Thứ Bảy, 30 tháng 4, 2011

Entrepreneur #2 - George Hendee; two-wheel demon, and dreamer

George Hendee saw the advantages of electric starters for motorcycles, and argued with his chief engineer, Oscar Hedstrom - pushing him to include the newfangled feature in 1914. The electric lights and starter in those models were disastrous, and Hedstrom left the company in frustration. Hendee himself was forced out of Indian a couple of years later, although without him, sales gradually decreased.
Hendee was one of the most successful bicycle racers in Massachusetts at the turn of the century – at one point, he won 302 races out of 309! He started a company making his own bicycles, which sold well, thanks to his racing reputation.
Many of the very first motorcycles were “pacers” used to train bicycle racers. They were typically unreliable but Hendee noticed that Oscar Hedstrom’s ran very well. In 1901, Hendee approached Hedstrom and told him that his dream was to start a company devoted to making motorized bicycles. They called their company Indian, and in short order it was America’s leading motorcycle manufacturer. In 1912, Indian sold over 20,000 units.

Thứ Sáu, 29 tháng 4, 2011

Entrepreneur #3 - Arthur Davidson; built H-D dealer network


While his friend Bill Harley and to a lesser extent the other Davidson brothers provided the technical know-how, the early business success of Harley-Davidson was largely due to Arthur Davidson. In 1910 he set out to enroll a national network of dealers. He also recognized the importance of factory-training for dealer service staff, and the importance of advertising if H-D was ever to surpass Indian in annual sales.

Thứ Năm, 28 tháng 4, 2011

EXCLUSIVE Nicky Hayden prepares for Estoril

Coldspring Paddling Instruction

I think paddling season is officially here so it seems like a great time to announce the launch of my new kayak paddling instruction company, Coldspring Paddling Instruction. Check out the new website, created with help from paddler and kayaking instructor David Johnston of Swim River Design.


Revit 2012 – spin that rotation

Explaining how the rotate tool works in Revit has always been an interesting experience in any training class I have ever run. Half the students get it, the other half are left scratching their heads. I suspect much has to do with the engrained AutoCAD mentality. So Revit doesn’t work like AutoCAD? That’s weird; don’t these two products come from the same company? Anyway, I remember struggling with the rotate tool the first time I encountered Revit. Not that I couldn’t understand it, I just didn’t have a clue how to alter the center point of rotation. It took some smart arse to tell me I have to drag the rotation icon!

Revit 2012 has put pay to all that frustration and tweaked the way you interact with the tool.So when you choose the rotation tool now, you can move the blue dot by dragging it to a suitable location to define your center point of rotation.

2012_rot1

2012_rot2You can also define center of rotation picking the “place” button, this allows you to pick a center point of rotation on the canvas.

2012_rot3

As you would expect, when you choose the “place” button, the rotate point can be snapped to other elements.

2012_rot4

Thứ Tư, 27 tháng 4, 2011

Mike Goodwin invented Supercross. Then, he crossed the wrong people

A little while ago, I got a letter from Mike Goodwin, the man who invented Supercross. I get one every six months or so; they come either hand-written or typed on a manual typewriter with a worn ribbon. They come in envelopes labeled 'Indigent Mail'. The return address is 'High Desert State Prison, Susanville', where Goodwin is serving a life term for the murder of Mickey Thompson, another motorsport legend.

His last letter was vintage Mike Goodwin. He opened by telling me he's filed a 48-page felony complaint against the Los Angeles Deputy District Attorneys who prosecuted his case. He wrote that he might soon be out of prison, and in line for a settlement of up to $30,000,000 for his wrongful conviction. Then asked me to send him a couple of books of 'forever' stamps. Begging for stamps is a long way down from the heady days when Goodwin walked through race paddocks carrying a briefcase full of cash from the gate, and drove away in a Rolls-Royce or a Clenet. He was 6'3", 200 pounds, and he lived even larger than life; he once won a weekend of sex with porn star Gloria Leonard.

By the time I got to Southern California, Goodwin's good days were long over. I'll tell you about it, and hope that in doing so, I don't end my own days...
He was in jail in L.A. County awaiting his second trial. All I knew about it was what I read in the L.A. Times, which described the evidence against him as circumstantial at best. I was vaguely surprised when he was convicted. (For that matter, so was the District Attorney.)

The facts of Goodwin's rise as a Supercross promoter, the brief merger of his business with Mickey Thompson's (who was promoting stadium truck races), their falling-out, and the subsequent murder of Thompson and his wife have been written up often and well, so I'll just give you the executive summary...

Goodwin was a big, brash, aggressive guy. He wasn't a racer, but he rode dirt bikes for fun and had attended a few outdoor motocross races. He worked in the rough and tumble world of rock promotion in the 1960s. When he read about an indoor flat track race that had drawn 17,000 fans to Madison Square Garden in New York, he had a brainstorm: what if he put on a motocross race in a stadium? In 1972, he convinced the Los Angeles Coliseum to let him do it. He called the event 'The Superbowl of Motocross'. Marty Tripes won.

Goodwin wasn't the first guy ever to hold a motorcycle race in a stadium; there had been a couple of motocross races put on in soccer stadiums in Europe, and they'd already built a temporary track in front of the grandstand at Daytona and raced there. And of course, Speedway races had been held in stadiums for decades. But it was Goodwin who brought a rock promoter's hype and razzmatazz to the show. With his vision - and some elision - 'Supercross' was born. And until the mid-'80s, Goodwin owned it. Owned it? $#!+ man, he rolled in it.

Meanwhile, Mickey Thompson - the son of an Alhambra cop; an off-road (truck) racer and land-speed record holder who had promoted off-road races in the U.S. and Mexico - was trying to develop a similar series of stadium races for buggies and trucks. Thompson, like Goodwin, was an extreme 'Type A' personality whose on-track aggression had once resulted in a fatal crash. The two briefly merged their companies and you might have guessed they were destined to clash on personality alone. Within months, the lawsuits were flying. Goodwin lost. He managed to hide a few assets, but by late 1987, Thompson had put him out of business.

Then, on March 18, 1988 two guys on bicycles pedaled up into Bradbury, an exclusive suburb at the base of the San Gabriel Mountains. They glided into Mickey Thompson's driveway as he and his wife were leaving their house, and shot them dead. They then hopped back on their bikes and rode down into L.A. They might as well have been dissolved by the smog.

Over the course of those lawsuits, Goodwin had more than once vowed things like, "I'll take him out", and since he had a history of threatening and intimidating people he did business with, he was an obvious suspect. But his alibi checked out, and there were no witnesses or evidence that tied him to the crime. Los Angeles County didn't think there was a case to be made against him.

Enter Collene Campbell, Mickey Thompson's sister. She made it her mission to put Goodwin behind bars for the killings. She was once the mayor of San Juan Capistrano, which sounds quaint. She looked like any rich woman-of-a-certain-age from the moneyed precincts of Orange County. That was deceptive; Collene was also a power-broker in the Republican Party in the OC, and the wrong person to have as an enemy.

It took over ten years (and the posting of a million-dollar reward for information) but Collene finally convinced Orange County to bring charges against Goodwin, on the flimsy premise that the conspiracy to commit the murders had taken place at Goodwin's OC home. There was, even at the outset, little physical evidence tying Goodwin to the crime. One of the L.A. investigators, Det. Mark Lillienfeld claimed that the bullets that killed Thompson were consistent with a gun registered to Goodwin, but that evidence blew up in his face when it emerged that the 9mm slugs in the bodies had six grooves in them, while the barrel in Goodwin's gun had five lands. The Hardy Boys would have concluded the slugs didn't match.

(As an aside here, let me note something: Remember O.J. Simpson's trial? People look back on that now as an example of money buying innocence, and of O.J.'s legal dream team outgunning the D.A.'s office. That's not the real take-away. The real takeaway was that the jury was stacked with people from poor neighborhoods who all knew that L.A. cops and D.A.s had been lying on the stand and fabricating evidence for years because that's easier than building actual cases. The defense argument that it was all a police conspiracy - which would have seemed preposterous in most other jurisdictions - was plausible, because after all, it was L.A.)

In the absence of evidence, Orange County argued that the murders had to have been ordered by Goodwin, because Mickey Thompson didn't have any other enemies. To the surprise of veteran court reporters, Goodwin was found guilty, although the conviction was overturned when the state ruled that Orange County had no jurisdiction.

Collene Campbell was not to be denied. Although her power base was in the OC, she convinced Los Angeles County to re-arrest Goodwin, and refile charges in L.A. By that time, Goodwin was broke and his defense was handled by Elena Saris, a public defender.

Again, the D.A. laid out a scenario in which Goodwin hired a couple of thugs out of south L.A. to go and do the hit (no one has ever claimed that Goodwin pulled the trigger himself.) They argued that, despite the absence of credible evidence tying Goodwin to the crime, it had to be him because Mickey Thompson didn't have another enemy in the world. I'm paraphrasing here, but Goodwin's defense was basically, "Did I say I was going to kill him? Sure. Am I an @$$hole? Sure. But I didn't do it."

By the time the jury found him guilty the second time, he'd already spent five years in jail. You think you have a right to a speedy trial? Not if you've crossed Collene Campbell.

The more I thought about it, the more I thought, I can believe Goodwin's guilty but I can't see a jury believing it beyond a shadow of doubt. I wrote Goodwin in prison and asked him if he wanted to talk about it. I didn't really have an opinion about his guilt or innocence, but like everyone else I was pretty surprised by the verdict that came down. It took a while to get his confidence; I knew people who knew him, and I got them to vouch for me. Eventually he wrote back to tell me he'd talk, and I applied for a permit to go and visit him. That permit wasn't granted. It wasn't even officially denied; for all I know, it went straight into the shredder. The next time I applied, it was denied. No reason was given. He sent me another application in the last letter. "This time, don't tell them you're a journalist," he advised. (What? They won't remember?)

Even though I couldn't get in to see him, I looked up Goodwin's lawyers. I talked with a few people off the record, who'd known him during the Supercross/Thompson years. And four things struck me: The first was, I found it odd that neither of the punks who killed Thompson was ever arrested on some other beef, and offered up the Thompson killing in trade. The second was that all Collene Campbell got by dangling a million-dollar reward was an egregious story from someone who claimed to have seen Goodwin casing Thompson's neighborhood and then picked Goodwin out of a lineup thirteen years later.

The third thing was this... If you're a criminal defense attorney, basically, all your clients are guilty. So you defend them to the best of your ability because that's the way the game is played but at the end of the day after a guilty verdict comes down, you'll have a drink with the D.A. in the bar and say, "I'll get the next one." That wasn't the case with either of the lawyers I spoke to; even years later, they're still chafing at Goodwin's convictions. Both of them feel he was railroaded, and both of them are sure that political pressure influenced the trials.

Does Collene Campbell have the kind of juice you'd need to pressure a judge? Let me put it this way: In the second trial in Los Angeles County, Superior Court Judge Teri Schwartz wouldn't start proceedings unless Collene Campbell was present, even though she had no official standing. Once, the judge made Elena Saris wait until Campbell arrived before she could argue a motion. Campbell was delayed, because she was at another meeting. With George W. Bush. (That's a pretty good example of political connections, but it's nothing compared to stories I've heard but can't repeat. Kansas City's a long way from the Collene Campbell’s turf, but motorcycle journalism doesn't pay me anywhere near enough to justify getting on that woman's $#!+ list.)

Last but not least, I've always had this romantic notion that criminal trials were like the old Perry Mason TV show, in which the defense lawyer got the defendant off by proving - or at least accusing - someone else of the crime. On TV, that other person's usually in the courtroom, and confesses on the spot.

That's not how it works. Before your lawyer can present evidence to the jury that someone else might have committed the crime you're accused of committing, they have to get permission from the judge. And time after time, as the judge let the prosecution paint a picture of Thompson as a motorsports saint, without another enemy in the world, Saris was prevented from presenting evidence that, while Goodwin might have been one of Thompson's enemies, he wasn't the only one.

She couldn't point out that during the days when Thompson was promoting races in Mexico, there were rumors in the racing community that it wasn't just race vehicles and equipment coming back across the border. And in fairness, those were just rumors. But there was no doubt at all that Thompson's nephew (Collene's son) was deeply involved in the drug trade, and that he was murdered, too, in a - let's call it a misunderstanding - between drug dealers. Or that lots of people believed that Thompson fronted some of his races with money borrowed from mob loan sharks in Las Vegas.

Now, I have to lower my voice for this part... In the course of talking to people about this case, I've had some very interesting conversations. For example, conversations about other murders, and about the way contract killers work. These were conversations with people who made me think, OK maybe you haven't ever actually hired a hit man, but you know people who've done it.

I've heard things that I can't write here, because they can't come from me. And I can't quote the people who've told me these things because they don't want to be on Collene Campbell's $#!+ list any more than I do. I've heard things that would make Oliver Stone salivate. But the only way I can ever tell you those things will be if I can get into High Desert State Prison to talk to Mike Goodwin, and I can quote him.

As of now, even though I've worked this story on and off for years, I've still never spoken to him. Mike's told me that he'd like to send me that 48-page documentation of prosecutorial misconduct, but that it can only be mailed to member of the California bar. The lawyers I've asked to receive it and pass it along to me have demurred.

I'm already sure of this, though: even if Goodwin's guilty, he did not get a fair trial. There are people - including most of the cops and prosecutors in L.A. - who are fine with a system that works that way. Sometimes I am, too. But I don't like being prevented from talking to him because I'm a journalist. He's been convicted; he's trying to appeal but it could be denied or his conviction could be upheld. There's still a chance that he's innocent. Isn't his last recourse taking his case directly to the public? I think that if the California prison system's denying my applications to see him because they know I'm a journalist, that it's a denial of justice.

So, after I hit 'send' on this edition of Backmarker, I'll fill out another application to visit him. When I go to the post office to mail that off to the warden, I'll pick up a couple of books of stamps, and send those to Goodwin.

If I can ever get in to talk to him, I'll tell you the rest of the story. Unless he gets out. Then, he'll tell you himself.

Entrepreneur #4 - Vaughn Beals; resurrected Harley-Davidson

By the mid-‘70s after years of AMF mismanagement, Harley-Davidson had lost almost all customer loyalty and profits were in freefall. When a group of company executives led by Vaughn Beals offered to buy the division for $75 million, AMF quickly agreed.
After the 1981 leveraged buyout, Beals led an amazing corporate turnaround. He funded new product development and implemented world-class quality control. It’s impossible to know what would have happened to the H-D brand if Beals had not risen up to save it, but it’s certain that no one else could have done a better job at rehabilitating it.

Kayaking Connections

I just searched for "Doug Taylor kayak" and turned up this blog: http://vancouverislandcircumnavigation.blogspot.com/. Doug Taylor was one of the co-instructors on my Level 2 kayak course from last week. Doug circumnavigated Vancouver Island in '08, which is the subject of that blog that I linked to. Doug paddled around the Island with Jonathan Reggler who is, coincidentally, my grandma's doctor in Courtenay. Go figure, it's a small world. Especially if you paddle.

Revit 2012 – 3d mice – 3Dconnexion support

image

It’s been a long time coming, but finally Revit 2012 now has 3Dconnexion 3d mice support. I remember around 3 years ago speaking with Richard Gladman of 3Dconnexion UK about using a 3d mouse within the Revit environment, at that time it was not supported. So with the support finally in 2012, does the hype match up with the reality?

I managed to acquire a 3Dconnexion SpaceExplorer 3d mouse, courtesy of 3Dconnexion UK to test. 3Dconnexion produce various different mice; the SpaceExplorer is the mid-range version, this includes quick view keys as well as additional navigation settings.

2011-04-27 09.25.23

The SpaceNavigator is the entry level 3d mouse, which I suspect most users will opt for, especially if cost is an issue. The SpacePilot Pro is the Ferrari version!

The box from 3Dconnexion duly turned up and I unpackaged the device. Placing it on the desk it looks like something out of the film Minority Report. There is an air of beauty about this sculpted techno geeky device and that was even before I plugged it in. I decided to go the 3Dconnexion website and download the latest drivers rather than install the ones provided on the shipped cd-rom. Once the drivers were installed; I plugged the 3d mouse usb cable in and then the blue light lit up on the navigation cap. I was ready to go! Can somebody tell me, why blue lights or highlighted blue buttons look so cool? There must be some research that has taken place that says blue = techno cheek porn; you must buy! Anyway, I was expecting to have to install special drivers to get full support with Revit 2012, but that wasn’t the case.

I fired up Revit 2012; the first thing you notice is that an additional icon is included within the navigation bar.

3dconn_1

If you click the arrow below the icon you can access a 3Dconnexion control panel where you can assign different commands to the various buttons on the mouse.

3dconn_2

Interestingly and as highlight by Tom over at Inside the Factory, you can actually add custom commands and string together multiple commands, which is extremely useful. Be sure to check out his  youtube video which will explain more, as well as how to customize a SpacePilot Pro.

I used my now legendary at-at.rvt model as a test to put the 3d mouse through its paces. Whilst navigation does take some time to get used to, it’s really cool being able to navigate and view a Revit model using this device. Here is me messing around with the at-at, I am sure the more I use it, the better I will get an navigating!!! Hand eye coordination has never been a strong point. :-)

The hot keys on the SpaceExplorer allow you to rapidly orient the model to various elevation views. I set too and tried different graphic displays. I actually found that the newer graphic modes of consistent colours and realistic mode operated faster than hidden line and shaded with edges. I believe this is because the newer graphic modes utilise the full support of your graphics card, whilst the legacy modes are still reliant somewhat on the processor to display the graphics. I certainly noticed a bit of lag when rotating the model. Therefore, your best option is to use the newer graphic modes when using the 3d mouse.

So who will use a 3d mouse you may ask? I guess it depends on the type of work you do within Revit. I am thinking that designers are going to love it or anybody who will need to review models for consistency and virtual coordination. However, if you are just doing production work, you may not see any benefit. If you regularly navigate the Revit environment or you are a techno geek, then this is a must have device for your desktop!

Thứ Ba, 26 tháng 4, 2011



Bla Station, B2
Borge Lindau, 1986

Pall B2 is a barstools in birch and steel. B2 is a family of three; B2-47, B2-65, B2-82. Legs in stainless or lacquered steel. Seat rim and seat centre in compression moulded layer-glued birch ply. Seat centre can be leather covered. Chromed steel underframe available for projects.

Download 3D models with textures from Hotfile

www.blastation.com

Entrepreneur #5 - John Bloor; rebooted Triumph

Like Harley-Davidson, Triumph was a company that had fallen on hard times – more than once. In the 1920s the company made an ill-fated move to produce cars as well and in 1936 an entrepreneur named Jack Sangster drove a hard bargain, acquiring the motorcycle business at a good price. Sangster’s business instincts nearly make him worthy of a place on this list, too. He hired the brilliant Edward Turner and after turning a handsome profit on sales, sold the company to BSA for another big payday in 1951. 
The Triumph marque found an unlikely savior in real-estate developer John Bloor.
From the mid-‘70s through the mid-‘80s Triumph died an agonizingly slow death. The brand would have vanished altogether had John Bloor, a real estate developer, not bought the old factory in Meriden. Against all advice, Bloor decided to build a new factory in nearby Hinckley. He spent millions designing new motorcycles that were unveiled at the Cologne Motorcycle Show in 1990. While those first “new” Triumphs got mixed reviews, the company has shown a remarkable willingness to go its own way, producing a line of unique machines that once again have earned it a devoted fan base.

Thứ Hai, 25 tháng 4, 2011

Easter Sunday paddle, with a pleasant surprise

It was a cold and blustery day...
Easter morning dawned overcast but seemingly calm, so we set our expectations accordingly. A 20-mile paddle starting on the South Side, past two of Chicago's water intake cribs, with a stop for lunch at 12th Street Beach, and back again along the shoreline would be pleasant, a nice spring-time warm up for longer paddles to come.

The sky was overcast and the water was calm as we left the harbor.
And, in fact, the winds were a mere 10 to 12 knots--a Beaufort Force 3 to 4--and out of the north. Not enough to slow us down much, but enough to sustain waves of 2 to 3 feet that must have built the previous day, and to create scattered whitecaps. They weren't apparent until we passed the break wall outside the harbor. "Ha," we said. "This could be an interesting paddle after all!"

Not that paddling isn't always interesting, but calm water does tend to get more tedious than the bumpier varieties.

Approaching the second crib.
The trip out, cribs and all, took four hours. The last leg back took less than 90 minutes. Which goes to show that you never know what you'll find until you get on the water. We had looked at the forecasts, the radar, the clouds and the wind speed (the forecast was 5 to 10 knots), and we thought the lake would be close to flat. And to our delight, we were wrong.

Entrepreneur #6 - Count Domenico Agusta; kept racing in Italian blood

A marvelous promotional poster, produced to celebrate an all-MV podium in the 125cc class at the 1955 Gran Premio d'Italia. The Count with Carlo Ubbialdi (top step) Remo Venturi, and Angelo Copeta.
The Count ran MV Agusta during its heyday between the end of WWII and the early ‘70s. During that time, the company was really a helicopter manufacturer with a small motorcycle subsidiary. The road-going motorcycles they made would never warrant including the Count on this list, but thanks to his own fierce pride and competitive streak, the company also funded the greatest Grand Prix racing team of all time.
When the Japanese factories began to dominate in the late ‘60s, they drove out most of the Italian marques. By lavishing funds from the helicopter business on his racing team, Agusta single-handedly preserved Italian racing honor.

Chủ Nhật, 24 tháng 4, 2011

Entrepreneur #7 - Malcolm Forbes; nothing and everything to do with motorcycles

Forbes was the son of America’s first business magazine publisher. After heroic service in WWII, he came home to work at Forbes Magazine, although he nearly became the Governor of New Jersey – he won the Republican nomination but lost the election. So what does running Forbes Magazine have to do with motorcycles? Nothing.
Forbes was a tireless promoter of motorcycling, with a knack for angles that would appeal to mainstream media. Here, he poses with Liz Taylor. Ironically, while Forbes was successful at breaking down some of the social stigma of being a biker, he never came out of the closet - although he was frequently seen in the gay bars and bathhouses of New York. I often wonder if he bought his first motorcycle to go with the leather outfits he already wore...
Forbes discovered motorcycling in the 1960s. He bought a motorcycle dealership in New Jersey, which became one of the biggest shops in the country. Using his high-level business connections, he worked tirelessly to establish motorcycle riding as a respectable pastime. He was an extremely effective political lobbyist always ready to defend motorcycling from legal assault. With his media-savvy background, he managed to plant scores of motorcycle stories in the mainstream media. The social acceptability of motorcycles today owes much to Malcolm Forbes.

Running on empty

Some days, I can't help but wonder how many millions of people there are in America, in the same position I'm in. Picture driving somewhere - maybe way out in west Texas where towns are a long way apart - and you've been watching for a gas station for a hundred miles, as the needle drifted down past 1/4. First, you eased up on the throttle. Now you're cruising really slowly, and coasting down hills.

You're way past looking for a good price, you're looking for any gas station. Is that one?.. No, it's closed.

Now, the needle's below the E. There's got to be a town somewhere over the horizon, or there wouldn't be a road here. Somewhere up there, there's a gas station; there has to be. But with every passing mile it seems more and more likely that you'll run out of gas before you get to it.

What can you do? You've come way too far to turn back, and there's no point in beating yourself up now, because you passed that last gas station without stopping; who stops to re-fill when they've still got almost half a tank? I guess the people who live in this desolate area do.

In the rear view mirror, you see a big dually extended-cab cowboy Cadillac looming and for a moment you consider trying to get his attention to say, Hey buddy, I'm running on fumes here. Do you have jerry can by any chance, or could you hang with me and, if I run out, give me a ride to the next town? But he passes at 85 and disappears in the empty distance.

You wonder, If I drop it to 45 mph from 55 would I get significantly further, or would it just delay the time at which I run out? Either way, once I'm walking there's no way I'll get to the next town before nightfall.

What's the furthest past E I've ever seen the needle?

I suppose that mood is bound to figure in the next election (not for me, I can't vote, but for anyone else that's feelin' it.) Of course, the price shock those people will get at the gas pump, when they find one, will become a political football.

"Drill, baby drill"

"Open up the strategic reserve."

"Approve offshore projects, and open up the Arctic National Wildlife Refuge."

Politicians will pander to an electorate with the attention span of fruit flies. The truth is, there's no way that untapped offshore or arctic oil could get to refineries in a time frame of less than several years. But even if it did, there's simply no mechanism for that production to result in lower gasoline prices.

The reason that's true is, the drill-baby-drill morons are the same ones who don't want the government to regulate anything. If a country has its own oil, and wants to force the companies that extract it to sell it for less than the world price (or export some at full price and use those profits - ie, tax oil production - to subsidize consumers) then domestic gasoline prices can drop. That's what that commie Hugo Chavez does in Venezuela. Gas is about ten cents a gallon down there. And the Saudis who bankrolled 9-11 also benefit from subsidized fuel prices.

But we hate them. So as it is, American oil producers sell to American refiners at the world price. Domestic oil producers would face immediate shareholder suits if they sold it for less. Refiners buying domestic production pay same price they pay to Hugo Chavez, and that they pay to the people who write Al Qaeda's checks, and to the Koch brothers. Oil is a fungible global commodity.

That means that whoever drills our wells and builds the pipeline systems necessary to get our oil to the nearest refiner will sell it at the world price. And that, in turn, means that the only way incremental oil production from offshore wells or the arctic could influence the price Americans pay at the pump is if there was so much oil available from those sources that it flooded the global market.

There isn't that much. Even what we could produce would take five to ten years to reach the market, but the wildest bullshit artists from Washington to Wichita won't claim there's anywhere near enough to meaningfully affect the global price for crude. In fact, all the incremental oil we could possibly get to refiners in five years, drilling willy-nilly without any environmental reviews or anything, would amount to a rate of production that some Saudi could counteract by turning the wheel on a big valve over there about a sixteenth of a turn. OPEC makes those little production adjustments all the time.

So you see, you can drill everywhere, and pump everything. You can kill the last polar bear and soak the last pelican in oil, and you'll be foiled by that guy in Saudi Arabia, who'll drive his gold-plated Hummer out to that great big valve in the desert turn that valve one tiny squeak, and the world price will go right back to where it was.

Desperate times call for desperate measures. But they don't call for stupid measures.

You want to pay less at the pump? Use less. Ride to work instead of drive; even gas-guzzling motorcycles get twice the average fuel mileage of cars in similar use.

Thứ Bảy, 23 tháng 4, 2011

At #8 - Floyd Clymer; eccentric serial entrepreneur

Clymer was already famous as a young teenager – at 13 (in 1909) he was the youngest Ford dealer in the country! He went on to become a winning motorcycle racer and soon had a dealership for Harley-Davidson and Excelsior motorcycles in his home state of Colorado. He was an innovative marketer and one of the first people to sell motorcycles to police departments and delivery businesses. In his early 20s he began publishing his first motorcycle magazine. 
Curiously, it was after Clymer sold Cycle Magazine that the U.S. moto-mags started getting things ass-backwards.
His career was put on hold when he served a year in federal prison for mail fraud. He had been offered a chance to plead guilty and avoid prison altogether but he always claimed he was innocent and refused to admit a crime he didn’t commit. When he got out of prison he took over the distribution of Indian motorcycles on the west coast. Here again, he had marketing savvy, arranging for Indian motorcycles to appear in films and lending them to Hollywood stars. When Indian faltered in the ‘50s, Clymer desperately tried to save the brand but failed. He also was briefly the importer of the eyebrow-raising Munch Mammoth motorcycle.
Last but not least, he was the publisher of Cycle Magazine from the early ‘50s to the mid-‘60s and ran a very successful business publishing motorcycle repair manuals.

Thứ Sáu, 22 tháng 4, 2011

Blogpress for iPad





These days I am trying to extend my blogging capabilities. Our household has so many different electronic devices connected to the Internet I thought I would try to blogging from each of these different devices. I have recently purchased a copy of Blogpress for iPad.

http://blogpressapp.com/

So far it works very well, maybe not as good as Microsoft Live Writer, but great for blogging on the go.




- Posted using BlogPress from my iPad


Revit 2012 printing issues




I read with interest the problems Alan over at Revit Learning Curve was having with printing from Revit 2012. More details on his challenges can be found here.......

http://cadalot-revitlearningcurve.blogspot.com/2011/04/printer-plotter-bugs-with-revit-2012.html

Now this opens up an interesting debate; Is this a bug with Revit 2012 or during the update of Revit 2012, has what ever changed made the drivers incompatible? In my view, two different items. Now I have never really been a big fan of Kip printers; they are cheap and do a reasonably good job, but they are hardly Oce Printers. But not everybody can afford Oce devices! I remember as far back as Revit 5 having stability issues when printing from Revit to a Kip printer. Anyway, after trying various different driver versions, we got one which provided reasonably good results.

Anyway, to the point of this post. Let's assume there is a genuine issue with 2012; who's fault was it and why wasn't it picked up before? Those that Beta tested the product or Autodesk? Now I will put my hands up and say, when I was testing Revit 2012 I did not attempt or try printing from the beta software, which I have to admit is very poor! Thinking about it, we all talk about the virtual model, but printing the deliverables is still part of the basic delivery process. So I wonder if anybody else tried printing during the beta? Alan did you try printing during the beta? because if you had, I wonder if you would have picked up the problem then? Should we be blaming Autodesk? I have visited the factory a number of times and I certainly didn't find a room packed full of all the latest printers run test plots from future versions of Revit.

I guess this is the real issue; we get so excited about the new functionality, yet we miss the fundamentals. The nature of software will mean there will be issues, the beta program is supposed to pick up these issues, but the fragmented nature of the Windows platform will mean that things sometimes get missed. I am sure Autodesk will put there hands up and say that there is an issue, which they will fix. Maybe it's not; it could fall on the printer firms to fix there drivers, if this is the case, you may be waiting a long time! However, its also up to those that get invited to test the software to help QA the product. Once upon a time I couldn't wait to get the latest version installed onto my laptop, nethertheless these days I take the view, wait until service pack 1!! ;-)

- Posted using BlogPress from my iPad

Thứ Năm, 21 tháng 4, 2011

Whitewater Clinic with Johns Hopkins University


I just finished an awesome clinic with Johns Hopkins University.  We paddled for four days on a different river each day.  The water levels were great.  The skies were clear.  It really was a perfect long weekend of paddling.  We paddled the Green, Chattooga, French Broad, and Pigeon Rivers.  This is my third year working with this group and each year I am a little hesitant because the rivers are going to be cold and the weather is horrible for people to be learning to paddle.  But each year this group shows me that the passion for learning can over come any thing.   These guys are so fired up to paddle and learn more that by time we start our first paddling session I am ready to go and paddle all day long and teach these guys because they are so excited about the whole thing.

It is hard to not be stoked when folks are having this much fun.

We even let Canoes come along.  Nice Save!

Setting up for Bulls Sluice!

Nice Line Paul!

Thanks to Green River Adventures and Johns Hopkins University for having me be a part of this great session.  I hope we get to do it again.  Its a great way to get spring started.
Cheers
Shane

Now I need to get whitewaterinstruction.com going again.

Entrepreneur #9 - How 'the ice-cream man from hell' built the world's coolest museum

The Morbidelli V-8 is tucked away in a corner; the Britten gets a little more limelight. The Barber Vintage Motorsports Museum houses what can, at least arguably, be called the best motorcycle collection anywhere. There’s absolutely no doubt that it’s the best motorcycle museum. The 140,000 square foot facility, set in the middle of a 720 acres ‘motorsports park’ was built between 1999 and 2002, and cost George Barber about $60 million.

What’s striking about the story of Barber’s collection is that it all came together quite recently. He was no Sammy Miller, who’d been on the scene for donkey’s years. Barber only bought the first bikes for the collection in 1988. The fact that it’s now grown to over 1,200 bikes reflects another side of this white-haired gent with a honeyed drawl; he’s also fiercely competitive.

Barber’s dad operated a large commercial dairy in Birmingham, after WWII. He wasn’t necessarily a spoiled rich kid, but he was pretty rich. As a young man in the 1960s, he raced Porsches at Daytona and Sebring. He didn’t treat it like a hobby; his rivals called him ‘the ice cream man from hell.’ When I interviewed him, forty years after he’d hung up his helmet, he still took pains to make sure I wrote down the number of wins he racked up: 63.
The 'ice-cream man from hell' in one of his Porsches.
 When his dad turned over the company to him, George channeled his competitive instincts into the business and, over the next 30 years Barber Dairies’ annual turnover reached $300 million. With no time to race, he started to acquire a few collectible cars.

Funny story about how the collection took shape: Barber had a fleet of delivery trucks for the dairy business, and a garage where the company maintained them. One of the garage employees, a guy named Dave Hooper, was due to retire. Barber worried that Hooper was the type who, without anything to do, would just wither and die, so he asked Hooper to restore a couple of cars.

It turned out that experience beating delivery trucks back into shape wasn’t that transferable to aluminum race-car bodies, and those first restorations didn’t go too well. It was Hooper who suggested that they try restoring a couple of motorcycles, and George went out and bought a 1953 Victoria Bergmeister and a ’59 Panther for his pensioner to work on.

At the museum, when they tell this story they emphasize that, at that point, George had a minor epiphany. He’d always worked on his own race-cars, and he fell in love with the way the bikes’ working bits were not concealed behind bodywork; he could see the suspensions, frames and motors. Talking to him, I could tell that was true for what it was worth, but something else also came out: that old competitive streak.

Even with his substantial resources, by the late '80s, the price of desirable collector cars meant that George would never have the world’s best car collection. He couldn’t even afford to assemble the world’s best Lotus collection; that was billionaire territory, and he only had, oh, hundreds of millions.

“But I realized,” he admitted to me, “that I could have the world’s best motorcycle collection.” He sold off his cars, and set out to do just that, and as quickly as possible.

He bought a warehouse near the dairy. In a year or two, all the floor space was filled and Barber built 20-foot racks to store them several bikes high. Although it was nominally open to the public, the collection was in pretty sketchy neighborhood and few people visited; it was one of American motorcycling’s best-kept secrets. I had friends who sought it out, and came back awe-struck. He was collecting and displaying motorcycles on shelves, the way other people displayed toy bikes. Around the world, collectors and curators grumbled about an upstart American – ice cream man from hell, indeed, who’d upset the collecting apple-cart. He was accused of single-handedly inflating the market for vintage bikes. 
Barber, more recently, with an ex-Surtees MV. He did have enough money to acquire the world's very best motorcycles...
Rival curators just didn’t get it; it was a competition and George was winning. The rest of it was only money. In 1998, Barber sold his company. That meant he had even more cash to spend on bikes, but that he had to move his collection out of the old warehouse, which went with the business. That’s when he bought an abandoned gravel pit on the outskirts of town, and decided to build the best motorcycle museum in the world, to house the best collection. If there was a downside, it’s that with the collection’s small staff fully occupied, he withdrew from AHRMA racing; for years his rivalry with Rob Iannucci’s Team Obsolete had defined AHRMA’s premier classes.

When his park – trust me, it doesn’t look like a quarry any more – and his track, and his museum were finished and his collection was installed, he gave it all to the city of Birmingham. Talk about your gracious southern gentleman, eh? George Barber maintains an office at the museum, but he doesn’t spend too much time there. He’s the kind of guy who’s always looking to the next challenge, and he’s busy with other things. The last time I talked to him he was preoccupied with some big real estate development projects. That’s the competitor coming out, again. After you win, you celebrate one night, and then focus on the next race.

If you haven't been, you owe it to yourself.


Thứ Tư, 20 tháng 4, 2011




Cappellini, Altavilla
Studio Cappellini, 2005

Series of round or square coffee tables composed by two wooden tops macroter or polish lacquered in the colours of the collection, joined through a polish chromed steel stalk. Feet in polish chromed metal.

Download 3D models from Hotfile

www.cappellini.it

Ten entrepreneurs who made things happen

It’s hard to make a good motorcycle. Maybe it’s even harder to make money making motorcycles – but if it wasn’t possible to do so, we’d have nothing to ride! Over the next couple of weeks, I'll post short bios of ten of the most influential motorcycle entrepreneurs.

At #10, “Big” Bill France – promoted the Daytona 200
France is best known as the father of NASCAR and the builder of Daytona International Speedway. The city of Daytona Beach convinced the AMA to hold the 200-mile national championship race there in 1937. After a few lackluster years, it seemed Daytona would lose the race, until France (a mechanic and beach racer - in cars) was convinced to become the promoter. He continued to promote the race until, realizing that it could not continue on the beach, he built the speedway. He opened his track in 1959 and the AMA saw the light and moved the race there two years later. Under France’s control, the race became an international sensation. Over the next ten or 15 years, it became the only American road race with really 'international' stature; Hailwood, Agostini and a host of GP stars often came over to race there. Bill France died in the early '90s, and his son, Bill Jr., took control of the Speedway
Bill France, with his son Bill France Jr., who was an avid motorcycle racer in his younger days.
A friend of mine recently told me a story about going to meet Bill France Jr. shortly after he took over the family business. By that time NASCAR was already a big business, but the most prominent racing photo on the office walls was a shot of Bill Jr. racing a Bultaco short tracker. Over the last few years, many in the motorcycle racing community have been dismayed by some of Daytona Motorsports Group's handling of AMA Pro Racing, and some have wondered if the current head of the family dynasty has lost his love of motorcycles. I think it's more likely that, since NASCAR is so much more important to the dynasty than is motorcycle racing, he simply has to delegate.

Thứ Ba, 19 tháng 4, 2011

Notes from the blue groove - Du Quoin

I just got back from Du Quoin, where AMA Pro Racing held the first indoor flat track race in about five years. The whole journey will take a while to write up; suffice to say that I started and ended the trip from Kansas City on my corroded Triumph Bonneville, but that I arrived and left Du Quoin in a rental car. Use your imagination...

Nope, it was way worse. Oh well, all's forgiven now that the Triumph's running again.

I thought battery life could be a problem on those electric bikes...
Before Du Quoin, I chatted with a few flat track lifers who told me that on those really short tracks (laps of less than 12 seconds!) anything could happen. I can't remember who won last time they raced there, but I think it was a guy who'd never won a national before, and hasn't since.

Walking into the arena itself was a little underwhelming. It's no Astrodome, if you're talking indoor nationals. It's not even a Cow Palace. There's about 2,500 seats along one side, and the bikes were packed into a space about 30 feet wide between turns 2 & 3,  and the outside wall of the arena.

The surface in the arena started out fantastic. Walking across it in my sneakers, it was so tacky that that my feet actually made little sucking sounds with each step. Chris Carr told me, "It's great! It's the 'Mile' dirt but it's indoors so it won't dry out."

AMA Pro worked the surface at every opportunity in practice and qualifying, when the riders - as much as possible on such a tiny track - tried to stay out of each others' way and put in a clean lap. 55 Experts showed up (54 guys and Nichole Cheza.) There were more Experts than Pro class riders. With only 48 slots up for grabs in the heats, that meant several guys would be sent packing after - get this - a total of less than two minutes of practice and qualifying. You had to come out of the pen with your hair on fire from the first moment.

Early in the night, grip was not an issue.
In those first sessions, while it was the tackiest imaginable clay cushion, the grip and lean angles were awesome. The handful of fans who showed up that early saw some amazing riding. Sammy Halbert told me after the first session that he thought he had too much grip, and that his bike was hooking up and running him wide. As frantic as it looked, riders had to be as precise as possible. There could be 10 guys in the same tenth of a second, so there was no such thing as a tiny error. And there was a mark to hit every second or two, so there wasn't much time to gather things up if you missed one. This was racing reduced to its essence, with many riders electing to start in second gear, and not shift even once all race. Picture speedway, but with the entire night's field on the track at once.

As the stands filled up (not totally, but I'm guessing there were at least 1,500 people for the show) AMA Pro let the groove develop; fans, understandably, would rather watch racing than the tractor. Everyone I talked to before the heats had expected a groove, but most of them thought it would have enough grip that the winning tactic would be to nail your start and then pole-putt around the inside.

Instead the groove got slick, and the fast line was at the edge of the cushion. Carr and Coolbeth, in particular, dominated their respective heats. Kenny Tolbert must've forgotten to tell Chris that he's an old, slow guy on the verge of retirement. He looked about 19 out there.
Textbook style, just the way they teach it at American Supercamp where he's the most regular guest instructor. Carr ran away from the field in his heat race, and the Dash For Cash was a preview of the Main. No one at Du Quoin had anything for either Carr or Coolbeth.

With the inside line that slick - it was slippery even to walk on it - there was not much chance to "high-low" the guy in front of you. The door seemed to be open, but there were very few guys who could hook up on it at all. It got pretty physical out there, although the Experts might've been slightly chastened by watching a Pro crashfest that included a couple of real pile-ups.

At the end of the night, while anything might've happened and we could've seen an unexpected winner - one of my tipsters picked Jimmy Wood - it was Coolbeth who took advantage of Carr's one bobble in duel between the two smoothest and fastest guys out there. Jake Johnson was the best of the rest, so the three single-digit guys on the podium were the same guys who've accounted for something like 200 Grand National wins between themselves.
One insider tipped Chad Cose (49) as a dark horse going into the event. He spends the winter riding the Barn Burner series in NorCal, and raced Cow Palace before Du Quoin. Indeed, he led Coolbeth early in their heat, then on the next lap...

...this happened. Coolbeth was not to be denied, all night.
 As everyone packed up and left, we walked out into a night that had grown almost breathtakingly cold. It sure as hell didn't feel like an April evening in a place that's nearly in Tennessee. It was lucky as hell that the event was indoors, or the audience would've been frozen by the last race.

By the time the Main  rolled around, the groove was so slippery I could tell it was useless to race on just by walking across it.
 I'd love to write a bit more for you, but I'm on about three deadlines Gotta' go!

Thứ Hai, 18 tháng 4, 2011


Cassina, Ospite
Charlotte Perriand, 2004 (year of drawing — 1927)

Table, extendable to the desired length (maximum 300 cm.), by slide-in panels on special support glides.
The table is composed of three elements:
- double trestle in chrome plated steel at one side of the base
- rectangular unit in matt white painted wood, to contain the sliding panels, at the opposite side
- top covered in washable, black special material.

Download 3D model from Hotfile

www.cassina.com

Newforma Addin for Revit

image
If you don’t know by now, I’m a big fan of Newforma! Whilst on the face of it you may think I am biased because my old boss now heads up the EMEA division and a few others friends have set up a the first Newforma reseller in the UK. Far from it, I remember seeing Newforma well before Tim Bates joined Newforma and I was instantly struck by its ease of use, flexibility, understanding of the architectural workflow and density of functionality. Whilst I have heard a few (and you know who you are!) just say that the Newforma is only great for managing emails, maybe readying this article will give you a different opinion.
http://www.newforma.com/getdoc/9477e984-3ab5-4ca9-8eb4-26b37af8a53a/Article-CADUser-Synchronicity.aspx

Thứ Sáu, 15 tháng 4, 2011

Waves building on Lake Michigan

Last night, the wind began to blow out of the north, shifting to the northeast and then to the east at speeds of 20 to 30 knots.

A low pressure system moves in, bringing wind and waves.
Here on the southwest corner of Lake Michigan, that translates into considerable wave heights.

Wind data from a water intake crib off shore.
By noon today, the waves were surpassing the break walls and things were getting pretty chaotic.








At Montrose Beach, one of the best surfing spots in Chicago, the waves were 5 to 7 feet, with clapotis in places adding a few more feet. 


If this front moves through as predicted, the wind should be out of the south tomorrow, and the waves should clean up and provide some good surfing, though the water temperature will still be in the low 40s. Local paddlers are already making plans to take advantage of this early-season surfing opportunity.