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IELTS READING – The steam car S59AT2

 IELTS Reading The steam car reading practice test has 10 questions belongs to History & Technological Innovation subject..

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 The successes and failures of the Doble brothers and their steam cars

A When primitive automobiles first began to appear in the 1800s, their engines were based on steam power. Steam had already enjoyed a long and successful career in the railways, so it was only natural that the technology evolved into a miniaturized version which was separate from the trains. But these early cars inherited steam’s weaknesses along with its strengths. The boilers had to be lit by hand, and they required about twenty minutes to build up pressure before they could be driven. Furthermore, their water reservoirs only lasted for about thirty miles before needing replenishment. Despite such shortcomings, these newly designed self-propelled carriages offered quick transportation, and by the early 1900s it was not uncommon to see such machines shuttling wealthy citizens around town. 

B But the glory days of steam cars were few. A new technology called the Internal Combustion Engine soon appeared, which offered the ability to drive down the road just moments after starting up. At first, these noisy gasoline cars were unpopular because they were more complicated to operate and they had difficult hand-crank starters, which were known to break arms when the engines backfired. But in 1912 General Motors introduced the electric starter, and over the following few years steam power was gradually phased out.

C Even as the market was declining, four brothers made one last effort to rekindle the technology. Between 1906 and 1909, while still attending high school, Abner Doble and his three brothers built their first steam car in their parents’ basement. It comprised parts taken from a wrecked early steam car but reconfigured to drive an engine of their own design. Though it did not run well, the Doble brothers went on to build a second and third prototype in the following years. Though the Doble boys’ third prototype, nicknamed the Model B, still lacked the convenience of an internal combustion engine, it drew the attention of automobile trade magazines due to its numerous improvements over previous steam cars. The Model B proved to be superior to gasoline automobiles in many ways. Its high-pressure steam drove the engine pistons in virtual silence, in contrast to clattering gas engines which emitted the aroma of burned hydrocarbons. Perhaps most impressively, the Model B was amazingly swift. It could accelerate from zero to sixty miles per hour in just fifteen seconds, a feat described as ‘remarkable acceleration’ by Automobile magazine in 1914.

D The following year Abner Doble drove the Model B from Massachusetts to Detroit in order to seek investment in his automobile design, which he used to open the General Engineering Company. He and his brothers immediately began working on the Model C, which was intended to expand upon the innovations of the Model B. The brothers added features such as a key-based ignition in the cabin, eliminating the need for the operator to manually ignite the boiler. With these enhancements, the Dobles’ new car company promised a steam vehicle which would provide all of the convenience of a gasoline car, but with much greater speed, much simpler driving controls, and a virtually silent powerplant. By the following April, the General Engineering Company had received 5,390 deposits for Doble Detroits, which were scheduled for delivery in early 1918.

E Later that year Abner Doble delivered unhappy news to those eagerly awaiting the delivery of their modern new cars. Those buyers who received the handful of completed cars complained that the vehicles were sluggish and erratic, sometimes going in reverse when they should go forward. The new engine design, though innovative, was still plagued with serious glitches.

F The brothers made one final attempt to produce a viable steam automobile. In early 1924, the Doble brothers shipped a Model E to New York City to be road-tested by the Automobile Club of America. After sitting overnight in freezing temperatures, the car was pushed out into the road and left to sit for over an hour in the frosty morning air. At the turn of the key, the boiler lit and reached its operating pressure inside of forty seconds. As they drove the test vehicle further, they found that its evenly distributed weight lent it surprisingly good handling, even though it was so heavy. As the new Doble steamer was further developed and tested, its maximum speed was pushed to over a hundred miles per hour, and it achieved about fifteen miles per gallon of kerosene with negligible emissions.

G Sadly, the Dobles’ brilliant steam car never was a financial success. Priced at around $18,000 in 1924, it was popular only among the very wealthy. Plus, it is said that no two Model Es were quite the same, because Abner Doble tinkered endlessly with the design. By the time the company folded in 1931, fewer than fifty of the amazing Model E steam cars had been produced. For his whole career, until his death in 1961, Abner Doble remained adamant that steam-powered automobiles were at least equal to gasoline cars, if not superior. Given the evidence, he may have been right. Many of the Model E Dobles which have survived are still in good working condition, some having been driven over half a million miles with only normal maintenance. Astonishingly, an unmodified Doble Model E runs clean enough to pass the emissions laws in California today, and they are pretty strict. It is true that the technology poses some difficult problems, but you cannot help but wonder how efficient a steam car might be with the benefit of modern materials and computers. Under the current pressure to improve automotive performance and reduce emissions, it is not unthinkable that the steam car may rise again. 

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IELTS READING – Materials to take us beyond concrete S59AT1

 IELTS Reading Materials to take us beyond concrete reading practice test has 10 questions belongs to Environmental Science & Sustainable Engineering subject..

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  Materials to take us beyond concrete

Concrete is everywhere, but it’s bad for the planet, generating large amounts of carbon dioxide – alternatives are being developed

 A Concrete is the second most used substance in the global economy, water and one of the world’s biggest single sources of greenhouse gas emissions. The chemical process by which cement, the key ingredient of concrete, is created results in large quantities of carbon dioxide. The UN estimates that there will be 9.8 billion people living on the planet by mid-century. They will need somewhere to live. If concrete is the only answer to the construction of new cities, then carbon emissions will soar, aggravating global warming. And so scientists have started innovating with other materials, in a scramble for alternatives to a universal commodity that has underpinned our modern life for many years.

B The problem with replacing concrete is that it is so very good at what it does. Chris Cheeseman, an engineering professor at Imperial College London, says the key thing to consider is the extent to which concrete is used around the world, and is likely to continue to be used. “Concrete is not a high-carbon product. Cement is high carbon, but concrete is not. But it is the scale on which it is used that makes it high carbon. The sheer scale of manufacture is so huge, that is the issue.”

C Not only are the ingredients concrete relatively cheap and found in abundance in most places around the globe, the stuff itself has marvellous properties: Portland cement, the vital component of concrete, is mouldable and pourable, but quickly sets hard. Cheeseman also notes another advantage: concrete and steel have similar thermal expansion properties, so steel can be used to reinforce concrete, making it far stronger and more flexible as a building material than it could be on its own. According to Cheeseman, all these factors together make concrete hard to beat. “Concrete is amazing stuff. Making anything with similar properties is going to be very difficult.’

D A possible alternative to concrete is wood. Making buildings from wood may seem like a rather medieval idea, but climate change is driving architects to turn to treated timber as a possible resource. Recent years have seen the emergence of tall buildings constructed almost entirely from timber. Vancouver, Vienna and Brumunddal in Norway are all home to constructed tall, wooden buildings.

E Using wood to construct buildings, however, is not straightforward. Wood expands as it absorbs moisture from the air and is susceptible to pests, not to mention fire. But treating wood and combining it with other materials can improve its properties. Cross-laminated timber is engineered wood. An adhesive is used to stick layers of solid-sawn timber together, crosswise, to form building blocks. This material is light but has the strength of concrete and steel. Construction experts say that wooden buildings can be constructed at a greater speed than ones of concrete and steel and the process, it seems, is quieter.

F Stora Enso is Europe’s biggest supplier of cross-laminated timber, and its vice-president Markus Mannström reports that the company is seeing increasing demand globally for building in wood, with climate change concerns the key driver. Finland, with its large forests, where Stora Enso is based, has been leading the way, but the company is seeing a rise in demand for its timber products across the world, including in Asia. Of course, using timber in a building also locks away the carbon that it absorbed as it grew. But even treated wood has its limitations and only when a wider range of construction projects has been proven in practice will it be possible to see wood as a real alternative to concrete in constructing tall buildings.

G Fly ash and slag from iron ore are possible alternatives to cement in a concrete mix. Fly ash, a by product of coal-burning power plants, can be incorporated into concrete mixes to make up as much as 15 to 30% of the cement, without harming the strength or durability of the resulting mix. Iron-ore slag, a by product of the iron-ore smelting process, can be used in a similar way. Their incorporation into concrete mixes has the potential to reduce greenhouse gas emissions. 

But Anna Surgenor, of the UK’s Green Building Council, notes that although these waste products can save carbon in the concrete mix, their use is not always straightforward. ‘It’s possible to replace the cement content in concrete with waste products to lower the overall carbon impact. But there are several calculations that need to be considered across the entire life cycle of the building these include factoring in where these materials are being shipped from. If they are transported over long distances, using fossil fuels, the use of alternative materials might not make sense from an overall carbon reduction perspective.’

H While these technologies are all promising ideas, they are either unproven or based on materials that are not abundant. In their overview of innovation in the concrete industry, Felix Preston and Johanna Lehne of the UK’s Royal Institute of International Affairs reached the conclusion that, ‘Some novel cements have been discussed for more than a decade within the research community, without breaking through. At present, these alternatives are rarely as cost-effective as conventional cement, and they face raw-material shortages and resistance from customers.”

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IELTS READING – An ideal city S58AT3

 IELTS Reading An ideal city reading practice test has 10 questions belongs to History & Urban Development subject..

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An ideal city

Leonardo da Vinci’s ideal city was centuries ahead of its time

The word ‘genius’ is universally associated with the name of Leonardo da Renaissance man, he embodied scientific spirit, artistic talent and humanist sensibilities. Five hundred years have passed since Leonardo died in his home at Château du Clos Lucé, outside Tours, France. Yet far from fading into insignificance, his thinking has carried down the centuries and still surprises today.

The Renaissance marked the transition from the 15th century to modernity and took place after the spread of the plague in the 14th century, which caused a global crisis resulting in some 200 million deaths across Europe and Asia. Today, the world is on the cusp of a climate crisis, which is predicted to cause widespread displacement, extinctions and death, if left unaddressed. Then, as now, radical solutions were called for to revolutionise the way people lived and safeguard humanity against catastrophe.

Around 1486-after a pestilence that killed half the population in Milan, Italy – Leonardo turned his thoughts to urban planning problems. Following a typical Renaissance trend, he began to work on an ideal city’ project, which due to its excessive costs would remain unfulfilled. Yet given that unsustainable urban models are a key cause of global climate change today, it’s only natural to wonder how Leonardo might have changed the shape of modern cities.

Although the Renaissance is renowned as an era of incredible progress in art and architecture, it is rarely noted that the 15th century also marked the birth of urbanism as a true academic discipline. The rigour and method behind the conscious conception of a city had been largely missing in Western thought until the moment when prominent Renaissance men pushed forward large-scale urban projects in Italy, such as the reconfiguration of the town of Pienza and the expansion of the city of Ferrara. These works surely inspired Leonardo’s decision to rethink the design of medieval cities, with their winding and overcrowded streets and with houses piled against one another.

It is not easy to identify a coordinated vision of Leonardo’s ideal city because of his disordered way of working with notes and sketches. But from the largest collection of Leonardo’s papers ever assembled, a series of innovative thoughts can be reconstructed regarding the foundation of a new city along the Ticino River, which runs from Switzerland into Italy and is 248 kilometres long. He designed the city for the easy transport of goods and clean urban spaces, and he wanted a comfortable and spacious city, with well-ordered streets and architecture. He recommended “high, strong walls”, with ‘towers and battlements of all necessary and pleasant beauty’.

His plans for a modern and ‘rational’ city were consistent with Renaissance ideals. But, in keeping with his personality, Leonardo included several innovations in his urban design. Leonardo wanted the city to be built on several levels, linked with vertical outdoor staircases. This design can be seen in some of today’s high-rise buildings but was unconventional at the time. Indeed, this idea of taking full advantage of the interior spaces wasn’t implemented until the 1920s and 1930s, with the birth of the Modernist movement.

While in the upper layers of the city, people could walk undisturbed between elegant palaces and streets, the lower layer was the place for services, trade, transport and industry. But the true originality of Leonardo’s vision was its fusion of architecture and engineering. Leonardo designed extensive hydraulic plants to create artificial canals throughout the city. The canals, regulated by clocks and basins, were supposed to make it easier for boats to navigate inland. Leonardo also thought that the width of the streets ought to match the average height of the adjacent houses: a rule still followed in many contemporary cities across Italy, to allow access to sun and reduce the risk of damage from earthquakes. 

Although some of these features existed in Roman cities, before Leonardo’s drawings there had never been a multi-level, compact modern city which was thoroughly technically conceived. Indeed, it wasn’t until the 19th century that some of his ideas were applied. For example, the subdivision of the city by function with services and infrastructures located in the lower levels and wide and well-ventilated boulevards and walkways above for residents is an idea that can be found in Georges-Eugène Haussmann’s renovation of Paris under Emperor Napoleon III between 1853 and 1870.

Today, Leonardo’s ideas are not simply valid, they actually suggest a way forward for urban planning. Many scholars think that the compact city, built upwards instead of outwards, integrated with nature (especially water systems), with efficient transport infrastructure, could help modern cities become more efficient and sustainable. This is yet another reason why Leonardo was aligned so closely with modern urban planning and centuries ahead of his time.

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IELTS READING – Living with artificial intelligence S58AT2

 IELTS Reading Living with artificial intelligence reading practice test has 10 questions belongs to Science and Technology subject..

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Powerful artificial intelligence (Al) needs to be reliably aligned with human values, but does this mean Al will eventually have to police those values?

This has been the decade of Al, with one astonishing feat after another. A chess-playing Al that can defeat not only all human chess players, but also all previous human-programmed chess machines, after learning the game in just four hours? That’s yesterday’s news, what’s next? True, these prodigious accomplishments are all in so-called narrow Al, where machines perform highly specialised tasks. But many experts believe this restriction is very temporary. By mid-century, we may have artificial general intelligence (AGI) – machines that can achieve human-level level performance on the full range of tasks that we ourselves can tackle.

If so, there’s little reason to think it will stop there. Machines will be free of many of the physical constraints on human intelligence. Our brains run at slow biochemical processing speeds on the power of a light bulb, and their size is restricted by the dimensions of the human birth canal. It is remarkable what they accomplish, given these handicaps. But they may be as far from the physical limits of thought as our eyes are from the incredibly powerful Webb Space Telescope.

Once machines are better than us at designing even smarter machines, progress towards these limits could accelerate. What would this mean for us? Could we ensure a safe and worthwhile coexistence with such machines? On the plus side, Al is already useful and profitable for many things, and super Al might be expected to be super useful, and super profitable. But the more powerful Al becomes, the more important it will be to specify its goals with great care. Folklore is full of tales of people who ask for the wrong thing, with disastrous consequences – King Midas, for example, might have wished that everything he touched turned to gold, but didn’t really intend this to apply to his breakfast.

So we need to create powerful Al machines that are ‘human-friendly’ – that have goals reliably aligned with our own values. One thing that makes this task difficult is that we are far from reliably human-friendly ourselves. We do many terrible things to each other and to many other creatures with whom we share the planet. If super intelligent machines don’t do a lot better than us, we’ll be in deep trouble. We’ll have powerful new intelligence amplifying the dark sides of our own fallible natures.

For safety’s sake, then, we want the machines to be ethically as well as cognitively superhuman. We want them to aim for the moral high ground, not for the troughs in which many of us spend some of our time. Luckily they’ll be smart enough for the job. If there are routes to the moral high ground, they’ll be better than us at finding them, and steering us in the right direction.

However, there are two big problems with this utopian vision. One is how we get the machines started on the journey, the other is what it would mean to reach this destination. The ‘getting started’ problem is that we need to tell the machines what they’re looking for with sufficient clarity that we can be confident they will find it-whatever ‘it’ actually turns out to be. This won’t be easy, given that we are tribal creatures and conflicted about the ideals ourselves. We often ignore the suffering of strangers, and even contribute to it, at least indirectly. How then, do we point machines in the direction of something better?

As for the ‘destination’ problem, we might, by putting ourselves in the hands of these moral guides and gatekeepers, be sacrificing our own autonomy – an important part of what makes us human. Machines who are better than us at sticking to the moral high ground may be expected to discourage some of the lapses we presently take for granted. We might lose our freedom to discriminate in favour of our own communities, for example.

Loss of freedom to behave badly isn’t always a bad thing, of course: denying ourselves always the freedom to put children to work in factories, or to smoke in restaurants are signs of progress. But are we ready for ethical silicon police limiting our options? They might be so good at doing it that we won’t notice them; but few of us are likely to welcome such a future.

These issues might seem far-fetched, but they are to some extent already here. Al already has some input into how resources are used in our National Health Service (NHS) here in the UK, for example. If it was given a greater role, it might do so much more efficiently than humans can manage, and act in the interests of taxpayers and those who use the health system. However, we’d be depriving some humans (e.g. senior doctors) of the control they presently enjoy. Since we’d want to ensure that people are treated equally and that policies are fair, the goals of Al would need to be specified correctly.

We have a new powerful technology to deal with itself, literally, a new way of thinking. For our own safety, we need to point these new thinkers in the right direction, and get them to act well for us. It is not yet clear whether this is possible, but if it is, it will require a cooperative spirit, and a willingness to set aside self-interest.

Both general intelligence and moral reasoning are often thought to be uniquely human capacities. But safety seems to require that we think of them as a package: if we are to give general intelligence to machines, we’ll need to give them moral authority, too. And where exactly would that leave human beings? All the more reason to think about the destination now, and to be careful about what we wish for.

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