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mecachrome · 10 months ago

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pre-mclaren oscar piastri primer (ft. maxf, landoscar)

0. introduction

for a few months now i've been wanting to make both an oscar primer and a timeline of pre-mclaren landoscar moments, but i couldn't figure out which one to prioritize… then after some deliberation i finally realized i could just combine the two things together! so. here is an oscar-centric timeline that is mainly about his racing background, moving to the uk, and how he became acquainted with other members of the rfm pack—aka lando, maxf, and logan. i don't know whether any of this information is useful or even vaguely interesting, but i mostly just wrote it for myself and thought i'd share what i had in case anyone else wanted to check it out. please feel free to comment or shoot me an ask if anything here is egregiously incorrect; i've checked and linked as many sources as i could but it's of course possible that some errors remain :)

1. background, rc racing, early karting days (2007-2015)

oscar piastri was born on april 6, 2001 in brighton east, a suburb of melbourne not far from albert park circuit, as the son of chris and nicole and to-be oldest brother to 3 younger sisters. a love for all things automotive ran deep in the piastri family: both of his grandfathers were mechanics and his father had also co-founded his own vehicle diagnostics software company, hp tuners, aka oscar's sponsor throughout his racing career. thanks to his father's business, oscar's family was objectively well-off and managed to contribute a fairly substantial amount of support toward his junior career, but they also weren't swimming in cash by multi-millionaire motorsport standards either.

(L-R) edie, mae, hattie, and oscar, from nicole's twitter — each sibling is ~2 years apart (source)

while most drivers on the current grid were introduced to motorsport through go-karting, usually at or before the age of 7, oscar's path to single-seaters differed slightly. he first developed an interest in racing via remote-controlled cars at the age of 6, when his father brought him a monster truck as a souvenir back from a business trip in america. oscar began racing them that same year, eventually moving to safer electric track vehicles and even winning the second class of the national titles in 2010, at the age of 9. he was so small then that he often needed to stand on a milk crate to see the cars on track, and the next-youngest competitor at the time was twice his age. (source)

youtube

oscar on the podium at age 8 (nov 16, 2009)

oscar with his father chris, who often competed alongside him in a separate class (dec 21, 2010)

by 2011, oscar and his father were seriously considering his potential of pursuing rc racing as a viable career path, but things changed when he was introduced to karting via a friend's daughter in the rc community and his aspirations slowly shifted toward racing from inside a car. oscar was an unsurprisingly sporty and competitive child growing up; he'd played some cricket and aussie rules football and knew that all he wanted to do was race professionally, full-stop, at the time thinking along the lines of australian racing categories like v8 supercars. he was still competing in remote car racing as late as 2013, but he began karting seriously within australia in 2014, placing respectably in the junior categories of several regional karting series against relatively senior and more-experienced racers, and even going to france for a one-off event where he finished on the podium of the iame international junior x30 final. this outing affirmed his potential to his father and motivated the two of them to split time between australia and europe in 2015 as they juggled his karting future; plans for two more european events that year fell through, including the cik-fia world championship at the kfj level (which logan sargeant would go on to win), but at this point they were officially looking to take his career to the next level and commit fully to european karting in 2016.

this is when ricky flynn (and the hypothetical idea of lando norris!!!) comes in. before we get into rfm and karting professionally in europe, it's important to note that the defining aspect of landoscar's junior careers is that their pathways never once intersected. in fact, they don't even seem to have met properly before oscar entered the f1 grid as alpine reserve, although they'd spoken over social media and oscar was familiar with several people around lando's life—for example, maxf, logan, guanyu, and even lando's older brother oliver, who had also raced for rfm.

in short, you could say that landoscar's biggest hindrance was their parallel excellence. oscar was good enough to catch up and even surpass everyone else at lando's level, but lando remained untouchable throughout the years. oscar is only 1.5 years younger than him, but their f1 careers are offset by 4 years (2019 vs. 2023 debut) because of exactly two things: oscar's 2022 gap year in alpine and his two attempts at formula renault eurocup. on the other hand, lando sped through all of his junior categories in blistering fashion, falling short of the championship only once: the year he placed 2nd in f2 behind george russell. this is significant because many talk about the clinical nature of oscar's rapid single-seater ascension and three b2b2b victories (still very impressive, especially given his limited karting career!), but all of that speaks equally to the illustrious nature of lando's junior success and the sheer magnitude of faith placed in him as mclaren's "golden boy" coming up the ranks. to put things into further perspective, lando was teammates with maxf and jehan daruvala at rfm until 2014, jehan competing in the same class and max one below, yet by the time oscar was racing max and jehan—in f3 in 2020 and f2 in 2021, respectively—lando was already into his 2nd and 3rd years of f1. here's a chart that hopefully makes a bit more sense:

majorly simplified timeline showing lando, guanyu, maxf, logan, and oscar's junior careers + the karting classes they primarily competed in each calendar year. maxf did not complete his 2nd f3 season and many of them contested multiple/different formula renault series, but this is just a rough overview of their feeder series experience.

2. moving to europe, rfm, regional formulae (2016-2019)

back in australia, oscar was a member of the oakleigh go-kart racing club and being actively mentored by james sera, a multi-time australian karting champion and fa kart dealer who worked with young karting talents alongside his cousin david. in late-2015, he presumably helped oscar and his father reach out to ricky flynn, who ran ricky flynn motorsport (rfm) and whose team was at the time enjoying exorbitant success in the karting scene; lando had won the world championship at the kf level the year prior, and logan would soon clinch the kfj title in 2015, results which further drew oscar's interest toward the team. ricky flynn agreed to take oscar on and have him and his dad move out to europe, and by november 2015 oscar announced on social media that he would be joining rfm the next year. in january of 2016, he and his father moved to hertford, uk, so that oscar could begin a 100-day karting program and travel extensively around europe to attend races. this is where he met logan sargeant, who was in his final year on the team but competing a class above, now at the ok (previously kf) level. oscar himself was only competing in the okj class.

not oscar-related, but as you can see guanyu, logan, and maxf were already acquainted before oscar and logan met, since the three of them and lando had been in rfm together as of 2014 — (may 11, 2014) & (feb 6, 2015)

oscar and logan in 2016

in an interview published on june 7, 2023, oscar reflected on leaving australia and committing to his racing dream, saying:

"i think if there was a turning point, it was probably when i started finishing towards the front in australia, and i started winning a couple of races here and there and finishing in the top three of championships and stuff, and then went to europe and fully committed to going down that route. [...] there's obviously a very big commitment at that point when you move halfway across the world without family and stuff. so i knew at that point that i really wanted to become a professional because, firstly, that's what i want to do anyway, but, secondly, now i'm sacrificing seeing my family, and stuff like that to be able to do this — which was a sacrifice i was more than willing to make."

like the majority of oscar's karting career, his time with ricky flynn can primarily be summarized as decent. none of his performances were particularly stellar, and in november 2016 he placed 6th in the fia world championship final behind the likes of victor martins and théo pourchaire (he mainly competed against guys like them, dennis hauger, caio collet, etc… once again logan was a class above and lando/maxf had already graduated to single-seaters), but he showed promising racing foundations and a great capacity for improvement, especially given that he'd moved to europe the same year and was still adjusting to life and racing on the opposite hemisphere. about 6 months into his new karting venture, oscar had settled in reasonably well and his father decided he would return to australia to continue on with his life, so they made the joint decision that oscar was to begin boarding at haileybury's uk campus and continue racing in europe entirely on his own. uk and australian school years are misaligned, so my personal understanding is he moved to europe after finishing year 9 in australia, attempted online school/took a few months off (he says he did online coursework here, but mentioned here that he was out of school, so it sounds like it must have been a very half-hearted effort…), came back to australia over the uk summer to do some more karting, then began boarding in september 2016 as a year 10 student. he spent ~4 years there and eventually received his a-levels in 2020, except his final year was disrupted by covid and he never sat his exams. (blog post mentioning his a-levels + btg transcript excerpt about his exams; his website says he attended haileybury from 2016-19, but i think this mainly encapsulates his boarding period, as he was still doing remote work in april 2020.)

oscar in f4 with his gcse revision guide, 📸 sebastiaan rozendaal (may 20, 2018)

2016 is also when oscar began his well-documented super-liking of several of lando's social media profiles. i think understanding oscar's time in rfm and his extremely british single-seater origins helps better paint his history with lando and maxf; my personal understanding of pre-mclaren landoscar is that while oscar never formally met lando or maxf during his karting days, he knew of them quite well through rfm and thus followed them on instagram/twitter after moving to the uk. of course, oscar has a fairly active social media presence in general, so young oscar quietly liked instagram posts and tweets from many different people, but i do feel compelled to note that in the early days he liked lando, maxf, and logan's posts with seriously impressive frequency compared to anyone else on the grid (or anyone in general, really); after creating his twitter account in may 2016, some of the very first tweets oscar liked were from maxf, and he also liked a multitude of mundane lando tweets from 2016 until… today, while on the other hand he didn't start liking george's tweets—another similarly-aged young british talent—until late 2017. (he does have some fun george-admiring moments though, but that can wait for another time!) outside of rfm, other people oscar was familiar with during his early racing years were british f4 teammate ayrton simmons, to-be series champion jamie caroline, and old australian karting friend christian pancione, who appears to still be one of his best mates (if not his best) as of today. fun fact is that christian raced for the carrera cup as a support event to the australian gp in 2023; here's oscar allegedly checking the quali live timing at lunch during his own media day.

so, to conclude, oscar's early lando focus basically traces back to the motorsport path he took at the behest and guidance of his early rfm connections in the uk. the thing is that despite growing up in australia and vaguely admiring several aussie drivers in f1 as a child (read: mark webber and eventually daniel ricciardo), oscar has never had a specific driver he consistently mentions when pressed for his racing "idol," likely since his personality inherently resists idolatry and he instead views successful people more as actionable benchmarks or reference points for self-improvement rather than as unattainable paragons of accomplishment. as a kid forced to grow up almost entirely on his own, the majority of his racing aspirations were molded independently in the uk—he completed his karting career in the uk, boarded at haileybury for 4 years (fun fact: other drivers to attend include jehan, callum ilott, and clément novalak; callum was a few years above oscar and finished school in 2017, but the two would later become quite talkative over social media anyway), raced in british f4, became a brdc member, contested eurocup under a british license and therefore had the british flag raised and british national anthem played during his wins, stayed in the uk even at alpine since the factory is based in enstone, etc. oscar basically moved to the uk from australia without having really met anyone significant in the racing scene (other than jack doohan, or more importantly jack's father mick, but jack is younger and did an extra year of karting) and pretty much didn't have anyone specific to "look up to" at the time. oscar's first acknowledgement of lando's online existence was in december 2015, when he liked one of lando's instagram posts prior to moving to england, so it can be assumed that lando basically functioned as his most accessible reference point in the junior ladder as a 14 year old dipping his toes into the european racing scene for the first time. that is my highly subjective analysis of the situation!

select quotes re: oscar's inconsistent responses to his motorsport "hero" (or his favorite driver / a driver he looks up to in general):

(f1fs; mar 9, 2022) "i started watching f1 in… 2009 was the first season i properly watched. so when brawn came in, obviously mark was the only aussie on the grid at that point, so i was kind of naturally going for him. then joined by daniel, so obviously going to support the aussies, but i think watching lewis has been nothing short of spectacular, and a very good role model. [...] i think when i was first watching, i supported mark, but, you know, and i hope he takes no offense to this—vettel was winning everything at that point. so i was supporting mark, but vettel was doing most of the winning. i think now that i understand more about racing though, i would say [the driver i look up to the most is] lewis, mainly. the way he goes about things on and off the track is quite exceptional."

(mcl youtube; mar 29, 2023) sporting idols mentioned: ayrton senna, alain prost, michael jordan (see also ultimate athletes list)

(p1; aug 10, 2023) "i would say i never had like one specific idol. when i was growing up watching mark webber was at red bull, and obviously being australian, red bull being very quick at the time, i kind of naturally followed him. i mean—even like some of the guys in the junior ranks above me. like lando was always kind of two, three years above me, winning… most things on his way up. so i guess kind of him in some ways?"

(eff won; dec 4, 2023) "i don’t really have like one specific [idol]. i think what lewis has been able to do in terms of getting to seven world championships was incredibly impressive. i think what max is doing now is also very impressive…"

the first lando post oscar liked on instagram (dec 21, 2015)

the first maxf posts oscar liked; instagram (feb 26, 2016) & twitter (may 9, 2016)

anyway, back to british f4! despite his initially unconventional foray into motorsport, oscar's journey progressed in a much more orderly fashion once he stepped up to single-seaters. his actual debut was in f4 uae, which he ran 3 rounds of between 2016 and 2017 (another fun fact: this is where he briefly acquainted himself with mclaren indycar driver david malukas, who would later recall him being very intelligent and whom zak brown allegedly spoke to oscar about before appointing to their indy team). after cutting his teeth on actual car-racing for the first time, oscar decided against moving up to the ok class as he felt confident in his ability to be competitive in single-seaters. his first full season was therefore the 2017 british f4 championship, during which oscar signed with arden while logan went to reigning champions carlin (lando had won with them in 2015, then maxf in 2016). oscar made his way to the top step 6 times in the season and placed just barely above logan for 2nd in the championship, finishing behind the considerably more experienced jamie caroline. arden was also founded and is currently owned by red bull team principal christian horner, so it was during oscar's time there that christian took note of and interest in his talent; oscar reportedly did a few runs in the red bull simulator but was passed over for joining the academy, which christian later voiced regret on. (source)

maxf, logan (center), and oscar (to max's right) on a day maxf was visiting the 2017 british f4 grid (april 11, 2017)

linus lundqvist, oscar, and logan on the podium at snetterton (jul 30, 2017)

jamie and oscar, who were… er, mathematically in the main championship fight. for some reason they made them take these photos (sep 30, 2017)

after a successful f4 outing with arden, oscar returned to the team for his first season of formula renault eurocup in 2018, a renault series that ran in its specific configuration until 2020 before merging with the parallel regional series frec to become what is today known as freca. this season proved to be less competitive for oscar, as arden was relatively inexperienced in this series and oscar's three teammates were afflicted with what can colloquially be referred to as a "skill issue," making it difficult to collectively develop the car throughout the season. (blog interview) the series was thus returning driver maxf's to lose, who at the time was racing for reigning champs r-ace with teammates that included oscar's fellow rookies logan and victor martins.

despite the unideal environment, oscar managed to prove his worth by placing a respectable 8th in the series, scoring 110 points as a rookie driver and capping the season off with 3 podiums and a top-finish of 2nd place—a jarring contrast to his teammates' joint total of 12 points. this result attracted the attention of r-ace and granted him a seat with them for the 2019 season, at which point maxf and logan both graduated to f3. thankfully that wasn't too much of a concern for oscar since he'd always intended to do two seasons of eurocup, and now he finally had a chance to win the first serious championship of his racing career with an established racing outfit.

oscar, max, and yifei ye on the hockenheim r2 podium (sep 23, 2018) [full gifset]

oscar's second season of eurocup is when he truly started proving himself as a driver, or at least to the people whose names, money, and opinions mattered around the paddock. his main competition in 2019 was again victor, who was now racing for mp and had been made a member of the renault sport academy back in 2018 after a strong performance in french f4. despite a close title fight, oscar managed to hold him off for the championship in the final race of the season, kicking off what would soon become an impressive string of consecutive single-seater series titles. even sweeter was the fact that all eurocup champions were awarded a renault sport academy spot that could be left or taken as they pleased, and of course—while the finances weren't nearly as impressive as alpine would later proclaim in their baseless smear campaign—oscar's connections in the racing world were limited as an australian driver almost exclusively managed by his father, so he gladly accepted the offer for the many venues of support renault presented to him.

see also: bby oscar briefly mentioning lando after winning eurocup in 2019 (@ 1:10)

oscar being lifted by his team (r-ace) after placing 4th in the abu dhabi finale and winning the title by 7.5 points

3. renault sport academy, lockdown, f3 (2020)

many things happened in 2020. one: oscar became an official member of the renault sport academy, joining the likes of max (who'd been picked up on merit after winning british f4 in 2017), guanyu, christian lundgaard, caio collett, and fellow new recruit hadrien david (victor had been strategically demoted after oscar's win because renault is a notoriously unserious organization, but again this is not the post). two: by the time oscar was ready for f3, moving up the ladder proved to be exorbitantly expensive, and he realized he needed better funds and managerial support to sort his career out. he'd been offered a spot in prema's f3 team by team-owner rené rosin at the end of his eurocup season, who'd named him for the post-season test before the championship was over and stressed that the spot was his no matter where he finished. (source) prema is unquestionably one of the top—if not frequently the top—teams one can drive for in most junior series (though there is also somewhat of a self-selection bias; if you ask oscar he is not a significant beneficiary of prematax!), having absolutely demolished the f3 competition that same year and achieved a clean sweep of the drivers' standings with rob shwartzman, marcus armstrong, and jehan at 1-2-3 consecutively. oscar completed post-season testing with them in spain alongside to-be teammates logan and fred vesti in october (source), before confirming on jan 26, 2020 that he would be joining them for the f3 season as a renault junior.

so, where does mark webber come in here? apparently mark's trainer from red bull and wec had also been oscar's trainer since 2016 (i'm pretty sure this is australian physiologist simon sostaric), and it was through their joint connection that oscar was introduced to mark. according to mclaren's 2023 season preview, "the pair hit it off, and webber took his countryman under his wing," signing oscar to jam sports management, aka the management agency he runs with his wife ann. mark's support would become a major factor in helping oscar progress through the feeder ranks and establish himself in f1, mainly because he had actual connections and could help oscar network with sponsors and negotiate his way during future signings. of course, more on this later.

as an aside, here are a few things mark has said about oscar:

"he’s got that white line fever when he puts his helmet on and turns into a different character, which is sensational." (mar 1, 2020)

"one of oscar’s biggest strengths by a mile, compared to everyone he is competing against — and this will be a huge string to his bow when he makes it to f1 — is his composure. he has immense levels of composure. [...] if you are weak mentally you won’t make it. he was on his own from an early age. he did brilliantly with his studies. but the racing disease would not go away, he wants it very much." (sydney morning herald; dec 11, 2021)

"he’s a prost, mate. he’s such a thinker and so calm. at first i thought i needed to inject a bit of urgency in him, but actually no, he’s got his own frequency. that’s just where he is." (the race; oct 7, 2023)

estimates provided by chris piastri on the cost of oscar's junior career, stressing the million-dollar commitments of running a single season of f3 or f2 (source)

anyway, back to the chaotic events of 2020. i think something that's good to keep in mind when discussing oscar's time in the renault sport academy is that he was actually a relatively new recruit, as in he only participated in a single training camp with the other juniors in 2020 and most of them (max, christian, guanyu, the temporary ghost of victor) already knew each other before. oscar essentially met with renault's factory team in early 2020, filmed promotional material with other juniors in january before attending the season opener together in february and then heading to winter training camp later that month, after which he and max left early for f3 pre-season testing in bahrain on march 1—a blessing in disguise, seeing as caio, hadrien, and christian remained behind and would soon be stuck quaranting in a hotel in tenerife—then briefly spent a week at school before returning home for what was meant to be a quick pit stop at the australian gp, which at the time had yet to be canceled.

then, of course, lockdown happened.

simplified breakdown of renault junior stints, notably showcasing the academy's struggles to meaningfully promote any of its juniors

oscar at the 2020 renault season opener alongside then-academy director mia sharizman, then-tp cyril abiteboul, alain prost, f1 drivers esteban ocon and daniel ricciardo, and the other academy juniors: fewtrell, lundgaard, zhou, david (feb 12, 2020)

oscar and maxf behind the scenes of the same event (feb 12, 2020)

stuck in australia for three months, oscar would end up participating in two fia virtual races, one for f2 and another for f1 (jun 7, 2020). a fun landoscar tidbit is that he finished 5th in the virtual gp right behind lando, so they technically had raced each other before 2023, depending on... well, whether you count a 2020 sim race wherein george russell and alex albon lead the pack as a real race. nevertheless, this was a time when drivers were becoming much more active online, seeing as streaming was the best way to keep their images relevant and connect with fans, and despite oscar expressing little interest in streaming on twitch he would still experience a considerable uptick in his online activity and twitter reach that year.

racing resumed on july 4 at the red bull ring in austria; oscar had been granted an exemption to travel to the uk and complete a 2-week quarantine back on may 27, a reassuring indicator to the motorsport world that the f3 season would run after all. now that he no longer had to attend school, having received 2 b's and 1 c for his maths, physics, and computer science a-levels, oscar relocated from hertford to oxford in june to be near the renault facilities, which he visited nearly every day to train at, and began living independently (as in in a flat) for the first time since 2016, rooming with fellow renault junior caio collet.

as i said before, this season is when oscar's online presence and "memeability" began to really conceptualize, enabled primarily by the fact that he was a) finally living outside of a school dormitory, and b) now, of course, signed at prema, a team notorious for its social media visibility, literal family atmosphere, and frequent youtube pandering. according to this f3 article, his twitter followers jumped from 795 at the start of the season to 11.6k by the time he won the championship, an audience built significantly off the self-deprecating string of jokes he used to tweet regarding drs and general reliability issues faced throughout the season.

what i guess i want to touch on here is how oscar's online presence has always been concentrated around the bare fundamentals of his personality: dry humor, candid words, sparing emojis, a few humorous photos detailing the mundane reality of his everyday routines, and at most the occasional inopportune meme or reaction gif (#thepiastri 🤷‍♂️, f2 in baku, jetpack guy, so on). he's bantered frequently with callum on twitter and near-obsessively liked memes, videos, and other updates lando shares with his audience, but he also has seemingly little interest in building up his own "brand" the way lando so smartly has with ln4 and quadrant, and quite frankly seems viscerally incapable of wanting to engage one-to-one with fans or otherwise leveraging the popularity of his material image. basically what i like to say is that oscar enjoys being adjacent to "lad humor" and will happily enable it, but he really has no interest in being the one to initiate it himself!

"there's some things you want to share, some things you don’t. in today's age and sort of having the profile that us drivers do, we kind of just have everything shared,” piastri said. “but (social media) can be used for good, certainly within the profiles that we have. but in some ways, it can be negative, and there's always going to be people out there that don't like you for being you.” piastri tries to write as many of his posts as possible, and he checks those written by his team to be sure they sound authentically him. (the athletic; jun 29, 2023)

along these lines, oscar does enjoy the spotlight, only he seems to prefer it concentrated in a specific lens toward a specific productive end. he's endlessly capable of seeing the objective upside of a situation, joking after he was made a meme in baku following his f2 sr1 collision that he was all for it if it got him popularity. after his eurocup championship he also said: "i think everyone loves a bit of spotlight on them. i think that's just human nature, so a bit of attention's always nice." which is interesting to me!

but back to racing. this season would unexpectedly become two things: maxf's last competitive season in motorsport—especially disappointing considering that he'd gone into the championship expecting to put on a second-season title charge, instead failing to gel with the hitech team to the point that each increasingly poor weekend made him spiral mentally—as well as oscar and logan's last season racing against each other before f1, since logan would later encounter financial difficulties that left him stranded in f3 as oscar catapulted himself to f2 victory. 2020 was obviously a weird season in general because of covid and the gap from pre-season testing, so it also meant that oscar had gone into the season fairly rusty; he managed to win the first race of the season, but on top of his drs rollercoaster he did struggle with middling results in qualifying and was met step-by-step throughout the championship by logan.

maxf's last race in f3 was the barcelona sprint race on august 16, with three rounds left to the end of the season. he dnfed in an unfortunate first-lap incident mere moments after oscar charged his way up from 5th on the grid to the front of the pack, where he would eventually breeze his way to victory and pull himself near-level with logan for the championship lead. i recognize that this is an oscar post and not a maxf post, but i think their time in f3 during an extremely isolated and covid-affected period speaks to both an interesting dynamic between them (the little kid who always lagged a series behind you suddenly beating you on merit) and their respective temperaments toward racing. while at renault, max reportedly lived with jack aitken during the week but would return to his family home on weekends, so it makes sense that he struggled to adapt when covid hit and drivers were collectively forced into very regimented sporting bubbles. mark webber, who worked for channel 4 as a commentator and had access to the f1 paddock, basically couldn't see oscar in person and instead spoke to him over the phone every day on race weekends. maxf said of his decision to quit:

"normally [...] i’m able to stay calm under pressure and i don’t let many things get to me but when you have a bad qualifying result and you see guys up there that you know you’re capable of beating, it definitely takes a dig at you inside and it’s been a lot to process throughout the year." (source)

while then-academy director mia sharizman, who worked closely with the renault juniors, spoke of oscar's inherent propensity for independence and how he adapted well to the pressures of living on his own:

"if you look at oscar piastri, he has been living on his own, [away] from his family who are in melbourne for the past five to six years. because he has been living on his own in boarding school, he learns how to live on his own, and he thrives in that. we have to force him... 'have you spoken to your father?!' it's just things like that, but he thrives in that. that's why he thrived in those weekends racing. he loves being on his own without anybody. on the other hand, we had max fewtrell, for example, who can't – he couldn't survive the 11 weekends racing, because he always needed his family to be around him. so those are the things that suddenly you see and, i think that that we see now, after a few years a driver who is quick, a driver who has the talent, and then the driver who is stable." (source)

2020 is also when lando and oscar spoke to each other on twitter for the first time. yay! after lando went semi-viral for having a meltdown over a hornet on three separate social media platforms, oscar first joked with him about it on august 24 (this was incidentally also the day maxf announced his functional retirement, which oscar liked as well 😭), before referencing the incident again a few weeks later in september.

(aug 24, 2020) / (sep 10, 2020)

outside of drs tweets and trying desperately to banter with lando norris, oscar's popular tweets at the time included several food-related mishaps and home appliance tragedies. while this isn't actually a lando moment, he was also slandered by the LN4 twitter account a month later on october 17 for reasons that remain a mystery, resulting in this set of interactions:

(oct 17, 2020) / (oct 19, 2020)

bonus: maxf's tweets @ oscar (when you aren't close enough to just text him.......)

but back to f3. similarly to his second season of eurocup, oscar would go on to clinch the title in only the final race of the year, this time even more stressfully—he never got pole that season and won arguably off of consistency, benefiting from errors and unfortunate collisions involving his primary competitors. after a hectic qualifying and string of contentious grid penalties set for the before-last round in monza, he began the feature race 15th on the grid but put on an impressive performance to finish on the podium, buffing his points lead after logan was tapped by clément and put out of the points. he, logan, and fred all dnfed in race 2 (read: the novalak pendulum swung away from oscar's favor to maintain stringent cosmic equilibrium, while logan and fred threw away a points opportunity with a teammate4teammate love tap), and oscar went into mugello with only an 8-point lead over logan and a 24-point lead over pourchaire. this weekend proved equally hectic, as is frequently the case with f3 racing standards, but in short oscar and logan entered the final sprint race level on points, with théo approaching terrifyingly near in their rearview mirrors. logan was unceremoniously taken out of contention on the first lap after contact with zendeli, and oscar managed to squeak his way to 164 points in the championship by placing 7th in the race; théo finished 3rd, with 161 points, two positions away from claiming both the race and the championship title.

a succinct summary of an eventful season! (posted jun 30, 2021)

despite winning the f3 championship in far-from-dominant fashion, oscar's career was now steadily on an upward trend. on october 30 he was rewarded with a private test in the r.s.18 at bahrain alongside christian and guanyu, and a month later confirmed that he would be racing for prema again in f2 (december 1, 2020). as a rookie f3 champion there was a moderate amount of interest in him, but no one really expected him to carry home the f2 title on his first try and so one of the main favorites going into the next season was his second-year teammate and 2019 f3 champion rob shwartzman.

4. f2, alpine reserve duties, #piastrigate (2021-2022)

at the start of 2021, fernando officially took daniel's place at renault and the team rebranded itself as alpine, parting ways with team principal cyril abiteboul and functionally replacing him with new ceo laurent rossi—part of a no-tp management structure, frankly a self-evident infrastructural faux-pas from a million miles away. the renault sport academy was then also renamed to alpine academy; again i know that this is an oscar post so i won't get too into the details of Alpine Being Alpine, but understanding how the academy functioned does help better contextualize the inevitable unfurling of piastrigate.

the main issue, really, would always be laurent rossi, or at least the values laurent rossi had been hired to represent and which he willingly peddled during his controversial tenure at alpine. after rossi's appointment it was reported that "the renamed alpine academy was now being tugged in two directions between director mia sharizman's ideal as a creator of future f1 drivers and alpine's chief executive officer laurent rossi's commercially-led preferences." (source) mia directed the academy from january 2016 until may 2022, and had been the one to restructure its recruitment process by demanding better funding and robust testing programs to cyril:

"when we first restarted the team in 2016, it was, we didn't even have a two-year-old car program at that time. we had to use a 2012 program using the [lotus] e20. [...] then in 2018, i went through it, and i said to cyril abiteboul, "look, let's try and do this." we needed financial resources. i needed a head start with financial resources to kick start the program whereby you entice drivers, and you offer [a place] to the academy drivers. it was more to see how they are... it was more of an evaluation process... that was what the first idea was. then we developed the program to develop the drivers to suit their formual 2 program." (source)

(note: mia also believed that 2020 was a disappointing year for all of his juniors save for oscar's performance in f3, which is a whole other thing. but rossi's greatest shortcoming was that he had singular, insulated vision, and he resisted any external input to the detriment of reactionary business decisions, a fact that alienated alain prost and soon led to his exit from the outfit in 2022. not a good look!!! prost would later call rossi "the best example of the dunning-kruger effect, that of an incapable leader who thinks himself able to overcome his incompetence with his arrogance and lack of humanity toward his troops." 🤌)

so basically, the cracks of mind-boggling incompetence within the team's leadership structure were long evident. on a brighter note, oscar's 2021 f2 season would quickly become his strongest single-seater contest ever (f1 youtube has a good summarizing video of his season, if interested); because of covid, f2 was experimenting with a three-race format this year in which quali set the reverse grid for sr1 and sr1 results then set the reverse grid for sr2, which essentially meant high qualifiers were rewarded for simply maintaining composure in the first sprint and running cleanly in the top 10 in order to secure a favorable grid spot in sr2. oscar adapted well to this format, building off his reputation of smooth, consistent driving on top of slowly improving his qualifying results over the course of the season, finally breaking through with his first feature-race win in monza.

oscar with mia sharizman

this is also around the time when lando mentioned oscar in official f1 media for the first time, reading off a question about him to daniel in an interview posted in october:

"this one's not even about formula one. it's about oscar piastri. oscar pias-tree! [...] he's been on it this year." — (full video) (oct 1, 2021)

of his own f2 campaign, oscar said:

"i thought that i could challenge for race wins, but i probably wasn't expecting to be so consistently at the front. consistency is something that i’ve had as a trait throughout my career, and i was expecting to be consistent in my results this year — but maybe a bit lower down!" (source)

not only did he end up being consistently at the front, he became virtually unstoppable in the second half of the season. on december 11, oscar clinched the title in abu dhabi with two races to spare, ending the season with 5 consecutive poles and 4 consecutive feature wins, 60.5 points above his previously-favored teammate in the standings. #notbadforashitqualifier!

by now oscar was a hot commodity in the paddock; the only problem was that alpine didn't really care, mainly because rossi had enthusiastically re-signed ocon to a three-year deal in 2021 and held zero intention of actually promoting any of its juniors to one of the race seats, plus the one open spot at alfa romeo had instead gone to guanyu and his considerable financial package (though oscar has always been vocally defensive of guanyu's appointment to his detractors). instead of moving to another series, such as indycar or super formula, oscar recognized that he'd proven everything he needed to prove within the feeder system and opted to remain on the grid as alpine's reserve driver, mainly so that he could embed himself in an f1 team environment and—most crucially—avoid being left "out of sight, out of mind," because once you go to america you usually don't come back.

i'll keep the rest of this post brief since i feel like everyone already knows What Went Down, but a quick highlight for fellow landoscar enjoyers was the 2022 australian gp on april 10, during which oscar accompanied rosanna tennant for the post-race show and awkwardly participated in a chaotic lando & alex interview. as far as i know, this was landoscar's first time interacting on-camera!

o: "i haven't raced either of them, no." l: "not yet!" o: "not yet. hopefully soon." — (full video) (apr 10, 2022)

then silly season started, and everything was thrown into disarray when sebastian vettel announced his imminent retirement and fernando subsequently took his place at aston martin; alpine scrambled to recover from this blindsided move and prematurely promoted oscar to an f1 seat, to which oscar eventually posted The Tweet—claiming he'd never signed a contract with alpine and would not be racing for them in 2023, thus kicking off #piastrigate. or the piasco, or whatever you prefer to call it.

here's a good article that properly summarizes the crb ruling, but tl;dr: mclaren and alpine had come to an agreement back in march to loan oscar to mclaren's stable of reserve drivers after daniel contracted covid; mark webber, who was close to andreas seidl from their time at porsche in wec, quietly negotiated a contract with mclaren for 2023 that oscar would then sign on july 4, which was reportedly initially a reserve deal with an upgrade clause to a full-time drive given a dr buyout; alpine's legal team turned out to be essentially one overworked legal director who mishandled the situation thanks to a lack of organizational support, while a concrete williams deal never actually existed no matter what people continuously allege, and any proprietary right to oscar's services that alpine purported to have for the 2023 season would soon be voided by crb rule on september 2. in other words, they dun goofed.

because tumblr dies when i try to include it in this post, here's a link to a condensed chronological timeline version of this post.

that's it for now. i'm sure you know how the rest goes!!!

#oscar piastri #*m #quite possibly the dumbest thing i've ever written and most likely of no use to anyone at all. but i had fun so no flames pls 🥲☝️#there's so much more i could have said this is quite frankly the condensed version... scrapped a whole separate section on just his psyche #i need 2 be normal.........#op meta

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race-week · 18 days ago

Note

Hi Al! Saw your post on Mexico and was wondering - how can one differentiate a high downforce or a low downforce track just by looking at it?

To be honest for me, it’s just a matter of looking at track maps and layouts it’s not really a science but it’s something that I’ve picked up on overtime.

The key point that I can give is remember what downforce is used for and where it’s helpful. You want more downforce when cornering, particularly at high speeds, but you don’t want downforce when travelling in a straight line.

For the most part it’s quite easy once you’ve got the basic understanding but there are some tracks (like Mexico and a couple others) which don’t quite fit.

My personal method is looking at the map and first of all trying to decide if it’s mostly straights or mostly corners

Starting off with the two ends of the spectrum, Monza and Monaco

Now on first look, I get it, ‘what specifically are you meant to look for?’, they both have corners and straights.

My main thing is looking for the amount of corners, and the type of corners (more on that in a bit) in each sector

So Monza has 3 corners in S1 (one of which is high speed), and 4 corners in S2 and in S3. 11 corners isn’t very many and also each of the sectors are kind of dominated by straights.

Monaco meanwhile has 4 corners in S1, 8 in S2 and 7 in S3 and you can see with the track map that overall the circuit is a lot more twisty and corners make up more of it than straights.

The other thing to consider is corner speeds.

A track that predominantly has medium and high speed corners will likely be a high downforce track as the downforce helps keep the car stable in the faster corners

Low speed corners are quite noticeable as they tend to be significantly tighter and twistier than medium and high speed (see below for some examples)

Putting this into practice looking at tracks

You can see that Baku (left) predominantly has 90 degree slow corners as well as some slow chicanes, whilst Zandvoort (right) has a lot of medium and high speed sweeping corners.

The tricky thing is, a track won’t exclusively have one type of corners, they’ll have a mix of high, medium and low speed corners and deciphering which is the most prominent does take a little time, for instance Zandvoort does have 2 or 3 low speed corners and Monza has a couple high and medium speed corners but it’s a matter of figuring out the dominant features of the track.

As I said earlier, there’s a couple of ‘outlier tracks’ like Mexico, where at first glance it looks like it should be one type of downforce level but in fact it’s the opposite, (Shanghai for instance looks like it should be low or medium downforce but it’s high) and then there’s also the realm of medium downforce tracks which are harder to pinpoint at first glance.

Medium downforce tracks don’t fit in the boxes very nicely and there’s medium downforce tracks that don’t really look like each other

For instance COTA, Suzuka, Miami and Red Bull Ring all fall under medium downforce tracks.

They all have decently long straights, that take up a significant portion of the track distance, some low speed corners but also some medium and high speed corners.

There are a lot of medium downforce tracks on the calendar, more so than high downforce and low downforce and sometimes you’ll see someone mention that a track is medium-low or medium-high downforce this is basically where they fall on that spectrum and at those tracks you might see some teams running a different downforce set up to aid them in particular areas of the track.

A notable one for that is Spa (Belgium) which has a long back straight which would benefit from running a low downforce set up, but a S2 with a lot of higher speed cornering where higher downforce would come in handy, so teams have to make a decision there, when it comes to setting up the car.

#al’s asks #f1

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joezworld · 1 year ago

Text

Traintober day 25

Hey guys,

I know I said I wasn't going to really participate in this year's traintober, but I ended up writing something over the last few weeks and figured I'd post it here. I'm a freelance contributor to Trains.com, the web arm of Trains Magazine, (you can read my IRL work here) and I wrote this for that. However, they have a maximum of about 4,000 words for print and 600-1,000 words for web, and this is past 7,000. So even if it makes it into print, it's not going to in its original form. So I'm giving it to you guys. Everything you're about to read is real. There's even an NTSB report on it.

Negligence and Gravity: The Story of a Train Wreck

Prologue

November 17, 1980

Cima, California - a barely inhabited place on a barely used road. A one horse town where the horse had run off. It sits at the intersection of two empty roads, with nothing to show for it but a general store-slash-post office. A true speck on the map, it likely would have been abandoned long ago had it not been for the presence of the Union Pacific Railroad, which sent dozens of trains each day past the ramshackle post office. Many trains rolled right on by, but more and more stopped, checking their brakes, cooling their wheels, or manually setting air brake retainers on each car of their trains.

They did so with good reason; stretching out beyond the post office towards the west, and paralleling the only main road, was a railroad line some twenty miles long. Part of the UP California subdivision that stretches from Las Vegas to Yermo, and then on to Los Angeles, it descends two thousand and six feet between Cima and Kelso, another barely-there town in the California desert. It was and still is one of the steepest portions of the Union Pacific system - accounting for curves and uneven geography, the UP considered the line to be a sustained 2.20% gradient. Any train that exceeded certain weight, braking force, or locomotive limitations was required to stop at Cima, and manually set brake retainers, before continuing down the hill.

As the clock ticked towards 1:50 in the afternoon, three trains entered this tale much like characters in a Shakespearean tragedy.

On the southern passing track is a long grain train, Extra 3135 West. 73 hoppers trail behind a lashup of SD40s, with dash-2 model 3135 on point. The air above the locomotives shimmers and ripples as heat from the motors, exhaust vents, and dynamic brake blisters radiates off into the mild November air.

In the center, a van train rolls past. The train, officially known as both 2-VAN-16 and Extra 8044 West, slows but doesn’t stop as it reaches the summit. Union Pacific has deemed this train capable of descending the grade with no extra precaution, and with good reason. Five locomotives are leashed to the front of this 49 car merchandise train, four SD40-2s trailing behind UP 6946 - the youngest member of the road’s 47-strong class of beastly 6,600 horsepower DDA40Xs. It’s an 8-axle titan in its last months of regular operation, with almost two million miles under its belt. The hot air from Extra 3135 mixes and whirls with the exhaust from the van train as it rolls by, the slab sides of the hoppers amplifying the bangs and squeals from 49 autoracks and piggyback flats. The noise increases as the train nears the end of the yard, the dynamic brakes already coming online as the train crests the summit. The engineer gives a blast from the horn as he passes the head end of the stopped trains, and then the van train is on its way down the hill. The caboose clears the track circuit at the far end of the passing sidings, and recedes into the distance. Within a few minutes the train is a distant shimmer as it snakes its way down the hill, an 8 million dollar steel serpent, bound for the hustle and bustle of Los Angeles.

Finally, there is the train on the northern passing siding. Extra 3119 West is not like the other two - there aren’t four or five locomotives hitched to a gargantuan train, one that stretches into the distance for a thousand feet or more. Instead, there’s a short consist of twenty cars, sandwiched between a single locomotive and a caboose. The cars are piled high with crossties, almost 11,000 of them, urgently needed by a tie gang at Yermo. So urgently, in fact, that if it hadn’t needed to stop and pin down its brakes, this lowly work train would’ve been rolling down the hill ahead of the high-priority van train.

Extra 3119 West, headed by the SD40 of the same number, has been in Cima for just under half an hour. In that time the crew had applied all the brake retainers, checked for defects, and otherwise readied their train for the descent into Kelso. Stopping meant that they’d be following the van train the whole way down, and so once the van train had gotten sufficiently small in the distance, the radio crackles. It’s dispatch, asking quite insistently if they were ready to go. They were, the engineer replies, and without any more to-do, the switch clunks into place, and the signal goes green. A double blast on the horn heralds the train’s departure, followed by the quiet squeal of brake shoes on steel wheels. There is no increased engine noise from the dynamic brakes. The train slips onto the main line, speed increasing slowly. By the time the caboose enters the main line, things are already going disastrously wrong.

Shortly thereafter, Extra 3135 powers up its train and descends the hill in a much more controlled fashion. Silence falls over Cima.

Negligence

November 13, 1980

The tale of negligence started three days earlier, at the Union Pacific tie plant in The Dalles, Oregon. Nestled in the valley of the Columbia River, The Dalles is nowadays best known for being the site of the worst bioterrorism attack in the United States, when members of the Rajneeshee religious organization poisoned several local restaurants with Salmonella in an attempt to influence local election turnout. However, that event is still four years into the future at this point, and the big news items in town are the May renumbering of Interstate 80N to I-84, and the March eruption of Mount St. Helens, some 65 miles away.

The Union Pacific tie plant, located between the west side of town and the newly-renumbered I-84, received an urgent order: 20 cars of 9-foot ties, urgently needed in Yermo, California. A mechanized tie gang working in the high desert is running low. Any delay will mean millions of dollars in wasted man-hours. The ties, estimated to number between 10 and 11 thousand, were hurriedly loaded into a series of F-70-1 bulkhead flatcars, modified for crosstie carriage with the addition of steel stakes down each side to prevent shifting. In addition to the 20 cars for Yermo, another group of 5 F-70-1s were being loaded with lighter 8-foot yard ties for renewal elsewhere on the California Subdivision. Inside the plant office, waybills for the 25 cars are being filled out, by hand. One of the most routine and mundane portions of loading railcars, the staff at the tie plant had made strides to simplify their workload; each waybill had been pre-filled with a seemingly appropriate weight figure: “about 60,000 pounds,” done in neat typewritten letters. This saved time, as it meant that tie cars didn’t have to be weighed, and exact quantities of loaded ties did not have to be known. Simple addition of this number to the known light weight of an F-70-1 flatcar (80,000 pounds), gave an estimated weight of 140,000 pounds per car. To the staff of the tie plant, complacent and ignorant, this seemed reasonable. They couldn’t know, because they didn’t want to, that the average per car weight of the 20 cars for Yermo was over 200,000 pounds.

November 17, 1980

“Urgent” might have been an understatement, when describing the journey these cars took. It took three days for the 25 flatbeds and their thousands of crossties to travel 1,260 miles across the Union Pacific system. They rolled into Las Vegas just before 1 AM on a manifest train; somehow, despite leaving The Dalles as a single block, a car containing beer had been inserted into the middle, with fifteen cars on one side and ten on the other. The how and why did not matter to the Las Vegas yard crews, who had been informed of the expedited nature of this train. Within minutes, the 26 cars had been taken off the manifest and were being shoved against a caboose that was already waiting. A third shift yard crew made quick work of the beer car and the five cars containing yard ties, but “disaster” struck when it was discovered that the caboose’s electrical system was non-functional. Somehow, despite having a major rail yard at their disposal, no other caboose could be found, and the issue could not be remedied. UP regulations forbade trains from running without rear lights between sundown and sun-up, so the highly expedited train was suddenly forced to cool its heels in the yard until lighting conditions improved.

With the delay, the new crew was scheduled to go on-duty at 8:05 AM, but just twenty minutes before, at 7:45, the Terminal Superintendent was informed that actually, the third shift crew had accidentally cut out the wrong cars - five cars of the 9-foot ties, not the five cars of 8-foot ties - and Extra 3119 West was about to set off with the wrong load. He responded with the unbelievable phrase of “Ties are ties”, and refused to have the incorrect cars set out, before reversing his decision some minutes later. While no other quotes are attributed to him in the subsequent NTSB report, his insistence on having the nearest yard crew drop what they were doing and fix the issue while he personally inspected the re-switching of the train speaks volumes on his mood at the time.

Not that he was of any help. During this frenzied switching, one car of 8-foot ties remained in the train. Its number - UP 913035 - was confused with another flatcar in the train - UP 913015. While minor in the overall sense, this slip-up shows exactly how quickly Las Vegas yard was working to get Extra 3119 West to its destination. When the train was finally ready, there were 19 cars of 9-foot ties behind locomotive 3119, and one car of 8-foot ties. As a car inspector was found, the final lading documents and waybills were presented to the engineer and conductor. Based on the flawed math of the tie plant, the train should have weighed 1,421.25 tons, however the final waybill read 1,495 tons exactly. Aside from being incorrect even against the tie plant’s figures, this weight was exactly five tons less than an internal UP tonnage/horsepower ratio that would determine whether or not the train would have to stop at Cima to apply brake retainers - with a 3,000 HP SD40, the train could not exceed 1,500 tons without incurring serious delays.

Based on the actual weight of a standard crosstie, and estimating how many were on the train, it’s likely that the train exceeded 2,000 tons.

It was customary for two car inspectors to check each departing train for defects and perform a brake test, however on the morning of the 17th, only one was available. Allegedly, he did his job and applied all due diligence, however it must be noted that no one who saw him conduct the test or the inspection lived to tell about it. Considering the haste in which the train was switched, the almost 8 hour delay due to the electrical problems in the caboose, and the close attention from the Las Vegas terminal superintendent, it’s possible that he rushed the job.

Actually, it’s certain that he rushed the job. Investigation of the wreckage would show that over half of the F-70-1 flatcars on Extra 3119 West had brakes that either only partially functioned, or did not function at all. At least three had their brakes cut out altogether. A proper inspection would have revealed that these cars were in a deplorable state of repair, with braking systems that could only be relied on for moral support, and in some cases not even that. But that would have taken time, time that the Union Pacific did not have, or rather, time that the UP did not want to spend.

Since 1979, the railroad had been pushing yards to decrease dwell times on through trains - Las Vegas yard had been given explicit instructions in writing that many high priority trains were to be given a minimal inspection, and were to be on their way again in 15 minutes. Later in the day when 2-VAN-16 arrived in Las Vegas, the head end crew noted that the train had been subject to an abbreviated inspection and air test, essentially rubber-stamping their train, and every other train that came through the yard.

So the inspector cleared Extra 3119 West, because he did know - he knew how much work would need to be done, how long it would take, how long it was supposed to take, and how much trouble he’d likely be in if he brought up the train’s condition.

Finally, at 10:00 AM, over 8 hours since it was supposed to depart, Extra 3119 left Las Vegas. Being technically a maintenance of way train, its crew was pulled from the extra board. While these men weren’t inept, one would be hard-pressed to find a less experienced crew on any road train that day:

David Totten, the engineer, had been with the railroad since 1974, but he had only been qualified as an engineer since January of 1979. Noted as a stickler for rules, and a capable railroader, he completed the relevant tests with a 96% score. However his road experience was limited - he’d only descended the grade from Cima 27 times in the last four and a half months.

Alan Branson, the conductor, had been with the company since 1973, but as a switchman in Los Angeles. He’d only been at his current position since April, at which time he was transferred to the Las Vegas extra board.

Cecil Faucett, the rear brakeman, had been with Union Pacific since June of 1978. He’d spent most of his time as a switchman in Los Angeles, and had only transferred to Las Vegas road service in February.

Wallace Dastrup, the head brakeman, had been with Union Pacific since May of 1979. After being briefly furloughed and transferred to Los Angeles, he was sent back to Las Vegas in late October of that year.

The oldest man on this crew was Engineer Totten, who was 31. Head brakeman Dastrup was the youngest, at just 22 years old.

Leaving Las Vegas, the trip proceeded normally, with the 3119 providing enough power to bring the train up the 1.00% grade that led from Las Vegas to Erie, Nevada at a steady 20-25 miles per hour. Behind them, separated by time and distance, were Extras 3135 and 8044 West. 3135, with a top speed of 50, left at 10:20, while 8044 (2-VAN-16), left at 12:05. It had a top speed of 70, and would easily catch up to the slower grain train at Cima. If Extra 3119 West had been any other train, it would likely have been profiled to wait in Cima as well, but on this day, the Van train would be following Alan Branson’s caboose all the way to Yermo.

Meanwhile, onboard the 3119, engineer Totten was discovering that his day was not going to go as planned. As the train descended the 1.00% grade outside of Erie, he discovered that the locomotive’s dynamic brakes were not functioning. This meant that the train would have to rely solely on its air brakes for the entire journey to Yermo - a daunting task considering the grade at Cima.

Union Pacific regulations explicitly ordered trains without dynamic brakes to stop at Cima and apply retainers, to maintain a speed of no more than 15 miles per hour, and to stop at the passing siding at Dawes - another speck on the map halfway down the hill - to cool not just the brakes, but the train wheels themselves.

Totten was known to be a stickler for the rules, and so he informed dispatch as he descended the grade out of Erie. Without comment, the Salt Lake City based dispatcher encoded the traffic control computer to put Extra 3119 West into the siding at Cima. At no point was there any mention of finding another engine for the train, or any other means of fixing the situation en-route.

The dispatcher, who wanted to know as little as possible, didn’t care.

The train rattled into Cima at 1:29, and Totten balanced it atop the summit, a location about 1,100 feet from the end of the siding. Boots were on the ground as soon as the train stopped moving, with Faucett and Branson moving up the train from the caboose, manually setting the brake retainers on the F-70-1 flatbeds to the high pressure position one at a time. The air was cool, only 62 degrees, and it was slightly overcast - a far cry from the soaring summertime temperatures this part of the state could reach.

As they worked, Extra 3135 arrived. It didn’t rattle so much as it rumbled - 75 loaded grain hoppers slightly shaking the earth as the two men worked. They probably didn’t envy the crew on that train; setting 75 retainer valves, and the long walk from each end of the train to reach them, was a daunting task.

It didn’t take long to set the retainers - at the halfway point of the train, they met head end brakeman Dastrup, who had been working his way down the train as they worked up it. He reported no defects on the head end of the train, and neither did the rear crew. They didn’t know - couldn’t have known - about the abysmal state of the flatcars; they were looking for dragging objects and hissing air leaks, and found none. Their portion of the job done, Faucett and Branson moved back down the train, leaving Dastrup to work his way back to the locomotive. It would be the last time that he was ever seen alive.

Shortly thereafter, the train began to move, engineer Totten moving the train onto the downgrade at the end of the siding to wait for the clear signal. At this point, they were waiting on the Van train coming up behind them, and then they’d be home free. In the caboose, Faucett glanced at the brake line pressures and observed nothing unusual. In the cab of the 3119, Totten was likely readying himself for the downgrade. Without dynamics, it would be a challenging descent, but the air brakes should be able to hold the train without much difficulty.

He had no idea that half his cars had non-functional brakes.

He had no idea that the train was overloaded.

He had no idea what was about to happen to him.

Inside the cab of Extra 3135 West, the engineer watched as 2-VAN-16 slipped by with muted alacrity. Across the main line from him, the short work train got ready to depart as soon as the switch aligned. He’d be next, and he readied himself as the other train rolled onto the main line. It built speed quickly, and soon entered the main as his watch clicked over to 1:59 PM. A few minutes later, his turn came, and the signal flashed to green. He powered up his lashup of SD40s, and the train slowly began to descend the grade in full dynamic.

“I keep setting air and it won’t slow down!”

Inside 2-VAN-16, the engineer began paying less and less attention to the tracks in front of him, and more attention to the radio beside him. 3119 West was having some difficulties with its braking - already a concern for any railroader, but considering that this was the train directly behind him, an elevated level of concern was prudent.

In the caboose of Extra 3119 West, the brakes applied as the train rolled past 17 MPH, and were not released again.

2.9 miles behind Extra 3119 West, in the cab of UP 3135, the engineer of the grain train could see both trains ahead of him: the distant speck of 2-VAN-16, some 7 miles away, and the work train in front of him. “That looks like it’s smoking,” he remarked to his brakeman. The two men looked into the distance; as the work train passed Chase, another former town on the UP line, it appeared to be smoking heavily - far too heavily for the short distance from the summit it had traveled.

On the few F-70-1 flatbeds that possessed functioning brakes, the wheelsets began to heat up dramatically. The brake shoes began to abrade from 2,000 tons of train pushing against them.

The Van train had cleared the passing track at Dawes, and was about 5 miles ahead of Extra 3119.

Inside the caboose of Extra 3119, the speedometer needle swung past 19 MPH. It was rising at a rate of 1.6 MPH every minute.

Things began to happen very quickly. The time was 2:14 PM

Following behind the smoking train, the head end crew of Extra 3135 West watched as the signal light at the east end of Chase went red-yellow-green like a slot machine. The only way for that to happen was for a train to pass through both the western home signal, and the western intermediate signal, at a rapid clip.

“I have 30 pounds of engine brakes!”

Inside the caboose, Faucett and Branson looked at the radio in horror as the speed continued to increase. They’d driven faster than this on their way into work, but now 20 MPH felt terrifying. As they flew through Chase, Branson remembered his training, still fresh in his mind, grabbed hold of the caboose air valve, and put the train into emergency. He heard the brakes come on under his feet and assumed, naively, that they’d just applied throughout the entire train. He had no idea that the brakes would only apply across the entire train if Engineer Totten had the train in emergency as well. He had no idea that by putting the train into emergency while a substantial service brake application was being made, he was causing a pressure relief valve inside the 3119 to continuously open, to try and restore pressure in the train. He had no idea that Union Pacific, in a cost-saving measure, had elected not to equip its SD40s with a brake pressure warning light that could have alerted Totten to what had just happened. He had no idea that UP’s driver training called for engineers to continue to make service brake applications in the event of a loss of braking, instead of immediately putting the train into emergency from the locomotive. He had no idea that putting the locomotive into emergency was the only way to override the pressure relief system.

He had no idea that by trying to save the train, he’d sealed its fate.

Union Pacific rules required the conductor to put the train into emergency if a situation like this occurred. They did not require the conductor to call the head end and inform the engineer. In his panic, and going off of instinct, Alan Branson frantically ran to the front of the caboose to try and uncouple it. He would not make a radio call for the rest of the trip down the mountain.

With half the train in emergency, and the relief valve drawing air away from the few brakes that worked, Extra 3119 West began falling down the mountain.

Gravity

The story of gravity begins in the cab of the van train, still some five miles ahead. As the engineer kept his attention on keeping his train in line, the radio issued forth the latest news on the disaster unfolding behind them. “I’ve made a full service application, and it’s not slowing down. We’re going about 25 and still speeding up!”

In the cab of an eastbound train, waiting for its chance to climb the grade out of Kelso, the dispatcher’s lackadaisical response could be heard easily. “So you’re not going to be able to stop at Dawes?”

“No. I don’t think we can stop at all.”

The dispatcher said nothing in response.

In the cab of the Van train, the engineer realized exactly what was going to happen. He began notching back the train brakes, and slowly throttling down the dynamics to idle. With one hand on the radio and one on the throttle, he slowly began advancing the throttle even as he called for permission to exceed his 25 MPH speed limit.

The permission he was given would be the last time that the dispatcher offered any meaningful help during the runaway. There was no talk of programming the switches at Dawes to allow the Van train shelter, to offer the four men aboard their one chance at safety. Instead, the dispatcher, hundreds of miles away in Salt Lake City, sat back to watch the chaos unfold, seemingly believing there was nothing he could do to help.

Two minutes later, at 2:17 PM, the two trains were still separated by five miles. 2-VAN-16 was just clearing the west end of the passing track at Dawes.

Four minutes later, and Extra 3119 was screaming through Dawes at 62.5 MPH.

5 miles ahead, 2-VAN-16 was running for its life, all five locomotives running flat out in full throttle. For now they had the edge, but they were trying to outrun gravity. All they could hope for was that the rolling resistance of the runaway would eventually cause it to stop accelerating.

Three minutes later, and false hope reared its ugly head. Accelerating at a “phenomenal” rate, the speedometer inside the 3119 reached 80 miles an hour and pegged itself there. David Totten, who had been broadcasting his train’s terrifying plunge down the hill over the open radio channel, had no idea that the needle was incapable of indicating a number higher than that.

As his train raced towards destiny, Engineer Totten kept relaying the same false information: “80! We’re doing 80!”

Inside the cab of the 6946, this incorrect information alleviated some worry - if 3119 was topping out at 80, it was possible to use the Van train’s nearly 19,000 horsepower to simply outrun the runaway - once they got past Kelso, at this point a short distance away, the grade lessened to 1%, and the force of gravity decreased.

Then there was an alarm blaring in the cab, and the train began to slow down as they roared into Kelso, the engine RPMs dropping suddenly, horrifyingly. They’d tripped the DDA40X’s overspeed sensor as they passed 75 MPH, and the entire train began to shut down on them. Chaos reigned in the cab for a minute, as the engineer frantically canceled the alert, managed to avoid the penalty brake application, and brought the train back up to full power. Their speed dipped all the way down to 68 before they began accelerating again.

It’s not known what was going on inside the caboose of the Van train, but the 3119, smoke and sparks flying from its wheels, must have been visible behind them.

Kelso

The station at Kelso was a tired, yet gorgeous, Spanish Colonial Revival structure located on the north side of the tracks. For a generation it had been a bustling hive of UP crews; a locomotive watering hole and a depot for eastbound helpers. The advent of diesel locomotives, and the elimination of manned helpers on Cima hill had resulted in the station becoming a shell of its former self. The only ties to its former past was the lunch counter, which still served hot meals and cool drinks to the town’s few dozen residents, and the skeleton UP crews stationed at this depot, so far into the desert that not even TV signals could reach it.

On the lunch counter, a cup of coffee cooled, its drinker nowhere in sight. Anyone and everyone who had been in the station were now outside, standing under the trees that lined the old platform, obscuring the station from sight. A few more were on the other side, standing near the MoW sidings on the south side. Further west, beyond the Kelbaker road level crossing, the crew of an eastbound freight waited in “the hole”, their eyes transfixed on the spot in the middle distance where the rails gently curved into view from behind the trees.

The radio continued to issue David Totten’s cool, calm, and collected reports of 80 MPH. With the train out of sight, it sounded like things may end with everyone walking away, but those listening closely heard his reports of an ever-shrinking distance between his locomotive and the caboose of the Van train and shivered.

The blare of a horn sounded, echoing across the desert. A second horn, almost as loud as the first, soon followed, a long continuous noise that would continue for some time, like the seventh trumpet of the apocalypse.

The broad nose of the DDA40X came first, the Van train rocking and rolling behind it as it charged forward. All five locomotives were in notch 8, the sextet of EMD 645 prime movers throwing up huge clouds of exhaust as they ran for everything they were worth. The horn sounded for the crossing, and then the train was past them, 49 high sided autoracks and TOFC cars whipping past with an almighty roar that was over almost as soon as it began.

The caboose zipped past the eastbound in a flash of Armor Yellow, and was gone into the distance. The blaring horn kept sounding, and heads that had turned to follow the Van train turned back to face the east.

They waited ten seconds. Twenty. Thirty. Forty. Fifty.

It’s entirely possible that nobody in the crowd had ever seen a train move as fast as Extra 3119 West.

It’s entirely possible that Extra 3119 West was at that moment the fastest train in North America.

With a thunderous roar not unlike a building collapse, the train streaked through the station, horn blaring continuously. It trailed a cloud of dust in its wake like a comet; the wind its passage created roared through the lineside trees, sending dead branches and leaves flying.

In the cab of the eastbound, the head end crew became the last people to see David Totten alive. He was sitting upright in his seat, calm and collected as though he wasn’t moments away from death, his radio handset in front of his face. He disappeared from sight almost as soon as he’d appeared, and the rest of the train followed. The F-70-1 flatbeds came and went in a flash, and the caboose followed, a barely visible blur of yellow and red.

Heads turned so quickly that they strained necks. The horn echoed off the station building and the waiting eastbound, a receding roar as the train very rapidly got smaller and smaller in the distance. Within moments the only trace of the runaway train was David Totten’s voice, issuing from the radio his final reports. He became a ghost who hasn’t realized that he’s dead.

Less than one minute later, the train screamed past the hotbox detector at milepost 233.9, less than two miles distant. It isn’t known whether or not the detector actually found a defect with the train. It could have passed by so quickly that a proper reading couldn’t be taken, it could have still been calling out the speed and condition of the fleeing van train, or possibly it couldn’t handle a number that high; when the train eventually came to a stop, investigators found that the wheels on the flatcars with functioning brakes had reached anywhere from 400 to 800 degrees fahrenheit. The wheels on the locomotive had reached almost one thousand.

What was detected though, was the train’s speed. As the caboose ripped past the steel box mounted on the lineside, the warbling call of the detector - voiced by Majel Barrett-Roddenberry of Star Trek fame - gave a chilling indication of just how wrong David Totten was.

“… TRAIN SPEED: ONE ONE TWO …”

Inside the cab of engine 6946, madness was in full swing. A terrible cacophony of noises filled the cabin: All five locomotives were in notch 8, the wind whistled into the cab from worn seals, and the 50 cars behind them banged and rocked as they exceeded their designed top speeds. They were approaching 75 again as they leaned into the curve just outside of Kelso. The big Centennial didn’t like that - its huge, single cast 4-axle trucks groaned and popped in horrifying fashion as it screeched through the curve, wheels just fractions of an inch from leaping over the top of the rail. The rigid wheelsets clung to the tracks by just a hair - ironically, if the overspeed warning hadn’t tripped when it did, the 6946 would’ve likely leapt from the rails here, going into the hole at 80 plus, killing everyone in the locomotive, while leaving the rear-end crew exposed to the runaway, traveling at well over 110 into a stationary target.

On the topic of the overspeed alarm, it was being dealt with - the head end brakeman was waging war against the locomotive’s internals, prying open the cabinet holding the speed recorder, before physically interrupting the travel of the needle, breaking the instrument in the process.

Desperate times call for desperate measures, and there was not a more desperate time than this; as the train rounded the curve, the Extra 3119 West could be seen clearly, moving faster than should have been possible. Their only hope for survival would be if they derailed on the curve that almost took out the Centennial, but it was not to be; the train screamed round the corner with less than thirty seconds of time separating the pilot of the engine from the back porch of the caboose.

Inside the caboose of 2-VAN-16, the rear end crew frantically tore cushions off of seats and wrapped them around themselves, as if that might hold off a rampaging locomotive. Hopefully they had time to make their peace with God.

The van train kept going. If the overspeed alarm hadn’t cut off the power when it did, and if they then didn’t derail on the curve west of Kelso, it’s possible that they could have outrun it. Extra 3119 West could have derailed, slowed, or perhaps just melted its wheels off, bringing the chase to an end.

But the overspeed alarm had cut in, and so the meeting of the two trains was made destiny by the forces of gravity, and the laws of physics. It was inevitable.

At 2:29 PM, 30 minutes and 23.2 miles since they set off from Cima, and 14 minutes and 18.5 miles since Conductor Branson had put the train into emergency, Extra 3119 West collided with 2-VAN-16. The runaway was traveling at approximately 118 miles per hour, while the van train was doing 80 to 85.

This 38 mph closing speed was disastrous to those in the caboose of the Van train. Both porches were crushed in immediately, and the 3119 shoved the rear bulkhead in significantly. The impact then threw the caboose from the track, separating it from its trucks and sending it tumbling down the embankment. It eventually landed on its left side and slid to a stop in the shadow of the disaster. Inside, it was carnage - both men had been thrown about the car before landing on the floor. The rear brakeman would survive with what were assuredly life-altering injuries to his face and back, but the conductor was not as fortunate, suffering mortal wounds to most of his body as he was tossed about the cabin. He would die inside the caboose within minutes.

On the train, the first collision was probably weathered by the 3119. The next three, less so. The rear three freight cars on 2-VAN-16 were triple level autoracks, each fully loaded with 15 or more automobiles. After impacting the caboose and throwing it from the rails, the locomotive continued forward, colliding again with the van train, and throwing the first autorack off the rails. After that, the process repeated for the second one, sending it flying down the embankment.

It was the third autorack that struck home. With the closing speed lowering with each successive crash, and without an anti-climber on the 3119, the autorack rode over the frame of the SD40, stripping the carbody from the frame like a filet knife.

David Totten and Wallace Dastrup were thrown from the cab as their locomotive ceased to exist around them. They landed on the desert floor, already dead from massive internal injuries. The 3119 would remain upright, and eventually came to a stop the quarters of a mile down the track, with everything missing above the frame except the prime mover and alternator.

The F-70-1s were thrown around like toys, flying off the tracks like they’d been cast aside by an angry god. Their wheel assemblies were disassembled into their component parts by the force of the derailment, followed by the cars themselves. The ties were next, flying through the air like javelins, before landing on the ground in clouds of dust, dirt, and splinters.

Finally, the caboose came to a stop. It and the last three cars remained upright, albeit derailed. Inside, Alan Branson and Cecil Faucett patted themselves down, unbelieving that they’d lived through the day.

The incredible speeds the runaway reached, and the tragic deaths of three men, triggered a full NTSB investigation. Swarming over the wreckage like flies on a corpse, they recovered a trove of evidence - the locomotive, its brakes abraded and wheels metallurgically altered after reaching almost a thousand degrees. On the ground they found throttle levers, brake controls, the locomotive data recorder, and the air brake valve, all normal in function. The destruction among the flat cars was so total that only 32 of 160 brake shoes, and 78 wheels were recovered. Of both of these, well over half showed no signs of overheating or abrasion, as if they’d never been applied. The rest showed evidence of extreme over-use, as they tried and failed to hold back the train.

The evidence thus far was concerning, to say the least. A train with no dynamics should have been able to make it down the hill… if it had working brakes. If it truly weighed what the waybill said it did.

The NTSB organized a test train shortly thereafter. They salvaged portions of the ill-fated train, including the last three flatbeds and 9,695 of the ties that had been scattered along the lineside. They gathered 17 more F-70-1 flatbeds - between this test train and the wreck, most of the railroad’s 55-strong fleet was involved in the investigation - and loaded them up, before hauling the train back up the long hill to Las Vegas. There, Union Pacific did everything they didn’t do for Extra 3119 West:

They weighed the train on the yard’s scale, and found that even with 1,000 fewer ties, the train still clocked in at a gargantuan 1,948.25 tons.

They inspected the train, and found that of the 20 cars, 16 of them had some kind of brake malfunction. Ten had partial brake function, while six had none at all. The three cars salvaged from the wreck train were included in the former group.

For two whole days, with NTSB investigators watching on, crews from the Las Vegas car department labored frantically in the winter sun to remedy the train's numerous faults. Remember that the single inspector on November 17th had been given scarcely 15 minutes.

When the test train was finally made operable, Union Pacific sent it down the mountain using only the train’s air brakes. They probably thought quite highly of themselves when the train reached Kelso safely, however the specifics of that test were dramatically different than the events of the 17th. To start, the 20 F-70-1s were probably in the best mechanical condition they’d been in for years, thanks to the train being properly inspected. This meant that when the test train descended the hill, it did so with all 160 brake shoes pressing against the wheels.

Furthering the point, the brake shoes were aided by a skilled hand at the controls - Union Pacific, so eager to prove that a train could make it to the bottom of the Cima grade entirely under air brakes, had pulled a highly experienced road supervisor out of retirement to run the test train. Again, remember that David Totten had been an engineer for just shy of two years.

As the investigation dragged on, further evidence came to light: UP’s training for engineers prioritized the use of dynamic brakes, and paid comparatively little attention to running a train with only air brakes down a grade. In fact, the railroad paid so little attention to air brakes that it was found that the UP’s rules regarding steep grades such as the one in Cima were laxer than any other railroad in the country, and were so lax that they fell afoul of the FRA’s minimum requirements for air brake regulations.

With this in mind, the fact that the railroad’s own rules had created a series of unsafe situations for crews seems totally unsurprising: applying the emergency brake from the caboose, not informing the head end if the emergency brakes are applied, and having engineers keep making service brake applications instead of applying emergency braking, were all the wrong moves to make in a situation like the one that happened to Extra 3119 West. A new crew like David Totten, Alan Branson, Wallace Dastrup, and Cecil Faucett, all fairly fresh from their training and relatively inexperienced, followed that training all the way to the end, because they thought it would save them.

In the end, the NTSB found that the accident was caused by a variety of factors: UP’s poor maintenance and inspection practices, inadequate training of train crews for hill duties, the underestimation of loads at The Dalles tie plant, and the improper actions of the dispatcher on that day.

Poor maintenance, bad management, a nonexistent culture of safety, and lax training. These are all things that have plagued the railroad industry from day one. The NTSB can only recommend changes, not enforce them; they must rely on the railroads to make the fixes. Change training practices, create better rules, enforce higher maintenance standards - all basic tenets of safe railroading, yet still sorely needed.

So, has Union Pacific made those changes? Has this happened again?

In a very real sense, the answers can be yes, and no, spending on your outlook:

Since 1980 there have been two more runaways on the Cima grade, the most recent one in 2023, and the other in 1997. The circumstances of the two runaways differ - and in the case of the 2023 crash, haven’t yet been fully investigated - but the fact remains that Union Pacific once again allowed a 100+ MPH runaway down the hill not once, but twice. Furthermore, severe under-estimation of railcar loads has caused several other fatal accidents just within the LA Basin, most notably the 1989 Duffy Street wreck, when inaccurate knowledge of the weight of bulk trona and failing dynamic brakes sent a Southern Pacific freight train hurtling down Cajon Pass, and into a residential neighborhood.

However, on the Union Pacific at least, a greater respect for life and safety has been given in the years and decades since the accident. Neither inadequate dynamic brakes, nor improperly maintained brakes, have sent a train flying off the rails on the Cima Grade. The two subsequent accidents, while catastrophic, occurred without loss of life, making the 1980 runaway the last fatal crash on the hill.

Did David Totten, Wallace Dastrup, and the unidentified brakeman of 2-VAN-16 die in vain? Will their story be forgotten to the annals of railroading? Only time will tell.

#traintober #traintober 2023 #real world #real trains #trains #I'm actually not sure how to tag this

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astralithium · 4 months ago

Text

Now that off the rails is out, here’s some racing headcanons for the Trustfall crew:

Let’s start with Tails this time!

Drives: ATV (technically), the Whirlwind Tornado (mashup of S&SASR Unleashed and TSR)

Favorite course: Tick Tock Clock (DS)

Race style: Will hang out in second or third place for the majority of the race, and then start making a play for first about halfway through the second lap.

Fun facts: I wanted his kart to be special, since he’s owned several different ones over the course of his career. Hence, he gets a mashup kart, and single-handedly gets to change the rules of the whole game. (You go, fox boy)

Peach:

Drives: Bike. Likes the Mach Bike (Wii), or the Sports Bike (MK8). If she must use a kart, it’s the Light Tripper (DS)

Favorite course: Sweet Sweet Canyon (MK8)

Race style: Gets to the front of the pack as quickly as possible and then uses items for defense.

Fun facts: Peach is really good in Beyond because I main Peach in Mario Kart, and have since I was a little kid. I could never play competitively, but I am pretty good! (HMU if y’all ever wanna play 8 Deluxe together!)

Mario:

Drives: Kart. Mostly uses the B-Dasher (DS) or the Standard (MK8). Shooting Star (DS) if he’s feeling fancy.

Favorite course: Moonview Highway (Wii)

Race style: Rarely ever wins, but super competitive regardless. Averages about 4th or 5th place every race.

Fun facts: This guy never wins when I play a Mario Kart game, which is why he sucks at it in Beyond. (Is it because I main Peach? The rivalry system or whatever???)

Sonic:

Drives: Kart. The Speedstar (S&SASR).

Favorite course: Cloudtop Cruise (MK8)

Race style: Drifts often, but can’t get the purple boost very often.

Fun facts: I always saw the S&SASR playstyle as being very fluid, compared to Mario Kart? Which is why Sonic drifts around a lot in his kart. (My brother and I both main Aiai in that game, i secondary main Amy.)

Luigi:

Drives: Bike. Favors either the Standard, the Comet, or the Jet Bike (all MK8)

Favorite course: Daisy Circuit (Wii)

Race style: Same as Tails, actually! (Kid had to learn from somewhere)

Fun facts: Also a top champion in Beyond because of my real life—he was my dad’s main for the longest time. Since my dad got me into gaming and taught me everything I know, I figure it’s fitting

Daisy:

Drives: ATV. Favors the Wild Wiggler (MK8)

Favorite course: Kalimari Desert (64)

Race style: Off Road Queen. Will hang out at the back of the pack just to farm mushrooms and go off the track when she can

Fun facts: She’s not usually that bad, but she got annihilated during Beyond’s exhibition races because she missed the memo that it was Rainbow Road Only. Off road skills will only do you so much good on those courses.

Yoshi:

Drives: Bike. Either the Yoshi Bike (MK8) or the Dolphin Dasher (Wii)

Favorite course: Not to be too on the nose here, but it’s Yoshi’s Island (MK8)

Race style: Just here to vibe

Fun facts: Generally the crowd favorite for how cute and easygoing he is. Isn’t terribly competitive at the game, but does alright.

Knuckles:

Drives: ATV, the Land Breaker (TSR)

Favorite course: Dino Dino Jungle (MKDD)

Race style: If road rage was a person, it would be Knuckles. Plays very aggressively. (Not quite prepared to take hits, though.)

Fun facts: I like to think he single-handedly brought back the “punch to steal items” mechanic from Mario Kart: Double Dash. That was fun. (Why isn’t that in more Mario Kart games?) He is, needless to say, very good at the battle modes.

#trustfall au #musings

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litrpgburrito · 5 months ago

Text

Neon Dreams and Pixel Quests

In the heart of a bustling cyberpunk city, where neon lights clashed with the darkness of the night, there existed an arcade that was a sanctuary for those who sought refuge in the digital realms. The **Arcadia 2099** was more than just an arcade; it was a portal to countless worlds, each game a gateway to new adventures. It was here that a group of friends, bound by their love for pixelated challenges and 8-bit melodies, gathered every evening after school.

The arcade's entrance was marked by a flickering sign, half of its letters lost to time, but its reputation needed no illumination. Inside, rows of cabinets stood like soldiers at attention, each screen a vibrant canvas of colors and motion. The air was thick with the scent of warm electronics and the sound of synthesized tunes layered with the rapid clicks of buttons and joysticks.

At the center of this electric labyrinth was the **Crimson Phoenix**, a machine that was the stuff of legends. It was said that whoever topped its high score would be granted a wish, a digital genie hidden within its circuits. The game was a relentless shoot 'em up, with waves of enemies and a difficulty that scaled to near-impossible heights.

Our protagonists, **Mia**, **Jin**, and **Takashi**, were an inseparable trio, each with their own reasons to conquer the Crimson Phoenix. Mia, with her sharp eyes and quicker reflexes, was the strategist. Jin, the jokester with a heart of gold, had hands that danced across the controls with grace. Takashi, the quiet one, possessed an uncanny ability to predict patterns and an unbreakable focus.

Their quest was not just about the high scores; it was about proving themselves, about finding their place in a world that was rapidly changing. Each victory was a step closer to their dreams, each defeat a lesson learned.

As they took their places before the Crimson Phoenix, the screen came to life, and they were transported into a world of spaceships and starfields. The litRPG elements of their real-life quest blended seamlessly with the game, their progress tracked by an unseen system that awarded experience points for every enemy vanquished and level conquered.

But there was a twist to their tale. Unbeknownst to them, a mysterious figure observed from the shadows. Cloaked in anonymity, a hacker known only as **Cipher** had discovered that Arcadia 2099 was more than it seemed. There were whispers of a dark secret, a code hidden within the games that could unlock power beyond the screen.

As Mia, Jin, and Takashi battled through the digital cosmos, Cipher plotted their next move. Would they be allies or adversaries in the grand scheme of things? Only time would tell.

The friends laughed and cheered, their camaraderie echoing through the arcade. They were not just players in a game; they were warriors in a digital odyssey, their lives intertwined with the fate of the Arcadia 2099.

And so, their story began, a slice of life wrapped in the fantastical, a tale of friendship, challenge, and the pursuit of dreams in a world where reality and fantasy blurred into one.

**To be continued...**

Grab a comfy, Cyberpunk Panda shirt, hat, or mug and support more LitRPG burrito stories!

#litrpg #anime and manga #cyberpunk aesthetic #90s anime #cyberpunk #cyberpunk litrpg #light novel #arcade #retro arcade #cyberpunk arcade #gaming team #video game novels

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discet · 2 years ago

Note

So what's the trio like in the Scorched Earth AU?

Aw man, Im glad people enjoy the SE!AU Edit: Wow this post got long. Context for the AU

The trio in the au grew up in the small settlement of Old Saint. All are 15 (everyone is 2 years older in this AU.) Born within a season of each other, the girls I think were raised together probably from infancy.

Anne's parents ran the Inn/restaurant in town. They are good doting parents, though a little strict with Anne trying to keep her safe.

Sasha father was a woodsman while her mother raised some kind of chicken-adjacent animal. They weren't divorced but they reaaaaally should have been. Sasha has a reasonably

Marcy's father was a kind of town tinkerer: forging tools, fixing stuff, etc. Marcy's Mom was a trader, often doing circuits around the valley delivering some of the tools and inventions her husband makes. Very attentive to her education, but are often busy for most other things.

Timeline

Age 5: The three of them are fully conscious kids and are adorable little kiddos running around and being sweet.

Age 8: All learning bits and pieces from their parents trade. Anne learns to forage for spices and herbs in the forests around Old Saint and cook some of her family recipes. Sasha is taught how to identify tracks in the forest to avoid monsters and how to handle an axe. Marcy learning tinkering, math, and figures

Age 10: Starting to grow more independent and exploring the forests around Wartwood. The Trio sets up a kind of secret hideout in one of the natural caves a short distance out of town.

Age 11: One summer just before the summer melts the mountain pass Marcy's parents approach the Boonchuy's and ask if they can look after Marcy for the summer. They and a few other merchants from the valley have joined together to form a little caravan to head to a major settlement to trade outside of the valley they should be back before the winter. Marcy and Anne were of course on board, summer of sleepovers. The Boonchuy's are of course happy to look after her. Marcy gives her parents a big hug as they head off.

Age 12: The summer and fall pass by but they don't return. Then the valley gets cut off again and now Marcy is with them for the winter. But it's probably all right. They got waylaid or delayed... but then the summer comes again, the pass melts and Marcy's parents still haven't returned. So Marcy just... doesn't really leave and the Boonchuys carve out a little bit of their home for her to make her own. (They never get news of what happens, but some time during the road trip I think they find the remnants of the caravan, destroyed and looted). Marcy ends up starting to help out keeping the books and fixing up things around the Inn

Age 13: Sasha has had enough. Now an important detail for this AU, Sasha has pretty good relationships with her parents individually, but has been in a cooking pot of toxicity since she's been five. In the middle of two people she cares about as they snipe and hurt each other. She blows up at both of her parents just unloading years worth of repressed frustration with the both of them before storming out for the day. She goes and retrieves Anne and Marcy from the Boonchuy's and they all go off ranging for the day in the forest so she can just be somewhere else. Night comes and as the trio is finally deciding they should head back, they see a bright light coming from the town along with smoke rising.

It was the herons they're told, came in, wrecked a great deal of the town. They find Sasha's parents among the wreckage, and Sasha has to deal with the guilt that the last thing she said to her parents was that she "hated living in this house with you!"

With no other place to go, the Boonchuys of course step up and take Sasha in as well. Sasha helps out around the inn as a waitress on busy nights and provides meat for the kitchen thanks to her new obsession - monster hunting.

Sasha becomes possessed by the idea of killing the herons who killed her parents. Marcy and Anne narrowly convince her to not just storm straight into the valley to look for their nest. Eventually landing on the argument that she should work her way up so that when the time comes she'll be ready. Which is how Marcy and Anne get kind of dragged into her obsession and we get a bit of that toxic dynamic from canon. With Sasha pushing her friends into ever more dangerous situations and dismissing their concerns about them.

Age 15

Start of story. The trio have become pretty adept monster hunters in the intervening years. Marcy specializing in trapping and knowing the weaknesses of various creatures (many a late night in the archives equivalent to make sure they were prepared for anything they meet out there). Anne with her athleticism is on scouting duty and more often than not in charge of leading creatures into the ambush. Sasha of course is the muscle, dealing killing blows when the plan goes right and straight up fighting when things go wrong.

Bee and Oum are of course concerned about this new hobby, and not just for Anne's sake since they've come to see Sasha and Marcy as their own. But its hard for them to raise too much of a protest since by this point they've probably saved various folks around town and driven off some predators together. They're just relieved when the three of them come home at the end of the day.

Also just some quick outfit ideas.

Anne wears mostly lightweight clothing to stay agile on her feet, with a chitinous breastplate to keep her organs safe. Maybe a hunting spear to hold monsters at bay.

Marcy doesn't wear a lot of armor herself instead relying on mossy looking cloak to camouflaged her. Wields a heavy crossbow she fashioned for herself to aid a fight from afar.

Sasha wears armor Marcy fashioned for her of furs and chitin and wields with her father's woodcutting axe.

#Scorched Earth AU #Amphibia #Anne Boonchuy #Sasha Waybright #Marcy Wu

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chongoblog · 2 years ago

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Lakitu’s Mixtape Progress Thread

In the past when I’ve made mashup albums I’ve had little posts that I’d update every so often with progress on the album. So I figure I’d either update this post with reblogs or I’d make other posts. Either way. Here’s a breakdown of tracks that are at least partially complete based on the game they originate from*

*any track with a cover is counted as the original. So if I’m using an 8 Deluxe cover of a track from Double Dash, it’s counted as Double Dash

Super Mario Kart: 0 (need to fix this)

Mario Kart 64: 1

Super Circuit: 3

Double Dash: 4

DS: 2

Wii: 8

Mario Kart 7: 3

Mario Kart 8 Deluxe: 3

Other: 2

So if my counting is right, that makes 26 songs I’m marking as at least “partially complete”. And we’re just getting started!

#lakitus mixtape #these posts keep me hyped so please dont mind them lol

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anderstrevelyan · 1 year ago

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20 Questions for Tav: 4, 8, 10, and 12! 🕸️

Thank you!! (questions here, if anyone else wants to ask)

8. What would earn their approval/disapproval?

Approval from Valas on a surface level: violence, intimidation, letting him do violence and intimidation

Disapproval on a surface level: being soft-hearted

But more deeply, he disapproves of anyone not taking his dark urges seriously, and the biggest bumps to approval would come from supporting him through them and believing in him. And as the game progresses, the scale shifts and he starts to see the value in helping innocents too.

10. What has been their most triumphant nat 20 and/or most devastating nat 1?

This nat 20 going pspsps to Steelclaw was definitely the most glorious moment (I still think back on it fondly)

#12 I answered here.

(And, answering #4 under the cut because my answer goes into some spoilers! For Dark Urge and Shadowheart)

4. If they were a companion, what would their companion quest line be called? (Bonus points: what would it entail?)

My brain short-circuited on this for a second because he functionally does have a companion quest as the Dark Urge already, but—one thing I really want to explore with him in act 3 that I didn't get to for obvious the-game-doesn't-know-the-backstory-I-gave-him reasons is his reunion with his mother, who happens to be the Mother Superior at the centre of Shadowheart's quest.

Let's call it Sins of the Mother (to contrast against the sins of the father he already explores through the Bhaal questline). After Viconia flees from the House of Healing, they have to track her down before she disappears. Probably lots of angst and tension with Shadowheart. Hopefully some resolution for mother and son who both thought the other died years ago. (Also Viconia realizing that everything she did to Shadowheart happened to her son, too, at the hands of Bhaal's adherents instead of Shar's. Repentance?) (still trying to figure out what I want to do with this on a writing level, clearly)

(I also feel like I should link the Valas backstory for clarity.)

#bg3 #valas devir #bg3 spoilers #dark urge spoilers

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redsbrainrot · 11 months ago

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An extremely controversial ranking of Mariokart 8’s 95 courses.

I know there’s 96 but I’ve missed one and can’t figure out for the life of me which one it was. Please help.

Wii rainbow road - nostalgic banger, made easier in this game tho

3DS rainbow road - fucking beautiful, was my number 1 but wii just had a special place in my heart

Big blue - a masterpiece

Mount wario - another masterpiece

Coconut mall - let down by its remakes but still a classic

Maple treeway - pumpkin spice latte

Waluigi stadium - it’s fucking waluigi stadium

Daisy circuit - a beautiful and classic course

Sunshine airport - the star cup in 8 is just the best cup

DK’s snowboard cross - prefer Wii’s but I still love it nonetheless

Waluigi pinball - DS had me in a chokehold

Daisy cruiser - mesmerising

Squeaky clean spirit - probably the best new course out the whole pack

Bowser’s castle 3 - simple but fucking amazing

Bowser’s castle - a banger

Mute city - speed

DK mountain - why are the turns harder to pull off in 8

Peach gardens - was my favourite as a 6 year old

Excitebike arena - carnage

DK Jungle - the great banana

Dolphin shoals - George Michael

Electrodrome - boing

Singapore speedway - shiny

Moonview highway - wii nostalgia

Merry mountain - um overhated it’s fucking Xmas themed

Wario stadium - again, loved it on DS and 8 did it justice as a remake

Koopa cape - the most butchered wii remake

Rosalina’s ice world - SUPER OVERHATED IDC I LOVE IT THE MUSIC WAS BEAUTIFUL IN 8 DEFINITELY A STEP UP FROM 3DS SUCK MY DICK

Royal raceway - pretty pink

Yoshi valley - playing this with noobs is the best

Melody motorway - 3DS nostalgia

Grumble volcano - meh

Mushroom gorge - best on wii

64 rainbow road - meh, still fun

Wario’s goldmine - prefer it on 8 cause wii was just rage inducing

SNES rainbow road - shroom high

Shy guy falls - mew woosh

Kalimari desert - meh

Piranha plant cove - ooh pretty :0

Hyrule Circuit - dun duuuun dun dun dun dun dun duuuuun

Cloudtop cruise - meh

Mario circuit - can’t even remember which one this was

Toad harbour - used to love it but now I get bored

Yoshi’s island - never played it so don’t really care

Boo lake - good remake

Tick tock clock - got bored of this one

Cheep cheep beach - loved it on DS

Vancouver velocity - music is alright

Mario kart stadium - boring

Ribbon road - pretty good (would swap rankings but I cba)

Rainbow Road 8 - I wanna like it but it’s just so meh

Moo moo meadows - fight me

Piranha plant pipeway - alright I guess

Baby park - mehhhhhhhh

Mario circuit DS - mehhhhhhhh

Alpine pass - done dirty

Sydney sprint - eh

Toad circuit - get fucked

Sweet sweet canyon - cool aesthetic lame ass gameplay

Paris promenade - alright

Choco mountain - overhyped

Thwomp ruins - not keen

Mario circuit - again I don’t know which one this is

Sherbet land - no

Snow land - no

Koopa city - I like the vibe but I hate it online

Animal crossing - mEh

Riverside park - a let down

Donut plains 3 - heheheheheb 69

Athens dash - alright

Bangkok rush - mEh

New York Minute - eh?

Berlin Byways - music is good but it’s boring

Tokyo blur - for Tokyo this sucks

Toad’s turnpike - womp womp

Water park - water who

Twisted mansion - just put luigi’s mansion in instead and we’ll all be happy

Madrid drive - this comes up like 50 times online and I hate it

Sunset wilds - boring

Dry dry desert - I hate the desert ones

Ice ice outpost - wouldn’t pick it

Super bell subway - liked it at first but it got old quickly

Wild woods - sick of it

Sky High Sunday - an eyesore

LA laps - not enough shit

Shroom bridge - had enough shit

Sky garden - let down

London loop - easy, boring

Rome avanti - the city tracks just flop huh

Ninja hideaway - I HATE IT I HA IT HATE IT

Mario circuit 3 - why is this in every game

Amsterdam drift - I hate the dutch

Dragon driftway - I cant stand it

Bone dry dunes - worst track ever

Cheeseland - wait no, this is. I hate cheese land. It makes me feel sick. I’m lactose intolerant but I love cheese. But I hate cheese land. Whenever anyone picks it I officially hate them as much as I hate this course. Kill it. Burn it. Erase it. Get rid of it.

#super mario #mario bros #mario kart #mario kart 8 #booster course pass #rainbow road #nintendo wii #nintendo 3ds #nintendo #nintendo ds #snes #gba #double dash #mario kart wii #coconut mall #you just got coconut malled #rosalina #princess peach #princess daisy

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sodiumlamp · 10 months ago

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Picard

This is Season 1, episode 8, and the characters finally get around to explaining why the Romulans are so terrified of androids. It's boring and dumb, and it's not even the most boring, most dumb part of this episode. That honor goes to the extra long subplot where Rios locks himself in his quarters and Raffi tries to figure him out by conferring to his holographic crew. They waited eight episodes to pay off this guy's whole deal and I am so disgusted with this show that I don't even care. I just... I just want it to be over.

Basically, the Romulans learned of some Lovecraftian horror a long time ago and they learned of a terrible horror thanks to an ancient warning left by some long-dead civilization. The warning is so mind-blowing that it drives most people insane when they experience it. That Borg cube the Romulans were working on through this series, the one Hugh was doing his Reclamation Project on? The reason it shut down was because it assimilated a Romulan who had been driven mad by the warning. This feels like something a teenager would write.

The short version is that the Romulan double-secret police are thoroughly convinced that artificial life forms are dangerous, because if the technology progresses far enough, they will bring about some sort of calamity, the kind of calamity that brought down an ancient civilization powerful enough to engineer an solar system with eight suns, just so they could warn others not to repeat their mistake.

So when Data was invented, the Romulans began this long-game plot to infiltrate Starfleet. Their end goal was to stage the attack on Mars and make it look like androids were to blame, so the Federation would abandon and outlaw further research on androids.

I guess that tracks. The Romulans behind the plot were so terrified by the warning that they would orchestrate a catastrophe like that even while the Federation was helping the Romulans recover from a supernova. At first it sounds like an unthinkable, almost insane kind of treachery, but from their perspective it was a desperate act of mercy.

There are a lot of problems with this. If the Romulans felt this way about artificial life, then you'd think they would have gone to great lengths to assassinate Data during his lifetime. Maybe they tried, and it just took until Star Trek: Nemesis to finish him off, but they never seemed that worried about him in the TV show. And they weren't worried about Lore, either.

Also, the Romulans don't seem concerned about other forms of AI, like holodecks and holographic characters. The Federation banned synthetic life forms, but we see lots and lots of holograms in this show, from the ones at the Starfleet archive to Rios's crew, to the holo-ads at Freecloud, to the holographic mother Dahj and Soji would talk to. Some holograms are more sophisticated than others, sure, but they seem to be widespread, and legal. Do the Romulans just think the ancient warning is only about synthetic life forms with humanoid bodies? If a computer becomes self aware and takes control of a starship, isn't that just as dangerous?

To be fair, only a handful of Romulan agents seem to know all the details of the warning, and they've been working on this plan for decades. They weren't going to jeopardize the whole thing just to shoot Data. Killing him wouldn't necessarily solve anything. Still, the anxiety towards artificial life forms seems to be baked into Romulan culture in general, like this has permeated their mythology for a very long time. But the Romulans never seemed fussed with holograms and talking computers.

There's a decent idea buried in all of this, but it's wasted on this show, which reveals it in such a tedious and circuitous fashion that you end up rooting for whatever it is to just hurry up and destroy the galaxy.

#mike watches picard #sheer fucking hubris

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wfagamerants · 2 years ago

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As I mentioned from the start, while this blog won’t be entirely Mario/DK/Yoshi/Wario focused, this particular universe will be the main thing I like talking about, so I figured it would be fun to look back on everything Marioverse that has happened this year and give a opinion on it.

Gonna go step by step and then give a final opinion on the year as a whole. Compared to the Paper Mario essay, this isn’t gonna be analytical in nature, just some quick thoughts on everything wahoo.

Mario Kart Tour

This year actually did offer me a surprising amount of things I like. Petey returning as a driver, the Dr. Mario stuff and Wario’s Shipyard are all stuff I would love to see in a regular Mario Kart. That is also a key word though.

I don’t play Tour and this year hasn’t convinced me to do so either. Compared to what other mobile games like Fire Emblem Heroes, Sonic Forces Speed Battle or Puyo Puyo Quest do, I simply don’t find Tour’s content impressive. Games like these tend to offer a huge amount of content from their franchises’ history to entice you and to me, are a compensation for putting up with mobile game annoyances.

Tour offers more than average for a Mario spin-off, but that’s not enough for me to give into checking out a mobile game and while I do like a lot of alts, it’s flooded so much with alts of the same characters again and again, that I wouldn’t have fun going for that. I like Mario, but one of his dozens of alts could have gone to DK or Wario or Waluigi and I would be a bit more intrigued. Variety is the spice of life and GACHA temptations (I know the GACHA is gone).

Also, quite a number of Daisy alts this year, but no Classic Daisy. I am not pleased.

Wario Cup

Get It Together’s Wario Cup ran for most of the year, concluding around the time of the game’s first anniversary.

The concept of an online competitive leaderboard mode is genuinely brilliant and something I hope comes back in future games. There were plenty of pretty chill Cups that were fun to go for the highest rank for and it had a lot of cool ideas for unique challenges. While it didn’t compensate for a proper online multiplayer, Wario Cup at it’s best was a great addition.

That said, there were also a number of bad Cups and I can’t lie, those were nasty. Putting the most limited characters into the worst kind of situations for them, with little room for error, just doesn’t make for a fun experience and instead turned into an exercise in frustration.

The first 9-Volt, Kat and Ana Cup was so bad it even made me reconsider my opinion on the character gimmick. That did go away when I replayed the regular stages and never had the same issues, but it does bring forth the worst case scenarios of how character balancing is handled in this game.

On the whole I still went out of Wario Cup more positive than not and GiT remains my new favorite WarioWare, but the mode does really show off things that future games need to address.

Wario’s 30th Anniversary

Nintendo didn’t acknowledge it.

Didn’t expect anything else, would have just been cool to be proven wrong.

Mario Kart Booster Course Pass

To put that one simply: I feel like I got precisely what I paid for.

The tracks do feel cheap, but the price and quantity make me perfectly comfortable to consider these tracks a bonus, ala’ the Super Mario Kart tracks in Super Circuit. Getting to experience some of these Tour exclusive tracks and remakes is something I genuinely get a kick out of, even if they could be presented in a nicer way and used the anti-gravity more.

While Wave 2 and 3 have the better selection on the whole and the Custom Item option is a surprisingly big addition to suddenly drop, Wave 1 still has my personal biggest highlight in Ninja Hideaway. This is one Tour track I always wanted to try and I am amazed by how good it is, like you could tell me it was made for a normal Mario Kart from the start and I’d believe it.

In the end though, this is still Mario Kart 8. Still a phenomenal game and I am enjoying the new stuff, but I have also been playing this game since it released on the Wii U, so my revisits aren’t that long-lived.

Mario Strikers Battle League

I feel comfortable talking about this game now, but if the next update changes my opinions in any way, I’ll do a quick follow-up.

BL is a bit of an unfortunate case, I really can’t say I don’t like the game, because so much about it does land for me.

- The core gameplay is fun, even more so in multiplayer. I do miss some of the insanity of Charged, but at the same time, that never felt entirely intentional to me.

- The animation work is still fantastic and full of character. Sucks that there is only three post-goal animations per character and two of them you will see a ton, but it does make up for that with the huge amount of animation work elsewhere, especially in-field.

- The music’s good. It still has a visual identity. I like the Gear system (not so much grinding for coins). The updates are making the roster slowly come together. The online is….as functional as Nintendo Online can be for now, that all checks out.

That stuff is all good, but it is held back by an aspect I was really worried about, the update practice.

I’m not kidding when I say the game at launch felt incomplete and even now it still doesn’t feel like it’s all there. Strikers was never the most content dense series, in fact, BL still beats out the first game in content quantity, but even then you get this constant sense something is missing.

In particular, I dearly hope a stage hazard toggle will get added next update. Stadium gimmicks really helped Charged’s staying power, by changing how to play in each of them. Be it a muddy field that makes you slide like crazy or Thwomps that threaten to crush the players.

BL just has nothing like that and it also leads to the gimmick of combining two stadium halves feeling undercooked and unfinished. It could lead to a lot of crazy combinations, if each half had its own hazards, but as it is now, it’s only purpose is to show off how you made your half look in the Strikers Club.

BL is still getting at least one more update, possibly more, given the timeline only listed them as updates for 2022 specifically and I hope those add something substantial. The game needs it.

(Hey, the new update was announced an hour after I posted this!....they didn’t do anything big and it’s the last one. Sucks.)

Mario + Rabbids Sparks of Hope

This one was oddly the one where I had to collect my thoughts the most, despite my opinion being the most straight forward.

On the whole, I have a hard time telling which of the two games I prefer. Sparks of Hope to me manages to carry on every strength of the original save for one little thing and it makes for a great experience.

Between the cartoony, charming presentation, the music and general personality of the game, everything has been left intact how I liked it in the first game. I was also happy to see what kind of gameplay possibilities the free movement, instead of using tiles, enables. I was skeptical, but was won over as early as the tutorial.

The game in those areas really does nothing but expand. Far more freedom with what team to build. The overworld gameplay has been greatly expanded upon. More interacting with NPCs. More mechanics. Actual involvement of Mario mooks in battles. All this stuff is wonderful and I was surprised by how much this game genuinely scratched my itch for new Mario RPG content.

The one thing about the game I am bit lukewarm on is, possibly ironically, the Mario content.

There is stuff there for sure, I mentioned Mario mooks now taking art in battles. Yah also got Sparks and a Spoiler character we all saw coming. Bowser being playable now is of course also a delight, then again I have no issue with how anyone in the game is portrayed.

Thing is, at many points, it feels like the Mario stuff takes a backseat, especially compared to the first game.

- The Toad and Toadette escort missions are gone, with both only making minor appearances now.

- All the Spark Hunters are Rabbids and all the important NPCs you meet are Rabbids.

- You don’t get stuff like Rabbid Kong, Bwario or Bwaluigi here. Yoshi and Jr are also MIA.

- None of the stuff from the Season Pass is headlined by a Mario character, unlike the first game, which had a Donkey Kong campaign. The new antagonist for the second part of the Pass is also another Rabbid.

- You have 5 playable Rabbids and only 4 playable Mario characters. I was genuinely a bit shocked that SPOILER wasn’t unlockable in any way shape or form.

Don’t get me wrong, everything that’s here is fantastic and I enjoyed myself all the way through. The Rabbids are still the best they have ever been and I really love them now and the Rayman(!) announcement is one of the most hype things for me in quite some time. All this is great, I just feel this crossover is on the uneven side and that feeling gradually snuck up on me.

Time will tell what the Season Pass holds in full. It does promise more characters in plural, so I strongly assume SPOILER is being saved for that.

Mario Movie

After a long time of not knowing what to expect, we finally got a look at the movie and yeah, it’s gooooood.

It’s visually stunning, the characters are great, the DK love is insane and it is so purely, proudly, Mario.

I have more to say on this one, but I am saving it for another write-up I got planned.

On the whole, a solid year even with ‘’only’’ two new games released. The Mario movie and Sparks of Hope do a lot of heavy lifting here, but there was a lot for me to enjoy.

The one main thing I feel was missing was highlight on the multiplayer spin-off front, so to speak. The Mario Kart stuff is nice to have, but not mind blowing and Strikers is a highlight in many areas, that just doesn’t come fully together, because of its content problems.

I am disappointed by the lack of Mario Party DLC. I like Superstars, but it has things about it (eh minigame selection, lack of minigame modes, tiny roster, etc) that DLC would do a lot to fix. Ideally the game was testing ground and they are working on a new game already, that builds on Superstars’ reception. With how the game relies on old content and 52 of the minigames were already in Top 100, it does feel like it was made for that kind of purpose.

That aside, I do feel this was a fine year for Mario, now I’m just curious what’s next. The well of established and recurring series is running dry. Maybe Baseball is next? Maybe something new? How about that rumored Donkey Kong game? Wario Land anyone?

Time will tell.

#super mario

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