Tractive

tractive

Scientific American Supplement, No. 711, August 17, 1889, by Various, is part of the HackerNoon Books Series. You can jump to any chapter in this book . THE ELECTRIC MOTOR TESTS ON THE NEW YORK ELEVATED RAILROAD. here THE ELECTRIC MOTOR TESTS ON THE NEW YORK ELEVATED RAILROAD. The American Institute of Electrical Engineers at its last meeting of the season, held June 25, again considered the subject of electrical traction, the paper presented by Mr. Leo Daft being based upon some recent electrical work on the elevated railroads and its bearing on the rapid transit problem. The gives the following abstract: Railroad Gazette He introduced the subject with a tribute to the efficiency of the elevated railroad system as it is now operated by steam, with special reference to that section of it known as the Ninth Avenue line, upon which his experiments with the electric motor have been conducted, over which passengers are now conveyed a distance of five miles in 26 minutes for five cents, which he considered the best and cheapest municipal rapid transit in the world, and which is operated with a higher degree of safety than any other railroad in the world making an equal number of stops per 100 miles. On a recent holiday, April 30 last, 835,720 passengers were carried upon the entire system without noticeable detention or accident. The rapidly increasing traffic makes the demand for better facilities a pressing one, and as the average half million now carried daily will soon become a million, it appears doubtful if any method can be devised of providing for the growth by the use of steam motors on the present structures, which are now taxed to their utmost. To the mind of the mechanical engineer, having in view the ordinary coefficients of tractive ability, there is no remedy for this. The speaker stated that these coefficients were not entirely trustworthy. He reiterated his previously expressed opinion, based on frequent experiments, that there is a decided increase in traction gained by the passage of the electric current from the wheels to the rails, giving the details of one test where a motor with a load making a total of 600 lb. climbed a gradient of 2,900 ft. per mile, starting from a state of rest. He stated that some of those people who had ridiculed his statements had finally admitted that they were true. The motor Ben Franklin, which had been used in making these tests on the elevated roads, weighed 10 tons, and performed service nearly equal to the steam motors weighing 18 tons. The object of these tests was the determination of coal economy. Tests with a Prony brake showed that the motor developed 128 H.P. The piece of track on which the experiments were conducted embraced 2,200 ft. of level track and 1-8/10 miles of gradients, varying from 11-3/10 to 98-7/10 ft. per mile, while at Thirtieth street the station is at the foot of the steepest grade, thus testing to the utmost the tractive capacity of the motor. The experiments were begun in October, 1888, and carried on between the hours of 9 P.M. and 4 A.M., beginning with one or two cars, the load being increased nightly until it was finally made up of eight coaches of 12 tons each, which were hauled up the 98 ft. grade at a speed of 7½ miles per hour, the entire distance being covered at the rate of 14-6/10 miles per hour. The maximum speed obtained on level with that train was 16.36 miles per hour. Seventy trips were subsequently made with a 70 ton train operated between the steam trains under 3 minutes headway, but the work was considered too critical on account of the absence of suitable brakes. A number of experiments made about this time showed that the mean speed with a three-car train running express on the up-town track was about 24 miles per hour, although the ability of the motor on a level with a similar train was nearly 28 miles per hour. This, however, was not the maximum speed, as the level track was not long enough to permit of its attaining the highest rate. It was the opinion of the speaker, however, that the speed attained could not be exceeded with prudence on the elevated structure. The measurements of speed were made by dividing the track into 19 sections of 500 ft., each section being provided with a circuit-closing plate connected with a chronograph which was carefully tested. The indicator cards were taken at the central station by Mr. Idell and his assistants, and the dynamometer used was of the liquid type made by Mr. Shaw, of Philadelphia. The diagrams prepared from the data obtained were then explained by the speaker, who stated that there was not a marked difference between the 10 ton motor and the 18 ton locomotive in the initial effort on the level, as will be seen by comparing a run observed by a railroad officer on March 9 with a steam motor and a load of about 57½ tons. The steam motor required 1 min. and 29 sec. to make the distance from 14th to 23d streets, while the electric motor with a train of 70 tons made the same trip in 1 min. and 50 sec.; the absence of power brakes compelled the current to be taken off at 19th street, while it was probable that the throttle of the steam locomotive was not closed until it reached 23d street, this being the usual practice. The data obtained in these experiments shows that 29,940 h.p. is required to operate the Ninth avenue railroad for the 16 hours' service, or an average of 1,871 h.p. per hour, or 2,181 h.p., adding station friction. The varying requirements of the traffic during the day shows that the service could be advantageously divided up between four stationary engines of 800 h.p. each, there being but five hours of the day when all of them would be required. The fuel consumption per day, allowing 22 lb. of coal per h.p. per hour at $2.25 per ton, would make a total of $92.25 per diem for fuel, the coal being a mixture deliverable at the dock for about $1.80 per ton. The weight of coal used for the present locomotives is about the same, viz., 40 tons per day, but practice has shown it to be most economical to use coal of the best quality, costing $5 per ton, making the cost of fuel about double that required for the electric system. Without entering into other economies which the speaker claimed were in favor of electricity, and ignoring the plan suggested by Sir William Siemens of braking the train by converting the motor into a dynamo and thus utilizing the energy of momentum, he believed that the economy in fuel alone was sufficient to prove that the application of power by electricity was preferable to direct steam propulsion for the elevated railroad service. 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. Various (2004). Scientific American Supplement, No. 711, August 17, 1889. Urbana, Illinois: Project Gutenberg. Retrieved https://www.gutenberg.org/cache/epub/16972/pg16972-images.html 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

THE ELECTRIC MOTOR TESTS ON THE NEW YORK ELEVATED RAILROAD

MOTOR-CARS

THE PEDRAIL: A WALKING STEAM-ENGINE

The other day, I sauntered into my local PetBarn (that’s where we Aussies go for pet stuff) to grab some (overpriced) raw dog food for my 3-year-old labrador-kelpie mix, only to be taken aback by an intriguing promotion: . Yes, you read that right, a 24/7 channel specifically tailored to ‘soothe and entertain’ our canine companions. DogTV In Australia, dogs used to ride in the back of work utes but now they can apparently sit around all day watching DogTV. Interesting. I had a quick Google and DogTV says It's designed to ‘alleviate your pup’s stress and anxiety throughout the day’. Right. Well, anyway, the unexpected encounter at the store sparked some thoughts, about the evolving landscape of pet technology. They now have wearables that track your pet’s activity to devices that allow you to communicate with them remotely (allegedly), the brave new world of Pet Tech is undoubtedly becoming wilder by the minute. Allow me to introduce you to a few of the devices and things I recently discovered in the wild world of the pet technology market! Wearable Tech for Pets Our pets might not be checking their steps or heart rate, but the era of wearables hasn't left them behind. Activity and Health Monitors Drawing parallels with human-centric devices like Fitbit, pet activity trackers such as and monitor physical activity, sleep patterns, and even stress levels, so they say. These devices  have become a proactive way to detect early signs of obesity and ensure that potential health issues are nipped in the bud early. Milo’s laying his fat a$$ around all day? These devices will tell you and you can do something about it. FitBark Whistle GPS Collars For those pets with insatiable wanderlust, GPS collars like the are an invaluable asset. These devices allow pet parents to trace the real-time whereabouts of their four-legged explorers, ensuring peace of mind. Tractive GPS It makes me wonder about Lost Dog posters, might these soon be a relic of past times? Smart Collars with Cameras Fancy seeing the world through your pet's eyes? There are smart collars equipped with cameras that allow this unique perspective, offering an immersive insight into their daily escapades. Remote Interaction Devices Distance is no longer an impediment to interacting with our pets, thanks to these innovative solutions. Kick back at work and watch Bob the Wonder Dog do his thing. Interactive Cameras Devices like and have revolutionized the way we can connect with our pets during our absence. Apart from monitoring them through cameras, the two-way audio feature allows for communication. And for the cherry on top? Remote-triggered treat dispensers to reward them! Furbo Petcube If you’re listening Furbo and Petcube, can you guys attach a laser-guided Nerf shooting thingy so the next time my dog decides it’s a good idea to mark his territory on my leather recliner I can focus that thing on his butt? Smart Toys From automatic ball launchers to app-controlled playthings and puzzle feeders, smart toys ensure our pets remain entertained, active, and mentally engaged, even when alone. Automated Pet Care When direct care isn't feasible, automated pet tech stands in the gap. Smart Feeders With devices like the , our pets' meal schedules remain uninterrupted. Whether it's setting up meal times or controlling portions remotely, smart feeders have made feeding just that little bit easier. PetSafe Smart Feed Self-Cleaning Litter Boxes The advent of self-cleaning litter boxes, including the renowned , has transformed the task of maintaining clean litter for our feline friends. These devices automatically sift and separate waste, ensuring you never have to scoop the poop again. Litter-Robot Health and Wellness Innovations The nexus between technology and pet health has never been more pronounced. Tele-vet Services Emulating human telemedicine, tele-vet services now provide a platform for pet owners to engage with veterinarians remotely, making preliminary consultations or follow-ups less daunting for pets and potentially less expensive for owners! Smart Health Platforms Integrated platforms like Pawtrack amalgamate data from wearables, owner inputs, and veterinary records to offer a holistic view of a pet's health, ensuring a more comprehensive assessment or care. Final thoughts Walking into PetBarn, little did I know that a TV channel dedicated to dogs would lead me down the fascinating rabbit hole of pet tech. This rapidly advancing domain might seem extravagant to some, but it reflects our society's deep-seated commitment to the well-being and happiness of our pets, or does it? This little research project had me asking myself; Are we just lazy? Our pets wouldn’t be experiencing obesity if we fed them less and walked them more, surely. Which in turn would mean that we don’t need movement apps, we just need movement. We would not perhaps need automatic pet feeders and dog channels on TV if we were around more. But then, the same can be said about our human children. How many times have you seen kids sitting at restaurants and diners eating a meal with their parents and siblings, faces buried in their tablets and devices? Fortunately, or unfortunately, depending on how you look at the world around you, technology is here to stay. Use it wisely. Technology will continue to push boundaries, even for our four-legged friends. . Mr. Fireside

Pet Tech is Getting Crazy!

A Fortuitous Coincidence

As a developer, I sometimes need to create PDF reports for my applications. Creating those entirely by programming can be cumbersome and every library is a bit different. Finally, getting things to look like the designer wanted can be challenging. Wouldn't it be nice if we can make it look like the design without spending a ton of time on it? Designers and frontenders can usually do HTML and CSS, so it makes sense to utilize HTML. But websites usually don't look great when printed out and are not designed for multiple pages. We have come up with a solution, which we believe addresses all of the above. Meet UniHTML combined with UniPDF is a new plugin for , one of our flagship libraries at . UniHTML UniPDF UniDoc It is a container-based solution with a Go driver, as per the schematic: The Docker image is on Docker Hub. publicly available The UniPDF creator package enables and . The UniHTML container-based module has a flexible web-rendering engine and in unison with UniPDF this brings together the capability to add full HTML support to UniPDF report generation. creating flexible PDF reports invoices Trying it out Let's try it out. Step 1. Create a free metered API key. This is easy, simply signing up on for an account and creating a metered API key in the UI. https://cloud.unidoc.io For step-by-step instructions on this, see: How to sign up for UniCloud How to generate a metered API key Step 2. Get the UniHTML container running Unable to find image 'unidoccloud/unihtml:latest' locally
latest: Pulling from unidoccloud/unihtml
6e640006d1cd: Pull complete
1a3def68b0c4: Pull complete
5b1718db67b4: Pull complete
8d4c41b870b6: Pull complete
b1a4436c2bab: Pull complete
3c3af5a4fff5: Pull complete
29863d0ede88: Pull complete
Digest: sha256:c1c69af194358179d836a648f07f71af07ed0c968938abe3a3e2550e49980728
Status: Downloaded newer image for unidoccloud/unihtml:latest
[INFO]  server.go:173 Listening private API on: :8081
[INFO]  server.go:164 Listening public API on: :8080 $ docker run -p 8080:8080 -e UNIDOC_METERED_API_KEY=mymeteredkey unidoccloud/unihtml Step 3. Running an example. Inspired by the blog post we put together the following HTML file to illustrate a PDF report with HTML tables. Creating beautiful HTML tables with CSS sample.html Name Points Dom 6000 Melissa 5150 < > html < > head < > style { : collapse; : ; : ; : sans-serif; : ; : (0, 0, 0, 0.15);
} { : ; : ; : left;
} , { : ;
} { : solid ;
} { : ;
} { : solid ;
} { : bold; : ;
} .styled-table border-collapse margin 25px 0 font-size 0.9em font-family min-width 400px box-shadow 0 0 20px rgba .styled-table thead tr background-color #009879 color #ffffff text-align .styled-table th .styled-table td padding 12px 15px .styled-table tbody tr border-bottom 1px #dddddd .styled-table tbody tr :nth-of-type(even) background-color #f3f3f3 .styled-table tbody tr :last-of-type border-bottom 2px #009879 .styled-table tbody tr .active-row font-weight color #009879 </ > style </ > head < = > table class "styled-table" < > thead < > tr < > th </ > th < > th </ > th </ > tr </ > thead < > tbody < > tr < > td </ > td < > td </ > td </ > tr < = > tr class "active-row" < > td </ > td < > td </ > td </ > tr  </ > tbody </ > table </ > html example.go main ( ) { err := license.SetMeteredKey( ); err != {
        fmt.Printf( , err)
        os.Exit( )
    } err := unihtml.Connect( ); err != {
        fmt.Printf( , err)
        os.Exit( )
    } c := creator.New() c.AddTOC = chapter := c.NewChapter( ) htmlDocument, err := unihtml.NewDocument( ) err != {
        fmt.Printf( , err)
        os.Exit( )
    } err = chapter.Add(htmlDocument); err != {
        fmt.Printf( , err)
        os.Exit( )
    } err = c.Draw(chapter); err != {
        fmt.Printf( , err)
        os.Exit( )
    } err = c.WriteToFile( ); err != {
        fmt.Printf( , err)
        os.Exit( )
    }
} package import "fmt" "os" "github.com/unidoc/unihtml" "github.com/unidoc/unipdf/v3/common/license" "github.com/unidoc/unipdf/v3/creator" func main () // Set the UniDoc license. if "my api key goes here" nil "Err: setting metered key failed: %v\n" 1 // Establish connection with the UniHTML Server. if ":8080" nil "Err:  Connect failed: %v\n" 1 // Get new PDF Creator. // AddTOC enables Table of Contents generation. true "Points" // Read the content of the sample.html file and load it to the conversion. "sample.html" if nil "Err: NewDocument failed: %v\n" 1 // Draw the html document file in the context of the creator. if nil "Err: Draw failed: %v\n" 1 if nil "Err: Draw failed: %v\n" 1 // Write the result file to PDF. if "sample.pdf" nil "Err: %v\n" 1 Results Running the result: $ go run example.go creates sample.pdf which looks like: We note that we also have the table of contents, which is critical for a quality PDF production and the bookmarks that link to each chapter in the PDF. Headers and footers can also be created easily. Conclusion UniHTML brings the ease of HTML to PDF report creation in UniPDF with a full rendering engine. This will make the process of PDF report generation really easy for teams that already have a HTML design and need to add professional PDF reports, where a plain PDF print-out of a website is not sufficient. Previously published at https://www.unidoc.io/post/html-for-pdf-reports-in-go

How To Generate A PDF Report From HTML with Go

Scientific American, Volume XXIV., No. 12, March 18, 1871 by Various, is part of the HackerNoon Books Series. You can jump to any chapter in this book . RUBBER TIRES FOR TRACTION ENGINES. here RUBBER TIRES FOR TRACTION ENGINES. When it was first discovered that a smooth-faced driving wheel, running on a smooth-faced rail, would "bite," the era of iron railways and locomotive engines may be said to have fairly commenced. The correction of a single radical error was, in this case, the dawn of a new system of travel, so extensive in its growth and marvelous in its results, that even the wildest dreamer could not, at that time, have imagined the consequences of so simple a discovery. A popular and somewhat similar error regarding the bite of wheels on rough and uneven surfaces, has also prevailed. We say popular error, because engineers have not shared it, and it has obtained, to any notable extent, only among those unfamiliar with mechanical science. The error in question is, that hard-surfaced wheels will not bite on a moderately rough surface, sufficiently to give an efficient tractile power. It seems strange that this error should have diffused itself very extensively, when it is remembered that a certain degree of roughness is essential to frictional resistance. The smoothness of the ordinary railway track is roughness compared to that of an oiled or unctuous metallic surface; and it has been amply demonstrated that the resistance of friction, of two bearing surfaces depends, not upon their extent, but upon the pressure with which they are forced together. A traction wheel, of given weight, resting upon two square inches of hard earth or rock, would develop the same tractile power as though it had a bearing surface of two square feet of similar material. On very rough and stony ways, however, another element practically of no importance on moderately rough ways, like a macadam surface or a concrete road, where the prominences are nearly of uniform hight, and so near together as to admit between their summits only very small arcs of the circumference of the wheel; comes into action. This element is the constantly recurring lifting of the superincumbent weight of the machine. Even this would not result in loss of power, could the power developed in falling be wholly applied to useful work in the direction of the advance of the engine. The fact is, however, that it is not so applied, and in any method of propulsion at present known to engineering science, cannot be so applied. Above a certain point where friction enough is developed to prevent slip, the more uneven the road surface is, the greater the power demanded for the propulsion of the locomotive. And this will hold good for both hard and soft-tired wheels. What then is the advantage, if any, of rubber-tired wheels? The advantages claimed may be enumerated as follows: increased tractile power, with a given weight, secured without damage to roadways; ease of carriage to the supported machinery, whereby it—the machinery—is saved from stress and wear; and economy of the power, expended in moving the extra weight required by rigid-tired wheels, to secure the required frictional resistance. The last-mentioned claim depends upon the first, and must stand or fall with it. The saving of roadway, ease of carriage, and its favorable result upon the machinery, are generally conceded. A denial of the first claim has been made, by those interested in the manufacture of rigid-tired traction engines and others, in so far as the rubber tires are employed on comparatively smooth surfaces; although the increased tractile power on quite pavements and roads is acknowledged. rough This denial is based upon results of experiments performed on the streets of Rochester, England, between the 9th October and the 2nd November, 1870, by a committee of the Royal Engineers (British Army), with a view to determine accurately the point in question. Care was taken to make the circumstances, under which the trials took place, exactly alike for both the rubber and the iron tires. The experiments were performed with an Aveling and Porter six-horse power road engine, built in the Royal Engineers' establishment. The weight of the engine, without rubber tires, was 11,225 pounds; with rubber tires, it weighed 12,025 pounds. Without rubber tires it drew 2.813 times its own weight up a gradient of 1 in [missing]; with rubber tires, it drew up the same incline 2.763 times the weight of engine, with the weight of rubber tires added; showing that, although it drew a little over 2,200 pounds more than it could do without the rubber tires, the increase of traction was only that which might be expected from the additional weight. It is claimed, moreover, that the additional traction power and superior ease of carriage on rough roads, secured with rubber tires, is dearly bought at the very great increase in cost, of an engine fitted with them, over one not so fitted. This is a point we regard as not fully settled, though it will not long remain in doubt. There are enough of both types of wheels now in use to soon answer practically any question there may be of durability (upon which the point of economy hinges), so far as the interest on the increased cost due to rubber tires, is offset against the greater wear and tear of iron rimmed wheels. It is stated, on good authority that a rubber tired engine, started at work in Aberdeen, Scotland, wore out its tires between April and September, inclusive, and when it is taken into consideration, that the cost of these tires is about half that of other engines, made with solid iron rimmed driving wheels, it will be seen that, unless very much greater durability than this can be shown for the rubber, the advantages of such tires are very nearly, if not more than, balanced by their disadvantages. The fact that one set of tires wore out so soon does not prove a rule. There may have been causes at work which do not affect such tires generally, and it would be, we think, quite premature to form favorable or unfavorable judgment, of relative economy from such data as have been yet furnished. The difference in the current expenses of running the two most prominent types of engines, with hard and soft tires, now in use, does not affect the question of rubber tires, unless it can be shown that these tires necessitate, , such a form of engine as requires a greater consumption of fuel, and greater cost of attendance, to perform a given amount of work. per se 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. Various (2006). Scientific American, Volume XXIV., No. 12, March 18, 1871. Urbana, Illinois: Project Gutenberg. Retrieved https://www.gutenberg.org/cache/epub/19180/pg19180-images.html 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

RUBBER TIRES FOR TRACTION ENGINES

From Likes to Depression: Meta's Role in the Youth Mental Health Crisis

**JERUSALEM, Israel, March 28th, 2024/Cyberwire/--**In 2023 alone, more than 10 customers and partners signed commercial agreements with C2A Security, including a global, long term enterprise agreement with an European Commercial Vehicle Manufacturer. C2A Security’s DevSecOps Platform, ‘EVSec’, has been gaining widespread traction as the automotive industry rushes to meet cybersecurity regulations and industry standards, such as UN Regulation No. 155, ISO/SAE 21434, Chinese GB Standards, and others. 2024 is a pivotal year for cybersecurity regulations in the automotive industry, as UN Regulation No. 155 goes into full effect. C2A Security’s EVSec risk-driven product security platform allows developers to focus on creative features and manage software and operations at scale, in an automated manner. EVSec automates archaic manual processes and enables cross-functional sharing and collaboration between teams, customers, and supply chains while offering full digital twin capabilities. EVSec applies continuous feedback from product operations and vulnerabilities to improve development and design, as part of agile software development. In 2023, C2A Security added multiple OEMs and Tier 1s to its portfolio of customers, successful evaluations, and partnerships such as Daimler Truck AG, BMW Group, Marelli, NTT Data, Siemens, and Valeo, among others. The collaboration with C2A Security supports the customers on the applicable standards and best practices for regulatory compliance. EVSec maps and automates the relevant standards and regulations, like ISO/SAE 21434 and UN Regulation No. 155, to simplify compliance efforts, which are essential to business success, as companies forge new grounds for their vehicles, develop innovative EV-powered vehicles, and plan for the EV infrastructure that supports them. “We’re thrilled that EVSec has proven so popular and effective, as companies like Daimler Truck AG choose it as its product security platform. Dealing with current and emerging regulatory demands, software development at scale and overall product security operations can be a limitation on business continuity of a company if not automated,” noted Roy Fridman, CEO, C2A Security. “At the end of 2023, we witnessed the first case of a premium car maker that stopped the sale of their most popular model in the European Union because it failed to comply with the regulation. To stay competitive companies must utilize advanced product security automation in their development and operations and we are excited to support them in achieving this goal.” Images available . here About C2A Security C2A Security is the only risk-driven DevSecOps Platform vendor that addresses the specific needs of car makers, Tier 1 suppliers, and mobility companies. Founded in 2016, C2A Security’s customers and technology partners include top-tier global players including Daimler Truck AG, BMW Group, Siemens, Valeo, ThunderSoft, Marelli, NTT Data, and Evvo Labs, among others. C2A Security transforms cybersecurity from being a company-wide limitation to a business value multiplier through advanced security automation and compliance to shorten software release times and decrease costs. Our vision is to turn product security into a seamless, automated, and transparent process, reducing time to deployment and costs of managing automotive software products and resources. C2A Security was founded by NDS/Cisco veteran Michael Dick, with its global headquarters in Jerusalem, Israel. . www.c2a-sec.com Contact Estee Yaari C2A Security estee.yaari@gmail.com This story was distributed as a release by Cyberwire under HackerNoon’s Business Blogging Program. Learn more about the program here.

EVSec Risk Management And Automation Platform Gains Traction In Automotive Industry 

The U.S. Federal Reserve maintained interest rates between 5.25% and 5.5% yesterday, aligning with the widespread market predictions. During his , Fed Chair, Jerome Powell, also managed to reduce market expectations of any rate cuts to happen in March. Markets now estimate the probability of rate cuts to be communicated at the Fed’s meeting in March at just 35.5%, down from 48% just a week ago. speech All Eyes on Inflation In the Q&A session that followed the press release, Jerome Powell substantiated the need to gain 'greater confidence' that inflation continues to trend downwards toward the desired 2% before any rate cuts can be entertained. It’s obvious that the Fed is in a really difficult spot here. Apart from battling inflation, the evidence that the economic system is in distress is clear—especially in the banking sector. The prospects of that changing under the current rate environment are low. Noteworthy, the New York Community Bank, the bank that acquired the now-defunct Signature Bank, just saw its stock more than 40%. tumble Bitcoin Spot ETFs Net Inflows Turning Positive Although Grayscale continues to experience outflows, the rate of outflow is diminishing as the days pass, and the net inflow into the other vehicles has been picking up. Over the last three days, the total net inflows have consistently ranged between $200 million and $250 million. I anticipate this influx of capital into to be persistent, which has the potential to push the price of BTC higher despite the policy uncertainty. BTC Whales are Accumulating - Are you? It is also worth observing that while BTC's price seems to have entered a consolidation range, whales have been aggressively accumulating. Data from IntoTheBlock that Bitcoin whales increased their holdings by over $3 billion in January alone. reveals This happens at a time when the general sentiment has fallen into neutral territory and at a time when miners have been actively reducing their . BTC inventory With those factors in mind, it is difficult to stay entirely bearish on the outlook for BTC even though the uncertainty around economic policy remains a threat to a continued rally. Bitcoin Ordinals - Not a Passing Fad In the past year, Bitcoin ordinals have emerged as one of the leading NFT trends. Despite initial skepticism from some enthusiasts claiming their lack of utility, the count of ordinals on the Bitcoin blockchain has to over 56 million, a remarkable increase from less than 1 million a year ago. surged Even more intriguing is the remarkable value some ordinal collections have achieved. In December, the BitcoinShrooms collection, among the earliest ordinal projects, fetched an astonishing USD$450,850, setting a record at Sotheby's Auction. At this pace, Bitcoin's blockchain has the potential to evolve into a foundational element for various crypto facets. While this could increase on-chain fees, it might also signify the emergence of a new ecosystem thriving on the Bitcoin blockchain, beyond BTC itself. Noteworthy Mentions BTC Price prediction model I toyed around with a price prediction model for BTC simulating what an inflow of $100B would mean to price using the depth of the order book. Here is the if you wanna explore the model. link Industry Shakers FTX Expects to Repay Customers in Full FTX has committed to reimbursing investors following the cryptocurrency exchange's collapse, resulting in substantial financial losses. In a court hearing, FTX's attorney, Andrew Dietderich, expressed confidence that the company will possess adequate funds to satisfy all valid customer and creditor claims entirely. The reimbursement to customers will be determined by the cryptocurrency's price as of November 2022, the period when the exchange filed for bankruptcy. Harvest Global Files for the First Bitcoin Spot ETF in Hong Kong Harvest Global has applied to a Bitcoin exchange-traded fund (ETF) spot with the Hong Kong Securities and Futures Commission (SFC). If granted approval, this ETF would enable investors to engage in share trading on a conventional stock exchange, directly correlated with Bitcoin's price. Hong Kong is actively establishing itself as a crypto-friendly jurisdiction, and this initiative may draw in new participants to the market. Celsius Emerges from Chapter 11, Initiates $3B Crypto Distribution Celsius Network LLC has successfully emerged from bankruptcy, concluding an eighteen-month process with the completion of transactions under its approved plan of reorganization. The plan, supported by approximately 98% of account holders and confirmed by the Bankruptcy Court for the Southern District of New York on November 9, 2023, involves the distribution of over $3 billion in cryptocurrency and fiat to Celsius' creditors. Enjoyed these insights? There's more where that came from. Follow me on for daily tidbits and updates. Twitter/X Also published . here

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