All language subtitles for How.Its.Made.S10E04.Ice.Cream.Treats.1080p.AMZN.WEB-DL.DDP2.0.H.264-SLAG_track4_[eng]

>> TODAY ON "HOW IT'S MADE,"

ICE-CREAM TREATS...

WOODEN GOLF CLUBS...

AIRCRAFT WINGS...

AND CAR-BATTERY RECYCLING.

BEFORE REFRIGERATION, ICE CREAM

WAS A HANDMADE LUXURY.

INGREDIENTS WENT INTO A MIXING

BOWL INSIDE A TUB FILLED WITH

ICE AND SALTWATER.

THE SALT HELPED THE ICE ABSORB

HEAT, COOLING THE MIXTURE TO

BELOW FREEZING.

IN THE 1920s, COMMERCIAL

FREEZERS MADE MASS PRODUCTION

POSSIBLE, AND THE ICE CREAM

INDUSTRY WAS BORN.

TO MAKE ICE-CREAM TREATS, YOU

FIRST HAVE TO MAKE THE ICE

CREAM.

IT ALL BEGINS WITH FRESH CREAM.

THE FACTORY STORES IT IN

REFRIGERATED SILOS SET JUST A

FEW DEGREES ABOVE FREEZING.

THE SILOS FEED A HIGH-SPEED

MIXER THAT BLENDS THE CREAM WITH

OTHER INGREDIENTS.

THE MAIN DRY INGREDIENTS ARE

POWDERED SKIM MILK AND

PLANT-BASED STABILIZERS AND

EMULSIFIERS.

STABILIZERS PREVENT THE ICE

CREAM FROM CRYSTALLIZING, AND

EMULSIFIERS ALLOW THE MIX TO

BOND WITH AIR DURING THE

WHIPPING PROCESS.

THE OTHER INGREDIENTS ARE SUGAR

AND CORN SYRUP.

AFTER ABOUT THREE MINUTES OF

MIXING, A PUMPING SYSTEM MOVES

THE MIXTURE INTO PASTEURIZATION

TANKS AND HEATS IT TO 162

DEGREES FOR HALF AN HOUR,

KILLING ANY BACTERIA AND

ACTIVATING THE STABILIZERS.

THEN THE FACTORY HOMOGENIZES

THE MIXTURE, A PROCESS THAT

BREAKS UP THE FAT GLOBULES,

GIVING THE ICE CREAM A SMOOTH

TEXTURE.

THE MIXTURE IS COOLED, AND

CONCENTRATED VANILLA FLAVORING

IS ADDED.

THEN THE CONCOCTION IS CHILLED

AND WHIPPED FOR ABOUT 15

SECONDS.

WHIPPING BLENDS THE MIX WITH

AIR, TRANSFORMING IT FROM A

LIQUID TO A SOFT SOLID.

WITHOUT AIR, THE FINISHED

PRODUCT WOULD COME OUT LOOKING

LIKE FROZEN MILK RATHER THAN ICE

CREAM.

THE ICE-CREAM SANDWICH WAFERS

ARE MADE OF CHOCOLATE-CAKE

INGREDIENTS.

A FILLING MACHINE FEEDS TWO

LINES OF WAFERS TOWARD AN

INJECTION PIPE.

JUST AS TWO WAFERS COME

TOGETHER, THE MACHINE INJECTS A

THIRD OF A CUP OF VANILLA ICE

CREAM IN BETWEEN.

THE PIPE'S HEAD FITS THE ICE

CREAM INTO A RECTANGULAR SLAB

THAT FITS PERFECTLY BETWEEN THE

WAFERS.

ALL THIS HAPPENS AT A RATE OF

140 ICE-CREAM SANDWICHES PER

MINUTE.

AS THE SANDWICHES MOVE ON TO

PACKAGING, THE FILLING IS STILL

ICE COLD FROM THE FREEZING

PHASE, SO THERE IS NO THREAT OF

A MELTDOWN.

THE PACKAGING SYSTEM RAISES EACH

SANDWICH INTO A WRAPPER, THEN

FOLDS AND TUCKS THE ENDS.

THE NEXT MACHINE COUNTS THE

SANDWICHES AND INSERTS THEM INTO

BOXES.

ONCE SEALED, THE BOXES GO

DIRECTLY INTO A STORAGE FREEZER

AT MINUS 22 DEGREES.

ON ANOTHER LINE, ICE-CREAM

CONE PRODUCTION IS UNDER WAY.

A FEEDER DROPS PREWRAPPED

SUGAR CONES INTO HOLDERS ON A

CONVEYOR BELT.

SPRAYERS COAT THE INSIDES WITH A

CHOCOLATY LAYER, WHICH ADDS

FLAVOR AND CREATES A BARRIER

BETWEEN THE CONES AND ICE CREAM,

SO THE CONE REMAINS CRISPY UNTIL

YOU EAT IT.

NEXT, NOZZLES SQUIRT IN THE

ICE-CREAM FILLING.

ONE PRODUCTION LINE, TWO

FLAVORS.

ONE ROW OF CONES GETS VANILLA

ICE CREAM, THE OTHER ROW

CHOCOLATE.

NOW FOR A TASTY SURPRISE IN

THE CONE'S CORE, AN INJECTION OF

LIQUID CARAMEL.

THIS FACTORY ALSO MAKES

ICE-CREAM CONES WITH CHOCOLATE

AND STRAWBERRY SAUCE INSIDE.

NEXT, A CHOCOLATE-FLAVORED

LIQUID TOPPING.

THEN THE CRUNCHY FINISHING

TOUCH, A LAYER OF CHOCOLATY

COATED PUFFED RICE.

FINALLY, THE CONES MOVE UNDER

A LID DISPENSER THAT APPLIES A

WAX-COATED PAPER LID TO EACH

ONE.

A HEATING ELEMENT INSTANTLY

MELTS THE WAX, SEALING THE LIDS

TO THE CONE'S PAPER SLEEVE.

FROM HERE, THE ICE-CREAM CONES

GO INTO BOXES, THEN STRAIGHT

INTO THE FREEZER, READY TO TAKE

A LICKING.

UP NEXT, THE FORGOTTEN ART OF

WOODEN GOLF CLUBS.

>> HIGH-TECH METAL CLUBS RULE

TODAY'S GOLF COURSES.

BUT DON'T COUNT WOODEN CLUBS OUT

OF THE GAME YET.

WOODEN GOLF CLUBS ARE ALL ABOUT

TRADITION.

GOLFERS HAVE PLAYED WITH THEM

FOR CENTURIES.

AND SOME PLAYERS STILL PREFER

THE LOOK AND FEEL OF THESE

FINELY CRAFTED CLUBS.

GO WITH THE GRAIN, AND YOUR GOLF

GAME COULD BE ON THE UPSWING.

EACH CLUB HEAD STARTS WITH A

LOG OF PERSIMMON WOOD, WHICH IS

A TYPE OF EBONY.

IT'S SLICED INTO QUARTERS, AND

THE LOWER QUALITY CENTER SECTION

IS DISCARDED.

EACH QUARTER IS CUT DOWN INTO A

WORKABLE SHAPE AND SIZE.

THEN IT'S LOCKED INTO THIS

DUPLICATING MACHINE.

A MORE SCULPTED PIECE OF WOOD,

CALLED A "MASTER MODEL," IS

PLACED OVERHEAD.

A WHEEL TRACES THE CONTOURS OF

THE MASTER MODEL AND GUIDES A

BLADE BELOW SO THAT IT CARVES

THE ROUGH CHUNK OF WOOD INTO A

DUPLICATE OF THE MASTER MODEL.

THE FIRST MASTER MODEL IS

SWAPPED OUT FOR A MORE REFINED

VERSION, AND, AGAIN, THE BLADE

BELOW COPIES THE SHAPE.

THE DUPLICATE STUB IS CUT OFF,

AND IT GETS A LIGHT SANDING.

NEXT, USING A SPINNING CUTTER, A

GENEROUS SLOT IS CARVED INTO THE

FACE OF THE CLUB HEAD.

HEAVY-DUTY GLUE IS SPREAD IN THE

SLOT, AND THEN IT'S PLUGGED WITH

AN INSERT MADE OF RIGID PLASTIC.

THIS REINFORCEMENT WILL PROTECT

THE CLUB HEAD FROM THE FORCE OF

THE GOLF BALL.

THE OVERLAP IS TRIMMED OFF, AND

THE HEAD IS SANDED UNTIL THE

PLASTIC INSERT BLENDS SEAMLESSLY

WITH THE WOOD.

NEXT, A ROUTER IS USED TO CARVE

AN HOURGLASS SHAPE INTO THE

BOTTOM OF THE GOLF-CLUB HEAD.

THIS SLOT WILL HOLD THE SOLE

PLATE, WHICH WILL ADD WEIGHT AND

PROTECT THE BOTTOM OF CLUB.

THE CLUB HEAD CAN'T BE MORE THAN

THREE GRAMS OFF THE TARGET

WEIGHT.

AFTER FACTORING THE WEIGHT OF

THE SOLE PLATE THAT'S STILL TO

BE INSTALLED, THIS CLUB HEAD

GETS A LEAD PELLET TO MAKE IT A

LITTLE HEAVIER.

AN EXTRA HOLE IS DRILLED IN CASE

MORE LEAD NEEDS TO BE ADDED

LATER.

THEN THE LEAD PELLET IS

PRESS-FIT TO THE CLUB HEAD.

ADHESIVE IS SLATHERED INTO THE

SLOT.

THEN THE STAINLESS-STEEL SOLE

PLATE IS INSTALLED.

AGAIN, SANDING SMOOTHES AWAY ANY

BUMPS OR GROOVES.

A DRILL BORES A HOLE IN THE NECK

OF THE GOLF-CLUB HEAD, AND A

GLUE-COATED METAL SLEEVE SLIDES

INTO THAT HOLE.

THEN THE NECK IS TAPERED WITH A

SANDING BELT.

A JEWELER SAW IS USED TO SCORE

THE FACE OF THE GOLF-CLUB HEAD.

THESE LINES ARE CRITICAL,

BECAUSE THEY HELP GIVE THE BALL

SPIN.

THE CLUB HEAD GETS A DIP IN

WATER-BASED STAIN THAT SOAKS

INTO THE WOOD BUT DOESN'T

PENETRATE THE METAL SOLE PLATE.

THEN, THINGS GET MESSY, AS A

PASTY SUBSTANCE IS RUBBED ALL

OVER THE GOLF-CLUB HEAD,

PLUGGING THE OPEN PORES OF THE

PERSIMMON WOOD.

IT'S A CRUCIAL STEP THAT WILL

INSURE A MIRROR FINISH DOWN THE

LINE.

THE HEAD IS NUMBERED TO IDENTIFY

IT AS A FAIRWAY CLUB.

AND THEN THE SOLE PLATE GETS A

GOOD SCRUBBING WITH STEEL WOOL

TO GET RID OF ANY FINGERPRINTS.

FIVE COATS OF POLYURETHANE ARE

SPRAYED ON.

NEXT, THE GLUE-COVERED END OF

THE SHAFT IS PUSHED INTO THE

SLEEVE AND THE CLUB HEAD.

THE CLUB'S WEIGHT IS FINE-TUNED

WITH THE ADDITION OF SOME

PULVERIZED LEAD INTO THE EXTRA

HOLE DRILLED EARLIER.

FOR A PLAYER TO HIT BALLS

ACCURATELY, EACH CLUB IN THE SET

HAS TO FEEL AS IF IT'S THE SAME

WEIGHT.

SO, THERE'S ONE MORE WEIGH-IN

BEFORE THIS WOODEN GOLF CLUB IS

UP TO PAR.

FINALLY, IT'S TIME TO HIT THE

LINKS WITH A CLUB THAT LIVES UP

TO TRADITION.

COMING UP, CRAFTING THE WINGS

THAT GIVE US FLIGHT.

>> AIRCRAFT WINGS PROVIDE THE

LIFT THAT TAKES US TO THE SKIES.

THEY'RE DESIGNED TO BE VERY

STRONG AND VERY LIGHT.

PRODUCING THEM REQUIRES A

STRATEGIC BALANCE OF OLD-SCHOOL

PRODUCTION METHODS AND HIGH-TECH

COMPUTER-ASSISTED DESIGN.

THE WING'S FRAME IS MADE UP OF

THREE MAIN COMPONENTS, THE REAR

SPAR, THE MAIN SPAR, AND THE

RIBS.

THE RIBS ARE CRAFTED FROM

AIRCRAFT-GRADE ALUMINUM.

IT'S CORROSION RESISTANT AND HAS

GREAT STRENGTH, ALLOWING IT TO

RESIST EXTREME WIND PRESSURE.

A COMPUTER-GUIDED STAMPING

MACHINE PUNCHES SMALL HOLES FOR

RIVETS AND CONTROL CABLES.

IT ALSO STAMPS LARGER HOLES TO

REDUCE OVERALL WEIGHT.

WORKERS BREAK ATTACHMENTS CALLED

MICROJOINTS AND EXTRACT THE

RIBS.

EACH RIB NOW GOES ONTO A

METAL-AND-RUBBER FORMING DIE.

A HYDRAULIC PRESS APPLIES 150

TONS OF PRESSURE, STAMPING THE

RIB TO THE DIE SHAPE.

USING A GRINDER, WORKERS SMOOTH

OUT THE SHARP EDGES LEFT BEHIND

BY THE STAMPING PROCESS.

THEN THEY PEEL OFF THE PLASTIC

FILM THAT PROTECTED THE RIBS

FROM SCRATCHES.

THE FACTORY USES THE SAME

PROCESS TO CONSTRUCT THE MAIN

SPAR.

THE SPARS RUN THE ENTIRE LENGTH

OF THE WING.

IT TAKES EVEN MORE PRESSURE THIS

TIME -- 222 TONS -- TO BEND THE

SPARS INTO SHAPE.

THAT'S BECAUSE THIS ALUMINUM IS

THREE TIMES THICKER THAN THAT

USED FOR THE RIBS.

TO ENSURE THEY'VE ALIGNED THE

RIBS PERFECTLY FOR RIVETING,

WORKERS PUSH SPRING CLAMPS INTO

THE SPAR.

THESE HOLD THE RIBS IN POSITION.

THEY HAND DRILL HOLES FOR LARGER

RIVETS AND SMOOTH OUT THE SHARP

EDGES WITH A DEBURRING DRILL.

THEN, USING A PNEUMATIC RIVETING

GUN AND BUCKING BAR, THEY RIVET

THE RIBS TO THE MAIN SPAR.

A TINY BUCKING BAR IS REQUIRED

FOR SOME OF THE TIGHTER SPACES.

THE COMPLETED AIRFRAME NOW GOES

ONTO A POSITIONING RACK, WHERE

IT WILL GET AN ALUMINUM COVERING

THEY CALL THE WING SKIN.

WORKERS USE SPRING CLAMPS TO

POSITION THE TOP SKIN ONTO THE

AIRFRAME.

THEY USE THE SAME PROCEDURE FOR

THE LEADING-EDGE WING NOSE.

ONCE EVERYTHING'S CLAMPED

TOGETHER, WORKERS PERMANENTLY

RIVET THE ASSEMBLY.

MEANWHILE, WELDERS FUSE THE

WING'S FUEL TANK USING AN ARGON

GAS TORCH, WHICH CONTAINS FEWER

CONTAMINANTS THAN THE TYPICAL

ACETYLENE TORCH.

THEY FIT THE TANK INTO THE

WING CHAMBER, THEN SECURE IT BY

BOLTING STEEL BELTS ON TO THE

SPARS.

NOW THEY POSITION THE TANK'S

COVERING PLATE AND SCREW IT

ONTO THE WING.

THESE HOLES ARE FOR FUEL LINES

AND CONTROL CABLES, WHICH RUN

THE ENTIRE LENGTH OF THE WING.

FINALLY, THE WINGTIP IS FITTED

AND BOLTED ON TO THE WING.

IT'S MADE OF A LIGHTWEIGHT

FIBERGLASS-AND-PLASTIC

COMPOSITE.

THE COMPLETED WING IS NOW READY

TO BE BOLTED ON TO THE AIRCRAFT

BODY.

THIS WING WEIGHS IN AT A MERE

175 POUNDS.

BUT IT'S CERTAINLY NO

LIGHTWEIGHT WHEN IT COMES TO

STRENGTH.

IT CAN WITHSTAND NEARLY 5,500

POUNDS OF WIND PRESSURE.

WHEN WE RETURN, TURNING TRASH

INTO TREASURY AT A CAR-BATTERY

RECYCLING PLANT.

>> CAR BATTERIES MAY DIE, BUT

THAT DOESN'T MEAN IT'S THE END

OF THE ROAD FOR THEIR

COMPONENTS.

THESE LEAD-ACID BATTERIES ARE

ROUTINELY RECYCLED.

THIS KEEPS TOXIC MATERIALS OUT

OF LANDFILLS AND GIVES THOSE OLD

CAR BATTERIES A LOT MORE

MILEAGE.

THIS BATTERY MAY BE TOAST, BUT

IT'S NOT TRASH, BECAUSE DEAD CAR

BATTERIES ARE JUMP-STARTING A

MAJOR RECYCLING INDUSTRY.

PALLETS OF OLD BATTERIES ARE

TIPPED ON TO A CONVEYOR BELT.

IT TAKES THEM UP INTO AN

ENCLOSED MACHINE THAT HAS OVER

30 ROTATING HAMMERS.

THEY SMASH THE OLD BATTERIES

TO BITS, AND THEN A SCREEN

FILTERS OUT THE LEAD-ACID PASTE.

THE BROKEN BITS OF LEAD AND

PLASTIC TUMBLE INTO A VAT OF

WATER.

THE LEAD AND OTHER METALS SINK,

WHILE THE LIGHTER PLASTIC PIECES

FLOAT TO THE SURFACE -- A

CONVENIENT WAY TO SORT AND

SEPARATE THE BATTERY COMPONENTS.

ONCE THE PLASTIC PIECES HAVE

BEEN CLEANED, A MACHINE BLOWS

THEM INTO THE BACK OF A TRUCK.

THEY'LL BE TAKEN TO A

PLASTIC-RECYCLING PLANT AND

TURNED INTO PELLETS THAT WILL

EVENTUALLY BE USED IN THE

PRODUCTION OF NEW CAR BATTERIES.

A WORM SCREW NOW MOVES THE LEAD

AND OTHER METALS TO ANOTHER PART

OF THE PLANT FOR FURTHER

PROCESSING.

REMEMBER THAT LEAD-ACID PASTE

SCREENED OUT OF THE SMASHED-UP

BATTERIES EARLIER?

THE ACID HAS BEEN NEUTRALIZED

AND TURNED INTO WATER.

THIS PRESS SQUEEZES THE WATER

OUT SO ALL THAT REMAINS IS A

LEAD PASTE.

IT'S REMOVED AND ADDED TO THE

PILE OF LEAD AND OTHER METALS.

THE WATER FROM THE

DEACIDIFICATION PROCESS CONTAINS

SOME METALLIC RESIDUES, SO IT'S

TREATED WITH CHEMICALS THAT

CAUSE THE CONTAMINANTS TO

PRECIPITATE, THEN SETTLE INTO A

SLUDGE ON THE BOTTOM OF THE

TANKS.

WORKERS SAMPLE THE WATER TO MAKE

SURE THE PARTICLES ARE SETTLING

PROPERLY.

THEY PUMP OUT THE SLUDGE, THEN

FILTER THE WATER, WHICH NOW

MEETS REGULATORY STANDARDS AND

CAN BE POURED DOWN THE DRAIN.

THE SLUDGE GOES INTO THAT BIG

PILE OF LEAD AND OTHER METALS.

A FEW SHOVELS FULL OF REFINED

COAL ARE ADDED TO THE PILE AS A

PROCESSING AID.

THEN THE BATTERY SOLIDS HEAD

UP A CONVEYOR INTO A REVOLVING

DRIER.

THE METALS SPEND 20 MINUTES IN

HERE TO REMOVE ANY EXCESS

MOISTURE.

THEN IT'S INTO A FURNACE FOR

10 HOURS.

THE LEAD MELTS INTO A LIQUID,

AND THE OTHER METALS FLOAT TO

THE SURFACE, ALLOWING THEM TO BE

SKIMMED OFF.

THE MOLTEN LEAD GOES INTO A

STEEL KETTLE, WHERE IT'S MIXED

WITH CAUSTIC SODA.

THIS CAUSE SOME REMAINING

CONTAMINANTS TO FLOAT TO THE

SURFACE FOR EASY REMOVAL.

THE LIQUID LEAD IS NOW FAIRLY

PURE, SO IT'S TIME TO POUR.

THE LEAD IS PUMPED INTO

BAR-SHAPED MOLDS, AND ANY

LINGERING IMPURITIES ARE SKIMMED

OFF.

BELOW, A CONSTANT SPRAY OF

ICE-COLD WATER CHILLS THE MOLDS,

AND THE LEAD HARDENS INTO BARS

IN JUST FOUR MINUTES.

THE CONVEYOR WINDS DOWNWARD,

AND THE BARS ARE TAPPED FREE OF

THEIR MOLDS.

THERE'S ENOUGH LEAD IN ONE OF

THESE BARS TO MAKE THREE CAR

BATTERIES.

THEY'LL BE REMELTED AND MOLDED

INTO BATTERY COMPONENTS.

AND THE FINAL PRODUCT IS AS GOOD

AS NEW...

PROVING THAT RECYCLING CAN GIVE

OLD CAR BATTERIES NEW LIFE WHILE

KEEPING DANGEROUS SUBSTANCES OUT

OF OUR LANDFILLS.

-- Captions by VITAC --
www.vitac.com

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