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The Club PUBlication  09/24/2018

9/24/2018

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​Apple designer Jony Ive is 'zealous' over the tech giant's most personal deviceThe man who turned Macs into candy colors now pays the most attention to Apple's watch. 
By Christina Passariello Washington Post
 
SEPTEMBER 18, 2018 — 6:37PM
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Jonathan Ive, Apple’s chief design officer, looked at some new iPhone models with CEO Tim Cook during an event to announce new products Wednesday.
CUPERTINO, Calif. – Jony Ive, Apple's design chief, last Wednesday unveiled a new iPhone, the biggest deal at the biggest gadget launch of the year. But a different product is closest to his heart: the Apple Watch.

Ive, Apple's chief designer, gave Apple's original wearable device a complete makeover in form and function. The Apple Watch Series 4, which Apple also introduced last week as part of its annual product event, is slimmer and has new health tracking features such as the ability to take an electrocardiogram and detect hard falls — and is increasingly independent from the iPhone. That gives it a more profound purpose, in Ive's vision, and sets it apart from other technology.

"Every bone in my body tells me this is very significant," Ive said in an interview in the Steve Jobs Theater at Apple's headquarters following the event. Ive, like the former Apple CEO who was his close friend, speaks of Apple innovations with fervor. The new watch "will be a more marked tipping point in understanding and adoption of the product. "

Much of the attention and anticipation around the annual event is wrapped up in Apple's bestselling device, the iPhone. There is a new line of them again this year, bigger and more expensive than before. But the watch, which isn't even four years old yet, has established itself as a significant adjacent business. Apple doesn't break out sales numbers, but said its device is the bestselling watch in the world.

The increasing popularity of the watch, which Ive has set up as the cornerstone of wearable technology, is critical to Apple as the iPhone sales growth wanes. "Apple's inception was about making tech useful and relevant, in a very personal way. And the watch is unambiguously the most personal product we make," said Ive, who joined Apple more than 25 years ago and first made his mark with the candy-colored iMacs of the 1990s.
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Ive won't give away how Apple wearables could spiral beyond the watch, though company watchers expect an augmented reality device could be in the works. He hints that the watch, on the other hand, could evolve in the years to come.


PictureThe new Apple Watch 4 takes health benefits one step further with an FDA-approved electrocardiogram function.
"The clues for the future are when you can have a high degree of confidence that you personally are connected to the Net — not your phone, you," said Ive. Sporting a new watch with a white rubberized band, Ive said the gadget has helped him lessen his dependence on his phone.

It has taken time for the watch to gain traction. When it was introduced in 2015, the watch was pitched in part as a fashion accessory, and Vogue devoted a spread to it. More recent versions began to emphasize health with new apps and functions — measuring heart beats, encouraging deep breaths, challenging friends with fitness goals.

Then the letters began pouring in. People described how the watch saved their lives, by detecting medical abnormalities or allowing them to contact someone in an emergency such as a car crash. Ive said he has read "thousands" of the letters and has used his watch in an emergency.

"I'm so zealous about the watch because I see it as making a material difference to people's quality of life and actually their ability to be alive," Ive said.

The new Series 4 takes the promised health benefits one step further than before. Apple received Food and Drug Administration clearance for its electrocardiogram function, also known as an ECG or EKG, which Apple claimed was the first time it has been granted to a mainstream direct-to-consumer device.

Ive said the digital crown on the side of the watch had to be redesigned to be conductive for a pulse. As a result, the cellular version of the watch has a thin red circle around the outside of the crown, instead of the full red dot in the previous watch. The crown is one of two touch points necessary for the EKG function, along with an electrical heart-rate sensor implanted in the back of the watch.

Still, the clinical capabilities of smartwatches are in question. Researchers from the University of California at San Francisco used an older version of the Apple Watch to monitor for signs of atrial fibrillation, which is a major cause of stroke. They found it was not a reliable method of detection. Apple partnered with Stanford University a year ago to conduct a study on monitoring for irregular heartbeats.

The revamped watch, which starts at $399, is smaller in volume than its predecessor but has a bigger screen. In the past couple years, it has become increasingly distinct from the iPhone including by its own cellular connection. New sensors, faster chips and a louder speaker continue to make it more of a stand-alone device.

The bigger screen, which stretches closer to the edge of the watch, makes the watch easier to use — but Ive sees it as a way to be less glued to our devices.
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"The screen size isn't so expansive that you somehow feel you'll fill every minute browsing whatever you browse, whether it's your social media," Ive said. He added: "It addresses that functional imperative of being able to be in touch."

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The Club PUBlication 09/17/2018

9/17/2018

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​Whether we believe in "Global Warming" or not.  Whether it is caused by civilization or not.  I think we can ALL agree we are experiencing the effects of Global Warming.  We know how to limit it's effects.  Question for us to answer is . . . Does the following article reflect actions that are in our best interest?  

President wants to roll back power plant rules, increasing pollution
By CHRISTOPHER FLAVELLE and JENNIFER A. DLOUHY Bloomberg

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J. DAVID AKE • Associated Press The Trump administration on Tuesday proposed a rollback of regulations on coal-fired power plants.
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The U.S. Environmental Protection Agency says its proposal to relax greenhouse gas limits on power plants will cause as many as 1,630 additional premature deaths annually by 2030 from heart and lung disease — an estimate independent experts say may be low.

The projection is contained in a 289-page technical document accompanying the agency’s proposal to replace the Obama-era Clean Power Plan that was released Tuesday.

The new rule would give states more leeway to set limits on greenhouse gas emissions from their power sectors — even though, by the agency’s own admission, that will result in higher levels of particulate matter and ozone being emitted by coal plants than would have occurred under President Barack Obama’s plan. That pollution is linked with respiratory infections, asthma and impaired lung function.

“The Trump EPA once again proves that it cares more about extending the lives of old coal plants rather than saving the lives of the American people,” Conrad Schneider, advocacy director of the Clean Air Task Force, said by e-mail. “The result will actually be more pollution and unnecessary loss of life.”

That shift would cause 240 to 1,400 additional premature deaths in 2030 from particular matter, and 6 to 230 additional premature deaths from ozone, the EPA estimates. The agency also expects its rule change to result in as many as 96,000 more cases of exacerbated asthma in 2030, as well as 48,000 more lost work days, 140,000 more lost school days and 26,000 more cases of upper and lower respiratory symptoms.

The number of additional premature deaths caused by the rule isn’t obvious, because the agency mislabeled a key table in the technical documents. Figures that should have been presented as “Premature deaths among adults” were instead presented as “Avoided premature deaths among adults.”

“It’s a clerical error, and we are working to fix it,” Molly Block, a spokesperson for the agency, said by e-mail.

Even with that correction, the numbers are a significant drop from the agency’s own earlier estimates about the additional deaths that would result from scrapping the plan.

Under Obama, the EPA asserted that significant health benefits would spring from reducing the amount of soot that emerges from coal plants. When inhaled, that fine particulate matter can penetrate deep into lungs and sometimes into the blood stream, exacerbating heart and lung diseases, causing asthma attacks and sometimes leading to premature deaths.
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Bill Wehrum, the assistant administrator for EPA’s Office of Air and Radiation, acknowledged there would be collateral effects on conventional pollutants, but stressed the agency will continue addressing that
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The Club PUBlication  09/10/2018

9/10/2018

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Know how to get              unstuck

​Someone in the midst of a slump can't imagine the possibility of overcoming it. But it will happen. 
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By Harvey Mackay SEPTEMBER 1, 2018 — 12:07AM
Three men were in a pickup truck driving in the woods when they got stuck in the mud. The driver became angry and began to shout and curse. He pounded on the steering wheel and then sat fuming about their bad luck.

The second man climbed out of the truck and took refuge in the shade of a large tree. “I’m going to hang out here until someone comes along who can tow us out,” he said. He fumbled with his cellphone, getting more and more frustrated when he couldn’t get a signal to call for help.

The third man retrieved an ax and a saw and found a felled tree. He cut pieces to wedge under the tires so the truck could drive out of the mud.

We all get “stuck in the mud” at times as we travel down life’s road. Will you melt down, walk away and do nothing? Or will you embark on a course of action for getting unstuck?

The key is how to get unstuck. I’m referring to the times you feel uninspired or overwhelmed, lack focus, feel anxiety or consider giving up. Do you wait for someone else to shake you out of your funk? Do you ignore the situation and hope it goes away? Or do you reach inside to discover what works for you and use it? Here are some ideas I’ve heard.
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Ever heard of power posing? American psychologist Amy Cuddy did a study that found if you stand for 120 seconds like Superman or Wonder Woman, your body chemistry changes. Testosterone increases and cortisol — the stress hormone — decreases, which make our bodies and minds feel better and more powerful.

Life coach Tony Robbins also believes the best way to get unstuck is not with your mind, but with your body. He stresses movement, breathing and shifting your body.

Clinical psychologists suggest that before you can get unstuck, you must figure out what the problem is and then deal with it. Studies show that paying more attention to your experiences can help you to gain greater control and insight into your emotions. It can increase your tolerances and help increase awareness. Paying attention to your experiences is a skill, just like riding a bicycle. The better you get at this, the less likely you will get stuck.

From time to time, even the most creative minds get stuck. Like a baseball player who can’t get a hit or a salesperson who can’t close a sale, someone in the midst of a slump can’t imagine the possibility of overcoming it. But ballplayers and salespeople who don’t give up usually manage to work their way out, and so can you. Try some of these strategies:

• Take some time off. In other words, seek a change of scenery. Instead of increasing your frustration, back away for a while. Go to the movies, visit a museum or attend a sporting event. Taking your mind off the problem can give you a chance to recharge.

• Talk to people. Don’t isolate yourself. Go out and talk with friends, family members, co-workers, whoever. You don’t have to ask for suggestions or advice. Just open yourself to other conversations and ideas.

• Change your routine. Shake up your day by taking on tasks in a different order or switching things around in your workplace. Delegate jobs you always do yourself and take on projects that you usually hand off, for example. Or start your day with long-term planning and end it by checking your e-mail if you typically do the opposite.

• Engage all your senses. Approach the problem from a different angle. What would a solution feel like in your hands, sound like as a song, taste like if it were a beverage? Don’t limit yourself to what you can see. Extend your mind in different directions.

• Work out. Do something physical to get the blood flowing through your body and your brain. Hit the gym, lift some weights, go swimming or just take a long, brisk walk. Pay attention to your surroundings instead of thinking about the work you are not doing. You may find a fresh idea right in front of you.


              Mackay’s Moral: Don’t let getting stuck leave you out of luck.
Harvey Mackay is a Minneapolis businessman. Contact him at 612-378-6202 or e-mail harvey@mackay.com.
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The Club PUBlication  09/03/2018

9/3/2018

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Doug Cushnie in his 1927 Bugatti in Sherman, Conn. Bryan Anselm • New York Times
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                         The passion (and sometimes profit)
​of vintage racing.  There's a new interest in old race cars, and they don't just sit around. 

By JACK SMITH New York Times
 
AUGUST 29, 2018 

In the best sporting tradition, Douglas Cushnie doesn't like to talk about how much his vintage Bugatti — a 1927 Type 35C Grand Prix — might be worth.

"If it had a racing history or distinguished provenance, it might command a million at auction," Cushnie, 61, said. "But I wouldn't sell it at any price. Nor would I consign it to a garage or a museum. It was built to race."

That's just what Cushnie will do this Labor Day weekend. He'll fire up his antiquated road rocket and go wheel to wheel with a gaggle of other prewar racecars along the track at Lime Rock Park in Connecticut.

"This is my first big race," said Cushnie, of Sherman, Conn. "It would be nice to win, but most of all I hope I don't break something. Parts are expensive and hard to find. And even if you finish first, there's no prize money."
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Yet the paucity of purses doesn't keep thousands of well-heeled Americans from participating in the numerous vintage auto events — not just cruise nights, parades and concours d'elegance, but races, rallies and hill climbs — that take place every weekend across the country.
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BRYAN ANSELM • NEW YORK TIMES
Doug Cushnie in his 1927 Bugatti in Sherman, Conn. The 10th United States Bugatti Grand Prix is expected to attract some 80 examples of the eponymous marque from all around the world to Lime Rock, Conn. for three days of racing, rallies, a concours, and all-around hobnobbing.


This year, one of the biggest is the 10th U.S. Bugatti Grand Prix, expected to attract some 80 examples of the eponymous marque from all around the world to Lime Rock for three days of racing, rallies, a concours and all-around hobnobbing.

Though vintage racing is an amateur affair, it isn't the kind of competition anyone pursues on a shoestring. Nowadays no such gathering of old-car buffs is complete without talk turning to $40 million Bugattis, $60 million Ferraris and the prospect of even higher-priced machinery going onto the block.

It wasn't always this way, said Ford Heacock, founder of the Sportscar Vintage Racing Association. "In the 1950s, vintage racing was a ragtag, unsafe hobby," he said. "The cars were relatively inexpensive."

Up through the 1970s, cars that now sell for prices in the millions went for $15,000 to $20,000, Heacock said. "Vintage sport cars were rarely raced because there was no place to race," he said. "Practice time was cheap — a track might cost $50 for a weekend, but it was hard to find one."

But the vintage car market took off in the 1980s, said Phil Tegtmeier, a Ferrari broker and concours judge from Bryn Mawr, Pa. " 'Magnum P.I.' and his 308 GTS Ferrari were on TV every week and everyone wanted a Ferrari," he said.

One of those who wanted a Ferrari was fashion designer Ralph Lauren. Jaws dropped in 1985 when Lauren paid $650,000 for a 1962 Ferrari 250 GTO. "By the late 1980s, Ferraris were appreciating so much it was possible to lease one, keep it three or four years, and then turn it in for a profit," Tegtmeier said.

But performance models are meant to be driven, not merely observed. That goes for vintage examples, too, and a whole cottage industry has grown up around getting them — and their drivers — ready to race.

John Barber, who goes by Skip, began his racing career in the late 1950s while an undergraduate at Harvard.

"I didn't have any money," Barber said. "I was going to Harvard on a scholarship and driving a borrowed 20-year-old MG." Barber said he couldn't afford track time to practice, so he would tear around the roads surrounding Boston after 2 a.m., when nobody else was driving. Those breakneck excursions through the moonlit countryside paid off. He won three Sports Car Club of America national championships in a row in the mid-1960s.

Along the way, he had an epiphany: If athletes in every other sport could benefit from coaching, why wouldn't race car drivers? More to the point, why couldn't their instructor profit from helping them hone their skills on the track?

In 1975, with two borrowed Formula Ford open-wheel racers and four students, he started what is now called the Skip Barber Racing School, whose alumni include Mario Andretti, Tom Cruise and Jerry Seinfeld. Today, there are dozens of high-performance racing schools around the country, certified by the Sports Car Club of America and offering courses that can cost up to $7,000 for five days of instruction. The Skip Barber Racing School — Barber sold his controlling interest years ago — charges just under $2,000 for a one-day program.
Then there's the matter of the car.

A race-worthy model — an old Mustang or Corvette — can be had for as little as $15,000 to $20,000, said Terry McGean, editor in chief of Hemmings Motor News. But that's just the beginning.

"Chances are you'll need to restore it, and that can cost another $15,000 to $20,000," he said. "Or you can buy one ready to race for $50,000."

Safety equipment will add to the cost. Once ready to race, a vehicle that's not road legal must get to the track, requiring a trailer and something to tow it. Any vintage racing event will be generously dotted with expensive motor homes.

At Paul Russell & Co., a Massachusetts dealer and restorer that offers maintenance and even support at road rallies, Alex Finigan, the sales manager, looks askance at the idea of an owner ever parting with a car worthy of his dealership.
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"People never buy our cars as investments," he said. "Our clients are hard-core car guys. If you can afford it, then buy it. But we don't sell our cars in hopes it will go up in value."
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Still, Finigan acknowledged that almost every car that his company had sold — a carefully curated selection of vehicles that includes vintage racers — had gone up in value.

"Nobody can see into the future," he said, "but if you look five years ahead, you'll see our cars will go up at least 15 percent."
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