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Members of the order, known as rhinogrades or snouters, are characterized by a nose-like feature called a &quot;nasorium&quot;, which evolved to fulfill a wide variety of functions in different species. Steiner also created a fictional persona, naturalist Harald Stümpke, who is credited as author of ...

Rhinogradentia - Wikipedia

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The Snouters: Form and Life of the Rhinogrades is a book originally published in 1957 in Germany (original title: Bau und Leben der Rhinogradentia) by Gerolf Steiner, which wrote most of the book with the pseudonym of Harald Stümpke. This book describes in detail a previously unknown order ...

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In 1961, biologist Harald Stümpke published his famous work Bau und Leben der Rhinogradentia… .

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English translation copyright 1967 by Doubleday &amp; Company, Inc ... General Description of the several groups Uni-Snouters (Monorrhina) Primitive Snouter Types (Archirrhiniformes) Soft-nosed Snouters (Asclerorrhina) Surface Snouters (Epigeonasida) Mud Snouters (Hypogeonasida) Burrowing Snouters ...

Form and life of the Rhinogrades

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Inevitably, every Go developer asks the following question: How do I organize my code? There are many articles and approaches, and while some work well for some, they may not work well for others. Go has no official conventions and preferences on how you should structure your packages and where your non-code resources should reside. Unlike other languages though, Go does not allow . Projects thus require additional planning when grouping code into packages to ensure that dependencies do not import each other. circular package imports The goal of this article is not to specify a strict convention, but rather advocate building for reasoning about your problem domains and how to represent them in your project layouts. robust mental models Project Layout Types No approach is perfect, but there are a few that have gained widespread adoption. Please check the following resources: article on . Ben Johnson's Standard Package Layout . Golang Standards Project Layout excellent talk, presentation and code samples can be found . Kat Zien's here Now we are going to explore what options are available for structuring your applications and distinguish between some good and some bad practices. Flat Structure Rather than spending time trying to figure out how to break your code into packages, an app with a flat structure would just place all of the files in a single package. .go At first, this sounds awful, because we do not use packages that separate concerns while making it easier to navigate to the correct source files quickly. Recommendations When using a flat structure you should still try to adhere to coding best practices. Here are some helpful tips: You want to separate different parts of your application using different files: .go restaurant-app/  
  customer.go  
  data.go  
  handlers.go  
  main.go  
  reservation.go  
  server.go  
  storage.go  
  storage_json.go   
  storage_mem.go Global variables can still become problematic, so you should consider using types with methods to keep them out of your code: package main

import (
	"net/http"
	"some"
	"someapi"
)

type Server struct {
	apiClient *someapi.Client
	router    *some.Router
}

func (s *Server) ServeHTTP(w http.ResponseWriter, r *http.Request) {
	s.router.ServeHTTP(w, r)
} Your function should still be stripped of most logic outside of setting up the application. main() A possible improvement to the flat structure is to again put all of your code into a single package, but separate the package where you define the entry point of the application. This would allow you to use the common sub-directory pattern: main cmd restaurant-app/
  cmd/
    web/
      # package main
      main.go
    cli/
      # package main
      main.go
  # package restaurantapp
  server.go
  customer_handler.go
  reservation_handler.go
  customer_store.go This project layout is usually suitable for small libraries or CLI tools and very simple projects. Anti Pattern: Group by Function (Layered Architecture) Layered architecture patterns are n-tiered patterns where the components are organized in . layers This is the traditional method for designing most software and is meant to be , i.e. all the components are interconnected, but do NOT depend on each other. self-independent We have all heard about the famous 3-tier MVC (Model-View-Controller) architecture where we split our application into the following 3 distinct layers: — Presentation / User Interface ( ) View — Business Logic ( ) Controller — Storage / External Dependencies ( ) Model This architecture translated into our example project layout would look like this: restaurant-app/
  # package main
  data.go
  handlers/
    # package handlers
    customers.go
    reservations.go
  # package main
  main.go
  models/
    # package models
    customer.go
    reservation.go
    storage.go
  storage/
    # package storage
    json.go
    memory.go
  ... This type of layout should NOT compile at all due to circular dependencies. The package uses the package to get the definitions for a and a and the package uses the package to make calls to the database. storage models Customer Reservation models storage Another disadvantage of this structure is that it does not guide us about what the application does (at least not more than the flat structure). This type of layout is strongly NOT recommended when writing applications in Go so try to avoid it. Anti Pattern: Group by Module Grouping by Module offers us a slight improvement over the layered approach: restaurant-app/
  customers/
    # package customers
    customer.go
    handler.go
  # package main
  main.go
  reservations/
    # package reservations
    reservation.go
    handler.go
  storage/
    # package storage
    data.go
    json.go
    memory.go
    storage.go
  ... Now our application is structured logically, but that is probably the only advantage of this approach. It is still hard to decide, e.g., if should go to the package because they are customer reservations or are they suited for having their own package. reservation customers Naming is worse because we now have and which introduces stutter. reservations.Reservation customers.Customer Worst of all is the possibility of circular dependencies again if the package needs to reference the package and vice versa. reservations customers Group by Context (Domain Driven Design) This way of thinking about your applications is called . Domain Driven Design (DDD) In its essence it guides you to think about the domain you are dealing with and all the business logic without even writing a single line of code. Three main components need to be defined: — Bounded contexts — Models within each context — Ubiquitous language Bounded Contexts A bounded context is a fancy term defining limits upon your models. An example would be, e.g., a entity that might have different properties attached to it based on the context: User A in a sales department context might have properties like , , etc. User leadTime costOfAquisition A in a customer support context might have properties like , , etc. User responseTime numberOfTicketsHandled This showcases that a means different things to different people, and the meaning depends heavily on the . User context The bounded context also helps in deciding what has to stay consistent within a particular boundary and what can change independently. If we decide later on to add a new property to the from the sales department context, that would not affect the model in the customer support context. User User Ubiquitous Language is the term used in for the practice of building up a common, rigorous language between developers and users. Ubiquitous Language Domain Driven Design This language is based on the used in the software, and it evolves up to the point of being able to express complex ideas by combining simple elements of the . Domain Model Domain Model Categorizing the building blocks Based on the methodology we will now start to reason about our domain by constructing its building blocks. DDD If we take our example, we would have the following elements: Restaurant Reservation System : Booking Reservations. Context : reservation, customer, storage, … Language : Reservation, Customer, … Entities : Restaurant, Host, … Value Objects : BookedReservation Aggregates : Reservation lister/listing, Reservation adder/adding, Customer adder/adding, Customer lister/listing, … Service : ReservationAdded, CustomerAdded, ReservationAlreadyExists, ReservationNotFound, … Events : ReservationRepository, CustomerRepository, … Repository Now after defining those blocks we can translate them into our project layout: restaurant-app/
  adding/
    endpoint.go
    service.go
  customers/
    customer.go
    sample_customers.go
  listing/
    endpoint.go
    service.go
  main.go
  reservations/
    reservation.go
    sample_reservations.go
  storage/
    json.go
    memory.go
    type.go The main advantage here is that our packages now communicate what they and not what they . PROVIDE CONTAIN This makes it easier to avoid , because: circular dependencies and talk to . adding listing storage pulls from and . storage customers reservations Model packages like and do not care about directly. reservations customers storage Group by Context (Domain Driven Design + Hexagonal Architecture) So far we managed to structure our application according to , eliminated and made it intuitive what each package does only by looking at the directory and file names. DDD circular dependencies We still have some problems though: *?* How can we start a version of our application that contains sample data In our current version sample data is bundled with the application’s entry point in main.go and we have only one main.go . We have NO option to run a sample data version separately from the main version of the application. Maybe we want a pure CLI version of the application where instead of adding reservations through HTTP requests, we want the command line to prompt us for each reservation property? Hexagonal Architecture This type of architecture distinguishes the parts of the system which form your and all the external dependencies are just implementation details. core domain Fig. 1: Hexagonal Architecture Layers Diagram External dependencies could be databases, external APIs, mail clients, cloud services etc., anything that your application interacts with. The problem this solves is giving you the ability to change one part of the application without affecting the rest, e.g., swapping databases or transport protocols (HTTP to gRPC). This is not in any way similar to the model, because: MVC (layered) tends to look at inputs and outputs in a top to bottom way (input -> main logic -> output). MVC Fig. 2: Layered Architecture Dependency Direction treats inputs and outputs on the same level. It does not care if something is an input or an output, it is just an external interface. Hex Fig. 3: Dependency Inversion Direction The key rule in the model is that dependencies only point (only and not the other way around). This is called the . Check by Martin Fowler to learn more. hex INWARDS outer layers depend upon inner layers Dependency Inversion Principle this excellent article Recommendations Based on this approach our project structure could look like this: restaurant-app/
  cmd/
    # HTTP server
    restaurant-server/
      main.go
    # CLI app
    restaurant-cli/
      main.go
    # HTTP server with seeded data
    restaurant-sample-data/
      main.go
      sample_reservation.go
      sample_customers.go
  pkg/
    adding/
      reservation.go
      endpoint.go
      service.go
    listing/
      customer.go
      reservation.go
      endpoint.go
      service.go
    transport/
      http/
        server.go
    main.go
    storage/
      json/
        customer.go
        repository.go
        reservation.go
      memory/
        customer.go
        repository.go
        reservation.go To solve the multiple app version binaries problem we utilize the sub-directory pattern which we mentioned as an improvement to the layout. cmd flat structure We are now able to produce 3 different binaries used to serve different purposes: - main version of the app deploying an HTTP server. restaurant-server - a CLI version with a removed transport layer offering a CLI interface for interaction. restaurant-cli - a sample data seeded version used mainly for testing. restaurant-sample-data We introduce the package which separates our Go code from the binaries and non-code resources, e.g. DB scripts, configs, documentation, etc. which should be found on the same level under the project's root directory. pkg cmd NOTE Using the cmd and pkg directories has become somewhat of a trend in the Go community. It is not a standard by any means, but a good recommendation that should be considered. According to we keep the and packages that represent our core domain. DDD adding listing We remove and packages and instead introduce models in each of the core domain packages, e.g., , , , etc. reservations customers adding.Reservation adding.Customer listing.Reservation The advantage here is that we have separate representations per model according to the ( or ). This allows decoupled model modification and avoids . bounded context adding listing circular dependencies We introduce a package which contains all transport protocol implementations, e.g. HTTP or maybe gRPC in their respective sub-packages. transport The package is another that features its model representations on a storage level and sub-packages for storage implementations, e.g. , , etc. storage bounded context json memory Again, ties everything together and should not contain any logic that would require testing. main.go Conclusion Unfortunately, there is no single right answer, but at least we outlined some examples of problem domains, how to reason about them and how to translate that reasoning into Go package organization. Great freedom comes with great responsibility! Use the following guidelines wisely: “Make everything as simple as possible, but not simpler.” — . Albert Einstein Maintain consistency. Flat and simple is OK for small projects. Avoid global scope and . init() Separate depended upon code into its own package. Two top-level directories: — (for your binaries) — (for your packages) cmd pkg All other project files (DB scripts, fixtures, resources, docs, Docker configs, etc.) — should reside under your project’s root directory. Group by context, not generic functionality. Try . DDD/Hex package initializes and ties everything together. main Also published . here

A Comprehensive Guide to Approaching Package Organization in Go

ANN VERONICA GATHERS POINTS OF VIEW

Moby-Dick; or The Whale, by Herman Melville is part of HackerNoon’s Book Blog Post series. You can jump to any chapter in this book here: . Chapter 53: The Gam [LINK TO TABLE OF LINK] CHAPTER 53. The Gam. The ostensible reason why Ahab did not go on board of the whaler we had spoken was this: the wind and sea betokened storms. But even had this not been the case, he would not after all, perhaps, have boarded her—judging by his subsequent conduct on similar occasions—if so it had been that, by the process of hailing, he had obtained a negative answer to the question he put. For, as it eventually turned out, he cared not to consort, even for five minutes, with any stranger captain, except he could contribute some of that information he so absorbingly sought. But all this might remain inadequately estimated, were not something said here of the peculiar usages of whaling-vessels when meeting each other in foreign seas, and especially on a common cruising-ground. If two strangers crossing the Pine Barrens in New York State, or the equally desolate Salisbury Plain in England; if casually encountering each other in such inhospitable wilds, these twain, for the life of them, cannot well avoid a mutual salutation; and stopping for a moment to interchange the news; and, perhaps, sitting down for a while and resting in concert: then, how much more natural that upon the illimitable Pine Barrens and Salisbury Plains of the sea, two whaling vessels descrying each other at the ends of the earth—off lone Fanning’s Island, or the far away King’s Mills; how much more natural, I say, that under such circumstances these ships should not only interchange hails, but come into still closer, more friendly and sociable contact. And especially would this seem to be a matter of course, in the case of vessels owned in one seaport, and whose captains, officers, and not a few of the men are personally known to each other; and consequently, have all sorts of dear domestic things to talk about. For the long absent ship, the outward-bounder, perhaps, has letters on board; at any rate, she will be sure to let her have some papers of a date a year or two later than the last one on her blurred and thumb-worn files. And in return for that courtesy, the outward-bound ship would receive the latest whaling intelligence from the cruising-ground to which she may be destined, a thing of the utmost importance to her. And in degree, all this will hold true concerning whaling vessels crossing each other’s track on the cruising-ground itself, even though they are equally long absent from home. For one of them may have received a transfer of letters from some third, and now far remote vessel; and some of those letters may be for the people of the ship she now meets. Besides, they would exchange the whaling news, and have an agreeable chat. For not only would they meet with all the sympathies of sailors, but likewise with all the peculiar congenialities arising from a common pursuit and mutually shared privations and perils. Nor would difference of country make any very essential difference; that is, so long as both parties speak one language, as is the case with Americans and English. Though, to be sure, from the small number of English whalers, such meetings do not very often occur, and when they do occur there is too apt to be a sort of shyness between them; for your Englishman is rather reserved, and your Yankee, he does not fancy that sort of thing in anybody but himself. Besides, the English whalers sometimes affect a kind of metropolitan superiority over the American whalers; regarding the long, lean Nantucketer, with his nondescript provincialisms, as a sort of sea-peasant. But where this superiority in the English whalemen does really consist, it would be hard to say, seeing that the Yankees in one day, collectively, kill more whales than all the English, collectively, in ten years. But this is a harmless little foible in the English whale-hunters, which the Nantucketer does not take much to heart; probably, because he knows that he has a few foibles himself. So, then, we see that of all ships separately sailing the sea, the whalers have most reason to be sociable—and they are so. Whereas, some merchant ships crossing each other’s wake in the mid-Atlantic, will oftentimes pass on without so much as a single word of recognition, mutually cutting each other on the high seas, like a brace of dandies in Broadway; and all the time indulging, perhaps, in finical criticism upon each other’s rig. As for Men-of-War, when they chance to meet at sea, they first go through such a string of silly bowings and scrapings, such a ducking of ensigns, that there does not seem to be much right-down hearty good-will and brotherly love about it at all. As touching Slave-ships meeting, why, they are in such a prodigious hurry, they run away from each other as soon as possible. And as for Pirates, when they chance to cross each other’s cross-bones, the first hail is—“How many skulls?”—the same way that whalers hail—“How many barrels?” And that question once answered, pirates straightway steer apart, for they are infernal villains on both sides, and don’t like to see overmuch of each other’s villanous likenesses. But look at the godly, honest, unostentatious, hospitable, sociable, free-and-easy whaler! What does the whaler do when she meets another whaler in any sort of decent weather? She has a “Gam,” a thing so utterly unknown to all other ships that they never heard of the name even; and if by chance they should hear of it, they only grin at it, and repeat gamesome stuff about “spouters” and “blubber-boilers,” and such like pretty exclamations. Why it is that all Merchant-seamen, and also all Pirates and Man-of-War’s men, and Slave-ship sailors, cherish such a scornful feeling towards Whale-ships; this is a question it would be hard to answer. Because, in the case of pirates, say, I should like to know whether that profession of theirs has any peculiar glory about it. It sometimes ends in uncommon elevation, indeed; but only at the gallows. And besides, when a man is elevated in that odd fashion, he has no proper foundation for his superior altitude. Hence, I conclude, that in boasting himself to be high lifted above a whaleman, in that assertion the pirate has no solid basis to stand on. But what is a Gam? You might wear out your index-finger running up and down the columns of dictionaries, and never find the word. Dr. Johnson never attained to that erudition; Noah Webster’s ark does not hold it. Nevertheless, this same expressive word has now for many years been in constant use among some fifteen thousand true born Yankees. Certainly, it needs a definition, and should be incorporated into the Lexicon. With that view, let me learnedly define it. GAM. NOUN— A social meeting of two (or more) Whaleships, generally on a cruising-ground; when, after exchanging hails, they exchange visits by boats’ crews: the two captains remaining, for the time, on board of one ship, and the two chief mates on the other. There is another little item about Gamming which must not be forgotten here. All professions have their own little peculiarities of detail; so has the whale fishery. In a pirate, man-of-war, or slave ship, when the captain is rowed anywhere in his boat, he always sits in the stern sheets on a comfortable, sometimes cushioned seat there, and often steers himself with a pretty little milliner’s tiller decorated with gay cords and ribbons. But the whale-boat has no seat astern, no sofa of that sort whatever, and no tiller at all. High times indeed, if whaling captains were wheeled about the water on castors like gouty old aldermen in patent chairs. And as for a tiller, the whale-boat never admits of any such effeminacy; and therefore as in gamming a complete boat’s crew must leave the ship, and hence as the boat steerer or harpooneer is of the number, that subordinate is the steersman upon the occasion, and the captain, having no place to sit in, is pulled off to his visit all standing like a pine tree. And often you will notice that being conscious of the eyes of the whole visible world resting on him from the sides of the two ships, this standing captain is all alive to the importance of sustaining his dignity by maintaining his legs. Nor is this any very easy matter; for in his rear is the immense projecting steering oar hitting him now and then in the small of his back, the after-oar reciprocating by rapping his knees in front. He is thus completely wedged before and behind, and can only expand himself sideways by settling down on his stretched legs; but a sudden, violent pitch of the boat will often go far to topple him, because length of foundation is nothing without corresponding breadth. Merely make a spread angle of two poles, and you cannot stand them up. Then, again, it would never do in plain sight of the world’s riveted eyes, it would never do, I say, for this straddling captain to be seen steadying himself the slightest particle by catching hold of anything with his hands; indeed, as token of his entire, buoyant self-command, he generally carries his hands in his trowsers’ pockets; but perhaps being generally very large, heavy hands, he carries them there for ballast. Nevertheless there have occurred instances, well authenticated ones too, where the captain has been known for an uncommonly critical moment or two, in a sudden squall say—to seize hold of the nearest oarsman’s hair, and hold on there like grim death. About HackerNoon Book Series: We bring you the most important technical, scientific, and insightful public domain books. This book is part of the public domain. Urbana, Illinois: Project Gutenberg. Retrieved April 2022 from Melville, Herman, 2001. Moby-Dick: or The Whale. https://www.gutenberg.org/files/2701/2701-h/2701-h.htm#link2HCH0053 This eBook is for the use of anyone anywhere at no cost and with almost no restrictions whatsoever. You may copy it, give it away or re-use it under the terms of the Project Gutenberg License included with this eBook or online at , located at . www.gutenberg.org https://www.gutenberg.org/policy/license.html

Moby-Dick; or The Whale: Chapter 53 - The Gam 

10 Solana NFT Projects You Should Know About in 2022

10 proyectos de Solana NFT que debe conocer en 2022

Moby-Dick; or The Whale: Chapter 3 - The Spouter-Inn

I’m talking about the electronic, app-ordered scooters that we’re seeing scattered across the sidewalks of some of the United States more populated cities. More interestingly, let’s use it as an opportunity to parallel — in fairly understandable terms —what it means that technology is exponentially growing, and how that impacts us. We hear all the time about the potential job displacement that will occur because of the advancement of technology. This is true. But conversely — where is the conversation about the jobs created? The new industries created? Twenty years ago — this combination of technology didn’t exist. Why? Twenty years ago the technology used to power these services didn’t exist, and certainly wasn’t being used in combination to create a brand new billion dollar industry. When I was five, scooters existed. They’ve been around for about 200 years, scooters were invented in Germany in 1817. A few decades later (1895) and we see our first motorized scooter, and 1915 is the first large commercial offering of a motorized scooter product. Electric scooters, as the devices that Bird et all use, have been around for decades. Birds are, at their core, scooters. And twenty years ago, just like the previous 180 years, scooters were simply metal [or wood] on wheels. The typical foldable scooter that conjures up thoughts of tech companies and cul-de-sac bbqs became incredibly popular in the United States around 2000, with electric scooters hitting the main stream streets soon after. Naturally, electric scooters first “happened” in Silicone Valley. In 2012 — Scoot Networks launches a scooter-sharing & electric bicycle sharing service in San Francisco. This is the first iteration of the app-based, sharable scooter system. Six years later, the first centrally networked, cellular enabled, electric scooter-sharing app based system hit the San Francisco streets in late 2017, rolling out in Washington DC & Los Angeles right after. Enter Bird, founded in 2017, like competitors, Lime, [2017], Spin [2017] which turned electric scooters into a multi-billion dollar industry essentially overnight. Considered one of, if not the, fastest growing company to hit Unicorn status, Bird created an industry (with hundreds of jobs) that only exists because of innovations created in the last two decades. In year 2019, Bird now operates in over 100 cities around the world, with a 2 billion dollar evaluation, with over 800 people in its employ. Okay, so now let’s back up and talk timeline of some of the technology used for Bird. First, how do electric scooter sharing systems work, in basic? The scooters are managed via a cell-phone app, and there’s a whole team of people that pick them up and charge them, and there’s the actual user usage. For our purposes in this discussion: Download app Locate Scooter Unlock Scooter So, Cell phones were invented in 1973. The first smartphone [with 10 apps] was 1994. 1983 is the creation of the network of networks for the foundation of the internet as we know it, and 1990 gives us the world wide web. We’ve got WiFi, introduced in 1997. Bluetooth came three years prior in 1994. downloading the app. Ok. The scooters themselves are located & tracked via GPS, they’re bluetooth / wifi enabled, so you are going to find that little sucker right there on your nifty cellular device. 1999 gave us GPS in our cellular phones, 2005 for Google Maps, and 2008 before Google Maps is available on cellular devices. Locate Scooter. The U.S government created GPS [global positioning system, in case that was always an acronym for you] in 1973, allowed for us regular folks in the 1980s. This concept obviously doesn’t work unless these companies solicit money for the scooter usage, so the scooters will not function until you’ve paid up and connected to your particular scooter. Some scooter companies unlock via QR code - invented in 1994 to track manufacturing components, but cell-phones with cameras weren’t invented until 2002, and you’re likely doing this with an I-phone or Android [October 2007 & September 2008, respectively]. Apple’s app store was released July, 2008. Unlock Scooter. There are a few other billion dollar companies that have come about based on many of the same technologies. The concept of ride sharing was popularized with the invention and launch of Uber, 2009, with Lyft following in 2012. As another fun comparison — it took Uber 4 years to reach a 1 billion dollar evaluation, with home-sharing app Airbnb [2008] taking 3. Uber also utilizes GPS, WiFi, cell phones, GoogleMaps, to name a few. The technology to create and utilize this system of digitally managed, shared electric scooters came about over the last 40 years, with the majority of the technological inventions happening in the last 20, for the last 5 years to demonstrate one viable instance of these multitudes of tech innovations working as a single product. Imagine being in a board room on Wall Street 20 years ago. Imagine telling an investor in two decades, scooters could be worth 2 billion, do you think that he’d believe you? What about what’s going to come in the next 20 years? While we’re caught up reading articles about how the rise of technology is taking all of our jobs, maybe we should take some time to identify the converse as well. There will be job displacement with the rise of technology. Transportation, as evidenced in this post, is going to change drastically from our most common methods two decades ago. Industry can lobby all it wants, but we can’t stop the growth of the technology we’ve created. We can’t contain the multitudes of ways it can grow, combine, and change. We’re entering a new society of changing industries, with sectors emerging that couldn’t have 20,30,40 years ago. A little amount of fear before something great is to be expected, but let’s not be unreasonable. Change is the only constant we’re assured, and we’ve already opened Pandora’s box. There’s limitless potential to the rise of technology, and we’re far too late to prevent it — so we might as well enjoy the ride.

Bird Scooters: Unpacking the Tech Stack Powering this Innovation

A lot is happening in the mobility industry and more players are emerging. “We have this deeply ingrained car culture in the US that we have to challenge in multiple ways to really get at the heart of it,” said bike, scooter, and pedestrian policy to . Lyft Caroline Samponaro Fast Company The company, that recently entered the bike and electric scooter sharing business, is slowly rolling out a new integration of public transit in its app. As Fast Company pointed out, the new offering doesn’t have any direct financial benefit for the company. “But it sees it as a key part of its vision of moving people away from driving in their own cars,” the magazine wrote. “Bikes and scooters are another piece of the vision” after the company acquired a global full share bike operator and technology innovator, this past summer. Motivate “If 40% of car trips in the US are less than two miles, and people are making many short trips in cities every day, there is a tremendous potential for us to make those trips on bikes and on scooters, and for those trips to be connections to public transit,” Samponaro said. “That’s what Lyft is working hard right now to build out and to make happen.” But Lyft is not the only company investing in the bike and scooter sharing as a way to grow and create new opportunities while at the same time finding ways to push customers and users towards greener choices in terms of mobility. Bike and scooter sharing startup Lime, formerly , is launching new programs. The company, the first to land in the European market, launched also a car sharing service in Seattle and has now integrated its app with Google Maps, starting with a few key markets. LimeBike “We’re teaming up with Lime to help you find a better way to travel these short distances,” wrote Vishal Dutta, Google Maps project manager, in a blog post. “In 13 cities around the world, you’ll now be able to see nearby Lime scooters, pedal bikes and e-bikes as a transportation option right from Google Maps. Simply navigate to your destination and tap on the transit icon to see your nearby options. If a Lime vehicle is available, you’ll see how long it’ll take to walk to the vehicle, an estimate of how much your ride could cost, and your total journey time and ETA. Tapping on the Lime card will take you right to the Lime app, where you can see the exact location of the vehicle and easily unlock it. If you don’t have the Lime app installed, you’ll be taken to the App or Play store.” So far the only non-American cities are Auckland, New Zealand, and Brisbane, Australia. But “more markets are on the way,” according to a Vickie Wu, content marketing associate at Lime. The micro-mobility market is very fast and new players are emerging, in particular outside of the US and China, like Mexico City-based Grin, Berlin-based Tier, and São Paulo-based Yellow. The latest is dott, a European scooter startup founded by , Ofo’s former head of Europe, the Middle East, and Africa. Maxim ROMAIN With an initial €20 million in funding by and Ventures, “dott’s goal is to support the development of vibrant inner cities, free of cars and pollution,” according a blog post by Romain here on . “To achieve this, we aim to make short-distance trips much more enjoyable by offering light vehicles such as bikes, e-bikes, e-scooters and even possibly cargo bikes, available to anyone and everywhere in cities.” EQT Ventures Naspers Medium dott is a Europe-based in a market largely dominated by non European companies, mostly from the US and China. Its focus will be on shareability, durability, and design, while the company’s mission rests on four pillars: environmental conscious, transparent, get things done, family. 2019 will be a very exciting year for this market!

2019 will be the year of scooters and micromobility

The key is multimodality — mobility in our cities can benefit from both electric scoopers and electric moped scooters. “Scooters have been a hit with consumers,” says , co-founder and president of Spin, a scooter-sharing startup that operates in 18 cities in the US and has a fleet of over 30,000 vehicles. Euwyn Poon Spin is not alone. Electric scooters from , Bird, — and of course Spin — are becoming indeed very popular here in the United States, although not without issues in terms of permits and partnerships with cities. They’re also entering the European markets as we speak, with Lime and Bird already in Paris, France and both exploring new markets — Lime eyeing Turin, Italy and Bird Tel Aviv, Israel. In Paris, Lime has just celebrated the first 100,000 rides a little over a month after the launch. LimeBike Skip Lime and Bird have also attracted a great deal of venture capital investments, both becoming unicorns very fast. But another type of scooter, the electric moped, is also getting more traction in a few markets, even in the US where mopeds aren’t exactly commonplace in general. Flaming red electric ride-on scooters from Scoot have proven to be incredibly popular in San Francisco — where electric kick scooters have temporarily been stopped by the city. Scoot claims that their scooters have covered nearly 5 million miles and counting in the city. In addition to Scoot, Muving has also launched in the US starting with Atlanta and plans to open in Miami, while Scoobi is now operating in Pittsburg, with a business model quite similar to both Muving and Scoot, and even use the same GenZe 2.0 scooters as Scoot. Muving stats for 2017, as posted on their LinkedIn page. Muving, a Spain-based company, shows how the dockless electric moped market in Europe is more mature that the US, and how it could evolve in American cities. Muving, in fact, is already present in 12 cities in Spain, including Barcelona and Madrid. eCooltra, another Spanish company, manages a fleet of more than 3,000 electric mopeds with a presence in five cities: Barcelona and Madrid in Spain, Lisbon in Portugal, and Rome and Milan in Italy. In my native Italy, home of the iconic Vespa, MiMoto already has operations in Milan and has announced a launch in September in Turin, the same city that Lime has chosen for its debut in Italy for its Lime-S electric scooters. The market is moving fast. It is evolving fast as well. Scoot, for instance, is introducing an electric kick-style scooter to its fleet of electric motor scooters and electric bicycles. “Cities all over the world are being transformed by shared electric vehicles like Scoots,” wrote , founder and CEO of Scoot, in a post here on . “They are becoming cleaner, quieter, more affordable, more convenient, more fun, and, when the vehicles are managed and regulated well, they are becoming safer. Shared electric vehicles do all of this by making driving less necessary, not by turning sidewalks into roads. The rules San Francisco is adopting make sense. The companies that can play by them will also play a part in making this city, and so many others, better places to live.” Michael Keating Medium Scoot is also expanding in Europe and after Barcelona it is eyeing several markets, with job vacancies in Belgium, Denmark, France, Germany, Greece, Italy, and the UK. It is also embracing a multimodal strategy and, in addition to electric mopeds and kick scooters, it eyes electric four-wheeler vehicles to create what they defines as “the 21st century subway system.” Lime, whose fleet already includes bikes, electric-assist bikes, and electric scooters, is trying to achieve the same. Tweets via Have A Go The startup is developing a new type of vehicle known internally as a “transit pod.” According to Bloomberg, the concept is in early stages and the design is still in flux: “Lime’s plan is to build an enclosed, electric vehicle that could hold one or two people, resembling a smart car or a deluxe golf cart. The vehicle wouldn’t be a car, exactly; it’s not even clear whether it would have three or four wheels. But it would drive in normal street traffic, and could hit a top speed of about 40 miles an hour, said , Lime’s co-founder and chairman.” Brad Bao Tweet via . Emily Castor Warren Multimodality has been working for Lime, whose “pulls back the curtain on the rapidly growing world of dock-free electric scooter and bike rentals,” a post by on Lime’s blog reads. “Using anonymized data gleaned from rider surveys and the Lime platform, we examine our exponential ride growth through many lenses, including average trip distance, preferred vehicle usage, cost, socioeconomic status, transit connectivity, trip purpose, destination and much more.” One Year Report John Wachunas@Spinlister Lime announced that it had surpassed six million rides since their inaugural launch in Greensboro, North Carolina in June of 2017. “Behind the trips themselves, however, are stats and stories from millions of smart mobility users that reveal a richer narrative,” the blog post reads. “For example, did you know that more than a quarter of Lime riders report using Lime to connect to public transit on their last trip? Or that over half of riders come from households earning less than $75,000 per year?” _Turin, Italy is experimenting with autonomous cars and electric scooters, while London, UK is looking to become the…_hackernoon.com The future of mobility and smart cities in Europe The future of mobility in our cities is going to be exciting! I can’t agree more with , former Governor of Maryland and transit advocate: “This is about more than solving traffic problems in our cities. It’s about figuring out new ways for people to move — ways that are more sustainable, healthier, and use fewer resources than, say, building a new freeway. We should be willing to work with anyone who is offering us an alternative to the personal vehicle. When it comes to mobility, we need an all-of-the-above approach to getting people out of cars.” Martin O'Malley What O’Malley highlights is how important it is for companies and local and city administrations to work together and partner to improve and smarten mobility in our cities. This is the true challenge to move the industry forward and to really have an impact in an industry that needs true disruption. “In order to create an ecosystem that can ensure the success of a virtuous cycle between these new modes and established public transit, government needs to lead,” writes in . “City government should be at the forefront of shaping the rollout of these systems in collaborative, co-creative ways. Thus far, cities are understandably slow to adopt — dipping their toes in the water while they pilot, learn, and recalibrate.” gabe klein Forbes

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