a “replace battery ASAP” message to the owner?

Bosch seems to have a product that tries to do this, but I haven’t seen it in action:

I’m not sure why the Bosch hardware is needed when the car already has voltage and outside temperature sensors, plus a clock.

Our dead Mercedes displayed a “low battery” warning, but only after the total failure. It also said “towing not permitted” (what is the alternative if the car won’t start?) and “See Owner’s Manual” (we weren’t supplied with one):

Ford says that an owner should come to the dealership after he/she/ze/they “Constantly experience charging or electrical system problems” or “Experience trouble or difficulty getting your engine to start”. Why is this the best that modern electronics and software can do?

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Maintainability of cork seats on subway trains?

by philg

Here’s something that I wouldn’t have expected to work: cork seats on subway trains. The Lisbon Metro, June 2024:

Apparently, the seats used to be covered in cloth and they started a mass conversion about four years ago (“Lisbon Metro already running 100% coated with cork” (2022)).

By Palm Beach County standards, at least, Lisbon is plagued with graffiti. The Metro, however, seems to be an exception. I didn’t see any evidence of vandalism.

How long would cork seats last in the NYC subway system? Would every seat be defaced with carved initials within a few days of installation?

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A celebration of electrical and mechanical engineering in Lisbon

by philg

What if the electric company ran an art museum? In Lisbon, they do! The result seems to be a celebration of electrical and mechanical engineering in an old riverside powerplant. The process of charging a Tesla is explained to the lay visitor:

A detail of the boiler:

Babcock and Wilcox, an American company (apparently with some production in the UK), made these state-of-the-art products for about 150 years and their work included contributing to the Manhattan Project, thus helping to end World War II on America’s terms. The company was then sued into bankruptcy by asbestos lawyers. (“A lawyer with his briefcase can steal more than a hundred men with guns.”)

I would have liked to see more technical explanation and maybe a model steam-powered generating plant (with a mini Tesla at the end?), but this still qualifies as a great monument to the achievements of engineers over about 200 years (starting with pioneering female Jamesina Watt).

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Starship use cases?

by philg

Today was another tech triumph for Elon Musk, but I have a question: if there aren’t a lot of fat humans who want to go to the Moon or Mars, what will we be lifting into space via the (apparently almost ready for real use) Starship? Aren’t most of the things that we want to send into space getting lighter, e.g., communication satellites? “Average Commercial Communications Satellite Launch Mass Declines, Again” (2015):

The average size, or launch mass, of commercial communications satellites is declining. After the average launch mass reached a peak of 4,424 kilograms in 2012, it declined to 3,578 kilograms in 2013 and 2,755 kilograms in 2014. Even the launch mass of geosynchronous satellites, which are typically heavier than LEO spacecraft, declined in 2014. The launch mass of GEO satellites peaked in 2013, when it reached 5,288 kilograms. The average launch mass of geosynchronous satellites declined to 4,276 kilograms in 2014.

Could we get more scientific information about the other planets in the Solar System if we sent heavier robots to them? The Curiosity rover weighs 2000 lbs while Perseverance is 2,260 lbs. Sojourner was only 25 lbs.

How about space-based telescopes? Optics and mirrors are heavy. Maybe Starship will make launches so cheap that every astronomer can have as much space telescope time as he/she/ze/they wants.

From space.com:

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