Tag: challenge (page 2 of 12)

What astronomers learned when Messenger space probe crashed into Mercury

May 8, 2015 / / 0 Comments



Excerpt from statecolumn.com


On April 30, NASA concluded an historic voyage known as the Mercury Surface, Space Environment, Geochemistry and Ranging mission. The mission came to an end when the spacecraft carrying analytical instruments, Messenger, crashed into the planet’s surface after consuming all of its fuel.
The mission was far from a waste, however, as NASA rarely expects to see the majority of the spacecraft they launch ever again. According to Discovery, The probe sent back a spectacular photo of the surface of Mercury, using the craft’s Narrow Angle Camera in tandem with the Mercury Dual Imaging System. The photo shows a mile-wide view of the nearby planet’s surface in 2.1 meters per pixel resolution.
Right after the probe delivered the photo to NASA’s Deep Space Network, which is a collection of global radio antennae that tracks data on the agency’s robotic missions around the solar system, the signal was lost in what scientists assume was the craft’s final contact with the closest planet to the sun.
The four-year mission came to an end when the craft could no longer maintain its orbit around the solar system’s innermost planet due to lack of fuel. Mercury is just 36 miles from the sun, compared to Earth, which is 93 million miles away from the center of the solar system. Mercury is a peculiar world, with both frigid and extremely hot temperatures. Messenger also revealed that Mercury has a magnetic field similar to that of Earth’s, created by the motion of metallic fluids within the planet’s core.
The main challenge the Messenger mission faced was getting the space probe into orbit around Mercury. Due to the planet’s proximity to the sun, it was extremely difficult for flight engineers to avoid its gravitational pull. In addition to the challenge of catching Mercury’s comparatively weak gravitational force, high temperatures also made things tricky. Messenger was equipped with a sunshield designed to protect the spaceship cool on the side that faced the sun. NASA engineers also attempted to chart a long, elliptical orbit around Mercury, giving Messenger time to cool off as it rounded the backside of the planet.
Messenger made over 4,000 orbits around Mercury between 2011 and 2015, many more than the originally planned one-year mission would allow.
With the close-up shots of Mercury’s surface provided by Messenger, NASA scientists were able to detect trace signals of magnetic activity in Mercury’s crust. Using clues from the number of impact craters on the surface, scientists figured that Mercury’s magnetized regions could be as old as 3.7 billion years. Astronomers count the craters on a planet in order to estimate its age – the logic being that younger surfaces should have fewer impact sites than older surfaces.
The data sent back by Messenger has caused astronomers to reconsider their understanding of Mercury’s magnetic history. They now date the beginning of magnetism on Mercury to about 700 million years after the planet was formed. They cannot say for sure, however, if the magnetic field has been consistently active over this timeframe.
According to Messenger guest investigator Catherine Johnson, geophysicist at the University of British Columbia in Vancouver, that it was possible the magnetic field has been active under constant conditions, though she suspects it might also oscillate over time, like Earth’s. Information for the time period between 4 billion years ago and present day is sparse, though Johnson added that additional research is in the pipeline.
Johnson was pleased, however, with the insight offered into Mercury’s formation provided by these new magnetic clues. Magnetism on a planetary scale typically indicates a liquid metal interior. Since Mercury is so tiny, scientists originally believed that its center would be solid, due to the rate of cooling. The presence of liquid in the planet’s center suggests other materials’ presence, which would lower the freezing point. This suggests that a totally solid core would be unlikely.
Mercury’s magnetic field offers valuable insight into the formation of the planet, the solar system, and even the universe. Magnetism on Mercury indicates that it has a liquid iron core, according to Messenger lead scientist Sean Solomon of Columbia University.

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Desperately Seeking ET: Fermi’s Paradox Turns 65 ~ Part 2

May 5, 2015 / / 0 Comments

Excerpt from huffingtonpost.comIntroductionWhy is it so hard to find ET? After 50 years of searching, the SETI project has so far found nothing. In the latest development, on April 14, 2015 Penn State researchers announced that after searching through...

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Nuclear Experimentation Year 70 – Playing With Madness

May 5, 2015 / / 0 Comments

Ethan Indigo Smith, ContributorThe recent “news” on the nuclear situation in Iran brings to light the madhouse of cards on which the postmodern world is built. Or rather, it would bring the madness to light if the major media outlets of the world were not bought up and sold out to the military industrial complex, and therefore completely misinformed on the actions and dangers of the nuclear experimentation industry.The story is not just about [...]

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Desperately Seeking Extraterrestrials ~ Fermi’s Paradox Turns 65 ~ Part 1

May 4, 2015 / / 0 Comments

Excerpt from huffingtonpost.comIntroduction 65 years ago, in 1950, while having lunch with colleagues Edward Teller and Herbert York, Nobel physicist Enrico Fermi suddenly blurted out, "Where is everybody?" His question is now known as Fermi's p...

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Is In-Flight Refueling Coming to Commercial Airlines?

April 12, 2015 / / 0 Comments




Excerpt from space.com

 This article was originally published on The Conversation. The publication contributed this article to Space.com's Expert Voices: Op-Ed & Insights.

There’s real pressure on the aviation industry to introduce faster, cheaper and greener aircraft, while maintaining the high safety standards demanded of airlines worldwide.

Airlines carry more than three billion passengers each year, which presents an enormous challenge not only for aircraft manufacturers but for the civil aviation infrastructure that makes this extraordinary annual mass-migration possible. Many international airports are close to or already at capacity. The International Air Transport Association (IATA) has estimated that, without intervention, many global airports – including major hubs such as London Heathrow, Amsterdam Schiphol, Beijing and Dubai – will have run out of runway or terminal capacity by 2020. 


The obvious approach to tackling this problem is to extend and enlarge airport runways and terminals – such as the long-proposed third runway at London Heathrow. However there may be other less conventional alternatives, such as introducing in-flight refuelling for civil aircraft on key long-haul routes. Our project, Research on a Cruiser-Enabled Air Transport Environment (Recreate), began in 2011 to evaluate whether this was something that could prove a viable, and far cheaper, solution.

If in-flight refuelling seems implausible, it’s worth remembering that it was first trialed in the 1920s, and the military has continued to develop the technology ever since. The appeal is partly to reduce the aircraft’s weight on take-off, allowing it to carry additional payload, and partly to extend its flight range. Notably, during the Falklands War in 1982 RAF Vulcan bombers used in-flight refuelling to stage what was at the time the longest bombing mission ever, flying 8,000 miles non-stop from Ascension Island in the South Atlantic to the Falklands and back.

Reducing take-off weight could offer many benefits for civilian aircraft too. Without the need to carry so much fuel the aircraft can be smaller, which means less noise on take-off and landing and shorter runways. This opens up the network of smaller regional airports as new potential sites for long-haul routes, relieving pressure on the major hubs that are straining at the seams.

There are environmental benefits too, as a smaller, lighter aircraft requires less fuel to reach its destination. Our initial estimates from air traffic simulations demonstrate that it’s possible to reduce fuel burn by up to 11% over today’s technology by simply replacing existing global long-haul flight routes with specifically designed 250-seater aircraft with a range of 6,000nm after one refuelling – roughly the distance from London to Hong Kong. This saving could potentially grow to 23% with further efficiencies, all while carrying the same number of passengers the same distance as is possible with the current aircraft fleet, and despite the additional fuel burn of the tanker aircraft.

Tornado fighter jets in-flight refuel
Imagine if these Tornado fighter jets were 250-seater passenger aircraft and you’ve got the idea.

However, this is not the whole picture – in-flight refuelling will require the aerial equivalent of petrol stations in order to deliver keep passenger aircraft in the sky. With so much traffic it simply wouldn’t be possible to refuel any aircraft any time, anywhere it was needed. The location of these refuelling zones, coupled with the flight distance between the origin and destination airports can greatly affect the potential benefits achievable, possibly pulling flights away from their shortest route, and even making refuelling on some routes impossible – if for example the deviation to the nearest refuelling zone meant burning as much fuel as would have been saved.

Safety and automation

As with all new concepts – particularly those that involve bringing one aircraft packed with people and another full of fuel into close proximity during flight – it’s quite right to ask whether this is safe. To try and answer this question, the Dutch National Aerospace Laboratory and German Aerospace Centre used their flight simulators to test the automated in-flight refuelling flight control system developed as part of the Recreate project.

One simulator replicated the manoeuvre from the point of view of the tanker equipped with an in-flight refuelling boom, the other simulated the aircraft being refuelled mid-flight. Critical test situations such as engine failure, high air turbulence and gusts of wind were simulated with real flight crews to assess the potential danger to the operation. The results were encouraging, demonstrating that the manoeuvre doesn’t place an excessive workload on the pilots, and that the concept is viable from a human as well as a technical perspective.

So far we’ve demonstrated the potential aerial refuelling holds for civilian aviation, but putting it into practice would still pose challenges. Refuelling hubs would need to be established worldwide, shared between airlines. There would need to be fundamental changes to airline pilot training, alongside a wider public acceptance of this departure from traditional flight operations.

However, it does demonstrate that, in addition to all the high-tech work going into designing new aircraft, new materials, new engines and new fuels, the technology we already have offers solutions to the long-term problems of ferrying billions of passengers by air around the world.

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Tombs Filled with Dozens of Mummies Discovered in Peru

April 9, 2015 / / 0 Comments

A burial of a young woman found in the middle of a tomb. Analysis of her skeletal remains reveal that she suffered dental problems, including tooth loss. At one point in her life she suffered an internal hemorrhage in the meninges of her cranium. ...

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New spin on Saturn’s peculiar, err, spin

March 27, 2015 / / 0 Comments

 Excerpt from spacedaily.comAccording to the new method, Saturn's day is 10 hours, 32 minutes and 44 seconds long. Tracking the rotation speed of solid planets, like the Earth and Mars, is a relatively simple task: Just measure the time it tak...

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If the Moon Landings Were Real, Then Why is NASA Stumped by This?

March 21, 2015 / / 0 Comments

Buck Rogers, Staff WriterWaking TimesDuring the cold war era the Soviet Union and the United States were locked in an arms and technology race, each nation wanting to prove their dominance over the other, each striving to be the next reigning superpower in a world still shattered by the second world war. The Soviet’s took the lead when in April of 1961, cosmonaut Yuri Gagarin successfully orbited the earth and returned home safely. In May, president John F. Kennedy ma [...]

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Don’t Blame the Devil Anymore: Is Temptation All in Your ‘Syn’ apse?

March 14, 2015 / / 0 Comments

 I find it very interesting that 'temptation' may lie within the 'syn' - apse. Greg Excerpt from huffingtonpost.comLack of self-control is at the root of many personal and social ills, from alcoholism to obesity. Even when we are well aware ...

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When did humans first begin to wear clothes?

March 12, 2015 / / 0 Comments



Excerpt from todayifoundout.com

Determining exactly when humans began wearing clothes is a challenge, largely because early clothes would have been things like animal hides, which degrade rapidly. Therefore, there’s very little archaeological evidence that can be used to determine the date that clothing started being worn. 

There have been several different theories based on what archaeologists have been able to find. For instance, based on genetic skin-coloration research, humans lost body hair around one million years ago—an ideal time to start wearing clothes for warmth. The first tools used to scrape hides date back to 780,000 years ago, but animal hides served other uses, such as providing shelter, and it’s thought that those tools were used to prepare hides for that, rather than clothing. Eyed needles started appearing around 40,000 years ago, but those tools point to more complex clothing, meaning clothes had probably already been around for a while.
All that being said, scientists have started gathering alternative data that might help solve the mystery of when we humans started covering our bits.

A recent University of Florida study concluded that humans started wearing clothes some 170,000 years ago, lining up with the end of the second-to-last ice age. How did they figure that date out? By studying the evolution of lice.

Scientists observed that clothing lice are, well, extremely well-adapted to clothing. They hypothesized that body lice must have evolved to live in clothing, which meant that they weren’t around before humans started wearing clothes. The study used DNA sequencing of lice to calculate when clothing lice started to genetically split from head lice.

The findings of the study are significant because they show that clothes appeared some 70,000 years before humans started to migrate north from Africa into cooler climates. The invention of clothing was probably one factor that made migration possible.
This timing also makes sense due to known climate factors in that era.  As Ian Gilligan, a lecturer at the Australian National University, said that the study gave “an unexpectedly early date for clothing, much earlier than the earliest solid archaeological evidence, but it makes sense. It means modern humans probably started wearing clothes on a regular basis to keep warm when they were first exposed to Ice Age conditions.”

As to when humans moved on from animal hides and into textiles, the first fabric is thought to have been an early ancestor of felt. From there, early humans took up weaving some 27,000 years ago, based on impressions of baskets and textiles on clay. Around 25,000 years ago, the first Venus figurines—little statues of women—appeared wearing a variety of different clothes that pointed to weaving technology being in place by this time.
From there, more recent ancient civilizations discovered many materials they could fashion into clothing. For instance, Ancient Egyptians produced linen around 5500 BC, while the Chinese likely started producing silk around 4000 B.C.

As for clothing for fashion, instead of just keeping warm, it is thought that this occurred relatively early on. The first example of dyed flax fibers were found in a cave in the Republic of Georgia and date back to 36,000 years ago. That being said, while they may have added colour, early clothes seem to have been much simpler than the clothing we wear today—mostly cloth draped over the shoulder and pinned at the waist.

Around the mid-1300s in certain regions of the world, with some technological advances in previous century, clothing fashion began to change drastically from what it was before. For instance, clothing started to be made to form fit the human body, with curved seams, laces, and buttons. Contrasting colours and fabrics also became popular in England. From this time, fashion in the West began to change at an alarming rate, largely based on aesthetics, whereas in other cultures fashion typically changed only with great political upheaval, meaning changes came more slowly in most other cultures.

The Industrial Revolution, of course, had a huge impact on the clothing industry. Clothes could now be made en mass in factories rather than just in the home and could be transported from factory to market in record time. As a result, clothes became drastically cheaper, leading to people having significantly larger wardrobes and contributing to the constant change in fashion that we still see today.

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What Would It Be Like to Live on Mercury?

February 24, 2015 / / 0 Comments


Mercury With Subtle Colors
Mercury's extreme temperatures and lack of an atmosphere would make it very difficult, if not impossible, for people to live on the planet. Credit: NASA/Johns Hopkins University Applied Physics Laboratory/Carnegie Institution of Washington


Excerpt from  space.com
By Joseph Castro, Space.com Contributor


Have you ever wondered what it might be like to homestead on Mars or walk on the moons of Saturn? So did we. This is the first in Space.com's 12-part series on what it might be like to live on or near planets in our solar system, and beyond. Check back each week for the next space destination.
With its extreme temperature fluctuations, Mercury is not likely a planet that humans would ever want to colonize. But if we had the technology to survive on the planet closest to the sun, what would it be like to live there?

To date, only two spacecraft have visited Mercury. The first, Mariner 10, conducted a series of Mercury flybys in 1974, but the spacecraft only saw the lit half of the planet. NASA's MESSENGER spacecraft, on the other hand, conducted flybys and then entered Mercury's orbit — in March of 2013, images from the spacecraft allowed scientists to completely map the planet for the first time.



MESSENGER photos of Mercury show that the planet has water ice at its poles, which sit in permanent darkness. Mining this ice would be a good way to live off the land, but setting up bases at the poles might not be a good idea, said David Blewett, a participating scientist with the Messenger program.

"The polar regions would give you some respite from the strength of the sun on Mercury," Blewett told Space.com. "But, of course, it's really cold in those permanently shadowed areas where the ice is, and that presents its own challenge."

A better option, he said, would probably be to set up a home base not far from one of the ice caps, perhaps on a crater rim, and have a water mining operation at the pole.

Still, dealing with extreme temperatures on Mercury would likely be unavoidable: Daytime temperatures on the planet can reach 800 degrees Fahrenheit (430 degrees Celsius), while nighttime temperatures can drop down to minus 290 degrees Fahrenheit (minus 180 degrees Celsius).

Scientists once believed Mercury was tidally locked with the sun, meaning that one side of the planet always faces the sun because it takes the same amount of time to rotate around its axis as it does to revolve around the star. But we now know that Mercury's day lasts almost 59 Earth days and its year stretches for about 88 Earth days.

Interestingly, the sun has an odd path through the planet's sky over the course of Mercury's long day, because of the interaction between Mercury's spin rate and its highly elliptical orbit around the sun.

"It [the sun] rises in the east and moves across the sky, and then it pauses and moves backwards just a tad. It then resumes its motion towards the west and sunset," said Blewett, adding that the sun appears 2.5 times larger in Mercury's sky than it does in Earth's sky.

And during the day, Mercury's sky would appear black, not blue, because the planet has virtually no atmosphere to scatter the sun's light. "Here on Earth at sea level, the molecules of air are colliding billions of times per second," Blewett said. "But on Mercury, the atmosphere, or 'exosphere,' is so very rarefied that the atoms essentially never collide with other exosphere atoms." This lack of atmosphere also means that the stars wouldn't twinkle at night.



Without an atmosphere, Mercury doesn't have any weather; so while living on the planet, you wouldn't have to worry about devastating storms. And since the planet has no bodies of liquid water or active volcanoes, you'd be safe from tsunamis and eruptions.

But Mercury isn't devoid of natural disasters. "The surface is exposed to impacts of all sizes," Blewett said. It also may suffer from earthquakes due to compressive forces that are shrinking the planet (unlike Earth, Mercury doesn't have tectonic activity).

Mercury is about two-fifths the size of Earth, with a similar gravity to Mars, or about 38 percent of Earth's gravity. This means that you could jump three times as high on Mercury, and heavy objects would be easier to pick up, Blewett said. However, everything would still have the same mass and inertia, so you could be knocked over if someone threw a heavy object at you, he added.

Finally, you can forget about a smooth Skype call home: It takes at least 5 minutes for signals from Mercury to reach Earth, and vice versa.

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NASA Wants to Send a Submarine to Titan’s Seas ~ Video

February 13, 2015 / / 0 Comments



Titan


Excerpt from news.discovery.com

In a sneak peek of a possible future mission to Saturn’s moon Titan, NASA has showcased their vision of a robotic submersible that could explore the moon’s vast lakes of liquid methane and ethane.

Studying Titan is thought to be looking back in time at an embryonic Earth, only a lot colder. Titan is the only moon in the solar system to have a significant atmosphere and this atmosphere is known to possess its own methane cycle, like Earth’s water cycle. Methane exists in a liquid state, raining down on a landscape laced with hydrocarbons, forming rivers, valleys and seas.

Several seas have been extensively studied by NASA’s Cassini spacecraft during multiple flybys, some of which average a few meters deep, whereas others have depths of over 200 meters (660 feet) — the maximum depth at which Cassini’s radar instrument can penetrate.


So, if scientists are to properly explore Titan, they must find a way to dive into these seas to reveal their secrets.

At this year’s Innovative Advanced Concepts (NIAC) Symposium, a Titan submarine concept was showcased by NASA Glenn’s COMPASS Team and researchers from Applied Research Lab.

Envisaged as a possible mission to Titan’s largest sea, Kracken Mare, the autonomous submersible would be designed to make a 90 day, 2,000 kilometer (1,250 mile) voyage exploring the depths of this vast and very alien marine environment. As it would spend long periods under the methane sea’s surface, it would have to be powered by a radioisotope generator; a source that converts the heat produced by radioactive pellets into electricity, much like missions that are currently exploring space, like Cassini and Mars rover Curiosity.

Communicating with Earth would not be possible when the vehicle is submerged, so it would need to make regular ascents to the surface to transmit science data.

But Kracken Mare is not a tranquil lake fit for gentle sailing — it is known to have choppy waves and there is evidence of tides, all contributing to the challenge. Many of the engineering challenges have already been encountered when designing terrestrial submarines — robotic and crewed — but as these seas will be extremely cold (estimated to be close to the freezing point of methane, 90 Kelvin or -298 degrees Fahrenheit), a special piston-driven propulsion system will need to be developed and a nitrogen will be needed as ballast, for example.

This study is just that, a study, but the possibility of sending a submersible robot to another world would be as unprecedented as it is awesome.

Although it’s not clear at this early stage what the mission science would focus on, it would be interesting to sample the chemicals at different depths of Kracken Mare.

“Measurement of the trace organic components of the sea, which perhaps may exhibit prebiotic chemical evolution, will be an important objective, and a benthic sampler (a robotic grabber to sample sediment) would acquire and analyze sediment from the seabed,” the authors write (PDF). “These measurements, and seafloor morphology via sidescan sonar, may shed light on the historical cycles of filling and drying of Titan’s seas. Models suggest Titan’s active hydrological cycle may cause the north part of Kraken to be ‘fresher’ (more methane-rich) than the south, and the submarine’s long traverse will explore these composition variations.”

A decade after the European Huygens probe landed on the surface of Titan imaging the moon’s eerily foggy atmosphere, there have been few plans to go back to this tantalizing world. It would be incredible if, in the next few decades, we could send a mission back to Titan to directly sample what is at the bottom of its seas, exploring a region where the molecules for life’s chemistry may be found in abundance.



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Yes, that 3D-printed mansion is safe to live in

February 13, 2015 / / 0 Comments


WinSun claims that their new 3D printed five-story building is the tallest of its kind in the world. Credit: 3ders.org
WinSun claims that their new 3D printed five-story building is the tallest of its kind in the world. 


Excerpt from

Back in April, a team of Chinese construction workers used a 3D printer to construct houses. By day’s end, there were 10 standing. They were compact and fairly bare bones — nothing much to look at besides the “wow!” factor of there being as many as — count them — 10. But this time around, those same builders have taken the wraps off an achievement that’s roundly more impressive.
In Suzhou Industrial Park, adjacent to Shanghai, stands a five-story structure that the WinSun Decoration Design Engineering firm claims is “the world’s tallest 3D-printed building.” Next to it is the equally massive 3D-printed mansion, which measures 11,840 square feet. Like the previous buildings, the walls are comprised of a mix of concrete and recycled waste materials, such as glass and steel, and formed layer by printed layer. The company stated that the total cost for the mansion was roughly $161,000. 
In a broader sense, this latest feat is yet another indication of how rapidly additive manufacturing techniques are advancing. Once used primarily as a means to quickly render miniature model versions of products, the technology has reached a point where large-scale printers are now capable of making life-sized working creations, such as automobiles, in mere days. For instance, it took less than 48 hours for start-up Local Motors to print a two-seater called the Strati into existence and drive it off the showroom.
Many of these designs, however, typically don’t amount to much beyond being passion projects meant to push 3D printing into new frontiers and drum up some publicity along the way. One example of this is the massive 3D Print Canal House that’s being constructed entirely on-site along a canal in Amsterdam, a process that’s slated to take longer and is less feasible than standard construction, Phil Reeves of UK-based 3D printing research firm Econolyst recently told CNN.
More promising, though, is a system developed by Behrokh Khoshnevis, a University of Southern California engineering professor. His concept machine, called Contour Crafting, involves a clever combination of mechanical cranes and 3D layering to print and assemble entire homes simultaneously — complete with insulation and indoor plumbing — in less than a day. 

Assembling 3D printed buildings is quite similar to erecting prefab homes. Credit: 3ders.org
Assembling 3D printed buildings is quite similar to erecting prefab homes. 


The approach employed by WinSun isn’t anywhere near that level of sophistication, but it may well prove to be the most practical – at least thus far. There is some labor and equipment costs that comes from trucking in and piecing together the various sections on-site, though the manner in which it all comes together is comparable to the ease of prefab assembly. It’s also reportedly greener thanks to the addition of recycled materials. 
To pitch the advantages of their technology, the company held a news conference to announce that they had taken on orders for 20,000 smaller units as well as highlight some significant cost-cutting figures. According toindustry news site 3Der:
The sheer size of the printer allows for a 10x increase in production efficiency. WinSun estimates that 3D printing technology can save between 30 and 60 percent of building materials and shortens production times by 50 to even 70 percent, while decreasing labor costs by 50 up to even 80 percent. Future applications include 3D printed bridges or tall office buildings that can be built right on site.
WinSun did not respond to a request to disclose how they arrived at those numbers, but Enrico Dini, an Italian civil engineer and chairman of competing start-up Monolite, says that he suspects the calculations may be a tad bit inflated. Still, he emphasized that his own data does back up the claim that, compared to conventional methods, layering may boost overall efficiency. 
“It would be very difficult to fabricate such large sections with traditional concrete casting,” he says. “With 3D printing, you have a lot less waste because you’re only printing out as much material as you need and you can custom shape whole sections on the spot, which can be a big challenge.”

WinSuns 3D printed villa has several rooms and has been deemed to be up to Chinas national safety standards. Credit: 3ders.org
WinSun’s 3D-printed villa has several rooms and has been deemed to be up to China’s national safety standards.

One major concern is whether these large-scale dwellings can hold up over time against the elements. According to 3Der, Ma Rongquan, chief engineer of China Construction Bureau, inspected the building’s structural integrity and found them to be up to code, but was careful to note that state officials have yet to establish specific criteria for assessing the long-term safety of 3D printed architecture.   
And as Dini, who supports the technology, points out, there is the possibility that the use of additive manufacturing may pose some degree of risk. “The only issue is that as the layers of concrete are bonded together, they’re drying at slightly different rates and that’s not very ideal,” he explains. “So there’s maybe a higher chance of it fracturing at the contact point if there’s a strong enough force at play.” 
Regardless, Dini says he’d feel completely safe going inside any floor of either building since construction materials used today are likely to contain special additives to enhance strength and resistance. One such formulation, fiber-reinforced Ductal, has been shown in some tests to be 10 times stronger and last twice as long as regular concrete. He stressed that walls should also be tested to ensure that other properties, such as acoustics, ventilation and thermal insulations are on par with existing buildings.
“In Italy, building standards are extremely strict,” he noted. “But I can’t say I can say the same about China.”

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