Balloons are manufactured from a liquid rubber called latex. The balloon gets its color from the pigment that is added to the latex. Pigments are both organic and inorganic compounds that absorb certain wavelengths of visible light and reflect others. For example, a red balloon is red because the balloon absorbs all the visible light except red frequency light which is reflected back to the eye.
Latex harvesting does not hurt the tree! Latex balloons are earth-friendly! Rubber trees grow in rain forests. Latex harvesting discourages deforestation because latex-producing trees are left intact. A tree can produce latex for up to 40 years!
The strength of balloons can be affected by the pigment if the pigment particle is large in size and interferes with the film continuity and if the pigment reacts with any of the other ingredients in the balloon. As far as which color has the most effect on the balloons strength, we have not done any in depth study. Since we use pigments that are water dispersions of very, very, small particle size, and they do not react with any other ingredients in the latex, we do not detect any difference.
The natural rubber latex that we use comes from the sap of the rubber tree , Heveabrasiliensis, that grows in Malaysia. This sap looks like milk and is shipped to America in large ocean tanker ships. Once removed from the tree, the sap is called latex. To make this suitable for balloon production, curing agents, accelerators, oil, color, and water must be added. After these are added, the completed latex is put in an open top tank, and the balloon form, which is in the shape of a balloon, isdipped. Before the form is dipped into latex, it is dipped into a coagulent that causes the rubber particles of the latex to collect on the form. This coagulent is calcium nitrate, water, and/or alcohol. After the coagulent coated form is dried, it is then dipped into the compounded latex. Then the latex coated form passed through a set of revolving brushes that rolls the balloon neck into the bead that is used to aid in the inflation of the balloon. The latex coated form is then washed in hot water to remove any unused nitrate. Following the leaching, the form is put in a 200-220 degrees Fahrenheit oven to cure for 20-25 minutes. When cured, the rubber balloon is removed from the form (Read More)
Source and Courtesy : Youtube (How It’s Made) and www.balloonhq.com
Magnets always fascinate us and a favourite topic for many physics lovers. Magnets just not have the property to attract metals but also attracted the interests of modern day scientists. The principle of magnetism is been applied many utilities in our daily life.
Ever since the issue of global warming and fossil fuels popped up, the world is looking for an alternate energy. Transportation is one of the major factors when it comes to greenhouse gases.
How about using magnets for transportation? A transport without any fuel? without any emission? Is that possible?
Maglev Transportation is the first step towards a great future. Let us learn more about it.
What is Maglev?
Maglev (derived from magnetic levitation) is a transport method that uses magnetic levitation to move vehicles without touching the ground. With maglev, a vehicle travels along a guideway using magnets to create both lift and propulsion, thereby reducing friction and allowing higher speeds.
When you were a kid, you might have tried to balance one magnet in the air using other magnets. The same basic principle is applied using electromagnetic (maglev) tracks.
The Differences
The big difference between a maglev train and a conventional train is that maglev trains do not have an engine — at least not the kind of engine used to pull typical train cars along steel tracks. The engine for maglev trains is rather inconspicuous. Instead of using fossil fuels, the magnetic field created by the electrified coils in the guideway walls and the track combine to propel the train.
Comparison with conventional trains
Maglev transport is non-contact and electric powered. It relies less or not at all on the wheels, bearings and axles common to wheeled rail systems.
Speed: Maglev allows higher top speeds than conventional rail, but experimental wheel-based high-speed trains have demonstrated similar speeds.
Maintenance: Maglev trains currently in operation have demonstrated the need for minimal guideway maintenance. Vehicle maintenance is also minimal (based on hours of operation, rather than on speed or distance traveled). Traditional rail is subject to mechanical wear and tear that increases exponentially with speed, also increasing maintenance.
Weather: Maglev trains are little affected by snow, ice, severe cold, rain or high winds. However, they have not operated in the wide range of conditions that traditional friction-based rail systems have operated.[citation needed] Maglev vehicles accelerate and decelerate faster than mechanical systems regardless of the slickness of the guideway or the slope of the grade because they are non-contact systems.
Track: Maglev trains are not compatible with conventional track, and therefore require custom infrastructure for their entire route. By contrast conventional high-speed trains such as the TGV are able to run, albeit at reduced speeds, on existing rail infrastructure, thus reducing expenditure where new infrastructure would be particularly expensive (such as the final approaches to city terminals), or on extensions where traffic does not justify new infrastructure.
Efficiency: Conventional rail is probably more efficient at lower speeds. But due to the lack of physical contact between the track and the vehicle, maglev trains experience no rolling resistance, leaving only air resistance and electromagnetic drag, potentially improving power efficiency.Some systems however such as the Central Japan Railway CompanySCMaglev use rubber tires at low speeds, reducing efficiency gains.
Weight: The electromagnets in many EMS and EDS designs require between 1 and 2 kilowatts per ton. The use of superconductor magnets can reduce the electromagnets’ energy consumption. A 50-ton Transrapid maglev vehicle can lift an additional 20 tons, for a total of 70 tons, which consumes 70-140 kW.[citation needed] Most energy use for the TRI is for propulsion and overcoming air resistance at speeds over 100 mph.[citation needed]
Weight loading: High speed rail requires more support and construction for its concentrated wheel loading. Maglev cars are lighter and distribute weight more evenly.
Noise: Because the major source of noise of a maglev train comes from displaced air rather than from wheels touching rails, maglev trains produce less noise than a conventional train at equivalent speeds. However, the psychoacoustic profile of the maglev may reduce this benefit: a study concluded that maglev noise should be rated like road traffic, while conventional trains experience a 5–10 dB “bonus”, as they are found less annoying at the same loudness level.
Braking: Braking and overhead wire wear have caused problems for the Fastech 360 rail Shinkansen. Maglev would eliminate these issues.
Magnet reliability: At higher temperatures magnets may fail. New alloys and manufacturing techniques have addressed this issue.
Control systems: No signalling systems are needed for high-speed rail, because such systems are computer controlled. Human operators cannot react fast enough to manage high-speed trains. High speed systems require dedicated rights of way and are usually elevated. Two maglev system microwave towers are in constant contact with trains. There is no need for train whistles or horns, either.
Terrain: Maglevs are able to ascend higher grades, offering more routing flexibility and reduced tunneling.
Comparison with aircraft
Differences between airplane and maglev travel:
Efficiency: For maglev systems the lift-to-drag ratio can exceed that of aircraft (for example Inductrack can approach 200:1 at high speed, far higher than any aircraft). This can make maglev more efficient per kilometer. However, at high cruising speeds, aerodynamic drag is much larger than lift-induced drag. Jets take advantage of low air density at high altitudes to significantly reduce air drag. Hence despite their lift-to-drag ratio disadvantage, they can travel more efficiently at high speeds than maglev trains that operate at sea level.
Routing: While aircraft can theoretically take any route between points, commercial air routes are rigidly defined. Maglevs offer competitive journey times over distances of 800 kilometres (500 miles) or less. Additionally, maglevs can easily serve intermediate destinations.
Availability: Maglevs are little affected by weather.
Safety: Maglevs offer a significant safety margin since maglevs do not crash into other maglevs or leave their guideways.
Travel time: Maglevs do not face the extended security protocols faced by air travelers nor is time consumed for taxiing, or for queuing for take-off and landing.
Despite decades of research and development, only two commercial maglev transport systems are in operation, with two others under construction. The highest recorded maglev speed is 603 km/h (375 mph), achieved in Japan by JR Central’s L0 superconducting Maglev on 2015 April,21. The Japanese trains use super-cooled, superconducting electromagnets. This kind of electromagnet can conduct electricity even after the power supply has been shut off.
Nuclear power stations operate in 31 countries. Of the thirty countries in which nuclear power plants operate, only France, Belgium, Hungary and Slovakia use them as the primary source of electricity, although many other countries have a significant nuclear power generation capacity. According to the World Nuclear Association, a nuclear power advocacy group, over 45 countries are giving “serious consideration” to introducing a nuclear power capability, with Iran, the United Arab Emirates, Turkey,Vietnam, Belarus, and Jordan at the forefront. China, South Korea and India are pursuing ambitious expansions of their nuclear power capacities
Most of the water in the lake evaporates over the summer, revealing colorful mineral deposits. Large “spots” on the lake appear and are colored according to the mineral composition and seasonal amount of precipitation. Magnesium sulfate, which crystallizes in the summer, is a major contributor to spot color. In the summer, remaining minerals in the lake harden to form natural “walkways” around and between the spots.
Originally known to the First Nations of the Okanagan Valley as Kliluk, Spotted Lake was for centuries and remains revered as a sacred site thought to provide therapeutic waters. During World War I, the minerals of Spotted Lake were used in manufacturing ammunition.
Later, the area came under the control of the Ernest Smith Family for a term of about 40 years. In 1979, Smith attempted to create interest in a spa at the lake. The First Nations responded with an effort to buy the lake, then in October 2001, struck a deal by purchasing 22 hectares of land for a total of $720,000, and contributed about 20% of the cost. The Indian Affairs Department paid the remainder.
Today, there is a roadside sign telling visitors about the lake’s mythical healing powers. Despite a fence protecting the lake shore from the liabilities of public access, the lake can be easily seen and many visitors stop to view the site.
