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EdwardZ

Member since Jan 2013 • Last active May 2018
  • 1 conversations
  • 1,167 comments

Most recent activity

  • in Bikes & Bits
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    I think 'custom' as in if you want colours of the canvas and leather they already do for a certain bag model but in a different combination.

    Still. Carradice these days has so many colours.. Not that I'd want anything other than black.. Does the custom cost extra? I'd be curious about the black leather. The white leather belts on my Camper looked new like a kind of buff leather with a waxed front surface. They have worn extremely well despite rain, sleet, snow and burning sun. Don't know if they are still using the same leather process. The black leather I assume is blue split (chromed)..

  • in Bikes & Bits
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    two custom Camper Longflaps (black with black leather) for me and the Mrs.

    They do custom?? Would not mind another Camper.. mine is some 25 years old and still my favourite given its capacity. I bought an 11l Zimbale but use it instead as a front bag with a Nitto M18 rack.

  • in Bikes & Bits
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    "consumer tubulars" have butyl tubes.

    Team issue race tubulars, Competition, tempo, Sonderclass have latex tubes.

    This is, at best, a half-truth. Most of the team issue Continental tubular tyres ("Pro Limited" and friends) habe butyl tubes. These tyres are finely tuned to special applications. Continental's researchers believe that (their) properly formulated butyl tubes are superior to latex. The standard competitions (and ProLtd) get a very thin buytl inner-tube ( 0.4 mm).

    In order to, however, meet the wishes of some riders (and their mechanics) Continental also make some of these tyres with latex.

    There is a difference in the ride and also unsurprisingly in the air retention time .

    Have you really compared ProLtd latex with ProLtd (non-latex) designed for the same event?

  • in Bikes & Bits
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    Seriously tho someone try these

    https://www.lfgss.com/conversations/3161­90/#comment14187319

    The Syzr?
    I have them on my belt-drive bicycle (matched with Quoc Pham Hardcourt shoes) .. Feels nearly en par with road pedals and shoes. Not quite sure that they'd be suitable for extreme off-road MTB use-- a discipline I know little about and whose gear I neither own nor have practiced with-- but as a "urban" automatic pedal they seem a good choice-- whell.. I selected them :-)
    I think one need view them as an alternative to ATACs.

    Add: I think the main drawback of the Syzr are their retail price. With street prices still floating above £135 / 150 EURO they are a bit (like everything Speedplay) expensive..

  • in Bikes & Bits
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    Mud and speedplays are not friends. Put your foot down once in mud and that’s it, you’re not clipping back in until you’ve cleaned out your cleats.

    That is the point of the Pavé variant.

  • in General
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    Makes sense. It still seems very bad that they'd allow a blind spot that big though, no? In terms of lower speed incidents? Then admit that.

    Cars don't need LIDAR. One can do SLAM without it-- see. for example, https://vision.in.tum.de/research/vslam/­lsdslam.
    You don't need LIDAR to "see". LIDAR is not magic. 850-950 nm is not really ideal-- except that one can get emitters out of silicon. Radar, ultrasonic, optical cameras and other sensors should-- and I think we'll increasingly see this-- be sufficient. Radar works better than 950nm LIDAR in snow, rain and fog. Optical cameras can "see" color and constrast. Ultrasonic has very short distances but works pretty well in all weather conditions.
    Including a LIDAR on the roof is, I think, a good solution this week. Even if they get down to under $250 (and the Velodyne units start at around $4k and some are as much as $80k) and reduced in size there is still no need to have them by the 6 pack.. Don't underestimate the power and potential of optical image capture.
    There are also a number of interesting optical camera capture techniques on the horizon. See: http://web.media.mit.edu/~guysatat/fog/

  • in General
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    that they don't have enough sensors and have significant blind spots:

    Cow droppings.. I would argue that one does not need LIDAR.. and there us a lot of work on new approaches to LIDAR...the article clearly has no idea of the current state of R&D .. there might have been some serious problems with the Uber car but having only one LIDAR on the roof is probably not one of them...

  • in General
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    gree with this; I'd say dealing with automation is nowadays the biggest single human factors problem in aviation,

    My take is given right now what we need is a lot more data I'd leave off the "comfort" and give the impression that drivers and pilots alike are in full control. If a driver does not really know when they are in control they must assume that they are always in control and must be alert, use all their senses (including tracking all the vehicles on the road, making a number of predictions on the characters driving those vehicles and what their potential next moves might possibily be to put one in harm's way etc.) all all times. The question, of course, arises: "how does one know when in robotic mode to suspend autonomy and handover control to the driver-- who at the instant might have thought they had control but did not?" Since we can easily track the drivers pose and head position as well as their affective state, heart and respiratory rate, I conjuecture that we could probably find some appropriate conditions where autonomy is distrupted and control is passed fully to the driver.
    The control driver in this model has nothing to get bored of. In fact, I might even suggest that they are kept under higher cognitive demand than a driver in a normal sedan. As some pilot, resp. cruise, modus proves itself "better than humans" one can then enable them to be deployed without the "guessing game".. so over time more and more features could be "enabled"-- resp. the control game disabled.

  • in General
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    I have come to the conclusion that the current model of driver as control backup is only appropriate when the robotic vehicles perform poorly. As the vehicles get better and better at their task it is increasinly infeasible to expect the human driver to take control when needed. Last week's fatal Tesla crash just as the Uber accident are. as I'm increasingly convinced, sympton not of problems with the AI or sensor but of UI/HCI. The human interface is fundamentally flawed as it demands that the driver be alert and cognitively able to take command. We need, I think, to rethink our current approach and develop a new set of rewards for the driver as long as the state of the robotic control is insufficient (up to level 5) to work without one.
    Until this is solved or adaquately addressed I argue it is negligent to put out cars with increasingly adavanced ADAS (as the case of the Tesla) or continue to conduct self-driving car tests. As this becomes more and more widespead, without the needed paradigm change, we'll see more and more nasty problems. Will the rate be higher than without AI? I don't know. Even if it is not.. it would be clearly significantly higher than need be...

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