#mass transit racers

[cloutchaserkineme]

fannish recession

2:35 p.m., Oct. 22, 2024 on my seat again

Getting into a sport into the middle of its transition period does feel like I'm buying property when everybody's selling stuff off at a very low price. This is arguably the worst time for me to get into F1- the season is about to end, longstanding players are now changing moves, there's no set pattern for this year, a lot of new faces and names, so there's no history or juicy topic to sink my teeth into.

At the age I am now, I should've been part of the frenetic energy of early 2010s F1 fandom, but I didn't know anything about this sport back then because this stuff is inaccessible on mass media, at least where I am from.

But now, I find myself much more intrigued by the classic F1 era of the sport- dangerous cars, big personalities, fuck off companies caring only for their own. Although I am fond of the current grid because I am currently witnessing their races, they don't have the gumption to unionize. Too much money, too much media attention, too many eyes at the window and too many fingers in the pie for anything to be interesting.

I suppose this would only pay off if I keep watching the sport, right? That I would enjoy getting into this fan space during this low period, the somehow likely end of the Red Bull dominance, because in the next few years when the new era of post 9/11-racers will have its own mythology, defined by whatever fuckery this new decade would bring.

I don't think I'm sold on the future narrative as much though, from my viewpoint in time now. Racers who grew up on the internet and will be racing on sustainably fueled cars? What a joke! The only way for F1 to be sustainable is if it stopped completely.

And I don't know. Perhaps all of this is just fatigue of some sort unrelated to the sport. Anyway.

(30) 2:52 p.m.

[insidefpvdrones]

Peeling Back the Layers: Understanding Drone Components

Whether you’re a drone enthusiast or considering buying your first quadcopter, learning the basic anatomy of these impressive little machines goes a long way. Drone components may seem complex at first glance, but by understanding the core systems that go into building these drones, one gains better insight into critical factors like flight performance, safety, and overall capability.

In this blog, we’ll peel back the layers of drone technology and explore the essential hardware and software elements that give drones their unique superpowers of vertical flight and midair manoeuvrability. Let’s get better acquainted with the brains, nerves and muscles behind the drones!

The Frame: Skeleton of Drone

The frame serves as the structural foundation onto which all other drone components mount. Sometimes called the chassis, the frame ties everything together into one cohesive package. Most hobbyist drones use four-armed frames built from materials like plastic, aluminium, carbon fibre or magnesium. Arms extend diagonally from a central point, giving quads their distinctive “X” shape when viewed from above or below. 

One can find several specifications when shopping for drones:

Size – Measured diagonally motor-to-motor. Common sizes range from ~110mm micro drones to ~500mm racers/freestyle quads

Material – Plastic frames are lightweight but fragile and deformable. Metal materials offer more durability and stiffness, at the cost of greater mass. Composite options like carbon fibre give excellent strength-to-weight ratios.   

Geometry – Some frames use simple straight tubes, while more complex shapes and truss structures enhance stiffness. The motor/arm layout varies too – deadcat and X frames are quite common.

Replaceable arms – High end frames make it easy to swap damaged arms quickly after crashes

Advanced pilots may customise and design their own frames, though most casual users opt for off-the-shelf frames which readily accept standard components.

Flight Controller: The Electronic Brain 

If the frame is the skeleton, the flight controller represents the brain of the drone body. This compact circuit board houses the sensors and processors that stabilise your drone flight- without it, drones cannot fly at all!

The aptly named flight controller constantly adjusts power to all motors using sensor and feedback.  MEMS gyroscopes, accelerometers and other sensors feed orientation data to the processor up 2000 times per second. Advanced sensor fusion translates this data into precise positioning corrections that compensate for inevitable mid-air disturbances like wind gusts. 

Most flight stacks run Cleanflight, Betaflight or iNav - open source firmware that processes sensor data and controls ESCs/motors accordingly via PID control loops. The values (gains) within these loops are highly tunable to dial in optimum stability and response across different frames. A well tuned quad should handle neutral and aggressive stick inputs with precision and grace!  

Motors & Electronic Speed Controllers

Flight controllers influence movement by directly communicating with electronic speed controllers (ESCs) - the intermediaries that manipulate motor spin. This allows sophisticated auto-stabilisation of the entire platform during lift, hover and transit. 

Brushless electric motors offer drones incredible power-to-weight - even models under 250 grams produce substantial thrust partially due to high Kv ratings (rpm per volt supplied). Leading motor brands like T-Motor, SunnySky and Cobra excel at efficiency across variable-pitch propeller loads. Materials range from aluminium to more exotic options like carbon fibre. Stators are like the outer shell, with thick coils of copper wire wrapped up tightly. When electricity runs through these wires, they create a powerful magnetic field, while rotors are the spinning part and have strong magnets attached. These magnets interact with the magnetic field from the stator, pushing and pulling to spin the rotor really fast, sometimes up to 100,000 rounds per minute (rpm)!

ESCs amplify the flight controller’s movement commands, pulsing voltage into the motors at differing widths to finely control rpm. Analog servo motors use variable  Pulse width modulation (PWM) signals, while brushless motors require specifically designed ESCs to alternate voltage directions and switch polarity. This creates the shifting electromagnetic forces that spin rotors to staggering speeds within fractions of seconds.

Props and Landing Gear: The Wings & Legs 

What goes up, must come down...hopefully slowly and upright! Besides generating upward lift, well designed props and landing gear make drones far less crash prone. 

While complex at molecular levels, conceptually props are simple - angled blades that displace air downward to create reactionary force upward per Newton’s third law. Various prop geometries and pitches better tune drones for race pace sprints vs. long range endurance. Leading brands include DALProp, HQ Prop and Ethix. Materials usually consist of durable composites in the need for an elusive balance between strength, weight and aerodynamics.

Assisting safe touchdowns and awkward landings, the undercarriage absorbs ground impact when manoeuvring near surfaces. Materials like flexible thermoplastic urethanes provide a cushioning crush zone, while plywood or carbon fibre plate bases offer upper protection. Strong yet lightweight aluminium, fibreglass and carbon fibre legs mount everything securely to the central frame. 

Battery and Power Distribution

Delivering power to all four motors plus onboard electronics requires serious amps and volts! Lithium polymer batteries are the source here - extremely impressive power-to-weight ratios. Common drone variants supply between 3S and 6S setups:

3S (3 cell) = 11.1 volts  

4S (4 cell) = 14.8 volts

5S (5 cell) = 18.5 volts

6S (6 cell) = 22.2 volts

Voltage directly influences maximum motor rpm & thrust capabilities, while higher amp hour (Ah) ratings extend flying time per charge. Leading LiPo battery brands include GNB, TATTU and Dinogy.

Power distribution boards (PDBs) route energy flows from the main battery through separate ESCs to each motor. Soldered wiring harnesses link ESCs to motors as well. PDBs also tap battery power for LED lighting, FPV cameras, gimbals and other onboard peripherals as needed. 

Radio Transmitter & Receiver 

What good is an advanced flying robot without adequate controls? Radio communication gives pilots masterful command mid-flight. Transmitters send user inputs via 2.4 GHz or 900 MHz signals, while tiny receivers receive the signals, the drone passes those along to the flight controller.

Most quads operate on variations of familiar control schemes:

Throttle - Altitude up/down

Yaw – Left/right rotation  

Pitch – Forwards/Backwards tilt   

Roll – Sideways tilt left/right

Many transmitters include toggle switches, dials and multibutton inputs across the front face and back sides. Contemporary transmitters integrate Android touchscreens too for monitoring drone telemetry and configuring settings. Whether simple or deluxe, all aim for ergonomic intuitiveness to keep quadcopters gracefully in air!  

First Person View (FPV) System

For next level flying thrills, first-person-view (FPV) video setups stream real time footage from drone-mounted cameras directly to the pilot’s eyes or mobile screen. This creates an exhilarating sensation just like actually sitting in the cockpit!

FPV camera sensors mounted on vibration-damping plates capture unique aerial perspectives. Circularly polarised or patch antennas then beam video downstream to the pilot’s receiver unit. Sensible latency measures around 20-40ms. Pilots don goggles containing one small display per eye, providing a wide field of view as they steer quads by line of sight. Some camera drones also record digital video straight to onboard microSD cards.

We’ve covered quite some ground exploring all the integral bits comprising today’s consumer drones. While advanced manufacturing processes allow remarkable performance from microscale components, creative open source software communities are equally responsible for the impressive flight capabilities drone pilots enjoy today. Developers continue building upon long proven aerodynamic, estimation and control theories to push drones potentials ever further. 

Yet even with sophisticated auto-stabilisation and navigation intelligence behind the scenes, safety should always come first when operating any aerial vehicle. Before attempting tricks or long range flights, one should take time mastering basic flight skills in open areas away from people, buildings and other risks. Precision drone control requires diligent practice, but offers excitement, challenge and reward for those willing to properly progress from the first liftoff onwards!

FAQs

1. What is the role of the frame in a drone?

The frame serves as the structural foundation of a drone, holding all components together. It provides the base for mounting essential parts and influences the drone's overall stability and durability. The frame's design and material impact factors like weight, strength, and aerodynamics.

2. What is the purpose of the First Person View (FPV) System in drones?

The FPV system streams real-time video from the drone-mounted camera to the pilot's eyes or a mobile screen. This immersive experience allows pilots to navigate their drones as if they were sitting in the cockpit, providing an exhilarating flying sensation.

3. Which component of the drone is the most important?

Identifying the single most important component of a drone is challenging because each element plays a crucial role in ensuring the drone's overall functionality and performance. However, the flight controller stands out as a pivotal component that can be considered the "brain" of the drone. The flight controller processes data from various sensors, stabilises the drone during flight, and translates user inputs into precise motor commands. Without the flight controller, a drone would be unable to maintain stability, respond to pilot commands, or even achieve liftoff. While every part contributes to the drone's success, the flight controller is often regarded as the central hub orchestrating the harmonious collaboration of all components.

[itcars]

Details: The Aston Martin Valhalla

Aston Martin’s transformational journey takes a huge step forwards with the Valhalla concept car brought to production reality as an extraordinary, truly driver-focused mid-engined hybrid supercar.

Valhalla is the latest and most significant product of the brand’s Project Horizon strategy to-date; a car which will broaden the model portfolio to reflect Aston Martin’s presence in Formula One, set best-in-class standards for performance, dynamics and driving pleasure, and drive the transition from internal combustion to hybrid to full electric powertrains.

Built with chassis, aerodynamic and electronics expertise forged in Formula One, and a cutting-edge hybrid powertrain technology at its heart, Valhalla is a formidable technological showcase. Yet far from engineering the driver out of the loop, Valhalla’s sole focus is immersing them in a new kind of supercar driving experience. One which brings unprecedented excitement, enjoyment, and driver engagement to the top of the supercar sector.

With pinpoint handling, prodigious levels of downforce and a breathtaking blend of instant battery-electric torque and the intensity of a scintillating V8 engine, Valhalla’s fusion of raw emotion and hybrid efficiency reflects a new era. One defined by a shift in attitudes and expectations that demands contemporary supercars are not just sensational to look at and thrilling to drive, but that they truly reflect the technology employed in the highest level of motorsport. As such Valhalla is at the forefront; an authentic, next generation Aston Martin road racer, designed around the driver, for the driver and built to be enjoyed.

Valhalla heralds a new definition of Aston Martin. With a mid-engined 950bhp gasoline/battery electric powertrain, new carbon fiber structure and aerodynamics shaped by the pioneering philosophy first seen in the revolutionary Aston Martin Valkyrie, Valhalla will bring the perfect balance of hypercar performance and advanced powertrain, driving dynamics and uniquely sophisticated design materials to truly redefine the supercar sector.

For a true engineer like Moers, Valhalla marks the moment where Aston Martin delivers on earlier promises, he says: “Preserving the essence of an exceptional concept car is vital when meeting the challenge of bringing it into production. With Valhalla not only have we stayed true to our commitment to build a world-beating supercar, but we have exceeded our original aims. The result is a pure driving machine - one which exists right at the cutting edge of performance and technology yet allows the driver to feel the emotion and thrill of complete connection and control.”

At the beating heart of Valhalla is its all-new PHEV powertrain, which features three motors; foremost of these is a rear-mid-mounted 4.0 litre twin-turbo bespoke V8 engine. The most advanced, responsive and highest performing V8 engine ever fitted to an Aston Martin, it features a flat-plane crankshaft for increased responsiveness. Revving to 7200rpm and developing 750PS, it sends drive exclusively to the rear axle. Exhaling through a lightweight exhaust system with active flaps for an adjustable and authentic Aston Martin sound character it also features top-exit tailpipes to maximize visual and aural drama.

Supplementing this new V8 engine is a 150kW/400V battery hybrid system utilizing a pair of E-Motors; one mounted on the front axle and the other on the rear axle. The electric system contributes a further 204PS for a headline combined power output of 950PS. When driven in EV mode battery power is directed exclusively to the front axle. In other driving modes battery power is split between front and rear axles, the percentage sent to each axle constantly varies according to driving demands. In certain situations, 100% of battery power can be sent to the rear axle, supplementing the full force of the ICE V8 for maximum performance.

Completing the powertrain is an all-new 8-speed DCT transmission. Exclusively designed and built for Aston Martin, this new paddle-shift gearbox has been developed specifically for the hybrid era. Featuring e-reverse (which utilizes the PHEV’s electric motors and thereby saves weight by negating the need for a conventional reverse gear) the transmission also features an Electronic Limited-Slip Differential (E-Diff) on the rear axle for maximum traction and handling agility.

Electrical power is also used to enhance low speed control and response as well as provide reversing capability. And, thanks to the instantaneous torque from the E-Motors, the hybrid system augments the V8 engine to deliver sensational standing start acceleration and in-gear response. Outright performance is further aided by the E-Motor and V8 ICE being able to run different gears in the DCT simultaneously, which enables a maximum torque delivery of 1000Nm.

Running in EV-only mode, Valhalla will be capable of a maximum 80mph / 130km/h and has a zero-emission range of 15km. Predicted CO2 (WLTP) is less than 200g/km. Unleashing all 950PS the Valhalla will reach a top speed of 217mph / 330km/h and will complete the sprint from 0-62mph in just 2.5 seconds. In terms of outright track capability, a stunning 6:30 Nürburgring Nordschleife lap time is being targeted.

In terms of its structure, Valhalla is built around a new a carbon fiber tub for maximum stiffness with minimum weight penalty. Featuring Formula One® style push rod front suspension complete with inboard mounted springs and dampers reducing unsprung mass and provides a brilliant packaging solution. Together with the rear-end’s multilink design, Valhalla uses Multimatic Variable Spring rate and Adaptive Spool Valve (ASV) Damper units providing adjustable ride frequency for exceptional performance on road and track. In addition to stiffer suspension, Track mode sees ride height dramatically reduced in order to maximize downforce. At the other end of the speed scale, a front axle lift system raises the nose for improved approach angle on awkward inclines.

The carbon tub’s inherent rigidity means suspension loadings can be controlled with absolute precision and every minute input to the electric power-assisted steering faithfully translated into an immediate and intuitive direction change. High performance Carbon Ceramic Matrix brakes (complete with brake-by-wire technology) guarantee exceptional stopping power, and bespoke Michelin tires (20in front, 21in rear) developed specifically for Valhalla provide a final and all-important layer of excellence. This intimate, uncorrupted connection between driver and car sits at the core of the Valhalla experience, with advanced materials and electronics serving only to enhance the driver’s enjoyment, confidence and sense of complete control.

With a target dry weight of less than 1550kg Valhalla will have an unrivalled power-to-weight ratio compared to its class rivals. Weight of a different kind - that generated by aerodynamic downforce - also plays its part in Valhalla’s unmatched dynamic capabilities. Benefitting from a flow-down of the Aston Martin Valkyrie hypercar’s Formula One® inspired aerodynamic philosophy, Valhalla employs a combination of active aerodynamic surfaces - specifically the front surfaces and rear wing - and masterful management of underbody airflow through dramatic venturi tunnels. At 150mph Valhalla’s meticulously sculpted aerodynamic surfaces generate an impressive 600kg of downforce, enough for mighty high-speed cornering ability and unshakable stability.

The pursuit of downforce demands uncompromising functionality, but expertly working the airflow beneath the car has left Aston Martin’s design team with a clean upper body surface with which they have created a memorable mid-engined shape that is original yet unmistakably Aston Martin. Uncorrupted by the need for aggressive wings that jut into the airstream, Valhalla’s predominantly carbon fiber body blends function and beauty in a manner that befits a new generation of mid-engined supercar. Spectacular forward-hinged dihedral doors bring drama to the beginning and end of every journey, while cut-outs in the roof ease ingress and egress. A distinctive roof scoop feeds air directly into the V8 engine’s intakes, with additional side and rear intakes and vents integrated smoothly into the overall body design.

Valhalla, the luxury brands first series production mid-engined supercar will be available in both left-hand and right-hand drive, expanding its appeal across international markets. Cockpit room has been increased compared to the Aston Martin Valkyrie, though many Formula One inspired hallmarks remain, such as a pared back cockpit design with clear, simple ergonomics unashamedly focused around the driver. An innovative new Aston Martin HMI system features a central touchscreen display and incorporates Apple CarPlay and Android Auto. Adjustable pedals and steering column enable the seat bases to be fixed to the chassis structure. The footwells are also raised for a low hip-to-heel seating position redolent of a Formula One car.

For Aston Martin’s Chief Creative Officer, Marek Reichman, Valhalla is an opportunity for the Aston Martin design team to express extreme performance with fresh form and proportion, and to capture the brand’s bold future-forward approach: “When we created the Valhalla concept we were keen to emphasize the design legacy of the Aston Martin Valkyrie and that intent remains unchanged, but the execution has evolved considerably in order to reach production of this all-new car. Though the legacy of Valkyrie is clear, Valhalla is now a more mature, fully resolved piece of design. One which combines the pure aerodynamic function you would expect from a marque competing in Formula One® together with the beautiful form, striking proportions and exemplary detailing for which Aston Martin is renowned.”

Full LED Matrix headlights with adaptive functionality and high-beam assist deliver excellent forward vision in the dark, and Dual Zone Air Conditioning provides high level of occupant comfort. In order to comply with the latest regulatory requirements, Valhalla also incorporates the latest Advanced Driver Assistance Systems. These include Auto Emergency Braking, Forward Collision Warning, Active Cruise Control, Blind Spot Monitoring and Rear View Parking Camera (with Surround View option).

Dynamic development of the Valhalla will be the task of Aston Martin’s award-winning dynamics team and complemented with an enviable pool of talent which also includes Aston Martin Cognizant Formula One Team drivers Sebastian Vettel, Lance Stroll and Nico Hulkenburg. They will give their invaluable perspective to the project and bring added authenticity to a car which boasts such a clear connection to Aston Martin’s Grand Prix machines.

Valhalla is a new generation Aston Martin, it defines a new driver and driving experience – ‘the Mastery of Driving’, a true ultra-luxury, exclusive, British supercar.

[fxtwng]

A Night At The Races

The set sun’s last  rays  turn the cloud bases crimson against a leadened sky.  The image resembles a blood trail pointing west.   An omen to all milling about the concessions area and assembled in the wooden bleachers of the grandstand at Butler Motor Speedway.An unlit couple hundred yards of grass covered field serves as the speedway's parking lot.  Only the grandstand and track have lights.  Everyone and everything is backlit making for a dreamlike transition of silhouettes, shadows and ear aching exhaust manifolds.  The real world is morphing into Colonel Walter E. Kurtz's.  The ear pain is real.  This is not a dream.An angry man begins shouting; “I swear I’m gonna kill somebody! MFer! Touch me! Its gonna be you!” His silhouette turns, his stance planted firmly. Angry man is being escorted opposite the flow of patrons, away from the race track; herded off the premises. Guilty of what?  I dunno.  Under the influence of substance or demons, probably both.Three silhouettes of “Security" employees don’t speak. A well practiced ballet; they press on toward the smaller silhouette of Angry Man. Discretion being the better part of valor, he pivots toward the darkness and vamooses into the night.The speedway is a 3/8 mile steeply banked oval clay divot in a sleepy rural setting. The temp drops nearer the dew point, the air becomes saturated with moisture, fumes from auto exhaust and concession grill smoke. Anxious fans and the omnipresent staccato idle of unmuffled race engines accelerated to a snarl and backed off to idle creates a palpable tension for some and adrenaline rushes for others. As the track’s lighting takes full effect, a lenticular haze seems to form a lid over the track. Ingredients for a giant gumbo simmer but the essence, the race itself, may be too much for some to handle. The box office located under the grandstand is bleached by quartz lights.  Eyes adjust to the glare and a couple of quick observations:  No dress code, More facial hair than an Amish barn raising, Body Mass Index to challenge CDC health guidelines.  I’ll fit right in.“Fifty-fifty raffle Tickets…$2 each; three for $5.”A buxom female vendor is hawking "Fifty-fifty"  raffle tickets.  Walking toward the box office window, I’ve crossed an imaginary line into her space, her sales emporium.  Not interested in the “Fifty-fifty” pitch, I’m distracted by the amount of cleavage she has exposed.  Each breast has a tattooed bouquet of “Forget-Me-Nots.” I’m unaware of the color of her hair or eyes, but I know “Forget-Me-Nots” when I see them. “Uh, no, no thanks” and step to the window to purchase a ticket for tonight’s feature race.Ticket in hand I follow other patrons through the entrance, a tunnel under the grandstand.  From the darkness of the tunnel Duck Dynasty Clone takes the ticket from my hand, rips it in half and extends half of the original back to me.  “Enjoy yourself,”  he says.  Exiting the tunnel sprint cars skid around curves and accelerate on the straight-a-ways. Each driver competes for position with other drivers to gain the most efficient line around the track. Winning and losing is about getting and keeping this line. A driver,  a machine and  a  course completed with out other drivers is called  a “time trial.”  Putting other drivers on the course in competition with one another complicates matters significantly and that  is called “racing.”My companions and I look for a place to park our rumps near the finish line.  It is too loud to talk.  Any communication requires hand signs and shouting.Sprint cars look different than cars seen at the NASCAR and Indy car racing events.  For example, research shows, they’re smaller than the standard police cruiser.  Tonight’s racers have airfoils called “wings” that exert down force to counter centrifugal and centripetal  forces.  Not getting technical but a miscalculation of these forces and “shit happens.”  Machines are grouped into classes by engine displacement. Here, size matters.  Cars are painted in flashy color schemes, alpha numeric identifiers, sponsor names and logos. There is one enterprising racer with “Rent This Space” on the side of his machine.  My first impression; the race cars look like matchbox toys.  That impression is inaccurate, however.  Producing hundreds of horse power and speeds ranging 70-100 mph on a 3/8 mile dirt track isn’t child’s play.  Preliminary races come and preliminary races go.  A car or two has lost its line and flown over the top edge of the highly banked curves. Emergency vehicles and tow trucks scurry with lights flashing to lend assistance.   In his catbird perch the starter/ flagman waves the yellow caution flag.  Drivers slow down until a green flag signals the resumption of the race.  A crash, a lead change, a victory, equals spontaneous fan reaction.  Joy, fear, anger,a grunt, a groan, a gasp, a cheer, a double fist pump, a shaken fist, a curse, a threat; nothing frontal lobe.  It is at precisely  these moments it’s possible to discern which “tribe” one belongs to.The feature race has a field of 13 contestants, 12 men one woman.  The race is very competitive with lead changes and the lady racer “in the hunt.”  On the penultimate lap a collision involving  4 of the racers results in the woman black  flagged  out of the race.  Disqualified for “intentionally” causing the collision. Culled from the field of racers, she drives past the grandstands in what looks a charade of Marie Antoinette’s last ride into the the Place de la Révolution.   The race is restarted. the final lap is run. I drag my knuckles through the tunnel, across the grass and drive to my trailer down by the river.

[qq-miao]

Innovation Diffusion: Two Additional Criteria & Assessment

After reading Roger’s five factors, there were two factors that were immediately missing from my perspective. First, there is the Policy* factor – the extent to which the product is supported by a favorable regulatory environment. This is essential for innovations like electric vehicles and alternative protein, which are embedded within larger policies for decarbonization and the energy transition and for food safety. Second, there is the Scalability* factor – the degree to which a product is easily manufactured and accessible by the mass market.

Below, I meticulously evaluate the four products according to the seven criteria and conclude that PB Slices, the collapsible wheel, and Stave puzzles will not reach market potential rapidly. All three confer low- to medium- relative advantage and have issues with scaling either due to their price barrier or due to compatibility with public values. These products will not diffuse easily no matter how flashy or innovative they might be.

Meanwhile, Polytrack seems the most promising for reaching market potential fast. Its synthetic track has three huge relative advantages over sand-based tracks. (1) It is water repellent and speeds up the drying of the track, which enables more races during the winter and higher profit for racing courses. (2) It creates a cushioned surface for horses and helps them avoid injuries and recover faster. (3) Riders feel and are safer too.

My learnings apply to my branding lab project in that we are repositioning our smart glasses, Solos AirGo 2.0, for the U.S. market. For this wearable to take off, proving relative advantage is the first hurdle. The glasses combine into one product the features of several different devices: Bluetooth headset, AI trainer, mobile phone, and regular glasses. We must prove that the investment in AirGo 2.0 is better than having any of these items separately. Consumers who are interested in the glasses most likely own the individual items, so in addition to proving our advantage we must prove compatibility and simplicity. Compatibility will come in the form of appealing to values around mental and physical health. Simplicity will be tied to trialability, perhaps by enabling a generous try-and-return program that Warby Parker has.

- Steward Kennedy, the inventor of PB slices, cites convenience as the primary advantage of his product. However, Roger describes that this advantage is derived from cost reduction and/or greater productivity / efficacy. While convenience could fall under the latter category, it seems pretty week as the only benefit conferred.

- The product should be scalable, assuming they have the extrusion technology. However, three years of R&D and still no product is not promising.

- With compatibility, there are values such as sustainability and enjoyment of experiences that this product runs counter to with its focus on plastic-wrapped individual slices. Furthermore, with the strong trends in food pointing to natural and whole, this product can be perceived as synthetic.

- Simplicity: the only high rating I give this product is that it is not complex.

- Single wraps make this product triable, but few things after COVID-19 are triable in store.

- The product is not observable as it’s meant to be incorporated into other foods.

- From a policy perspective, this product also rates low because its initial wax ingredient was not approved!

- At first blush this product things to confer advantages, but there are also disadvantages. How (in)convenient is it to collapse the wheel and furthermore carry the heavy object on you, as opposed to locking up the bike? What if a component breaks – can the average bike shop even fix it?

- The new wheel design on a bike costs between $2K-$6K. This probably means there are manufacturing complexities that present an issue for scaling. Then this becomes a chicken-egg problem: without adequate demand, you can’t get the investment to produce at scale. Without production at scale, you can’t make product accessible.

- People value convenience and mobility, but is this product’s cost worth those values? The wheel faces competition not just from traditional bikes but also from the shared mobility space like Uber and Lyft scooters, and blue bikes.

- So, how complex is this product? I watched a video of Tuck Bike’s product “The first folding bike with folding wheels” and it seems pretty unwieldy. You have to go through many steps to fold up the components. After, it’s still heavy and you must drag it…

- The product might be triable as normal bikes are in retailers that carry it.

- Observability: the only high rating I give is that you can’t miss seeing this weird bike out in the public!

- From a policy angle, there is no particular support or impediment for the product assuming that it passes product safety tests.

- To understand what the Stave Puzzles were, I first had to watch their promo video. From my understanding, the relative advantage of the puzzles is that they offer cerebral and tactile stimulus in a novel format. However, their advantage differs depending on what you compare them to. Compared to flat jigsaw puzzles they seem more fun. But compared to other physical brain teasers which are also tactile, they don’t confer much advantage. That’s why I rated this medium.

- The puzzles are handmade in Vermont by people who take six months to train. A puzzle costs around half a grand on average. This product is not scalable nor accessible to the average person.

- Compatibility: this is the only high rating I gave, because the puzzle does appeal to a lot of the consumer trends. It enables people to unplug from digital, enjoy multi-sensorial experiences, engage in a social activity.

- Based on customer reviews, the puzzles are complex enough that they invoke a love-hate relationship. Due to their difficulty they only appeal to a certain type of brainiac.

- Since the puzzles are very expensive and only made in a workshop in Vermont, they are not very triable.

- Thanks to online video, however, people can “try” on the puzzles with their eyes by observing how they are made and the process of piecing them together.

- Policy has no impact on this product.

- Polytrack confers several substantial advantages of traditional sand-based tracks. (1) It is water repellent and speeds up the drying of the track, which enables more races during the winter and higher profit for racing courses. (2) It creates a cushioned surface for horses and helps them avoid injuries and recover faster. (3) Riders feel and are safer too. Therefore, relative advantage ranks high.

- The Polytrack material seems easy enough to make at scale that it has been brought into at least two turfs tracks in the article.

- From a values perspective, the ability of Polytrack to help racing courses turn a higher profit and maintain the health of horses and racers aligns well with all major stakeholders.

- The product is not complex; it’s a construction substitute for traditional turf material.

- In terms of trialability, Polytrack manages well because people can check out its application on the racing courses which have adopted it. However, this depends on the accessibility of the race site.

- Polytrack is not an observable material, but in this rare instance it is desired because racing courses don’t really want their audiences to know that the course has been altered.

- Policy doesn’t impact this product.

[feelineuphoric]

100m Sprint Men Finals Usain Bolt in Berlin 2009, A Sport Video Review

Court Dimensions

For the court dimension, the court was as how it is for the recommended dimensions of the IAAF as the Standard Competition Area where field events can be equally distributed all over the arena without experiencing congestion and it satisfies the needs of the spectators. It is an oval running track which includes eight lanes and safety zones perfect for the 100m sprint that was held.

 Equipment

From the video, they used starting blocks for each runner which serves as resistance for when the sprinters push off to take the first step in the race, they get to thrust forward with more power in order for them to have a faster take off. For their footwear, they wore shoes with track spikes which are running shoes worn by sprinters during practices and races. These shoes are very important as they are lightweight which in turn makes the sprinter run faster. In addition, the spikes at the bottom are pointed and thus dig into the ground in every step. Now the use for the spikes is to give the runner traction when rounding corners therefore allowing each step to be more efficient. Last one is the technical running clothes which are lightweight and moves with the body so it won’t bother them as they sprint.

 Basic Skills

The basic skills for the sprinters are endurance, pacing, sprinting, and recover. Endurance is one of the basic skills because one must establish a base level of endurance in order for them to effectively compete with other sprinters/runners like them. The level of endurance that is required for each sprinter/runner depends upon the distance of each event they must run or sprint which is why the longer event are such as miles, two miles, and more, they are required to have higher endurance so that finishing the race becomes quite simple for them.

Next is pacing, pacing is a basic skill since runners or sprinters must they must be able to run fast in a given mile. For example, running half a mile in just 90 seconds. Moreover, pacing is usually a small section of your overall distance, run at an ideal interval time, combined with subsequent intervals, to produce an overall ideal race time.

Moving on, one of the basic skills is sprinting which is important in order to move up the ranks in competitive races and finishing strong. Sprinters running events in distances of 400 m or less will want to focus more on increasing overall speed and high-capacity endurance (Scott, n.d.).

Lastly, recovery is one of the basic skills since it is one of the most essential skills of an event runner. It includes cooling down, stretching, proper care and rest. Cool down with a 5-to-10-minute jog after any running event. Once your heart rate has decreased, begin stretching. Thoroughly stretch your legs, including your hamstrings, calves and quads. If you have any soreness, ice the affected muscles and minimize strain until the pain subsides.

 Technical and Tactical Skills

·      The Acceleration Phase

This phase involves blasting out of the blocks by pushing off the rear and front leg hard. Here, you want to pull your rear leg through quickly whilst the body leans forward. Then extend the leg on the front block at the knee and hip upon completion of the drive. It’s important that the front foot is driven back onto the ball of the foot for the first stride whilst maintaining a forward lean.

·      The Transition Phase

After exploding from the blocks, you want to increase velocity and make an efficient transition to an upright sprinting action. After you leave the blocks, try and increase your stride length and frequency with each stride as you come into the upright position over the first 20-30m.

·      The Gliding Phase

This phase begins once the torso is upright. Here you will use your leg strength to maintain a wide but comfortable stride length. At this point you should be completely relaxed, low shoulders, jelly jaw and glide to the finish line.

·      Acceleration and Maximum Velocity

Track sprinters will accelerate from a dead start where they are not moving. During the 100m an athlete will begin the race by accelerating until he reaches (or comes very close to) maximal sprinting velocity. At this stage it is no longer possible for the athlete to continue accelerating. The focus switches to trying to maintain maximum velocity through sound technique, which will help limit the rate at which deceleration occurs during the remainder of the race.

·      Ground Contact During Accelerative Sprinting

For faster sprint times it is important to limit the amount of time that your foot spends in contact with the ground during each stride. This is why sprinters run on the balls of their feet and sprinting spikes all have the spikes positioned on the forefoot. Force production is another important aspect to generate speed when making contact with the ground. The greater the force you apply into the ground, the greater return of impulse production, which creates greater speed. Longer foot-to-ground contact times will allow for greater force generation and impulse production.

Another thing to consider when accelerating is the point of foot-to-ground contact in relation to the athlete’s center of mass. You want the point of contact to be behind your center of mass so that there will be less ground contact time. This is why it’s important to stay low and drive out the blocks, rather than immediately transfer into an upright position. Take care not to overextend your stride as you will not be able to produce as much force during ground contact and will be more susceptible to injury.

·      Maximum velocity sprinting

During maximum velocity, as with the acceleration phase, shorter contact times are linked with better performance. This can be achieved through applying optimal vertical forces during ground contact. This will lead to increased speed because you will be able to generate a great enough force impulse to overcome gravity and bound off the ground more rapidly.

In the acceleration phase it is beneficial to have the foot behind the center of mass. Bringing the foot back during maximum velocity may only be beneficial to a certain point, after which it will become detrimental to performance and increase deceleration by causing the upper body to lean forward. A good tip is to make sure that when the foot makes contact with the ground, it’s placed under the hip.

·      The Stride Cycle

The stride cycle begins at the touchdown phase. At the point of touchdown, a sprinter loses momentum and slows down due to the braking effect. This is simply where the foot makes its initial contact with the ground. In addition, this is where the ground contact time and then ends after the toe off phase where force is produced when pushing off the surface. This then leads to the flight phase where neither foot is in contact with the ground, and ends with the second touchdown as the rear leg becomes the lead.

 Rules of the Game

·      Race Basics

The 100M sprint (or 100M dash) takes place on the straightaway of a track. From start to finish, the 100M sprint is a total distance of 100 meters (109.36 yards). The racer that reaches the finish line in the shortest amount of time wins. In general, if more than eight runners participate in a race, qualifying heats are run with the eight fastest runners advancing to the finals. Different organizations may vary the maximum number of runners allowed in each heat and the number of "rounds" until the finals.

·      Lanes and Equipment

Before each 100M race heat, runners will learn in which lane they will run. Runners must remain in their assigned lane for the entire race. If a runner crosses into another runner's lane and is caught, officials will disqualify him from the race. Runners may not obstruct other runners' paths with any parts of their bodies.

Runners wear special shoes with short spikes that must not exceed 9mm (.35 inches). At the start of the race, runners crouch and place their feet on devices known as starter blocks. Once in the ready position, runners must keep their feet on the blocks until the starter's gun goes off.

·      Starting on Time

100M sprints begin when the starter fires a starter pistol that sets off the automatic timers. If a runner starts before the pistol, it is a false start and the race is halted and re-started. Although the International Association of Athletics Federations proposed instant disqualifications for false starts in 2008, as of 2009 runners are still allowed a warning "false start." Upon the second false start, a runner is disqualified. False starts are measured by apparatuses in the runner's starting blocks. If pressure is released from the blocks too early, a false start is charged.

·      Finish

Time is kept with automatic scoring clocks. A runner finishes the race only after his trunk crosses the finish line. For this reason, 100M sprinters often lean forward at the finish of the race. To ensure the most accurate placings, a digital line-scan camera will remain focused on the finish line. Linked to the overall timing system, these cameras are highly accurate and can differentiate between thousandths of seconds.

 How to Officiate the Sport

To officiate the sport, one must:

·      Meet Referee

·      Finish Line Logistics

·      Starters

·      Clerks, Umpires and Hurdle Crew

 ______________________

Bibliography:

Athletics.  (n.d.). Retrieved from Department of Local Government, Sports and Cultural  Industries:  https://www.dlgsc.wa.gov.au/sport-and-recreation/sports-dimensions-guide/athletics-track-events

Coultman, L. (2018, April 6). Sprinting Technique: The  Key To Increasing Your Speed. Retrieved from Track & Field News:  https://trackandfieldnews.com/track-coach/sprinting-technique-the-key-to-increasing-your-speed/

Grouch, A. (2009, July 30). 100M Sprint Rules.  Retrieved from SportsRec: https://www.sportsrec.com/100m-sprint-rules-5242103.html

Scott, M. (n.d.). Basic Skills Involved in Running  Events. Retrieved from Living Strong :  https://www.livestrong.com/article/484287-basic-skills-in-running-events/

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Yamaha Introduces All-new 2019 WR450F: The Bike for All Reasons

More power, increased agility and added versatility in the victorYZone The all-new WR450F celebrates 20 years of Yamaha 4-stroke enduro production with a complete redesign that delivers stronger power with increased agility, as well as greater versatility and lighter handling. At the same time as being lighter, slimmer and faster, the all-new 2019 model maintains the characteristics that have made it one of the most popular 450cc enduro models around the world, namely rock-solid stability, legendary reliability and outstanding high-speed performance.

In the two decades since the first WR-F 4-stroke revolutionised the enduro scene it has established a reputation for its linear and tractable power, high build quality and rugged construction – and these are the key elements that have made the WR450F a firm favourite with fast trail riders and serious racers alike.

Since its original launch in 1998, the WR-F’s engine has grown from 400cc to 426cc, and the latest generation reverse cylinder head engine displaces a full 450cc. The new 2019 model has been further developed using advanced engine and chassis technology derived from the latest highly successful YZ450F platform – an apex predator motocross bike that blends mind bending power with absolute control.

WR450F: Built to win in any environment Yamaha’s WR-F enduro bikes have been proving their race-winning potential all over the world in a wide variety of competitive off-road events. In the FIM Enduro World Championship, Outsiders Yamaha Official Enduro Team riders Jamie McCanney (E1) and Löic Larrieu (E2) have been challenging hard for the top place on the podium throughout the year – while Larrieu took a sensational outright victory in the 2017 ISDE against the world’s best riders. Riding WR-F enduro bikes, Manxman McCanney and Frenchman Larrieu have established Yamaha as a main contender in EWC and underlined the company’s total commitment to enduro.

In the 2018 Dakar Rally, Yamalube Yamaha Official Rally Team rider Adrien Van Beveren retained the overall lead on his WR450F Rally for five days until an unfortunate race-ending crash on stage 10. With one stage victory and three more stage runner-up results, Frenchman Van Beveren proved the winning capabilities of the WR450F in the toughest possible environment.

In addition to the legendary Dakar Rally, Yamalube Yamaha Official Rally Team riders have also had a full season competing in Cross Country Rallies all over the world, and the experience gained has contributed towards the development of the new WR450F.

Faster and stronger 450cc reverse-head engine The all-new WR450F is equipped with a sophisticated reverse cylinder head engine featuring a rearward slanting cylinder that helps to ensure ideal mass centralisation. Developed from the MXGP-winning YZ450F motocross bike – and equipped with enduro-specific intake and exhaust systems, fuel injection and ignition advance maps – the new high torque 450cc, 4-valve engine produces a broad and linear spread of useable power.  With an excellent feeling of traction, the WR450F delivers harder-hitting performance for winning times on enduro special tests.

The stronger engine produces a wider band of pulling power and offers smoother throttle control for technical sections, and these enhanced characteristics – together with the lighter and slimmer feeling chassis – enabling the WR450F rider to maintain a faster pace throughout the day.

New smartphone tuning with the Power Tuner app On board WiFi means that you can tune the new WR450F to suit different tracks and changing weather conditions using a smartphone in association with the Communication Control Unit that is available in the optional race kit*. The new Power Tuner app gives every WR450F rider the ability to make instant fueling and ignition timing changes and upload/share data for the ultimate in track-side tuning.

The free Yamaha Power Tuner app also allows owners to record race log information and monitor a range of data such as maintenance and system diagnosis, engine run time and more. (* Race kit available separately)

Adjustable engine mode switch A handlebar-mounted dual engine map switch has been adopted and positioned next to the clutch lever to enable changes in the engine power delivery characteristics mid-race. This switch allows the rider to select one of two engine maps on the fly at the press of a button to cater for changes in the riding environment. Together with the new engine’s wider spread of torque, this engine mode switch underlines the new WR450F’s versatility and adaptability, making it an ideal enduro bike for racers as well as leisure riders.

Sharper handling aluminium bilateral beam frame Developed from the latest YZ450F, the all-new aluminium bilateral beam frame is slimmer and lighter, giving it a much lighter and more agile feel through twisty, rocky and technical terrain. The new frame design includes a revised head pipe position, straight tank rail, larger absorption zone and an enlarged rear arm bracket and these elements contribute to an improved agility, precision and traction.

Industry leading front and rear suspension The WR450F runs a sophisticated suspension system that provides a stable damping force with plenty of surface feedback at low to mid speeds.

Featuring new internals with longer high-rate springs, the industry-leading KYB® air-oil-separate upside-down front forks provide stable damping characteristics over all types of terrain – while the flex-resistant outer tubes contribute to a secure feeling of ground contact. This front suspension system is widely acknowledged as being one of the best available on a production dirt bike, and responds particularly well during the transition between the compression and rebound strokes.

The rear shock absorber is also based on the YZ450F unit and, like the forks, features enduro model-specific settings. Its new 11.5mm diameter coil spring is 350 grams lighter and has a higher fatigue strength than the current model’s – and for cooler running and more stable damping force, the capacity of the shock’s reservoir has been increased by 30cc.

Larger 7.9 litre fuel tank For increased riding time between fuel stops the 2019 WR450F is equipped with a newly designed large-capacity 7.9-litre plastic resin fuel tank featuring a compact fuel pump. The increased fuel capacity has been achieved by extending the fuel tank’s lower section towards the centre of the bike – a move that improves mass centralisation and ensures a slim and compact body design that enhances rider comfort and mobility.

Lighter, slimmer and sharper bodywork and headlight design Current WR450F riders will appreciate how much this bike has changed for 2019 – and those who are new to Yamaha 4-stroke enduro will be impressed by its easy ergonomics. The new frame has enabled Yamaha’s designers to fit much slimmer bodywork that looks and feels more like a 250, making this one of the most compact 450 enduro bikes. Mass centralisation is also improved, and the overall impression of lightness and agility is reinforced by the new headlight cowl that sits lower and closer to the rider, giving a sharper race-bred look.

The WR450F is also equipped with new and more compact radiators that facilitate the fitment of narrower and closer-fitting radiator shrouds that contribute towards rider mobility and give added control during stand up riding. The new shrouds also feature wear resistant in-mould graphics that accentuate the athletic lines of the slim new body design.

More protective skidplate and new speed sensor The new model gets a larger and lighter plastic resin skid plate that is designed to protect the frame, engine, hoses and water pump from deep ruts and flying debris – and its close-fitting frontal area prevents mud and stones from accumulating in any cavities around the crankcases and so reduces additional running weight.

For quicker and easier front wheel removal the new Yamaha enduro is equipped with a new type speed sensor.

Free flow air filter For easy maintenance the WR450F gets an all-new airbox that enables tool-free filter changes. The new filter element gives reduced airflow resistance with increased reliability, and features rubber seals at the centre positioning pin for increased dust-filtering capability.

Lighter, tougher clutch & wide‐ratio 5‐speed transmission In order to better handle harsh enduro conditions, the durable new clutch is equipped with a highly heat-resistant friction plate – and a new design that eliminates the judder spring is adopted to give a much lighter pull at the lever for better feel and improved controllability.

The new WR450F adopts a wide-ratio 5-speed transmission with modified internals that provides strong off-road performance in difficult and technical areas, as well as strong high-speed performance for flat dirt sections. Also, the shapes of the dog gears have been revised.

Lower and narrower seat Whether you’re sitting down or standing up, the new seat’s slimmer design makes it easier to shift your body weight. As well as being 2cm narrower in the front section, the middle and rear sections of the seat are also lower, enabling you to move backwards or forwards more easily for a higher degree of control when cornering, accelerating or braking.

2019 WR450F Key Features All-new 450cc engine with optimised settings Optional race kit with CCU enables Power Tuner app New handlebar mounted switch adjusts engine mode New YZ450F-based lightweight bilateral beam frame Revised KYB® suspension for stable & smooth ride Slim, mass-centralised 7.9 litre fuel tank New light, slim and sharp body & headlight design Tough new skidplate and new speed sensor New radiator shrouds and easy-access air filter box design Durable new clutch, 5-speed wide-ratio gearbox New narrow, lower and more accessible seat Tough new wear-resistant in-mould graphics

2019 Off Road Competition Models Yamaha’s extensive range of Off Road Competition models includes the WR250F enduro and the PW50 2-stroke which both feature new colours and graphics for 2019.Genuine Yamaha Accessories Genuine Yamaha Accessories & GYTR® Performance Products enable every rider to transform their stock Yamaha into a unique factory-style race bike. Designed to give enhanced performance, functionality and style, the range of components includes titanium exhausts and slip-on mufflers, billet clutch covers, discs, wheels, protectors and more.Yamaha is working closely with approved suppliers to develop new products, and so the Genuine Yamaha Accessories range of parts and accessories is constantly evolving. For full information please visit: www.yamaha-motor.eu/eu/enAvailability The new WR450F as well as the WR250F and PW50 models will be available at Yamaha dealers during October, 2018.

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[stayradadventureteam]

“Dirty Kanza Waits for No one”

My morning started out too early with an alarm set for 3:30 AM, so I could make it to breakfast by 4:00 AM.  I wasn’t sure if this was all a dream, and really happening until I saw the cafeteria crowded with racers having their morning meal.  The predicted night storm blew, and the winds were still howling at 5:00 AM, when I walked back to the dorm.

I took off from the student dorm a little after 5:30 AM, following the rest of the red blinking lights headed to downtown Emporia. The dorm was just a few minutes’ pedal to the start-line.  It was still dark, windy, and rainy! When I got to downtown, people were huddled under the shelter of the Granada Theater and other shelters. I texted my friend, Leslie, from Colorado about meeting up, but she quickly informed me that there was a 30 minute delay. So, I stood on the side of a building, where I was sheltered by the blowing rain and wind.  

Once we all got ready to line up, I got to say hi to another Chicago racer, Rachel Wills. She came with her husband to take on Dirty Kanza. We both agreed that it was a huge accomplishment just to make it to the starting line.  We hugged and went our own ways.

I thought it would be wise to wait in the middle staging area.   Also, for nostalgic reasons I wanted to stand in front of the famous Granada Theater.  I was staged with the same group paced to finish in 14 hours. My new friend, Casey, whom I met and rode with on the previous day showed up with her friend Jamie.  We waited together for roll-out and shared our last few giddy moments. Selfies galore! I was all set, except later I realized I forgot to apply chamois cream in my short and to use the bathroom one last time!

The nasty storm washed away the humidity and the heat from the previous day.   Roll out was smooth and I was basically pedaling enough to get pulled along by the crowds, hitting my tempo pace.  I could stay in these packs because the surface was flat and smooth. It was a little slushy from the rain. Fortunately, there were no pond-sized puddles, like in 2016 when Brandon started his DK following a heavy downpour.  

In the first 10 miles, everyone suddenly looked down at their computers because many of us heard the “off course” alert.  The organizers made a last minute decision to re-route the course, due to the early morning storm. We followed the mass of riders ahead of us and noticed the flags that were on lined up along the road.  That urge to use the bathroom to get rid of the coffee and breakfast waste was nagging in the back of my head. Once I saw a small crowd of locals and pick-up trucks parked to cheering us on, I decided to make a dive behind a parked pick-up truck and relieve myself there.  I was back in business and stoked to ride in a cool, overcast morning.

Entering the cattle pens was beautiful, exhilarating, and frustrating for me.  You cannot top the landscape with the “Irish spring” green color of the Flint Hills painted smack in the middle of overcast skies.  The Flint Hills are majestic as everyone says they are. I felt excited to finally climb hills and work my legs after the many months of training. I told myself that I put in those hours for a reason. Climb those rock hills! At the bottom of most hills, there were small boulders or piles of rocks, sometimes one track line of riding between rocks. This is where I lost my confidence and momentum because I wasn’t sure how my 35 mm tires would hold up.  I handled the descents as best as I could and came out in one piece.

Checkpoint #1: Mile 50 Madison, KS.

Getting to check point 1, my drivetrain sounded like a Tyrannosaurus Rex. After riding through some deep puddles and tacky gravel roads, my bike needed a quick rinse.  Brandon was able to track my progress by following my Quarq Qollector and him and Nils appeared up as soon as I got my time chipped. Brandon took my bike to get rinsed off while I went to use the bathroom.   Thankfully, District Bicycles (Stillwater, OK) offered their bike repair stand and got my bike back to running smoothly. I had some ham sandwich and pickles while Brandon refilled my drinks and food. This time I remembered to apply chamois cream!  Brandon warned me that the next 50 miles will put me in the strong sun and heat of the day. He filled a pair of panty hose with ice and I stuffed it under my jersey. My transition took a total of 15 minutes.

Mile 50-100 got challenging for me because the heat and wind picked up, but the ice packs helped to keep me cool.  I faced some of the 20 mph winds from the north that I knew I would have to deal with later in the day. At this point, the race became so spread out, that I was alone often.  I saw on my Garmin that I had a left turn approaching. As soon as I looked up, I saw a rider on a fat bike immediately take a left turn, and I followed him. It was a steep decline on rocks.  It was the wrong left turn! I went back up the hill to where I made the wrong turn. That took about 5-10 minutes to sort out, and I was very frustrated. About 15 miles before reaching Eureka, a rancher in a pick-up truck was offering water from an insulated water jug.   That cold water felt so good. I doused my head and chest, and carried a cup of that cold water, so I could taste that for a little while.

Checkpoint #2: Mile 100 Eureka, KS.

Brandon took my bike and Camelback then started to re-stock.   He told me there was no time to waste now and to focus on what I needed to do:  1) change into a new short 3) switch to my second Garmin. I was not in any kind of heat exhaustion so I didn’t need to sit down or overhaul from the heat.  This year, Checkpoint #2 was not in downtown Eureka, it was at the local high school. I was happy to use a bathroom to change into a fresh short, but quickly frustrated to learn that I had to walk across the school to get to the bathroom. It felt like an eternity following the DK volunteer there and back, but I changed into my second pair of shorts. After I came out, I was ready to go since Brandon had my bike and gear ready for me once again.  He even slathered sunscreen on my arms and legs while I put my gloves on. What a guy! I was out again with a fresh ice pack and a fresh mindset to face the next 60 miles. All year and all day I kept talking to myself about this moment. Anything after 100 miles could be a very, very dark place, and I had to be ready for that. I said my Hail Mary’s and I was off.

Miles 100-160

The storm from the morning brought afternoon winds that came from the north reaching 20-25 mph.  Once I left Eureka, the course was directed north for the next 100 miles. I remember riding in to 20 mph headwinds in the 2016 version of Almanzo 100. It will nearly stop you dead in your tracks. Wind is part of our lives in Illinois, so for me it was not mentally challenging.  I was frustrated that this was killing my speed. I did my best, put my head down, and grinded away. To my surprise, as the hot sun went down, I was feeling better and better. “This is not how these things go!” I was glad to feel fresh as the afternoon went on. I was still climbing hills when I needed to, and grinding when there was a tailwind or flat section.  I kept eating what was easy for me to eat and still it digesting well.

I reached the creek crossing, but it was so deep, and even deeper to the right of me.  “Am I going to get washed away down this creek?” One rider offered to carry my bike and walk in front me, so I could gauge the depth of the water. I still carried my bike, and then almost slipped when the surface changed because I couldn’t see my feet.   After the creek crossing, I joined up with Scott from Kansas. He was going at a good speed, and not wasting any time. We rode together around the time the sun finally set, and it was time to turn on lights. At one point, he started to walk some hills. I didn’t have time for that, and kept on riding.  Scott kept up with me, and 2 other men joined us. The three of us rode together, and eventually Scott disappeared. I rode with the other 2 men, thinking that riding as a group in the dark would be beneficial. Soon enough, I went on my own. I had a text message from Brandon “Pick up the pace!” I was using my light at high intensity and it was going to cost me battery power, but I knew that Brandon had a backup waiting for me in Madison.  I still had the ice pack pantyhose underneath my jersey, which was now just wet and making me cold. To not have to stop and waste time, I kept it and pedaled harder. The stars were so bright against the black sky--like nothing I have ever seen before. The night critters were making the most curious sounds! I saw an armadillo scurry across the road in front me. Finally, I saw my first sign of civilization – a cell phone tower light blinking, then a house, and sure enough the pavement to town!  

 Checkpoint #3: Mile 160 Madison, KS.

As usual, Brandon was at the chip timing tent waiting for me, but he had a sad look on his face.  He told me I was 12 minutes past the cut off. A DK volunteer was tearing down the tent, and he told me it was indeed shut down.   I put my head down on my handlebars and started sobbing. All of the adrenaline, effort, and emotions hit hard at that very moment.   I knew I was close in time, but I was not able to stop and check my phone to confirm all of the details. I followed Brandon to where he parked the car, and I saw Scott with his family / support crew who came from Michigan. We talked about that last leg in the dark, congratulated each other, and he offered me a beer.   I still had the pantyhose hanging from my jersey and really wanted to use the bathroom, but hung out and laughed with Scott and his family. You still make the best memories even when things don’t go to plan!

I learned many lessons from this experience, and hopefully I will have the chance to return and complete some unfinished business!  Never discount what you do to get yourself there. In the end it is a learning lesson and one step closer to success.

-Isabel

[spacebookettes]

Cendiary Inn: a real goose tale

Aunty Cripplesworth was thought by many to be the second coming, and not on the side of her up there. Aunty Cripplesworth ran the pub with a platinum fist. Due to the large rings and bangles of the precious substance on her fighting hand. Many a drunk almost met their end at the end of Aunty Cripplesworth’s fighting hand. Aunty Cripplesworth loved cocktails and as you can imagine running a pub she’d had plenty of practise with them. In fact Aunty Cripplesworth was really the only person who drank cocktails in Cendiary bay. Only her and aunty Codswallop, the local uber drunk and manager of the solar powered fish distributer: many a full haddock had been wrongfully delivered to a bemused green grocer, museum manager, town haller and more, around the country because of drunk Codswallop.

Aunty Cripplesworth had a dog, Vanquish was her name... Aunty Cripplesworth also liked Aston Martins; though she’d only ever driven one once: when one posh person stopped off at the pub to ask directions. and when Aunty Cripplesworth saw the Aston Martin key fob he was holding, she insisted on personally showing him to his destination. “I’ll drive.”

The massive flock of geese was out foraging in the fields that overlook Cendiary bay. A couple new to the area are walking next to the fields totally in awe of that many geese. Their little dog isn’t so in awe and as all little dogs seem to be, angry at the mass of angry white feathers. Yes that’s right the geese don’t Get the dog at all. The dog lives a long happy life. The couple wander into a small patch of forest in one corner of the fields overlooking Cendiary bay. Mossy covered, peculiarly round rocks are scattered everywhere in the darkened under canopy. It’s damp here and cool. They hear a rasping goose call deep in the undergrowth. Earlier that day in the pub the couple had said they were off for a walk and Aunty Cripplesworth had warned them about the escaped goose said to roam the countryside around Cendiary bay. “They say it was Granny Bluntscar’s favourite bird, one she had personally trained to be a vicious little thug.” When the couple left the pub, the whole place up roared with laughter at the tale. The couple heard this and carried on their walk in peace. Peace until they heard the goose call deep in the forest funk. The little dog was off, sprinting into the moss and darkness in the direction of the imagined worse goose in existence. The couple called the little dogs name all they heard back was an angry goose bellow. Aunty Cripplesworth had paid the local kids to go up to the forest and scare the couple with a biodegradable plasticised goose whistle. The little girls enjoyed their afternoon of scares at the expense of the couple. When the concerned looking pair had come back into town saying how they’d lost their dog, only to find it sat in the pub next to Vanquish, gnawing on a giant dog treat. The locals all laughed and bought the couple a couple of stiffening drinks.

Later that night as Aunty Cripplesworth secured the pub and walked toward her little solar powered cottage: Vanquish left on guard, she was alone in the dark. Only a 5 minute walk between her and a Slippery Nipple palette cleanser. A shadow moved behind her, this shadow seemed to glow a low luminous white, tall and wide. A giant low luminous white feather was in the pathway before Aunty Cripplesworth. She stopped to look at it; massive half a meter long she had never seen such a thing. She bent down to pick it up... engine grease oozed onto her hands from underneath the feather. Aunty Cripplesworth grabbed an older woman’s tissue from her pocket and tried to wipe the ooze off of her hands, she couldn’t get it all off and stood huffing at the challenge. An uncharacteristically timed dove hooted somewhere in the distance. This made Aunty Cripplesworth look around, her eyes focused on the tall white shape that was following her. Her eyes were accustomed to the dark, but she couldn’t make out what the shape was. And then it evaporated backwards into the gloom of the night. Aunty Cripplesworth had only been scared once before in her adult life, and this second time was so unfamiliar to her she sprinted in the opposite direction full pelt towards the solar powered police station near the centre of a rebuilt Cendiary bay.

The whole town heard about it the next day... something had scared Aunty Cripplesworth. Incredible! Aunty Cripplesworth didn’t become the town laughing stock... no one dare laugh, incase Aunty Cripplesworth heard about it. But perhaps the occasional chuckle about it in their sleeps.

Aunty Cripplesworth looked down at her still grubby stained fingers and demanded a forensic test of the residue. The local police took the swabs and when an unusual for those parts forensic evidence kit was sent to the big solar powered city... and a surprised forensic scientist emailed the results to the police station in Cendiary bay (with a giggle, they hadn’t heard of an Aunty Cripplesworth.) That came back as engine oil and Aunty Cripplesworth slammed the door of the police station so hard it jammed and the local police had to be rescued by the Cendiary bay fire service. Aunty Cripplesworth had been so convinced the test result would come back as Mystical Unknown Substance. Aunty Cripplesworth got that Slippery Nipple and fourteen after it. The Cendiary Inn didn’t open for two days. And when the locals saw Aunty Cripplesworth unlocking the pub they all piled in to have a gander.

Life soon turned back to normal in the Cediary Inn, though Vanquish no longer guarded the pub after hours.

One month exactly after Aunty Cripplesworth's experience, she was securing the pub after hours. Vanquish suddenly ran off into the darkness. Aunty Cripplesworth heard an uncharacteristically timed dove hoot and quickly unsecured the pub and went back inside... this was the third time she'd been scared her whole adult life and now she was also angry. A platinum (plated) baseball bat was retrieved from behind the bar and one conflicted Aunty dashed off into the night in the direction of Vanquish. Nothing, no sound on a night with seemingly no atmosphere. Not even a slight breeze. Aunty felt insecure. Aunty Cripplesworth came back to the pub un Vanquished. Sat on the bar top was another giant white feather... no ooze though. Aunty had had enough. The forensic test had worked into her subconscious and dampened the supernatural imaginings in her brain. Aunty was fumming she smashed the bar top. She smashed a chair up. She was going to find something else to smash when Vanquish came back into the pub with a slobbery fussing for Aunty Cripplesworth. She mellowed with the relief; looked around at the mess and shrugged nonchalantly. Though Aunty Cripplesworth didn’t own the Cendiary Inn, she just ran it for someone else... it was more of a self appointed managerial position. The owners had slunk off to an unplanned early retirement.

The end

By Peter Stringer

Grandma’s bag

Grandma had Devils Food Crystalised Cherries in her bag, inside a small biodegradable plasticised baglette. The kids knew she’d at some point open the bag and give them all one each; spaced out throughout the day, they’d hear the handbag latch click and come running the little devils. Mom grinned at the sight. Have you a bag mum, mom called out. In the pantry was a large biodegradable plasticised bag filled with screwed up biodegradable plasticised bags. The transition away from traditional plastic bags was well under way. “they’re all the new biodegradable ones, what have you been doing with the plastic ones?” (wait for it) “oh i throw those old useless ones away" said grandma. Mom looked from the panty , through the kitchen and into the lounge... does she do it on purpose mother in law, mom wondered to herself.

The end

By Peter Stringer

Lady Mechanic

The lady of F1 racing they called her...

Lady Mechanic loved going fast. Driving fast. Motorcycling fast. Hand gliding fast. Go karting fast. It had been not so much roller blading these older days.

No she didn’t drive F1 cars don’t worry lads, I’ll leave you that. No, she helped design them. Owner of Mc Rarri F1 team and Slikmouth F1 race track. She liked to tinker with the racing technology of the future. Of course once the driverless cars started competing and literally lightning reflexes made F1 even ‘more' exciting; there was less need for human racers. The advertisement deals became more electronic focused. In fact F1 teams also design for other industries, the prestige has quite a premium in the eyes of the more technological people's of the future. Lady Mechanic made the fastest F1 cars. Lady Mechanic was a celebrity. Lady Mechanic was sort after.

By Peter Stringer

Bee Light

Bee was an B student, but she got a Z for a dad. Her younger siblings thought Bee was A*. It was fathers day. Bee should be getting the presents. Her extra time with her siblings meant she didn’t have time to study for A's. Here’s to all the busy Bee Lights!

By Peter Stringer

Peak London

 A cocoon of many towers, 3 of which near the clusters centre, inner facing; with fluorescence and brightness, an infinity of light boxes... Cascading in both vertical directions and a peak between of distant London. ‘Amazing’ a lawyers brain went off.

The lawyer travelling through the freshness and brilliance of west London. White buildings. TREES. Tasteful phosphorescense. The lawyer who couldn’t stop thinking about the meeting. Well the stop at some underlings office on the wrong side of the tower. That view. The others had offices with a different brightness and long views. But the lawyer felt the real business was the supposed lesser view of a science fiction dreamscape at the beginning of the 21st century.

The lawyer had heard of the young billionaire’s idea. A gargantuan city sprawling upwards and a planet left to nature. The lawyer had had a glimpse of it. An environmental lawyer who though, had a fondness for skyscrapers. How to do it??

 

By Peter Stringer

[fxtwng]

A Night At the Races

At dusk popcorn shaped cumuli turn cotton candy hues. The set sun’s last rays turn the cloud bases crimson. Against the leadened sky, the pattern resembles blood spatter in an alley. A warning to all milling about the concessions area and assembled in the wooden bleachers of the grandstand at Butler Motor Speedway.The speedway is a 3/8 mile steeply banked oval divot in a sleepy rural setting. As the temp drops nearer the dew point, the air becomes saturated with moisture, fumes from auto exhaust and concession grill smoke. Anxious fans and the omnipresent staccato idle of unmuffled race engines accelerated to a snarl and backed off to idle creates a palpable tension for some and adrenaline rushes for others. As the track’s lighting takes full effect, a lenticular haze seems to form a lid over the track. Ingredients for a giant gumbo simmer but the essence, the feature race itself, may be too much for some to handle.The grass covered field that serves as the speedway's parking lot is an unlit couple hundred yards from the grandstand and track. Almost everyone and everything is backlit making for a dreamlike transition of silhouettes and shadows. Music plays in my head, a base guitar solo with McVie and Nicks harmonizing, “Running In The Shadows."Suddenly, an angry man begins shouting; “I swear I’m gonna kill somebody! MFer! Touch me! Its gonna be you!” His silhouette turns, his stance planted firmly. Angry Man is being escorted opposite the flow of patrons, away from the race track; herded off the premises. Three silhouettes of“Security Services" employees don’t speak. They press on toward the smaller silhouette of Angry Man. Discretion being the better part of valor, he pivots toward the darkness and leaves.The box office located under the grandstand is bleached by quartz lights. Eyes adjust to the glare and a couple of quick observations: No dress code, More facial hair here than an Amish barn raising, Body Mass Index to challenge CDC health guidelines. I’ll fit right in.“Fifty-fifty Raffle …Tickets $2 each; three for $5.”A buxom female vendor is hawking raffle tickets. Walking toward the box office window, I’ve unwittingly crossed an imaginary line into her space, her sales emporium. Not interested in the “Fifty-Fifty” pitch, I’m distracted by the amount of cleavage she has exposed. Each breast has a tattooed bouquet of “Forget Me Nots.” I’m unaware of the color of her hair or eyes, but I know “Forget Me Nots” are blue.“Uh, no, no thanks” and step to the window to purchase tickets for tonight’s feature race.Ticket in hand I follow other patrons through the entrance, a tunnel under the grandstand. From the darkness of the tunnel Duck Dynasty Clone takes the ticket from my hand, rips it in half and extends half of the original back to me. “Enjoy yourself,” he says. Exiting the tunnel sprint cars skid around curves and accelerate on the straight-a-ways. Each driver competes for position with other drivers to gain the most efficient line around the track. Winning and losing is about getting and keeping this line. A driver, a machine and a course completed with out other drivers is called a “time trial.” Putting other drivers on the course in competition with one another complicates matters significantly and that is called “racing.”My companions and I look for a place to park our rumps near the finish line. It is too loud to talk. Any communication requires hand signs and shouting.Sprint cars look different than cars seen at the NASCAR and Indy car events. Research indicates their entire cabin is smaller than the back seat of a standard police cruiser. Tonight’s racers have airfoils called “wings” that exert down force to counter centrifugal and centripetal forces. Not getting technical but a miscalculation of these forces and “shit happens.” Machines are grouped into classes by engine displacement. Here, size matters. Cars are painted in flashy color schemes, alpha numeric identifiers, sponsor names and logos. There is one enterprising racer with “Rent This Space” on the side of his machine. My first impression; sprint cars look like matchbox toys. That impression is inaccurate, however. Producing hundreds of horse power and speeds ranging 70-100 mph on a 3/8 mile dirt track isn’t child’s play.Preliminary races come and preliminary races go. A car or two has lost its line and flown over the top edge of the highly banked curves. Emergency vehicles and tow trucks scurry with lights flashing to lend assistance. In his catbird perch the starter/ flagman waves the yellow caution flag. Drivers slow down until a green flag signals the resumption of the race.A crash, a lead change, a victory, equals spontaneous fan reaction. Joy, fear, anger,a grunt, a groan, a gasp, a cheer, a double fist pump, a shaken fist, a curse, a threat; nothing frontal lobe. It is at precisely these moments it’s possible to discern which “tribe” one belongs.The feature race has a field of 13 contestants, 12 men one woman. The race is very competitive with lead changes and the lady racer “in the hunt.” On the penultimate lap a collision involving 4 of the racers results in the woman black flagged out of the race. Disqualified for “intentionally” causing the collision. Culled from the field of racers, she drives past the grandstands in what looks a charade of Marie Antoinette’s last ride into the the Place de la Révolution.The race is restarted. the final lap is run. I drag my knuckles through the tunnel, across the grass and drive to my trailer down by the river.

[nelliievance]

How Much Exercise Is Enough?

Recently I’ve written some posts describing my training plan and some of my training sessions. My goal is to provide some inspiration that an old guy like me can still move pretty well despite some of the setbacks I’ve gone through,

But I’m concerned I might be intimidating people who are new to exercise or who don’t particularly like it. I definitely flirt with the upper limit of both time and effort devoted to exercise, which is why I’ve discussed the topic of “how much exercise is too much” multiple times. But I enjoy physical activity and it is my hobby. The amount that is actually needed for good health is considerably less than what I do. The typical guidelines are a very good start: about 30 minutes a day of moderate exercise (brisk walking or equivalent) on most days, or a total of 150 minutes a week. Alternatively, you can do more intense exercise, like interval training, for a total of about 75 minutes or too. Even Better, in my opinion, is a mix of these two. For example, three brisk 30 minutes walks a week, and a couple of days of shorter higher intensity workouts, about 20 minutes long including warmup and cooldown. This mix is great because it keeps your endurance up, and benefits your “high end” fitness, including your “fast twitch” muscle fibers, which can decay rapidly with aging if you don’t work them.

That is all aerobic fitness. Some resistance training a couple of days is also highly recommended, to preserve muscle strength and mass as we age. I discussed this in my post “Getting Started With Resistance Training“.

The hardest part is getting yourself to do this consistently. For me, the best way is to choose activities that are enjoyable. If it’s just a chore, it becomes harder to discipline yourself to work it into a busy schedule all the time.

My “enjoyable fitness” story

As a kid I always enjoyed team sports like baseball, football, basketball. I was pretty good at these at the amatuer level, like touch football games in the street or “pickup” basketball with my friends at a nearby park. But I wasn’t good enough to do well at the organized level, for example I did not make the scholl basketball team in high school. Then after graduating college and entering the “real world”, I needed a way to stay in shape. I’d never enjoyed fitness activities like running for their own sakes. I’d enjoyed biking as a teenage because it was a good way to get around, but dropped it when I got my license and my first car.

So now what do I do? I could have tried joining “adult ed” recreation leagues of team sports, but was a little intimidated I wouldn’t be good enough. So for the first time I tried exercise for its own sake. I took up running because Dr. Cooper’s book Aerobics was popular at this time (1974). I did not particularly enjoy it, but managed to keep it up for a couple of years. Then my wife and I moved to the Bay area in California in 1976. We lived in Mountain View, 10 miles south of my job in Palo Alto.

Highway 101 near Palo Alto today. Much wider Than It was in 1976, but clogged up worse than ever

Alternate Route From Mountain View- A quiet residential street in Palo Alto

Sounds ideal, a nice little hop on the freeway. But the commute was horrible! It took about 45 minutes sitting in bumper to bumper traffic on a good day, on a bad day much longer. I tried all the back ways, and they were just as bad. There also were no good transit options, just a slow old bus route. I complained about this to a coworker, Malcolm, that was a retired bike racer from Scotland, and he said, “why don’t you try riding your bike, laddie”?, So I tried it, and thoroughly loved it! It changed everything, because now I could do an enjoyable activity, and not worry about how much time it took because I could actually get to work quicker, I’ve been a fan of “active transportation” ever since. Thanks, Malcolm! But this isn’t just about active transportation, it’s about finding some way to make exercise enjoyable and not a chore, which thankfully it’s been for me in various modes ever since.

How Much Exercise Is Enough? published first on https://steroidsca.tumblr.com/

[ferrarisonline]

Ferrari 312 b3 "spazzaneve" (snowplow) At the end of the 1972 season the crisis at the Ferrari Formula 1 team had reached a new peak; with a few exceptions, the scarlet red racers had not been competitive for almost a decade. There was a brief glimmer of hope when the Mauro Forghieri designed 180 degree V12 engine hit the tracks in 1970. It was very powerful and the low centre of gravity contributed greatly to the success of the 312 B. In good Ferrari tradition the successful design was just given a minor upgrade for the following seasons, while the competition continued to improve at a rapid rate. Pioneered by Lotus, the biggest revolution of this period was the transition from a single nose mounted radiator to two radiators mounted on each side of the cockpit. This reduced the frontal area and also improved the handling as more of the car's mass was concentrated around the car's centre of gravity. For the 1973 season, Forghieri decided to try to bridge the gap to the competition once more. Much of the 312 B2 was discarded with the exception of the engine and suspension for Ferrari's most revolutionary Formula 1 design ever. #ferrari312b3 #312b3 #construction #contractor #snow #snowplowing #landscaper #sepatufutsal #sepatubolamurah #sepatubola #jualsepatufutsal #jualsepatubola #lamborghini #porsche #bmw #supercars #luxury #formula1 #ferrari #formulaone #scuderiaferrari #mclaren #audi #f1 #madwhips #maserati #pagani #f430addict #laferrari #astonmartin https://www.instagram.com/p/B-u8LfklWBH/?igshid=1kve5y56jojkb

[joshuajacksonlyblog]

5 Crypto Projects That Crushed It in 2019

As 2019 nears its apex, it’s time to take a look back at the projects that crushed it this year. Crypto startups that shrugged off bearish market conditions, community apathy and industry in-fighting, and focused on shipping clean code and great products. There’s a lot of noise in the cryptosphere, but the following projects cut through it like a knife, delivering original solutions with genuine utility. Having killed it all year, you wouldn’t bet against this quintet doing it all over again in 2020.

LiquidApps

EOS scaling project LiquidApps emerged out of nowhere to garner industry-wide plaudits as 2019 reached its crescendo. A lot of this was due to the success of its DAPP Network, which demonstrated that it’s possible to provision off-chain/sidechain scaling without compromising on decentralization. The DAPP Network’s vRAM enables EOS dApp developers to access cheap virtual storage, giving them the ability to scale their decentralized applications without being stung by prohibitive resource costs. That alone would be enough to sustain most crypto projects for a year, but LiquidApps accompanied this breakthrough with a tool for seamlessly onboarding new dApp users, another for linking blockchains into a single dApp, and an oracle service. Impressive stuff.

Remme

Distributed Public Key Infrastructure (PKI) project Remme boasts one of the hardest working teams in crypto. After realizing that its PKI-enabled blockchain simply wouldn’t cut it on Hyperledger Sawtooth, the Remme team made the difficult decision to switch chains deep into the project, transitioning to the EOSIO codebase and rolling out its testnet. Rather than letting this throw them off their stride, Remme has charged ahead with its mainnet launch, taking time out to propose improvements to EOSIO where errors were encountered in the codebase, and fine-tuning the workings of its custom Block Producer program.

This year, Remme also succeeded in onboarding hundreds of enterprises to Keyhub, its all-in-one platform for managing SSL/TLS certificates. With its mainnet just weeks away, 2020 is shaping up to be a big year for the Ukrainian blockchain startup.

Matic Network

It would be impossible to review 2019’s biggest breakout successes without including Matic. While the meteoric rise of its token in recent weeks, following its April IEO on Binance, has kept investors happy, that’s merely a symptom of its success in becoming the industry’s blockchain scaling solution of choice.

While Ethereum remains mired in ETH problems, Matic has emerged as a genuinely scalable and production-ready chain that can take the strain. Its adaptation of Plasma enables instant on-chain payments and transactions, making it suitable for everything from dApps to DEXs. Dozens of crypto projects have announced their migration to Matic Network including a number specializing in NFTs such as Battle Racers. In 2020, expect this trickle to transform into a torrent as crypto projects migrate en masse.

Chainlink

If there’s any token, outside of exchange tokens, that investors wish they’d stacked up on in January, it’s LINK. Up 570% in 12 months, LINK will go down as one of 2019’s best buys. As with Matic, however, focusing on price misses out on the broader story. Much of Chainlink’s success comes down to mastering the other P – partnerships. This year, crypto and non-crypto businesses alike rushed to team up with Chainlink, utilizing the smart contract and oracle network for connecting off-chain data feeds and enabling tamper-proof inputs and outputs.

With names such as SWIFT, Google, Gartner, and IC3 all working with Chainlink, the project founded by Sergey Nazarov has become the first crypto startup to transcend the industry and embed itself in the broader business world.

Synthetix

Warranting the accolade of most innovative defi project of 2019, Synthetix is a smart solution whose best is yet to come. Decentralized synthetic assets have long been the holy grail of many decentralized finance advocates, unlocking the ability to permissionlessly trade commodities, forex and cryptocurrency on DEXs. Synthetix is the first project to realize this goal through its pioneering use of ‘synths,’ tokens that provide exposure to assets such as gold, TESLA stock, and AAPL, without liquidity limitations. Up an incredible 1,715% to date, despite being absent from tier one exchanges, the SNX token looks like it has more room to grow – as does the Synthetix Network it powers.

  Image source: Depositphotos.com

The post 5 Crypto Projects That Crushed It in 2019 appeared first on NewsBTC.

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[brettzjacksonblog]

5 Crypto Projects That Crushed It in 2019

As 2019 nears its apex, it’s time to take a look back at the projects that crushed it this year. Crypto startups that shrugged off bearish market conditions, community apathy and industry in-fighting, and focused on shipping clean code and great products. There’s a lot of noise in the cryptosphere, but the following projects cut through it like a knife, delivering original solutions with genuine utility. Having killed it all year, you wouldn’t bet against this quintet doing it all over again in 2020.

LiquidApps

EOS scaling project LiquidApps emerged out of nowhere to garner industry-wide plaudits as 2019 reached its crescendo. A lot of this was due to the success of its DAPP Network, which demonstrated that it’s possible to provision off-chain/sidechain scaling without compromising on decentralization. The DAPP Network’s vRAM enables EOS dApp developers to access cheap virtual storage, giving them the ability to scale their decentralized applications without being stung by prohibitive resource costs. That alone would be enough to sustain most crypto projects for a year, but LiquidApps accompanied this breakthrough with a tool for seamlessly onboarding new dApp users, another for linking blockchains into a single dApp, and an oracle service. Impressive stuff.

Remme

Distributed Public Key Infrastructure (PKI) project Remme boasts one of the hardest working teams in crypto. After realizing that its PKI-enabled blockchain simply wouldn’t cut it on Hyperledger Sawtooth, the Remme team made the difficult decision to switch chains deep into the project, transitioning to the EOSIO codebase and rolling out its testnet. Rather than letting this throw them off their stride, Remme has charged ahead with its mainnet launch, taking time out to propose improvements to EOSIO where errors were encountered in the codebase, and fine-tuning the workings of its custom Block Producer program.

This year, Remme also succeeded in onboarding hundreds of enterprises to Keyhub, its all-in-one platform for managing SSL/TLS certificates. With its mainnet just weeks away, 2020 is shaping up to be a big year for the Ukrainian blockchain startup.

Matic Network

It would be impossible to review 2019’s biggest breakout successes without including Matic. While the meteoric rise of its token in recent weeks, following its April IEO on Binance, has kept investors happy, that’s merely a symptom of its success in becoming the industry’s blockchain scaling solution of choice.

While Ethereum remains mired in ETH problems, Matic has emerged as a genuinely scalable and production-ready chain that can take the strain. Its adaptation of Plasma enables instant on-chain payments and transactions, making it suitable for everything from dApps to DEXs. Dozens of crypto projects have announced their migration to Matic Network including a number specializing in NFTs such as Battle Racers. In 2020, expect this trickle to transform into a torrent as crypto projects migrate en masse.

Chainlink

If there’s any token, outside of exchange tokens, that investors wish they’d stacked up on in January, it’s LINK. Up 570% in 12 months, LINK will go down as one of 2019’s best buys. As with Matic, however, focusing on price misses out on the broader story. Much of Chainlink’s success comes down to mastering the other P – partnerships. This year, crypto and non-crypto businesses alike rushed to team up with Chainlink, utilizing the smart contract and oracle network for connecting off-chain data feeds and enabling tamper-proof inputs and outputs.

With names such as SWIFT, Google, Gartner, and IC3 all working with Chainlink, the project founded by Sergey Nazarov has become the first crypto startup to transcend the industry and embed itself in the broader business world.

Synthetix

Warranting the accolade of most innovative defi project of 2019, Synthetix is a smart solution whose best is yet to come. Decentralized synthetic assets have long been the holy grail of many decentralized finance advocates, unlocking the ability to permissionlessly trade commodities, forex and cryptocurrency on DEXs. Synthetix is the first project to realize this goal through its pioneering use of ‘synths,’ tokens that provide exposure to assets such as gold, TESLA stock, and AAPL, without liquidity limitations. Up an incredible 1,715% to date, despite being absent from tier one exchanges, the SNX token looks like it has more room to grow – as does the Synthetix Network it powers.

  Image source: Depositphotos.com

The post 5 Crypto Projects That Crushed It in 2019 appeared first on NewsBTC.

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[michaelbennettcrypto]

5 Crypto Projects That Crushed It in 2019

As 2019 nears its apex, it’s time to take a look back at the projects that crushed it this year. Crypto startups that shrugged off bearish market conditions, community apathy and industry in-fighting, and focused on shipping clean code and great products. There’s a lot of noise in the cryptosphere, but the following projects cut through it like a knife, delivering original solutions with genuine utility. Having killed it all year, you wouldn’t bet against this quintet doing it all over again in 2020.

LiquidApps

EOS scaling project LiquidApps emerged out of nowhere to garner industry-wide plaudits as 2019 reached its crescendo. A lot of this was due to the success of its DAPP Network, which demonstrated that it’s possible to provision off-chain/sidechain scaling without compromising on decentralization. The DAPP Network’s vRAM enables EOS dApp developers to access cheap virtual storage, giving them the ability to scale their decentralized applications without being stung by prohibitive resource costs. That alone would be enough to sustain most crypto projects for a year, but LiquidApps accompanied this breakthrough with a tool for seamlessly onboarding new dApp users, another for linking blockchains into a single dApp, and an oracle service. Impressive stuff.

Remme

Distributed Public Key Infrastructure (PKI) project Remme boasts one of the hardest working teams in crypto. After realizing that its PKI-enabled blockchain simply wouldn’t cut it on Hyperledger Sawtooth, the Remme team made the difficult decision to switch chains deep into the project, transitioning to the EOSIO codebase and rolling out its testnet. Rather than letting this throw them off their stride, Remme has charged ahead with its mainnet launch, taking time out to propose improvements to EOSIO where errors were encountered in the codebase, and fine-tuning the workings of its custom Block Producer program.

This year, Remme also succeeded in onboarding hundreds of enterprises to Keyhub, its all-in-one platform for managing SSL/TLS certificates. With its mainnet just weeks away, 2020 is shaping up to be a big year for the Ukrainian blockchain startup.

Matic Network

It would be impossible to review 2019’s biggest breakout successes without including Matic. While the meteoric rise of its token in recent weeks, following its April IEO on Binance, has kept investors happy, that’s merely a symptom of its success in becoming the industry’s blockchain scaling solution of choice.

While Ethereum remains mired in ETH problems, Matic has emerged as a genuinely scalable and production-ready chain that can take the strain. Its adaptation of Plasma enables instant on-chain payments and transactions, making it suitable for everything from dApps to DEXs. Dozens of crypto projects have announced their migration to Matic Network including a number specializing in NFTs such as Battle Racers. In 2020, expect this trickle to transform into a torrent as crypto projects migrate en masse.

Chainlink

If there’s any token, outside of exchange tokens, that investors wish they’d stacked up on in January, it’s LINK. Up 570% in 12 months, LINK will go down as one of 2019’s best buys. As with Matic, however, focusing on price misses out on the broader story. Much of Chainlink’s success comes down to mastering the other P – partnerships. This year, crypto and non-crypto businesses alike rushed to team up with Chainlink, utilizing the smart contract and oracle network for connecting off-chain data feeds and enabling tamper-proof inputs and outputs.

With names such as SWIFT, Google, Gartner, and IC3 all working with Chainlink, the project founded by Sergey Nazarov has become the first crypto startup to transcend the industry and embed itself in the broader business world.

Synthetix

Warranting the accolade of most innovative defi project of 2019, Synthetix is a smart solution whose best is yet to come. Decentralized synthetic assets have long been the holy grail of many decentralized finance advocates, unlocking the ability to permissionlessly trade commodities, forex and cryptocurrency on DEXs. Synthetix is the first project to realize this goal through its pioneering use of ‘synths,’ tokens that provide exposure to assets such as gold, TESLA stock, and AAPL, without liquidity limitations. Up an incredible 1,715% to date, despite being absent from tier one exchanges, the SNX token looks like it has more room to grow – as does the Synthetix Network it powers.

  Image source: Depositphotos.com

The post 5 Crypto Projects That Crushed It in 2019 appeared first on NewsBTC.

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[calum-orr]

Bike Elements Data

Below I have collated information around the 5 bike frame materials I am thinking at looking and see what I have to work with for content. I use this information for the facts included for each element.

https://www.bicycling.com/bikes-gear/a21784287/bike-frame-materials-explained/

- Carbon

Symbol: C

Atomic Number: 6

Atomic Weight: 12.0096 to 12.0116

Discovered: 1789

By far the most commonly used frame material for higher-end mountain and road bikes (including virtually every bike being raced at the professional level), carbon fiber is a composite of carbon sheets that are bonded together in a mold using resin. The primary advantage of the material is that at a given stiffness, carbon fiber is significantly lighter than aluminum, steel, or titanium.

But that creative flexibility comes with a price. Although their cost has come down some in recent years, carbon fiber bikes are typically the most expensive. These frames are also more prone to fracture than metal, and once that happens carbon becomes fragile, and thus unfit to ride.

Carbon is a chemical element with the symbol C and atomic number 6. It is nonmetallic and tetravalent—making four electrons available to form covalent chemical bonds. It belongs to group 14 of the periodic table.

Carbon fibre is finding many uses as a very strong, yet lightweight, material. It is currently used in tennis rackets, skis, fishing rods, rockets and aeroplanes.

Carbon is a non-metal element. At room temperature it is in a solid state.

Carbon exists in different forms, including graphite, diamond and graphene.

Depending on its form carbon has different properties.

Carbon is made up of just one type of atom. This means carbon is an element.

Carbon atoms are arranged in a regular pattern, meaning carbon is solid at room temperature.

Carbon fibres are long, thin strands of carbon. They are strong, stiff and light.

Bundles of carbon fibres are woven together to make a sort of fabric. The fabric is baked with a plastic resin to make a composite material that is perfect for running blades, bicycles, aeroplanes and wind turbines.

- Aluminium

Symbol: Al

Atomic Number: 13

Discovered: 1825

Light, durable and functional: these are the qualities that make aluminium one of the key engineering materials of our time. We can find aluminium in the homes we live in, in the automobiles we drive, in the trains and aeroplanes that take us across long distances, in the mobile phones and computers we use on a daily basis, in the shelves inside our fridges and in modern interior designs, but a mere 200 years ago very little was known about this metal.

Aluminium is a silvery-white metal, the 13 element in the periodic table. One surprising fact about aluminium is that it's the most widespread metal on Earth, making up more than 8% of the Earth's core mass. It's also the third most common chemical element on our planet after oxygen and silicon.

- The most common bicycle frame material, aluminium is known for being corrosion resistant, fairly light (though typically not as light as carbon fibre), and having a high strength-to-weight ratio. It’s also reasonably affordable, making it a popular choice for riders and racers on a budget.

The downside is that stiffness often means a harsher ride quality because it doesn’t absorb road buzz as well as the other frame materials. Translation: It’s not ideal for bikes that are going to be ridden on dirt roads or long distance touring, where comfort is of prominent importance.

- Titanium

Symbol: Ti

Atomic Number: 22

Discovered: 1791

Another frame material popular with custom bike builders, titanium shares many of the same properties of steel, but has a greater resistance to corrosion and fatigue (it has the highest strength-to-weight ratio of all metals). That means you can build long lasting, lightweight frames. No wonder many titanium frame makers offer lifetime warranties against manufacturing defects.

The downside is that titanium is a relatively rare (and thus expensive) material that’s labor intensive to work with, meaning these bikes are typically quite pricey.

It is a lustrous transition metal with a silver color, low density, and high strength. Titanium is resistant to corrosion in sea water, aqua regia, and chlorine.

The element titanium (Ti) is the 9th most abundant element in the earth crust and is the 4th most abundant metallic element. The element itself is found in the forms of rutile and ilmenite in beach sand. Today, the rutile is generally mined in Australia, and South Africa.

- Steel

Iron Symbol: Fe

Atomic Number: 26

Carbon Symbol: C

Atomic Number: 6

Once upon a time, steel was the bike-building material of choice. But its mainstream use has waned in recent years, with carbon fiber and aluminum frames now far more prevalent on bike shop floors. The primary reasons for steel’s decline: weight and cost. It’s heavier than both aluminum and carbon fiber, making it less desirable for high-end bikes. And it’s more expensive to mass manufacture than aluminium, hampering its use on lower end models.

The reason for this is that steel is easier and less expensive to work with than carbon fiber, and it's also denser and stronger than aluminum. That means you can use thinner walled tubes, and thus design vertical flex into a bike.

Steel is an alloy of iron with about 1 percent carbon. It may also contain other elements, such as manganese. Whereas pure iron is a relatively soft metal that rusts easily, steel can be hard, tough, and corrosion-resistant. Used to make almost everything from skyscraper girders, automobiles, and appliances to thumb tacks and paper clips, steel is one of the world's most vital materials. Among all the metals, iron is second only to aluminum in natural abundance, making up 4.7 percent of the earth's crust, and occurring mainly as its various oxides. The main product made from iron is steel, the least expensive and most widely used of all metals. Read more: http://www.chemistryexplained.com/St-Te/Steel.html#ixzz65xMJRGDA

- Bamboo/Wood

carbon, hydrogen, oxygen, nitrogen, and phosphorous

- Graphene

Carbon Symbol: C

Atomic Number: 6

Graphene Discovered: 1987

Under same element as carbon, but is not carbon as such

The term graphene first appeared in 1987[13] to describe single sheets of graphite as a constituent of graphite intercalation compounds 

Chances are good that you have made graphene many times in your life. Draw a line with a pencil and small bits of graphene will flake off. But no one had both the tools and interest to reliably isolate free-standing graphene until the early 2000s.

Graphene is made of a single layer of carbon atoms that are bonded together in a repeating pattern of hexagons. Graphene is one million times thinner than paper; so thin that it is actually considered two dimensional.

Graphene is a recently discovered material. It has been found to be 300 times stronger than steel and much harder than diamonds. Unlike graphite, graphene only contains a single layer of carbon atoms. Scientists are still working out how we could use it, but in the future it could be used to make better gloves, sportswear and medical devices.

Today, a new material has the potential to alter the future. Dubbed a “supermaterial,” graphene has researchers the world over scrambling to better understand it. Graphene’s long list of miraculous traits makes it seem almost magical, but it could have very real and drastic implications for the future of physics and engineering.

Graphite is a form of carbon which is an element. In graphite, the carbon atoms are joined together and arranged in layers. ... You can find non-metals on the right side of the periodic table and graphite is the only non-metal that is a good conductor of electricity.

The main difference among carbon substances is in the way the carbon forms in each matter. Carbon atoms bond in chains and rings. In every carbon substance, a unique formation of carbon can be produced. ... On the other hand, graphite is an allotrope of carbon; this means it is a substance made solely of pure carbon.

Interestingly, when graphene is isolated from graphite it takes on some miraculous properties. It is a mere one-atom thick, the first two-dimensional material ever discovered. Despite this, graphene is also one of the strongest materials in the known universe. With a tensile strength of 130 GPa (gigapascals), it is more than 100 times stronger than steel.

https://www.digitaltrends.com/cool-tech/what-is-graphene/