• UMass and MIT Test Cold Spray 3D Printing to Repair Aging Massachusetts Bridge

    Researchers from the US-based University of Massachusetts Amherst, in collaboration with the Massachusetts Institute of TechnologyDepartment of Mechanical Engineering, have applied cold spray to repair the deteriorating “Brown Bridge” in Great Barrington, built in 1949. The project marks the first known use of this method on bridge infrastructure and aims to evaluate its effectiveness as a faster, more cost-effective, and less disruptive alternative to conventional repair techniques.
    “Now that we’ve completed this proof-of-concept repair, we see a clear path to a solution that is much faster, less costly, easier, and less invasive,” said Simos Gerasimidis, associate professor of civil and environmental engineering at the University of Massachusetts Amherst. “To our knowledge, this is a first. Of course, there is some R&D that needs to be developed, but this is a huge milestone to that,” he added.
    The pilot project is also a collaboration with the Massachusetts Department of Transportation, the Massachusetts Technology Collaborative, the U.S. Department of Transportation, and the Federal Highway Administration. It was supported by the Massachusetts Manufacturing Innovation Initiative, which provided essential equipment for the demonstration.
    Members of the UMass Amherst and MIT Department of Mechanical Engineering research team, led by Simos Gerasimidis. Photo via UMass Amherst.
    Tackling America’s Bridge Crisis with Cold Spray Technology
    Nearly half of the bridges across the United States are in “fair” condition, while 6.8% are classified as “poor,” according to the 2025 Report Card for America’s Infrastructure. In Massachusetts, about 9% of the state’s 5,295 bridges are considered structurally deficient. The costs of restoring this infrastructure are projected to exceed billion—well beyond current funding levels. 
    The cold spray method consists of propelling metal powder particles at high velocity onto the beam’s surface. Successive applications build up additional layers, helping restore its thickness and structural integrity. This method has successfully been used to repair large structures such as submarines, airplanes, and ships, but this marks the first instance of its application to a bridge.
    One of cold spray’s key advantages is its ability to be deployed with minimal traffic disruption.  “Every time you do repairs on a bridge you have to block traffic, you have to make traffic controls for substantial amounts of time,” explained Gerasimidis. “This will allow us toon this actual bridge while cars are going.”
    To enhance precision, the research team integrated 3D LiDAR scanning technology into the process. Unlike visual inspections, which can be subjective and time-consuming, LiDAR creates high-resolution digital models that pinpoint areas of corrosion. This allows teams to develop targeted repair plans and deposit materials only where needed—reducing waste and potentially extending a bridge’s lifespan.
    Next steps: Testing Cold-Sprayed Repairs
    The bridge is scheduled for demolition in the coming years. When that happens, researchers will retrieve the repaired sections for further analysis. They plan to assess the durability, corrosion resistance, and mechanical performance of the cold-sprayed steel in real-world conditions, comparing it to results from laboratory tests.
    “This is a tremendous collaboration where cutting-edge technology is brought to address a critical need for infrastructure in the commonwealth and across the United States,” said John Hart, Class of 1922 Professor in the Department of Mechanical Engineering at MIT. “I think we’re just at the beginning of a digital transformation of bridge inspection, repair and maintenance, among many other important use cases.”
    3D Printing for Infrastructure Repairs
    Beyond cold spray techniques, other innovative 3D printing methods are emerging to address construction repair challenges. For example, researchers at University College Londonhave developed an asphalt 3D printer specifically designed to repair road cracks and potholes. “The material properties of 3D printed asphalt are tunable, and combined with the flexibility and efficiency of the printing platform, this technique offers a compelling new design approach to the maintenance of infrastructure,” the UCL team explained.
    Similarly, in 2018, Cintec, a Wales-based international structural engineering firm, contributed to restoring the historic Government building known as the Red House in the Republic of Trinidad and Tobago. This project, managed by Cintec’s North American branch, marked the first use of additive manufacturing within sacrificial structures. It also featured the installation of what are claimed to be the longest reinforcement anchors ever inserted into a structure—measuring an impressive 36.52 meters.
    Join our Additive Manufacturing Advantageevent on July 10th, where AM leaders from Aerospace, Space, and Defense come together to share mission-critical insights. Online and free to attend.Secure your spot now.
    Who won the2024 3D Printing Industry Awards?
    Subscribe to the 3D Printing Industry newsletterto keep up with the latest 3D printing news.
    You can also follow us onLinkedIn, and subscribe to the 3D Printing Industry Youtube channel to access more exclusive content.
    Featured image shows members of the UMass Amherst and MIT Department of Mechanical Engineering research team, led by Simos Gerasimidis. Photo via UMass Amherst.
    #umass #mit #test #cold #spray
    UMass and MIT Test Cold Spray 3D Printing to Repair Aging Massachusetts Bridge
    Researchers from the US-based University of Massachusetts Amherst, in collaboration with the Massachusetts Institute of TechnologyDepartment of Mechanical Engineering, have applied cold spray to repair the deteriorating “Brown Bridge” in Great Barrington, built in 1949. The project marks the first known use of this method on bridge infrastructure and aims to evaluate its effectiveness as a faster, more cost-effective, and less disruptive alternative to conventional repair techniques. “Now that we’ve completed this proof-of-concept repair, we see a clear path to a solution that is much faster, less costly, easier, and less invasive,” said Simos Gerasimidis, associate professor of civil and environmental engineering at the University of Massachusetts Amherst. “To our knowledge, this is a first. Of course, there is some R&D that needs to be developed, but this is a huge milestone to that,” he added. The pilot project is also a collaboration with the Massachusetts Department of Transportation, the Massachusetts Technology Collaborative, the U.S. Department of Transportation, and the Federal Highway Administration. It was supported by the Massachusetts Manufacturing Innovation Initiative, which provided essential equipment for the demonstration. Members of the UMass Amherst and MIT Department of Mechanical Engineering research team, led by Simos Gerasimidis. Photo via UMass Amherst. Tackling America’s Bridge Crisis with Cold Spray Technology Nearly half of the bridges across the United States are in “fair” condition, while 6.8% are classified as “poor,” according to the 2025 Report Card for America’s Infrastructure. In Massachusetts, about 9% of the state’s 5,295 bridges are considered structurally deficient. The costs of restoring this infrastructure are projected to exceed billion—well beyond current funding levels.  The cold spray method consists of propelling metal powder particles at high velocity onto the beam’s surface. Successive applications build up additional layers, helping restore its thickness and structural integrity. This method has successfully been used to repair large structures such as submarines, airplanes, and ships, but this marks the first instance of its application to a bridge. One of cold spray’s key advantages is its ability to be deployed with minimal traffic disruption.  “Every time you do repairs on a bridge you have to block traffic, you have to make traffic controls for substantial amounts of time,” explained Gerasimidis. “This will allow us toon this actual bridge while cars are going.” To enhance precision, the research team integrated 3D LiDAR scanning technology into the process. Unlike visual inspections, which can be subjective and time-consuming, LiDAR creates high-resolution digital models that pinpoint areas of corrosion. This allows teams to develop targeted repair plans and deposit materials only where needed—reducing waste and potentially extending a bridge’s lifespan. Next steps: Testing Cold-Sprayed Repairs The bridge is scheduled for demolition in the coming years. When that happens, researchers will retrieve the repaired sections for further analysis. They plan to assess the durability, corrosion resistance, and mechanical performance of the cold-sprayed steel in real-world conditions, comparing it to results from laboratory tests. “This is a tremendous collaboration where cutting-edge technology is brought to address a critical need for infrastructure in the commonwealth and across the United States,” said John Hart, Class of 1922 Professor in the Department of Mechanical Engineering at MIT. “I think we’re just at the beginning of a digital transformation of bridge inspection, repair and maintenance, among many other important use cases.” 3D Printing for Infrastructure Repairs Beyond cold spray techniques, other innovative 3D printing methods are emerging to address construction repair challenges. For example, researchers at University College Londonhave developed an asphalt 3D printer specifically designed to repair road cracks and potholes. “The material properties of 3D printed asphalt are tunable, and combined with the flexibility and efficiency of the printing platform, this technique offers a compelling new design approach to the maintenance of infrastructure,” the UCL team explained. Similarly, in 2018, Cintec, a Wales-based international structural engineering firm, contributed to restoring the historic Government building known as the Red House in the Republic of Trinidad and Tobago. This project, managed by Cintec’s North American branch, marked the first use of additive manufacturing within sacrificial structures. It also featured the installation of what are claimed to be the longest reinforcement anchors ever inserted into a structure—measuring an impressive 36.52 meters. Join our Additive Manufacturing Advantageevent on July 10th, where AM leaders from Aerospace, Space, and Defense come together to share mission-critical insights. Online and free to attend.Secure your spot now. Who won the2024 3D Printing Industry Awards? Subscribe to the 3D Printing Industry newsletterto keep up with the latest 3D printing news. You can also follow us onLinkedIn, and subscribe to the 3D Printing Industry Youtube channel to access more exclusive content. Featured image shows members of the UMass Amherst and MIT Department of Mechanical Engineering research team, led by Simos Gerasimidis. Photo via UMass Amherst. #umass #mit #test #cold #spray
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    UMass and MIT Test Cold Spray 3D Printing to Repair Aging Massachusetts Bridge
    Researchers from the US-based University of Massachusetts Amherst (UMass), in collaboration with the Massachusetts Institute of Technology (MIT) Department of Mechanical Engineering, have applied cold spray to repair the deteriorating “Brown Bridge” in Great Barrington, built in 1949. The project marks the first known use of this method on bridge infrastructure and aims to evaluate its effectiveness as a faster, more cost-effective, and less disruptive alternative to conventional repair techniques. “Now that we’ve completed this proof-of-concept repair, we see a clear path to a solution that is much faster, less costly, easier, and less invasive,” said Simos Gerasimidis, associate professor of civil and environmental engineering at the University of Massachusetts Amherst. “To our knowledge, this is a first. Of course, there is some R&D that needs to be developed, but this is a huge milestone to that,” he added. The pilot project is also a collaboration with the Massachusetts Department of Transportation (MassDOT), the Massachusetts Technology Collaborative (MassTech), the U.S. Department of Transportation, and the Federal Highway Administration. It was supported by the Massachusetts Manufacturing Innovation Initiative, which provided essential equipment for the demonstration. Members of the UMass Amherst and MIT Department of Mechanical Engineering research team, led by Simos Gerasimidis (left, standing). Photo via UMass Amherst. Tackling America’s Bridge Crisis with Cold Spray Technology Nearly half of the bridges across the United States are in “fair” condition, while 6.8% are classified as “poor,” according to the 2025 Report Card for America’s Infrastructure. In Massachusetts, about 9% of the state’s 5,295 bridges are considered structurally deficient. The costs of restoring this infrastructure are projected to exceed $190 billion—well beyond current funding levels.  The cold spray method consists of propelling metal powder particles at high velocity onto the beam’s surface. Successive applications build up additional layers, helping restore its thickness and structural integrity. This method has successfully been used to repair large structures such as submarines, airplanes, and ships, but this marks the first instance of its application to a bridge. One of cold spray’s key advantages is its ability to be deployed with minimal traffic disruption.  “Every time you do repairs on a bridge you have to block traffic, you have to make traffic controls for substantial amounts of time,” explained Gerasimidis. “This will allow us to [apply the technique] on this actual bridge while cars are going [across].” To enhance precision, the research team integrated 3D LiDAR scanning technology into the process. Unlike visual inspections, which can be subjective and time-consuming, LiDAR creates high-resolution digital models that pinpoint areas of corrosion. This allows teams to develop targeted repair plans and deposit materials only where needed—reducing waste and potentially extending a bridge’s lifespan. Next steps: Testing Cold-Sprayed Repairs The bridge is scheduled for demolition in the coming years. When that happens, researchers will retrieve the repaired sections for further analysis. They plan to assess the durability, corrosion resistance, and mechanical performance of the cold-sprayed steel in real-world conditions, comparing it to results from laboratory tests. “This is a tremendous collaboration where cutting-edge technology is brought to address a critical need for infrastructure in the commonwealth and across the United States,” said John Hart, Class of 1922 Professor in the Department of Mechanical Engineering at MIT. “I think we’re just at the beginning of a digital transformation of bridge inspection, repair and maintenance, among many other important use cases.” 3D Printing for Infrastructure Repairs Beyond cold spray techniques, other innovative 3D printing methods are emerging to address construction repair challenges. For example, researchers at University College London (UCL) have developed an asphalt 3D printer specifically designed to repair road cracks and potholes. “The material properties of 3D printed asphalt are tunable, and combined with the flexibility and efficiency of the printing platform, this technique offers a compelling new design approach to the maintenance of infrastructure,” the UCL team explained. Similarly, in 2018, Cintec, a Wales-based international structural engineering firm, contributed to restoring the historic Government building known as the Red House in the Republic of Trinidad and Tobago. This project, managed by Cintec’s North American branch, marked the first use of additive manufacturing within sacrificial structures. It also featured the installation of what are claimed to be the longest reinforcement anchors ever inserted into a structure—measuring an impressive 36.52 meters. Join our Additive Manufacturing Advantage (AMAA) event on July 10th, where AM leaders from Aerospace, Space, and Defense come together to share mission-critical insights. Online and free to attend.Secure your spot now. Who won the2024 3D Printing Industry Awards? Subscribe to the 3D Printing Industry newsletterto keep up with the latest 3D printing news. You can also follow us onLinkedIn, and subscribe to the 3D Printing Industry Youtube channel to access more exclusive content. Featured image shows members of the UMass Amherst and MIT Department of Mechanical Engineering research team, led by Simos Gerasimidis (left, standing). Photo via UMass Amherst.
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  • No Kings: protests in the eye of the storm

    As President Donald Trump kicked off a birthday military parade on the streets of Washington, DC, what’s estimated as roughly 2,000 events were held across the US and beyond — protesting Trump and Elon Musk’s evisceration of government services, an unprecedented crackdown by Immigration and Customs Enforcement, and countless other actions from the administration in its first five months. Held under the title “No Kings”, they’re the latest in several mass protests, following April’s Hands Off events and a wave of Tesla Takedown demonstrations in March.As The Verge’s Tina Nguyen went to downtown DC, we also sent reporters to No Kings demonstrations spanning the country, plus a “No Tyrants” event in the UK. How would they unfold after promises of “very heavy force” against protesters in the capital, after the deployment of thousands of military troops in a move a judge has bluntly called illegal, and after promises to “liberate” the city of Los Angeles from its “burdensome leadership” by local elected officials? What about the overnight killing of a Minnesota Democratic state representative and her husband, and the shooting of a Democratic state senator and his wife?The answer, at the events we attended, was fairly calmly — even against a backdrop of chaos.Downtown Los Angeles, CaliforniaAn inflatable baby Donald Trump, dressed in a diaper, hovered over throngs of people rallying outside of Los Angeles City Hall. Demonstrators outnumbered clumps of California National Guard members in fatigues posted up along sidewalks. “Go home to your families, we don’t need you in our streets,” one young person wearing a long braid down her back tells them while marching past. “Trump come catch these hands foo!” the back of her sign reads. I can’t see what the front says, but I can tell there’s an empty bag of Cheetos pasted to it.The big baby joins the march, floating through the streets of Downtown LA over demonstrators. A flatbed truck rolls ahead of it, the band — maybe LA’s own Ozomatli? — singing “We don’t like Trump” to the tune of “We Want The Funk.” Ducking inside Grand Central Market from the march, I talk to Puck and Twinkle Toes — two demonstrators in line for the public restrooms. Twinkle Toes tells me she’s part of an activist clown collective called Imp and Circumstance, wearing pink and white clown makeup and a striped pink and white bow wrapped around a loose hair bun atop her head. She’s here exercising her right to free speech, she says. Demonstrators in Los Angeles marched alongside an inflatable Donald Trump baby dressed in a diaper.“The more people that are out here, the more we know that this is not okay. That we don’t want an autocrat. We want democracy,” Puck tells me, adding that the Pride March in Hollywood last weekend was “nothing but love and sunshine” despite protests and burning driverless cars making headlines in downtown. “The news tries to make you think all of LA is rioting. It’s not.” Puck says.Back out on the streets, a young man quickly writes “Fuck ICE” on a black wall with white spray paint before a group of older demonstrators wearing floppy hats shushes him away — warning him that tagging will only attract more law enforcement.Further along, another older man with tufts of white hair sticking out under his Lakers cap walks stiffly and slowly along under the summer sun. A Mexican flag draped across his shoulders, he crosses Hope Street. A young man wearing a Nike cap makes his way over to ask if he wants water; the old man accepts a bottle and keeps walking without stopping. The march has looped around downtown, and is coming to an end back at City Hall. As I make my way to my bus stop, a line of police vehicles — sirens blasting — whizzes past me, back toward the crowd still gathering around City Hall.The Los Angeles Police Department issued a dispersal order for parts of downtown Los Angeles later in the afternoon, citing people “throwing rocks, bricks, bottles and other objects.” Law enforcement reportedly cleared crowds using gas, and the LAPD authorized the use of “less lethal” force.— Justine CalmaPortland, OregonFour different “No Kings” protests in the greater Portland area on Saturday drew massive crowds of tens of thousands across the city. Various activists, government officials, and representatives for politicians spoke at the rallies, which also featured music and live performances.Protesters of all ages came with dogs, strollers, flags, banners, and hand-made signs. At the downtown waterfront, some tourist boats appeared to still be departing, but the bike rental standwas closed for the day with a hand-lettered explanation reading “No crowns, no thrones, no kings” and “Americans against oligarchy.” Women appearing to be organizers passed out free American flags; many attendees came with their own American flags modified to fly upside down. Most protesters brought signs expressing a wide range of sentiments on the theme of “No Kings.” Some signs were surprisingly verbosewe’d all still be British”) while others were more succinct. Others opted for simple images, such as a picture of a crown crossed out, or — less frequently — a guillotine. Image: Sarah JeongThe waterfront park area was filled with people from the shoreline to the curb of the nearest street, where protesters held up signs to passing cars that honked in approval. The honking of a passing fire truck sent the crowd into an uproarious cheer. Portland is about a thousand miles from the border with Mexico, but the flag of its distant neighbor nation has emerged as protest iconography in solidarity with Los Angeles. The rainbow pride flag was flown as often as the Mexican flag. Military veterans were scattered throughout the crowd, some identifying themselves as having seen action in conflicts spanning from Vietnam to Afghanistan. Emanuel, an Air Force veteran, told me that he had turned out in defense of the constitution and due process, saying, “Nobody has any rights if one person doesn’t have any rights.” Image: Sarah JeongAnger was directed at ICE and the mass deportations all throughout the day, in signage, in chants, and in rally speeches. The previous night, about 150 people protested at a local ICE facility — coincidentally located by the Tesla dealership — a mile south of downtown, near a highway exit. The ICE facility protests, which have been continuous for some days, have been steadily building up. A couple of “No Kings” signs were present on Friday.. Demonstrators stood on the curb urging passing cars to “Honk if you hate fascists,” successfully eliciting car horns every few seconds, including some from a pristine white Tesla. Federal law enforcement in camo and helmets, their faces obscured, maced and shot at protesters with pepper balls, targeting them through the gates and sniping at them from the rooftop of the building. A handful of protesters — many wearing gas masks and respirators — formed phalanx formations in the driveway, wielding umbrellas and handmade shields. On Saturday, a speaker at one of the “No Kings” rallies advertised the occupation of the ICE facility, saying, “We’re a sanctuary city.” The crowd — replete with American flags both upside down and right side up — cheered. — Sarah JeongNew Port Richey, FloridaNearly every intersection on Pasco County’s State Road 54 looks the same: a cross-section of strip malls, each anchored by a Walmart or Target or Publix, surrounded by a mix of restaurants, nail salons, and gas stations. It’s not an environment that is particularly conducive to protests, but hundreds of people turned out in humid, 90-plus degree weather anyway. The overall size of the crowd is hard to determine, but it’s larger than I — and other attendees — anticipated, given the local demographics.New Port Richey, FL. Image: Gaby Del ValleEveryone is on the sidewalk; an organizer with a megaphone tells people to use crosswalks if they’re going to attempt to brave the six-lane highway. Two days earlier, Governor Ron DeSantis said Floridians could legally run over protesters on the street if they feel “threatened.” New Port Richey, FL. Image: Gaby Del ValleSo far, most drivers seem friendly. There are lots of supportive honks. One woman rolls down her window and thanks the protesters. “I love you! I wish I could be with you, but I have to work today!” she yells as she drives away. Not everyone is amenable. A man in a MAGA hat marches through the crowd waving a “thin green line” flag and yelling “long live the king!” as people in the crowd call him a traitor. A pickup truck drives by blasting “Ice Ice Baby,” waving another pro-law enforcement flag. The protesters have flags, too: American flags large and small, some upside down; Mexican; Ukrainian; Palestinian; Canadian; different configurations of pride and trans flags. Their signs, like their flags, illustrate their diverse reasons for attending: opposition to Trump’s “big beautiful” funding bill, DOGE’s budget cuts, and ICE arrests; support for immigrants, government workers, and Palestinians. One woman wears an inflatable chicken suit. Her friend pulls an effigy of Trump — dressed to look both like an eighteenth-century monarch, a taco, and a chicken — alongside her.New Port Richey, FL. Image: Gaby Del ValleMost of the demonstrators are on the older side, but there are people of all ages in attendance. “I thought it was going to be maybe 20 people with a couple of signs,” Abby, 24, says, adding that she’s pleasantly surprised at both the turnout and the fact that most of the protesters are of retirement age. Abe, 20, tells me this is his first protest. Holding a sign that says “ICE = GESTAPO,” he tells me he came out to support a friend who is Mexican. Three teenagers walk by with signs expressing support for immigrants: “While Trump destroys America, we built it.” “Trump: 3 felonies. My parents: 0.” As I drive away, I notice nine counter-protesters off to the side, around the corner from the main event. They wave their own flags, but the demonstrators seemingly pay them no mind.— Gaby Del ValleHistoric Filipinotown, Los AngelesWearing a camo baseball cap — “Desert Storm Veteran” emblazoned on the front — Joe Arciaga greets a crowd of about 100 people in Los Angeles’ Historic Filipinotown around 9:00AM.“Good morning everyone, are you ready for some beautiful trouble?” Arciaga says into the megaphone, an American flag bandana wrapped around his wrist. The faces of Filipino labor leaders Philip Vera Cruz and Larry Itliong, who organized farm workers alongside Cesar Chavez, peer over his shoulders from a mural that lines the length of Unidad Park where Arciaga and a group called Lakas Collective helped organize this neighborhood No Kings rally. “I’m a Desert Storm veteran, and I’m a father of three and a grandfather of three, and I want to work for a future where democracy is upheld, due process, civil rights, the preservation of the rule of law — That’s all I want. I’m not a billionaire, I’m just a regular Joe, right?”, he tells The Verge.Joe Arciaga speaks to people at a rally in Historic Filipinotown, Los Angeles. Image: Justine Calma“I am mad as hell,” he says, when I ask him about the Army 250th anniversary parade Donald Trump has organized in Washington, DC coinciding with the president’s birthday. “The guy does not deserve to be honored, he’s a draft dodger, right?” Arciaga says. He’s “livid” that the President and DOGE have fired veterans working for federal agencies and slashed VA staff.Arciaga organizes the crowd into two lines that file out of the park to stand along Beverly Blvd., one of the main drags through LA. Arciaga has deputized a handful of attendees with security or medical experience with whistles to serve as “marshals” tasked with flagging and de-escalating any potentially risky situation that might arise. Johneric Concordia, one of the co-founders of the popular The Park’s Finest barbecue joint in the neighborhood, is MCing out on Beverly Blvd. He and Arciaga direct people onto the sidewalks and off the asphalt as honking cars zip by. In between chants of “No hate! No fear! Immigrants are welcome here!” and rap songs from LA artist Bambu that Concordia plays from a speaker, Concordia hypes up the organizers. “Who’s cool? Joe’s cool?” He spits into the microphone connected to his speaker. “Who’s streets? Our streets!” the crowd cheers. An hour later, a man sitting at a red light in a black Prius rolls down his window. “Go home!” he yells from the intersection. “Take your Mexican flag and go home!”The crowd mostly ignores him. One attendee on the corner holds up his “No Kings” sign to the Prius without turning his head to look at him. A few minutes later, a jogger in a blue t-shirt raises his fist as he passes the crowd. “Fuck yeah guys,” he says to cheers.By 10AM, the neighborhood event is coming to a close. Demonstrators start to trickle away, some fanning out to other rallies planned across LA today. Concordia is heading out too, microphone and speaker still in hand, “If you’re headed to downtown, watch out for suspicious crew cuts!” — Justine CalmaSan Francisco, California1/10Most of the crowd trickled out after 2pm, which was the scheduled end time of the protest, but hundreds stayed in the area. Image: Vjeran PavicLondon, UKLondon’s protest was a little different than most: it was almost entirely bereft of “No Kings” signs, thanks to the fact that about two miles away much larger crowds were gathered to celebrate the official birthday of one King Charles III. “We don’t have anything against King Charles,” Alyssa, a member of organizers Indivisible London, told me. And so, “out of respect for our host country as immigrants,” they instead set up shop in front of the US embassy with a tweaked message: “No kings, no crowns” became “no tyrants, no clowns.” London, UK. Image: Dominic PrestonOf the hundreds gathered, not everyone got the memo, with a few painted signs decrying kings and crowns regardless, and one brave Brit brandishing a bit of cardboard with a simple message: “Our king is better than yours!”London, UK. Image: Dominic PrestonStill, most of the crowd were on board, with red noses, clown suits, and Pennywise masks dotted throughout, plus costumes ranging from tacos to Roman emperors. “I think tyrants is the better word, and that’s why I dressed up as Caesar, because he was the original,” says Anna, a Long Island native who’s lived in London for three years. “Nobody likes a tyrant. Nobody. And they don’t do well, historically, but they destroy a lot.”For 90 minutes or so the crowd — predominantly American, judging by the accents around me — leaned into the circus theme. Speakers shared the stage with performers, from a comic singalong of anti-Trump protest songs to a protracted pantomime in which a woman in a banana costume exhorted the crowd to pelt a Donald Trump impersonator with fresh peels. London, UK. Image: Dominic PrestonDuring a break in festivities, Alyssa told the crowd, “The most threatening sound to an oligarch is laughter.”— Dominic PrestonProspect Park, Brooklyn, New YorkThe No Kings protest at Brooklyn’s Grand Army Plaza was a calmer affair. Instead of gathering under the picturesque memorial arch, protesters were largely sequestered to a corner right outside Prospect Park, with some streets blocked off by police. The weekly farmers market was in full swing, meaning people cradling bundles of rhubarb were swerving in and out of protest signs that read things like, “Hating Donald Trump is Brat” and “Is it time to get out the pitch forks?” Like during the Hands Off protest in April, New York got rain on Saturday.Prospect Park, Brooklyn. Image: Mia SatoThe area where protesters were gathered made it difficult to count the crowd, but there were hundreds — perhaps a few thousand — people that streamed in and out. At one point, some protesters began marching down the street alongside Prospect Park, while others stayed at Grand Army Plaza to chant, cheer, and hold signs up at oncoming vehicles. With its proximity to the public library, the park, and densely populated neighborhoods, the massive intersection is a high-foot traffic area. Cars blared their horns as they passed, American flags waving in the chilly afternoon breeze.Jane, a Brooklyn resident who stood on the curb opposite the protesters, said she isn’t typically someone who comes out to actions like this: before the No Kings event, she had only ever been to one protest, the Women’s March.Prospect Park, Brooklyn. Image: Mia Sato“I’m deeply concerned about our country,” Jane said, pausing as a long stream of trucks and cars honked continuously in support of the protesters in the background. “I think Trump is behaving as an authoritarian. We’ve seen in Russia, in Hungary, in Hong Kong, that the slide from freedom to not freedom is very fast and very quick if people do not make their voices heard,” Jane said. “I’m concerned that that’s what’s happening in the United States.” Jane also cited cuts to Medicaid and funding for academic research as well as tariffs as being “unacceptable.”Prospect Park, Brooklyn. Image: Mia SatoThe event was peaceful — there were lots of kids present — and people were in good spirits despite the rain. Protest signs ran the gamut from general anti-Trump slogansto New York City-specific causes like “Andrew Cuomo can’t read”. One sign read, “Fix your hearts or die,” an iconic line from the late director, David Lynch’s, Twin Peaks: The Return. And of course, amid nationwide immigration raids that have been escalated by the involvement of the federal government, ICE was top of mind: one sign simply read, “Melt ICE,” and another protester held a large “NO ICE IN NYC” sign. Though it was smaller and more contained than other events, the protest didn’t lack conviction: attendees of all ages stood in the cold rain, chanting and blowing into vuvuzela, banging the lids of pots and pans. At one point a man stood on the median on the street, leading the group in chants of “No justice, no peace.” Cars laid on the horn as they drove by.— Mia SatoAkron, OhioIt’s been raining pretty hard the last few days in Akron, OH, so much that I didn’t think there’d be a large turnout for our chapter of the No Kings protest. But I was emphatically proven wrong as the crowds I saw dwarfed the Tesla Takedown protests last month. Officially, the protest was to take place in front of the John F. Seiberling Federal Building on Main Street in Downtown Akron. But the concentration of people spilled over from that small space down Main Street and up Market Street. All told, though there were no official counts, I estimate somewhere between 500 to 900 people in this blue enclave in Northeast Ohio.The mood was exuberant, buoyed by supporters who honked their horns as they passed. The chorus of horns was nonstop, and when a sanitation truck honked as it went by, cheers got louder. The chants the crowds were singing took on a local flare. Ohio is the home of the Ohio State Buckeyes and anywhere you go, shout “O-H” and you’ll invariably get an “I-O” response. The crowds used that convention to make their own chant, “OH-IO, Donald Trump has got to go.”There was no police presence here and the crowd was very good at policing itself. Ostensibly out of concern for the incidents where people have rammed their cars into protestor crowds, the people here have taken up crossing guard duties, aiding folks who wish to cross Main or Market Streets. Toward the end of my time at the protest, I saw an older gentleman wearing Kent State gear and holding a sign that read, “Remember another time the National Guard was called in?” His sign featured a drawing of the famous photo from the event in which four Kent State students during a protest of the Vietnam War were killed by National Guard troops. I caught up with him to ask him some questions and he told me his name was Chuck Ayers, a professional cartoonist, and was present at the shooting. Akron, OH. Image: Ash Parrish“When I saw the National Guard in front of the federal building in LA,” he told me, “It was just another flashback.”He did not tell me this at the time, but Ayers is a nationally recognized cartoonist, noted for co-creating the comic strip Crankshaft. He’s lived in Ohio his entire life and of course, drew that sign himself. As he was telling me about how seeing news of the National Guard being deployed in LA, I could see him strain to hold back his emotions. He said it still hurts to see this 55 years later, but that he was heartened to see so many people standing here in community and solidarity. He also said that given his pain and trauma he almost didn’t come. When I asked why he showed up when it so obviously causes him pain he said simply, “Because I have to.”— Ash ParrishOneonta, New YorkOn a northward drive to Oneonta — population roughly 15,000, the largest city in New York’s mainly rural Otsego County — one of the most prominent landmarks is a sprawling barn splashed in huge, painted block letters with TRUMP 2024.It’s Trump country, but not uniformly Trumpy country, as evidenced by what I estimated as a hundreds-strong crowd gathered in a field just below Main Street that came together with a friendly county-fair atmosphere. Kids sat on their parents’ shoulders; American flags fluttered next to signs with slogans like SHADE NEVER MADE ANYONE LESS GAY, and attendees grumbled persistently about the event’s feeble sound system, set up on the bed of a pickup truck. It was the kind of conspicuously patriotic, far-from-urban protest that the Trump administration has all but insisted doesn’t exist.Image: Adi RobertsonBeyond a general condemnation of Trump, protest signs repped the same issues being denounced across the country. The wars in Gaza and Ukraine made an appearance, as did Elon Musk and Tesla. A couple of people called out funding cuts for organizations like NPR, one neatly lettered sign reminded us that WEATHER FORECASTING SAVES LIVES, another warned “Keep your nasty little hands off Social Security,” and a lot — unsurprisingly, given the past week’s events — attacked mass deportations and ICE. An attendee who identified himself as Bill, standing behind a placard that blocked most of him from sight, laid out his anger at the administration’s gutting of the Environmental Protection Agency. “I think if it was not for protests, there would be no change,” he told me.The event itself, supported by a coalition including the local chapter of Indivisible, highlighted topics like reproductive justice and LGBTQ rights alongside issues for groups often stereotyped as Republican blocs — there was a speech about Department of Veterans Affairs cuts and a representative from the local Office for the Aging. Rules for a march around the modest downtown were laid out: no blocking pedestrians or vehicles, and for the sake of families doing weekend shopping, watch the language. “Fuck!” one person yelled indistinctly from the audience. “No, no,” the event’s emcee chided gently. The philosophy, as she put it, was one of persuasion. “We want to build the resistance, not make people angry at us.”Image: Adi RobertsonBut even in a place that will almost certainly never see a National Guard deployment or the ire of a Truth Social post, the Trump administration’s brutal deportation program had just hit close to home. Only hours before the protest commenced, ICE agents were recorded handcuffing a man and removing him in an unmarked black car — detaining what was reportedly a legal resident seeking asylum from Venezuela. The mayor of Oneonta, Mark Drnek, relayed the news to the crowd. “ICE! We see you!” boomed Drnek from the truckbed. “We recognize you for what you are, and we understand, and we reject your vile purpose.”The crowd cheered furiously. The stars and stripes waved.- Adi RobertsonSee More: Policy
    #kings #protests #eye #storm
    No Kings: protests in the eye of the storm
    As President Donald Trump kicked off a birthday military parade on the streets of Washington, DC, what’s estimated as roughly 2,000 events were held across the US and beyond — protesting Trump and Elon Musk’s evisceration of government services, an unprecedented crackdown by Immigration and Customs Enforcement, and countless other actions from the administration in its first five months. Held under the title “No Kings”, they’re the latest in several mass protests, following April’s Hands Off events and a wave of Tesla Takedown demonstrations in March.As The Verge’s Tina Nguyen went to downtown DC, we also sent reporters to No Kings demonstrations spanning the country, plus a “No Tyrants” event in the UK. How would they unfold after promises of “very heavy force” against protesters in the capital, after the deployment of thousands of military troops in a move a judge has bluntly called illegal, and after promises to “liberate” the city of Los Angeles from its “burdensome leadership” by local elected officials? What about the overnight killing of a Minnesota Democratic state representative and her husband, and the shooting of a Democratic state senator and his wife?The answer, at the events we attended, was fairly calmly — even against a backdrop of chaos.Downtown Los Angeles, CaliforniaAn inflatable baby Donald Trump, dressed in a diaper, hovered over throngs of people rallying outside of Los Angeles City Hall. Demonstrators outnumbered clumps of California National Guard members in fatigues posted up along sidewalks. “Go home to your families, we don’t need you in our streets,” one young person wearing a long braid down her back tells them while marching past. “Trump come catch these hands foo!” the back of her sign reads. I can’t see what the front says, but I can tell there’s an empty bag of Cheetos pasted to it.The big baby joins the march, floating through the streets of Downtown LA over demonstrators. A flatbed truck rolls ahead of it, the band — maybe LA’s own Ozomatli? — singing “We don’t like Trump” to the tune of “We Want The Funk.” Ducking inside Grand Central Market from the march, I talk to Puck and Twinkle Toes — two demonstrators in line for the public restrooms. Twinkle Toes tells me she’s part of an activist clown collective called Imp and Circumstance, wearing pink and white clown makeup and a striped pink and white bow wrapped around a loose hair bun atop her head. She’s here exercising her right to free speech, she says. Demonstrators in Los Angeles marched alongside an inflatable Donald Trump baby dressed in a diaper.“The more people that are out here, the more we know that this is not okay. That we don’t want an autocrat. We want democracy,” Puck tells me, adding that the Pride March in Hollywood last weekend was “nothing but love and sunshine” despite protests and burning driverless cars making headlines in downtown. “The news tries to make you think all of LA is rioting. It’s not.” Puck says.Back out on the streets, a young man quickly writes “Fuck ICE” on a black wall with white spray paint before a group of older demonstrators wearing floppy hats shushes him away — warning him that tagging will only attract more law enforcement.Further along, another older man with tufts of white hair sticking out under his Lakers cap walks stiffly and slowly along under the summer sun. A Mexican flag draped across his shoulders, he crosses Hope Street. A young man wearing a Nike cap makes his way over to ask if he wants water; the old man accepts a bottle and keeps walking without stopping. The march has looped around downtown, and is coming to an end back at City Hall. As I make my way to my bus stop, a line of police vehicles — sirens blasting — whizzes past me, back toward the crowd still gathering around City Hall.The Los Angeles Police Department issued a dispersal order for parts of downtown Los Angeles later in the afternoon, citing people “throwing rocks, bricks, bottles and other objects.” Law enforcement reportedly cleared crowds using gas, and the LAPD authorized the use of “less lethal” force.— Justine CalmaPortland, OregonFour different “No Kings” protests in the greater Portland area on Saturday drew massive crowds of tens of thousands across the city. Various activists, government officials, and representatives for politicians spoke at the rallies, which also featured music and live performances.Protesters of all ages came with dogs, strollers, flags, banners, and hand-made signs. At the downtown waterfront, some tourist boats appeared to still be departing, but the bike rental standwas closed for the day with a hand-lettered explanation reading “No crowns, no thrones, no kings” and “Americans against oligarchy.” Women appearing to be organizers passed out free American flags; many attendees came with their own American flags modified to fly upside down. Most protesters brought signs expressing a wide range of sentiments on the theme of “No Kings.” Some signs were surprisingly verbosewe’d all still be British”) while others were more succinct. Others opted for simple images, such as a picture of a crown crossed out, or — less frequently — a guillotine. Image: Sarah JeongThe waterfront park area was filled with people from the shoreline to the curb of the nearest street, where protesters held up signs to passing cars that honked in approval. The honking of a passing fire truck sent the crowd into an uproarious cheer. Portland is about a thousand miles from the border with Mexico, but the flag of its distant neighbor nation has emerged as protest iconography in solidarity with Los Angeles. The rainbow pride flag was flown as often as the Mexican flag. Military veterans were scattered throughout the crowd, some identifying themselves as having seen action in conflicts spanning from Vietnam to Afghanistan. Emanuel, an Air Force veteran, told me that he had turned out in defense of the constitution and due process, saying, “Nobody has any rights if one person doesn’t have any rights.” Image: Sarah JeongAnger was directed at ICE and the mass deportations all throughout the day, in signage, in chants, and in rally speeches. The previous night, about 150 people protested at a local ICE facility — coincidentally located by the Tesla dealership — a mile south of downtown, near a highway exit. The ICE facility protests, which have been continuous for some days, have been steadily building up. A couple of “No Kings” signs were present on Friday.. Demonstrators stood on the curb urging passing cars to “Honk if you hate fascists,” successfully eliciting car horns every few seconds, including some from a pristine white Tesla. Federal law enforcement in camo and helmets, their faces obscured, maced and shot at protesters with pepper balls, targeting them through the gates and sniping at them from the rooftop of the building. A handful of protesters — many wearing gas masks and respirators — formed phalanx formations in the driveway, wielding umbrellas and handmade shields. On Saturday, a speaker at one of the “No Kings” rallies advertised the occupation of the ICE facility, saying, “We’re a sanctuary city.” The crowd — replete with American flags both upside down and right side up — cheered. — Sarah JeongNew Port Richey, FloridaNearly every intersection on Pasco County’s State Road 54 looks the same: a cross-section of strip malls, each anchored by a Walmart or Target or Publix, surrounded by a mix of restaurants, nail salons, and gas stations. It’s not an environment that is particularly conducive to protests, but hundreds of people turned out in humid, 90-plus degree weather anyway. The overall size of the crowd is hard to determine, but it’s larger than I — and other attendees — anticipated, given the local demographics.New Port Richey, FL. Image: Gaby Del ValleEveryone is on the sidewalk; an organizer with a megaphone tells people to use crosswalks if they’re going to attempt to brave the six-lane highway. Two days earlier, Governor Ron DeSantis said Floridians could legally run over protesters on the street if they feel “threatened.” New Port Richey, FL. Image: Gaby Del ValleSo far, most drivers seem friendly. There are lots of supportive honks. One woman rolls down her window and thanks the protesters. “I love you! I wish I could be with you, but I have to work today!” she yells as she drives away. Not everyone is amenable. A man in a MAGA hat marches through the crowd waving a “thin green line” flag and yelling “long live the king!” as people in the crowd call him a traitor. A pickup truck drives by blasting “Ice Ice Baby,” waving another pro-law enforcement flag. The protesters have flags, too: American flags large and small, some upside down; Mexican; Ukrainian; Palestinian; Canadian; different configurations of pride and trans flags. Their signs, like their flags, illustrate their diverse reasons for attending: opposition to Trump’s “big beautiful” funding bill, DOGE’s budget cuts, and ICE arrests; support for immigrants, government workers, and Palestinians. One woman wears an inflatable chicken suit. Her friend pulls an effigy of Trump — dressed to look both like an eighteenth-century monarch, a taco, and a chicken — alongside her.New Port Richey, FL. Image: Gaby Del ValleMost of the demonstrators are on the older side, but there are people of all ages in attendance. “I thought it was going to be maybe 20 people with a couple of signs,” Abby, 24, says, adding that she’s pleasantly surprised at both the turnout and the fact that most of the protesters are of retirement age. Abe, 20, tells me this is his first protest. Holding a sign that says “ICE = GESTAPO,” he tells me he came out to support a friend who is Mexican. Three teenagers walk by with signs expressing support for immigrants: “While Trump destroys America, we built it.” “Trump: 3 felonies. My parents: 0.” As I drive away, I notice nine counter-protesters off to the side, around the corner from the main event. They wave their own flags, but the demonstrators seemingly pay them no mind.— Gaby Del ValleHistoric Filipinotown, Los AngelesWearing a camo baseball cap — “Desert Storm Veteran” emblazoned on the front — Joe Arciaga greets a crowd of about 100 people in Los Angeles’ Historic Filipinotown around 9:00AM.“Good morning everyone, are you ready for some beautiful trouble?” Arciaga says into the megaphone, an American flag bandana wrapped around his wrist. The faces of Filipino labor leaders Philip Vera Cruz and Larry Itliong, who organized farm workers alongside Cesar Chavez, peer over his shoulders from a mural that lines the length of Unidad Park where Arciaga and a group called Lakas Collective helped organize this neighborhood No Kings rally. “I’m a Desert Storm veteran, and I’m a father of three and a grandfather of three, and I want to work for a future where democracy is upheld, due process, civil rights, the preservation of the rule of law — That’s all I want. I’m not a billionaire, I’m just a regular Joe, right?”, he tells The Verge.Joe Arciaga speaks to people at a rally in Historic Filipinotown, Los Angeles. Image: Justine Calma“I am mad as hell,” he says, when I ask him about the Army 250th anniversary parade Donald Trump has organized in Washington, DC coinciding with the president’s birthday. “The guy does not deserve to be honored, he’s a draft dodger, right?” Arciaga says. He’s “livid” that the President and DOGE have fired veterans working for federal agencies and slashed VA staff.Arciaga organizes the crowd into two lines that file out of the park to stand along Beverly Blvd., one of the main drags through LA. Arciaga has deputized a handful of attendees with security or medical experience with whistles to serve as “marshals” tasked with flagging and de-escalating any potentially risky situation that might arise. Johneric Concordia, one of the co-founders of the popular The Park’s Finest barbecue joint in the neighborhood, is MCing out on Beverly Blvd. He and Arciaga direct people onto the sidewalks and off the asphalt as honking cars zip by. In between chants of “No hate! No fear! Immigrants are welcome here!” and rap songs from LA artist Bambu that Concordia plays from a speaker, Concordia hypes up the organizers. “Who’s cool? Joe’s cool?” He spits into the microphone connected to his speaker. “Who’s streets? Our streets!” the crowd cheers. An hour later, a man sitting at a red light in a black Prius rolls down his window. “Go home!” he yells from the intersection. “Take your Mexican flag and go home!”The crowd mostly ignores him. One attendee on the corner holds up his “No Kings” sign to the Prius without turning his head to look at him. A few minutes later, a jogger in a blue t-shirt raises his fist as he passes the crowd. “Fuck yeah guys,” he says to cheers.By 10AM, the neighborhood event is coming to a close. Demonstrators start to trickle away, some fanning out to other rallies planned across LA today. Concordia is heading out too, microphone and speaker still in hand, “If you’re headed to downtown, watch out for suspicious crew cuts!” — Justine CalmaSan Francisco, California1/10Most of the crowd trickled out after 2pm, which was the scheduled end time of the protest, but hundreds stayed in the area. Image: Vjeran PavicLondon, UKLondon’s protest was a little different than most: it was almost entirely bereft of “No Kings” signs, thanks to the fact that about two miles away much larger crowds were gathered to celebrate the official birthday of one King Charles III. “We don’t have anything against King Charles,” Alyssa, a member of organizers Indivisible London, told me. And so, “out of respect for our host country as immigrants,” they instead set up shop in front of the US embassy with a tweaked message: “No kings, no crowns” became “no tyrants, no clowns.” London, UK. Image: Dominic PrestonOf the hundreds gathered, not everyone got the memo, with a few painted signs decrying kings and crowns regardless, and one brave Brit brandishing a bit of cardboard with a simple message: “Our king is better than yours!”London, UK. Image: Dominic PrestonStill, most of the crowd were on board, with red noses, clown suits, and Pennywise masks dotted throughout, plus costumes ranging from tacos to Roman emperors. “I think tyrants is the better word, and that’s why I dressed up as Caesar, because he was the original,” says Anna, a Long Island native who’s lived in London for three years. “Nobody likes a tyrant. Nobody. And they don’t do well, historically, but they destroy a lot.”For 90 minutes or so the crowd — predominantly American, judging by the accents around me — leaned into the circus theme. Speakers shared the stage with performers, from a comic singalong of anti-Trump protest songs to a protracted pantomime in which a woman in a banana costume exhorted the crowd to pelt a Donald Trump impersonator with fresh peels. London, UK. Image: Dominic PrestonDuring a break in festivities, Alyssa told the crowd, “The most threatening sound to an oligarch is laughter.”— Dominic PrestonProspect Park, Brooklyn, New YorkThe No Kings protest at Brooklyn’s Grand Army Plaza was a calmer affair. Instead of gathering under the picturesque memorial arch, protesters were largely sequestered to a corner right outside Prospect Park, with some streets blocked off by police. The weekly farmers market was in full swing, meaning people cradling bundles of rhubarb were swerving in and out of protest signs that read things like, “Hating Donald Trump is Brat” and “Is it time to get out the pitch forks?” Like during the Hands Off protest in April, New York got rain on Saturday.Prospect Park, Brooklyn. Image: Mia SatoThe area where protesters were gathered made it difficult to count the crowd, but there were hundreds — perhaps a few thousand — people that streamed in and out. At one point, some protesters began marching down the street alongside Prospect Park, while others stayed at Grand Army Plaza to chant, cheer, and hold signs up at oncoming vehicles. With its proximity to the public library, the park, and densely populated neighborhoods, the massive intersection is a high-foot traffic area. Cars blared their horns as they passed, American flags waving in the chilly afternoon breeze.Jane, a Brooklyn resident who stood on the curb opposite the protesters, said she isn’t typically someone who comes out to actions like this: before the No Kings event, she had only ever been to one protest, the Women’s March.Prospect Park, Brooklyn. Image: Mia Sato“I’m deeply concerned about our country,” Jane said, pausing as a long stream of trucks and cars honked continuously in support of the protesters in the background. “I think Trump is behaving as an authoritarian. We’ve seen in Russia, in Hungary, in Hong Kong, that the slide from freedom to not freedom is very fast and very quick if people do not make their voices heard,” Jane said. “I’m concerned that that’s what’s happening in the United States.” Jane also cited cuts to Medicaid and funding for academic research as well as tariffs as being “unacceptable.”Prospect Park, Brooklyn. Image: Mia SatoThe event was peaceful — there were lots of kids present — and people were in good spirits despite the rain. Protest signs ran the gamut from general anti-Trump slogansto New York City-specific causes like “Andrew Cuomo can’t read”. One sign read, “Fix your hearts or die,” an iconic line from the late director, David Lynch’s, Twin Peaks: The Return. And of course, amid nationwide immigration raids that have been escalated by the involvement of the federal government, ICE was top of mind: one sign simply read, “Melt ICE,” and another protester held a large “NO ICE IN NYC” sign. Though it was smaller and more contained than other events, the protest didn’t lack conviction: attendees of all ages stood in the cold rain, chanting and blowing into vuvuzela, banging the lids of pots and pans. At one point a man stood on the median on the street, leading the group in chants of “No justice, no peace.” Cars laid on the horn as they drove by.— Mia SatoAkron, OhioIt’s been raining pretty hard the last few days in Akron, OH, so much that I didn’t think there’d be a large turnout for our chapter of the No Kings protest. But I was emphatically proven wrong as the crowds I saw dwarfed the Tesla Takedown protests last month. Officially, the protest was to take place in front of the John F. Seiberling Federal Building on Main Street in Downtown Akron. But the concentration of people spilled over from that small space down Main Street and up Market Street. All told, though there were no official counts, I estimate somewhere between 500 to 900 people in this blue enclave in Northeast Ohio.The mood was exuberant, buoyed by supporters who honked their horns as they passed. The chorus of horns was nonstop, and when a sanitation truck honked as it went by, cheers got louder. The chants the crowds were singing took on a local flare. Ohio is the home of the Ohio State Buckeyes and anywhere you go, shout “O-H” and you’ll invariably get an “I-O” response. The crowds used that convention to make their own chant, “OH-IO, Donald Trump has got to go.”There was no police presence here and the crowd was very good at policing itself. Ostensibly out of concern for the incidents where people have rammed their cars into protestor crowds, the people here have taken up crossing guard duties, aiding folks who wish to cross Main or Market Streets. Toward the end of my time at the protest, I saw an older gentleman wearing Kent State gear and holding a sign that read, “Remember another time the National Guard was called in?” His sign featured a drawing of the famous photo from the event in which four Kent State students during a protest of the Vietnam War were killed by National Guard troops. I caught up with him to ask him some questions and he told me his name was Chuck Ayers, a professional cartoonist, and was present at the shooting. Akron, OH. Image: Ash Parrish“When I saw the National Guard in front of the federal building in LA,” he told me, “It was just another flashback.”He did not tell me this at the time, but Ayers is a nationally recognized cartoonist, noted for co-creating the comic strip Crankshaft. He’s lived in Ohio his entire life and of course, drew that sign himself. As he was telling me about how seeing news of the National Guard being deployed in LA, I could see him strain to hold back his emotions. He said it still hurts to see this 55 years later, but that he was heartened to see so many people standing here in community and solidarity. He also said that given his pain and trauma he almost didn’t come. When I asked why he showed up when it so obviously causes him pain he said simply, “Because I have to.”— Ash ParrishOneonta, New YorkOn a northward drive to Oneonta — population roughly 15,000, the largest city in New York’s mainly rural Otsego County — one of the most prominent landmarks is a sprawling barn splashed in huge, painted block letters with TRUMP 2024.It’s Trump country, but not uniformly Trumpy country, as evidenced by what I estimated as a hundreds-strong crowd gathered in a field just below Main Street that came together with a friendly county-fair atmosphere. Kids sat on their parents’ shoulders; American flags fluttered next to signs with slogans like SHADE NEVER MADE ANYONE LESS GAY, and attendees grumbled persistently about the event’s feeble sound system, set up on the bed of a pickup truck. It was the kind of conspicuously patriotic, far-from-urban protest that the Trump administration has all but insisted doesn’t exist.Image: Adi RobertsonBeyond a general condemnation of Trump, protest signs repped the same issues being denounced across the country. The wars in Gaza and Ukraine made an appearance, as did Elon Musk and Tesla. A couple of people called out funding cuts for organizations like NPR, one neatly lettered sign reminded us that WEATHER FORECASTING SAVES LIVES, another warned “Keep your nasty little hands off Social Security,” and a lot — unsurprisingly, given the past week’s events — attacked mass deportations and ICE. An attendee who identified himself as Bill, standing behind a placard that blocked most of him from sight, laid out his anger at the administration’s gutting of the Environmental Protection Agency. “I think if it was not for protests, there would be no change,” he told me.The event itself, supported by a coalition including the local chapter of Indivisible, highlighted topics like reproductive justice and LGBTQ rights alongside issues for groups often stereotyped as Republican blocs — there was a speech about Department of Veterans Affairs cuts and a representative from the local Office for the Aging. Rules for a march around the modest downtown were laid out: no blocking pedestrians or vehicles, and for the sake of families doing weekend shopping, watch the language. “Fuck!” one person yelled indistinctly from the audience. “No, no,” the event’s emcee chided gently. The philosophy, as she put it, was one of persuasion. “We want to build the resistance, not make people angry at us.”Image: Adi RobertsonBut even in a place that will almost certainly never see a National Guard deployment or the ire of a Truth Social post, the Trump administration’s brutal deportation program had just hit close to home. Only hours before the protest commenced, ICE agents were recorded handcuffing a man and removing him in an unmarked black car — detaining what was reportedly a legal resident seeking asylum from Venezuela. The mayor of Oneonta, Mark Drnek, relayed the news to the crowd. “ICE! We see you!” boomed Drnek from the truckbed. “We recognize you for what you are, and we understand, and we reject your vile purpose.”The crowd cheered furiously. The stars and stripes waved.- Adi RobertsonSee More: Policy #kings #protests #eye #storm
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    No Kings: protests in the eye of the storm
    As President Donald Trump kicked off a birthday military parade on the streets of Washington, DC, what’s estimated as roughly 2,000 events were held across the US and beyond — protesting Trump and Elon Musk’s evisceration of government services, an unprecedented crackdown by Immigration and Customs Enforcement (ICE), and countless other actions from the administration in its first five months. Held under the title “No Kings” (with, as you’ll see, one conspicuous exception), they’re the latest in several mass protests, following April’s Hands Off events and a wave of Tesla Takedown demonstrations in March.As The Verge’s Tina Nguyen went to downtown DC, we also sent reporters to No Kings demonstrations spanning the country, plus a “No Tyrants” event in the UK. How would they unfold after promises of “very heavy force” against protesters in the capital, after the deployment of thousands of military troops in a move a judge has bluntly called illegal, and after promises to “liberate” the city of Los Angeles from its “burdensome leadership” by local elected officials? What about the overnight killing of a Minnesota Democratic state representative and her husband, and the shooting of a Democratic state senator and his wife?The answer, at the events we attended, was fairly calmly — even against a backdrop of chaos.Downtown Los Angeles, CaliforniaAn inflatable baby Donald Trump, dressed in a diaper, hovered over throngs of people rallying outside of Los Angeles City Hall. Demonstrators outnumbered clumps of California National Guard members in fatigues posted up along sidewalks. “Go home to your families, we don’t need you in our streets,” one young person wearing a long braid down her back tells them while marching past. “Trump come catch these hands foo!” the back of her sign reads. I can’t see what the front says, but I can tell there’s an empty bag of Cheetos pasted to it.The big baby joins the march, floating through the streets of Downtown LA over demonstrators. A flatbed truck rolls ahead of it, the band — maybe LA’s own Ozomatli? — singing “We don’t like Trump” to the tune of “We Want The Funk.” Ducking inside Grand Central Market from the march, I talk to Puck and Twinkle Toes — two demonstrators in line for the public restrooms. Twinkle Toes tells me she’s part of an activist clown collective called Imp and Circumstance, wearing pink and white clown makeup and a striped pink and white bow wrapped around a loose hair bun atop her head. She’s here exercising her right to free speech, she says. Demonstrators in Los Angeles marched alongside an inflatable Donald Trump baby dressed in a diaper.“The more people that are out here, the more we know that this is not okay. That we don’t want an autocrat. We want democracy,” Puck tells me, adding that the Pride March in Hollywood last weekend was “nothing but love and sunshine” despite protests and burning driverless cars making headlines in downtown. “The news tries to make you think all of LA is rioting. It’s not.” Puck says.Back out on the streets, a young man quickly writes “Fuck ICE” on a black wall with white spray paint before a group of older demonstrators wearing floppy hats shushes him away — warning him that tagging will only attract more law enforcement.Further along, another older man with tufts of white hair sticking out under his Lakers cap walks stiffly and slowly along under the summer sun. A Mexican flag draped across his shoulders, he crosses Hope Street. A young man wearing a Nike cap makes his way over to ask if he wants water; the old man accepts a bottle and keeps walking without stopping. The march has looped around downtown, and is coming to an end back at City Hall. As I make my way to my bus stop, a line of police vehicles — sirens blasting — whizzes past me, back toward the crowd still gathering around City Hall.The Los Angeles Police Department issued a dispersal order for parts of downtown Los Angeles later in the afternoon, citing people “throwing rocks, bricks, bottles and other objects.” Law enforcement reportedly cleared crowds using gas, and the LAPD authorized the use of “less lethal” force.— Justine CalmaPortland, OregonFour different “No Kings” protests in the greater Portland area on Saturday drew massive crowds of tens of thousands across the city. Various activists, government officials, and representatives for politicians spoke at the rallies, which also featured music and live performances. (One advertised free drag shows.) Protesters of all ages came with dogs, strollers, flags, banners, and hand-made signs. At the downtown waterfront, some tourist boats appeared to still be departing, but the bike rental stand (which also sells ice cream) was closed for the day with a hand-lettered explanation reading “No crowns, no thrones, no kings” and “Americans against oligarchy.” Women appearing to be organizers passed out free American flags; many attendees came with their own American flags modified to fly upside down. Most protesters brought signs expressing a wide range of sentiments on the theme of “No Kings.” Some signs were surprisingly verbose (“If the founders wanted a unitary executive (a king) we’d all still be British”) while others were more succinct (“Sic semper tyrannis”). Others opted for simple images, such as a picture of a crown crossed out, or — less frequently — a guillotine. Image: Sarah JeongThe waterfront park area was filled with people from the shoreline to the curb of the nearest street, where protesters held up signs to passing cars that honked in approval. The honking of a passing fire truck sent the crowd into an uproarious cheer. Portland is about a thousand miles from the border with Mexico, but the flag of its distant neighbor nation has emerged as protest iconography in solidarity with Los Angeles. The rainbow pride flag was flown as often as the Mexican flag. Military veterans were scattered throughout the crowd, some identifying themselves as having seen action in conflicts spanning from Vietnam to Afghanistan. Emanuel, an Air Force veteran, told me that he had turned out in defense of the constitution and due process, saying, “Nobody has any rights if one person doesn’t have any rights.” Image: Sarah JeongAnger was directed at ICE and the mass deportations all throughout the day, in signage, in chants, and in rally speeches. The previous night, about 150 people protested at a local ICE facility — coincidentally located by the Tesla dealership — a mile south of downtown, near a highway exit. The ICE facility protests, which have been continuous for some days, have been steadily building up. A couple of “No Kings” signs were present on Friday. (The following day, a handful of “Chinga la migra” signs would show up at the “No Kings” protests). Demonstrators stood on the curb urging passing cars to “Honk if you hate fascists,” successfully eliciting car horns every few seconds, including some from a pristine white Tesla. Federal law enforcement in camo and helmets, their faces obscured, maced and shot at protesters with pepper balls, targeting them through the gates and sniping at them from the rooftop of the building. A handful of protesters — many wearing gas masks and respirators — formed phalanx formations in the driveway, wielding umbrellas and handmade shields. On Saturday, a speaker at one of the “No Kings” rallies advertised the occupation of the ICE facility, saying, “We’re a sanctuary city.” The crowd — replete with American flags both upside down and right side up — cheered. — Sarah JeongNew Port Richey, FloridaNearly every intersection on Pasco County’s State Road 54 looks the same: a cross-section of strip malls, each anchored by a Walmart or Target or Publix, surrounded by a mix of restaurants, nail salons, and gas stations. It’s not an environment that is particularly conducive to protests, but hundreds of people turned out in humid, 90-plus degree weather anyway. The overall size of the crowd is hard to determine, but it’s larger than I — and other attendees — anticipated, given the local demographics. (Trump won 61 percent of the vote in Pasco County in 2024.) New Port Richey, FL. Image: Gaby Del ValleEveryone is on the sidewalk; an organizer with a megaphone tells people to use crosswalks if they’re going to attempt to brave the six-lane highway. Two days earlier, Governor Ron DeSantis said Floridians could legally run over protesters on the street if they feel “threatened.” New Port Richey, FL. Image: Gaby Del ValleSo far, most drivers seem friendly. There are lots of supportive honks. One woman rolls down her window and thanks the protesters. “I love you! I wish I could be with you, but I have to work today!” she yells as she drives away. Not everyone is amenable. A man in a MAGA hat marches through the crowd waving a “thin green line” flag and yelling “long live the king!” as people in the crowd call him a traitor. A pickup truck drives by blasting “Ice Ice Baby,” waving another pro-law enforcement flag. The protesters have flags, too: American flags large and small, some upside down; Mexican; Ukrainian; Palestinian; Canadian; different configurations of pride and trans flags. Their signs, like their flags, illustrate their diverse reasons for attending: opposition to Trump’s “big beautiful” funding bill, DOGE’s budget cuts, and ICE arrests; support for immigrants, government workers, and Palestinians. One woman wears an inflatable chicken suit. Her friend pulls an effigy of Trump — dressed to look both like an eighteenth-century monarch, a taco, and a chicken — alongside her.New Port Richey, FL. Image: Gaby Del ValleMost of the demonstrators are on the older side, but there are people of all ages in attendance. “I thought it was going to be maybe 20 people with a couple of signs,” Abby, 24, says, adding that she’s pleasantly surprised at both the turnout and the fact that most of the protesters are of retirement age. Abe, 20, tells me this is his first protest. Holding a sign that says “ICE = GESTAPO,” he tells me he came out to support a friend who is Mexican. Three teenagers walk by with signs expressing support for immigrants: “While Trump destroys America, we built it.” “Trump: 3 felonies. My parents: 0.” As I drive away, I notice nine counter-protesters off to the side, around the corner from the main event. They wave their own flags, but the demonstrators seemingly pay them no mind.— Gaby Del ValleHistoric Filipinotown, Los AngelesWearing a camo baseball cap — “Desert Storm Veteran” emblazoned on the front — Joe Arciaga greets a crowd of about 100 people in Los Angeles’ Historic Filipinotown around 9:00AM.“Good morning everyone, are you ready for some beautiful trouble?” Arciaga says into the megaphone, an American flag bandana wrapped around his wrist. The faces of Filipino labor leaders Philip Vera Cruz and Larry Itliong, who organized farm workers alongside Cesar Chavez, peer over his shoulders from a mural that lines the length of Unidad Park where Arciaga and a group called Lakas Collective helped organize this neighborhood No Kings rally. “I’m a Desert Storm veteran, and I’m a father of three and a grandfather of three, and I want to work for a future where democracy is upheld, due process, civil rights, the preservation of the rule of law — That’s all I want. I’m not a billionaire, I’m just a regular Joe, right?”, he tells The Verge.Joe Arciaga speaks to people at a rally in Historic Filipinotown, Los Angeles. Image: Justine Calma“I am mad as hell,” he says, when I ask him about the Army 250th anniversary parade Donald Trump has organized in Washington, DC coinciding with the president’s birthday. “The guy does not deserve to be honored, he’s a draft dodger, right?” Arciaga says. He’s “livid” that the President and DOGE have fired veterans working for federal agencies and slashed VA staff.Arciaga organizes the crowd into two lines that file out of the park to stand along Beverly Blvd., one of the main drags through LA. Arciaga has deputized a handful of attendees with security or medical experience with whistles to serve as “marshals” tasked with flagging and de-escalating any potentially risky situation that might arise. Johneric Concordia, one of the co-founders of the popular The Park’s Finest barbecue joint in the neighborhood, is MCing out on Beverly Blvd. He and Arciaga direct people onto the sidewalks and off the asphalt as honking cars zip by. In between chants of “No hate! No fear! Immigrants are welcome here!” and rap songs from LA artist Bambu that Concordia plays from a speaker, Concordia hypes up the organizers. “Who’s cool? Joe’s cool?” He spits into the microphone connected to his speaker. “Who’s streets? Our streets!” the crowd cheers. An hour later, a man sitting at a red light in a black Prius rolls down his window. “Go home!” he yells from the intersection. “Take your Mexican flag and go home!”The crowd mostly ignores him. One attendee on the corner holds up his “No Kings” sign to the Prius without turning his head to look at him. A few minutes later, a jogger in a blue t-shirt raises his fist as he passes the crowd. “Fuck yeah guys,” he says to cheers.By 10AM, the neighborhood event is coming to a close. Demonstrators start to trickle away, some fanning out to other rallies planned across LA today. Concordia is heading out too, microphone and speaker still in hand, “If you’re headed to downtown, watch out for suspicious crew cuts!” — Justine CalmaSan Francisco, California1/10Most of the crowd trickled out after 2pm, which was the scheduled end time of the protest, but hundreds stayed in the area. Image: Vjeran PavicLondon, UKLondon’s protest was a little different than most: it was almost entirely bereft of “No Kings” signs, thanks to the fact that about two miles away much larger crowds were gathered to celebrate the official birthday of one King Charles III. “We don’t have anything against King Charles,” Alyssa, a member of organizers Indivisible London, told me. And so, “out of respect for our host country as immigrants,” they instead set up shop in front of the US embassy with a tweaked message: “No kings, no crowns” became “no tyrants, no clowns.” London, UK. Image: Dominic PrestonOf the hundreds gathered, not everyone got the memo, with a few painted signs decrying kings and crowns regardless, and one brave Brit brandishing a bit of cardboard with a simple message: “Our king is better than yours!”London, UK. Image: Dominic PrestonStill, most of the crowd were on board, with red noses, clown suits, and Pennywise masks dotted throughout, plus costumes ranging from tacos to Roman emperors. “I think tyrants is the better word, and that’s why I dressed up as Caesar, because he was the original,” says Anna, a Long Island native who’s lived in London for three years. “Nobody likes a tyrant. Nobody. And they don’t do well, historically, but they destroy a lot.”For 90 minutes or so the crowd — predominantly American, judging by the accents around me — leaned into the circus theme. Speakers shared the stage with performers, from a comic singalong of anti-Trump protest songs to a protracted pantomime in which a woman in a banana costume exhorted the crowd to pelt a Donald Trump impersonator with fresh peels. London, UK. Image: Dominic PrestonDuring a break in festivities, Alyssa told the crowd, “The most threatening sound to an oligarch is laughter.”— Dominic PrestonProspect Park, Brooklyn, New YorkThe No Kings protest at Brooklyn’s Grand Army Plaza was a calmer affair. Instead of gathering under the picturesque memorial arch, protesters were largely sequestered to a corner right outside Prospect Park, with some streets blocked off by police. The weekly farmers market was in full swing, meaning people cradling bundles of rhubarb were swerving in and out of protest signs that read things like, “Hating Donald Trump is Brat” and “Is it time to get out the pitch forks?” Like during the Hands Off protest in April, New York got rain on Saturday.Prospect Park, Brooklyn. Image: Mia SatoThe area where protesters were gathered made it difficult to count the crowd, but there were hundreds — perhaps a few thousand — people that streamed in and out. At one point, some protesters began marching down the street alongside Prospect Park, while others stayed at Grand Army Plaza to chant, cheer, and hold signs up at oncoming vehicles. With its proximity to the public library, the park, and densely populated neighborhoods, the massive intersection is a high-foot traffic area. Cars blared their horns as they passed, American flags waving in the chilly afternoon breeze.Jane, a Brooklyn resident who stood on the curb opposite the protesters, said she isn’t typically someone who comes out to actions like this: before the No Kings event, she had only ever been to one protest, the Women’s March. (Jane asked that The Verge use her first name only.) Prospect Park, Brooklyn. Image: Mia Sato“I’m deeply concerned about our country,” Jane said, pausing as a long stream of trucks and cars honked continuously in support of the protesters in the background. “I think Trump is behaving as an authoritarian. We’ve seen in Russia, in Hungary, in Hong Kong, that the slide from freedom to not freedom is very fast and very quick if people do not make their voices heard,” Jane said. “I’m concerned that that’s what’s happening in the United States.” Jane also cited cuts to Medicaid and funding for academic research as well as tariffs as being “unacceptable.”Prospect Park, Brooklyn. Image: Mia SatoThe event was peaceful — there were lots of kids present — and people were in good spirits despite the rain. Protest signs ran the gamut from general anti-Trump slogans (“I trust light tampons more than this administration”) to New York City-specific causes like “Andrew Cuomo can’t read” (there is a contenious mayoral election this month). One sign read, “Fix your hearts or die,” an iconic line from the late director, David Lynch’s, Twin Peaks: The Return. And of course, amid nationwide immigration raids that have been escalated by the involvement of the federal government, ICE was top of mind: one sign simply read, “Melt ICE,” and another protester held a large “NO ICE IN NYC” sign. Though it was smaller and more contained than other events, the protest didn’t lack conviction: attendees of all ages stood in the cold rain, chanting and blowing into vuvuzela, banging the lids of pots and pans. At one point a man stood on the median on the street, leading the group in chants of “No justice, no peace.” Cars laid on the horn as they drove by.— Mia SatoAkron, OhioIt’s been raining pretty hard the last few days in Akron, OH, so much that I didn’t think there’d be a large turnout for our chapter of the No Kings protest. But I was emphatically proven wrong as the crowds I saw dwarfed the Tesla Takedown protests last month. Officially, the protest was to take place in front of the John F. Seiberling Federal Building on Main Street in Downtown Akron. But the concentration of people spilled over from that small space down Main Street and up Market Street. All told, though there were no official counts, I estimate somewhere between 500 to 900 people in this blue enclave in Northeast Ohio.The mood was exuberant, buoyed by supporters who honked their horns as they passed. The chorus of horns was nonstop, and when a sanitation truck honked as it went by, cheers got louder. The chants the crowds were singing took on a local flare. Ohio is the home of the Ohio State Buckeyes and anywhere you go, shout “O-H” and you’ll invariably get an “I-O” response. The crowds used that convention to make their own chant, “OH-IO, Donald Trump has got to go.”There was no police presence here and the crowd was very good at policing itself. Ostensibly out of concern for the incidents where people have rammed their cars into protestor crowds, the people here have taken up crossing guard duties, aiding folks who wish to cross Main or Market Streets. Toward the end of my time at the protest, I saw an older gentleman wearing Kent State gear and holding a sign that read, “Remember another time the National Guard was called in?” His sign featured a drawing of the famous photo from the event in which four Kent State students during a protest of the Vietnam War were killed by National Guard troops. I caught up with him to ask him some questions and he told me his name was Chuck Ayers, a professional cartoonist, and was present at the shooting. Akron, OH. Image: Ash Parrish“When I saw the National Guard in front of the federal building in LA,” he told me, “It was just another flashback.”He did not tell me this at the time, but Ayers is a nationally recognized cartoonist, noted for co-creating the comic strip Crankshaft. He’s lived in Ohio his entire life and of course, drew that sign himself. As he was telling me about how seeing news of the National Guard being deployed in LA, I could see him strain to hold back his emotions. He said it still hurts to see this 55 years later, but that he was heartened to see so many people standing here in community and solidarity. He also said that given his pain and trauma he almost didn’t come. When I asked why he showed up when it so obviously causes him pain he said simply, “Because I have to.”— Ash ParrishOneonta, New YorkOn a northward drive to Oneonta — population roughly 15,000, the largest city in New York’s mainly rural Otsego County — one of the most prominent landmarks is a sprawling barn splashed in huge, painted block letters with TRUMP 2024. (The final digits have been faithfully updated every election since 2016.) It’s Trump country, but not uniformly Trumpy country, as evidenced by what I estimated as a hundreds-strong crowd gathered in a field just below Main Street that came together with a friendly county-fair atmosphere. Kids sat on their parents’ shoulders; American flags fluttered next to signs with slogans like SHADE NEVER MADE ANYONE LESS GAY, and attendees grumbled persistently about the event’s feeble sound system, set up on the bed of a pickup truck. It was the kind of conspicuously patriotic, far-from-urban protest that the Trump administration has all but insisted doesn’t exist.Image: Adi RobertsonBeyond a general condemnation of Trump, protest signs repped the same issues being denounced across the country. The wars in Gaza and Ukraine made an appearance, as did Elon Musk and Tesla. A couple of people called out funding cuts for organizations like NPR, one neatly lettered sign reminded us that WEATHER FORECASTING SAVES LIVES, another warned “Keep your nasty little hands off Social Security,” and a lot — unsurprisingly, given the past week’s events — attacked mass deportations and ICE. An attendee who identified himself as Bill, standing behind a placard that blocked most of him from sight, laid out his anger at the administration’s gutting of the Environmental Protection Agency. “I think if it was not for protests, there would be no change,” he told me.The event itself, supported by a coalition including the local chapter of Indivisible, highlighted topics like reproductive justice and LGBTQ rights alongside issues for groups often stereotyped as Republican blocs — there was a speech about Department of Veterans Affairs cuts and a representative from the local Office for the Aging (whose words were mostly lost to the sound system’s whims). Rules for a march around the modest downtown were laid out: no blocking pedestrians or vehicles, and for the sake of families doing weekend shopping, watch the language. “Fuck!” one person yelled indistinctly from the audience. “No, no,” the event’s emcee chided gently. The philosophy, as she put it, was one of persuasion. “We want to build the resistance, not make people angry at us.”Image: Adi RobertsonBut even in a place that will almost certainly never see a National Guard deployment or the ire of a Truth Social post, the Trump administration’s brutal deportation program had just hit close to home. Only hours before the protest commenced, ICE agents were recorded handcuffing a man and removing him in an unmarked black car — detaining what was reportedly a legal resident seeking asylum from Venezuela. The mayor of Oneonta, Mark Drnek, relayed the news to the crowd. “ICE! We see you!” boomed Drnek from the truckbed. “We recognize you for what you are, and we understand, and we reject your vile purpose.”The crowd cheered furiously. The stars and stripes waved.- Adi RobertsonSee More: Policy
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  • Associate Ad Product Producer at Gameloft

    Associate Ad Product ProducerGameloftHo Chi Minh City Ho Chi Minh City vn17 minutes agoApplyJob DescriptionAssist in the production and delivery of rich media ads, ensuring projects are completed on time and within scope.Track project progress using toolsand escalate issues to senior producers when necessary.Communicate with external partners to clarify briefs, provide feedback, and ensure timely, high-quality deliverables.Maintain clear documentation and regularly update internal tracking sheets for outsourced work.Review deliverables to ensure they meet creative standards and technical specifications.Collaborate with QA, developers, and cross-functional teams to resolve issues and maintain alignment throughout the project lifecycle.Qualifications1–2 years of experience in digital production, advertising, or game-related project management.Strong organizational skills with attention to detail and the ability to manage multiple projects and deadlines.Proficient in Englishand skilled in Google Workspace as well as task tracking platformsEffective communicator and team player, with a proactive mindset and strong problem-solving skills.Familiar with mobile ad platforms and basic technical knowledge of mobile ecosystems; data analysis experience is a plus.Quick to adapt and eager to learn new tools, technologies, and workflows.Additional InformationRecruitment Process:Screening callTestInterviewOfferWork Location and Hours:Work location: 26 Ung Van Khiem, Binh Thanh District, Ho Chi Minh City.Work hours: 08:30 AM - 06:00 PM, Monday - Friday.Why Join Gameloft?You want to work in an exceptional industry and create games downloaded more than 1 billion times per year.You want to be part of a talented and supportive team of pioneers who have a passion for creating video games.You want to contribute to a vibrant and dynamic atmosphere.You want to join a global company and meet great people around the world.You will work on an employment contract with competitive remuneration and benefits package.You are looking for a fun place to work in the heart of the city.What We Offer:A hybrid working model.A dynamic workplace environment, with over 18 nationalities, where hundreds of world-renowned game titles were born.A range of well-being events and policies to support employees physically, mentally, and emotionally.An open-space office, a cafeteria, a terrace and a Gaming Area.Various training packages, including internal training, sponsorship training, and e-learning.Opportunities to collaborate and train with Gameloft worldwide experts and develop yourselves.An attractive monthly salary alongside Tet and other performance bonuses.Minimum 12 days of paid annual leave, plus 5 days of paid sick leave, Christmas leave, Birthday leave,...100% coverage of mandatory insurance and extra healthcare insurance.A monthly allowance to support lunch meals and working-from-home electricity and Internet bills.Other benefits from one of the best employers in Vietnam.What's more?Want to know more? Visit our websites:Company DescriptionJoin The Game!Leader in the development and publishing of multiplatform games, Gameloft® has established itself as a pioneer in the industry, creating innovative gaming experiences for 25 years. Gameloft creates games for all digital platforms, from mobile to cross-platform titles for PC and consoles. Gameloft operates its own established franchises such as Asphalt®, Dragon Mania Legends, March of Empires, and Dungeon Hunter, and also partners with major rights holders including LEGO®, Universal, Illumination, Hasbro®, Fox Digital Entertainment, Lamborghini®, and Ferrari®. Gameloft distributes its games in over 100 countries and employs 3,000 people worldwide. Every month, 1 billion unique users can be reached by advertisers in Gameloft games with Gameloft for brands, a leading B2B offering dedicated to brands and agencies. Gameloft is a Vivendi company.
    Create Your Profile — Game companies can contact you with their relevant job openings.
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    Associate Ad Product Producer at Gameloft
    Associate Ad Product ProducerGameloftHo Chi Minh City Ho Chi Minh City vn17 minutes agoApplyJob DescriptionAssist in the production and delivery of rich media ads, ensuring projects are completed on time and within scope.Track project progress using toolsand escalate issues to senior producers when necessary.Communicate with external partners to clarify briefs, provide feedback, and ensure timely, high-quality deliverables.Maintain clear documentation and regularly update internal tracking sheets for outsourced work.Review deliverables to ensure they meet creative standards and technical specifications.Collaborate with QA, developers, and cross-functional teams to resolve issues and maintain alignment throughout the project lifecycle.Qualifications1–2 years of experience in digital production, advertising, or game-related project management.Strong organizational skills with attention to detail and the ability to manage multiple projects and deadlines.Proficient in Englishand skilled in Google Workspace as well as task tracking platformsEffective communicator and team player, with a proactive mindset and strong problem-solving skills.Familiar with mobile ad platforms and basic technical knowledge of mobile ecosystems; data analysis experience is a plus.Quick to adapt and eager to learn new tools, technologies, and workflows.Additional InformationRecruitment Process:Screening callTestInterviewOfferWork Location and Hours:Work location: 26 Ung Van Khiem, Binh Thanh District, Ho Chi Minh City.Work hours: 08:30 AM - 06:00 PM, Monday - Friday.Why Join Gameloft?You want to work in an exceptional industry and create games downloaded more than 1 billion times per year.You want to be part of a talented and supportive team of pioneers who have a passion for creating video games.You want to contribute to a vibrant and dynamic atmosphere.You want to join a global company and meet great people around the world.You will work on an employment contract with competitive remuneration and benefits package.You are looking for a fun place to work in the heart of the city.What We Offer:A hybrid working model.A dynamic workplace environment, with over 18 nationalities, where hundreds of world-renowned game titles were born.A range of well-being events and policies to support employees physically, mentally, and emotionally.An open-space office, a cafeteria, a terrace and a Gaming Area.Various training packages, including internal training, sponsorship training, and e-learning.Opportunities to collaborate and train with Gameloft worldwide experts and develop yourselves.An attractive monthly salary alongside Tet and other performance bonuses.Minimum 12 days of paid annual leave, plus 5 days of paid sick leave, Christmas leave, Birthday leave,...100% coverage of mandatory insurance and extra healthcare insurance.A monthly allowance to support lunch meals and working-from-home electricity and Internet bills.Other benefits from one of the best employers in Vietnam.What's more?Want to know more? Visit our websites:Company DescriptionJoin The Game!Leader in the development and publishing of multiplatform games, Gameloft® has established itself as a pioneer in the industry, creating innovative gaming experiences for 25 years. Gameloft creates games for all digital platforms, from mobile to cross-platform titles for PC and consoles. Gameloft operates its own established franchises such as Asphalt®, Dragon Mania Legends, March of Empires, and Dungeon Hunter, and also partners with major rights holders including LEGO®, Universal, Illumination, Hasbro®, Fox Digital Entertainment, Lamborghini®, and Ferrari®. Gameloft distributes its games in over 100 countries and employs 3,000 people worldwide. Every month, 1 billion unique users can be reached by advertisers in Gameloft games with Gameloft for brands, a leading B2B offering dedicated to brands and agencies. Gameloft is a Vivendi company. Create Your Profile — Game companies can contact you with their relevant job openings. Apply #associate #product #producer #gameloft
    Associate Ad Product Producer at Gameloft
    Associate Ad Product ProducerGameloftHo Chi Minh City Ho Chi Minh City vn17 minutes agoApplyJob DescriptionAssist in the production and delivery of rich media ads, ensuring projects are completed on time and within scope.Track project progress using tools (e.g., JIRA) and escalate issues to senior producers when necessary.Communicate with external partners to clarify briefs, provide feedback, and ensure timely, high-quality deliverables.Maintain clear documentation and regularly update internal tracking sheets for outsourced work.Review deliverables to ensure they meet creative standards and technical specifications.Collaborate with QA, developers, and cross-functional teams to resolve issues and maintain alignment throughout the project lifecycle.Qualifications1–2 years of experience in digital production, advertising, or game-related project management.Strong organizational skills with attention to detail and the ability to manage multiple projects and deadlines.Proficient in English (written and spoken) and skilled in Google Workspace as well as task tracking platforms (e.g., JIRA,Confluence)Effective communicator and team player, with a proactive mindset and strong problem-solving skills.Familiar with mobile ad platforms and basic technical knowledge of mobile ecosystems; data analysis experience is a plus.Quick to adapt and eager to learn new tools, technologies, and workflows.Additional InformationRecruitment Process:(1) Screening call ( Only candidates whose qualifications align with the role will be contacted. We sincerely appreciate your understanding)(2) Test(3) Interview(s)(4) OfferWork Location and Hours:Work location: 26 Ung Van Khiem, Binh Thanh District, Ho Chi Minh City.Work hours: 08:30 AM - 06:00 PM, Monday - Friday.Why Join Gameloft?You want to work in an exceptional industry and create games downloaded more than 1 billion times per year.You want to be part of a talented and supportive team of pioneers who have a passion for creating video games.You want to contribute to a vibrant and dynamic atmosphere.You want to join a global company and meet great people around the world.You will work on an employment contract with competitive remuneration and benefits package.You are looking for a fun place to work in the heart of the city.What We Offer:A hybrid working model.A dynamic workplace environment, with over 18 nationalities, where hundreds of world-renowned game titles were born.A range of well-being events and policies to support employees physically, mentally, and emotionally.An open-space office, a cafeteria, a terrace and a Gaming Area.Various training packages, including internal training, sponsorship training, and e-learning (iLearn, Udemy,...).Opportunities to collaborate and train with Gameloft worldwide experts and develop yourselves.An attractive monthly salary alongside Tet and other performance bonuses.Minimum 12 days of paid annual leave, plus 5 days of paid sick leave, Christmas leave, Birthday leave,...100% coverage of mandatory insurance and extra healthcare insurance.A monthly allowance to support lunch meals and working-from-home electricity and Internet bills.Other benefits from one of the best employers in Vietnam.What's more?Want to know more? Visit our websites:Company DescriptionJoin The Game!Leader in the development and publishing of multiplatform games, Gameloft® has established itself as a pioneer in the industry, creating innovative gaming experiences for 25 years. Gameloft creates games for all digital platforms, from mobile to cross-platform titles for PC and consoles. Gameloft operates its own established franchises such as Asphalt®, Dragon Mania Legends, March of Empires, and Dungeon Hunter, and also partners with major rights holders including LEGO®, Universal, Illumination, Hasbro®, Fox Digital Entertainment, Lamborghini®, and Ferrari®. Gameloft distributes its games in over 100 countries and employs 3,000 people worldwide. Every month, 1 billion unique users can be reached by advertisers in Gameloft games with Gameloft for brands, a leading B2B offering dedicated to brands and agencies. Gameloft is a Vivendi company. Create Your Profile — Game companies can contact you with their relevant job openings. Apply
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  • After the flood: Malecón de Villahermosa in Villahermosa, Mexico, by Taller Mauricio Rocha, TaAU and Alejandro Castro

    With reclaimed land previously allocated to cars, the Grijalva River boardwalk offers generous public spaces and reconnects the Mexican city of Villahermosa to its river
    In Villahermosa, nature reigns supreme. Surrounded by rivers, lagoons, wild vegetation and the scorching heat of a humid tropical climate, the city’s identity is shaped by intense and unpredictable natural forces. The capital of the Mexican state of Tabasco was founded in 1564 on the banks of the Grijalva River, a vital trade route that has significantly shaped the city’s development. For locals, the river has long been both blessing and threat; major floods have been recorded since the 17th century. A devastating flood in 2007 submerged what officials estimated to be 80 per cent of the city, damaging or destroying more than 120,000 homes.
    In the aftermath of the inundation, high concrete retaining walls were built along both banks of the Grijalva River to prevent further flooding. While this was an understandable measure at first glance, it consequently caused residents to lose both their visual and physical connection with the river. As a result, people moved, particularly from the western bank where the historical centre is located, to new areas further away from the Grijalva River. The riverfront was left to deteriorate into a troubled zone. On the eastern bank, the neighbourhood of Gaviotas was already considered unsafe before the flood, yet it maintained more of its residential character.
    In 2022, 15 years after the dramatic flood, then‑president Andrés Manuel López Obrador, more commonly known as AMLO, announced the construction of a new 6km‑long riverfront promenade in Villahermosa, the capital of his home state. The idea was to enable the population to once again take pride in and live with their river, looking to Paris and Rome as examples. The monumental task, with its large urban scale and the population’s psychological trauma, was entrusted to the Ministry of Agricultural, Territorial and Urban Developmentas part of their Programa de Mejoramiento Urbano. This programme aimed to use architecture as an ‘instrument of social transformation’. High expectations were placed on these projects; architects were asked to create ‘places of national pride’ while improving everyday living conditions.
    The architectural trio of Alejandro Castro Jiménez Labora, Mauricio Rocha Iturbide, and Óscar Rodríguez Castañeda, along with their teams, were commissioned to design a linear park along both banks of the Grijalva. Each architect contributed their strength: Castro brought his expertise in poetic urban furniture; Rocha his sensitive and atmospheric architectural approach; and Rodríguez his thoughtful urban and traffic planning skills. The SEDATU team provided technical and participatory expertise, enabling contextual sensitivity by sharing essential information about the site’s topography, soil conditions and water flows.
    From the city’s existing observatory, the Torre del Caballero landmark, visitors enjoy an excellent view over the redesigned riverbanks. The historical centre and the Gaviotas neighbourhood now form a single ensemble, while the intervention carefully responds to the different conditions found along the length of the river. The project’s main objective is to reclaim some of the land previously allocated to cars and create a promenade for pedestrians and slower vehicles, punctuated with public spaces and facilities. On both sides of the river, cars are now limited to just one or two grey asphalt lanes. Running alongside are generous cycle paths and pedestrian walkways made of earth‑coloured concrete. Speed bumps in the same material and colour connect the pavements on either side of the road while helping to limit traffic speed to 30km/h, further enhancing pedestrian safety.
    Several design elements are found along almost the entire promenade. A ribbon of light‑grey benches delineates the edge of the elevated riverfront; stone walls, steps and ramps are used to negotiate the slight changes in level; planters and lush vegetation soften the transition to the walkways, creating a welcome buffer from street traffic. The most visually striking components are the tall, red‑pigmented concrete light poles on the elevated path, adorned with elegant L‑shaped steel light fixtures, which establish a strong and cohesive visual rhythm.
    Only upon closer inspection you notice the 2007 retaining walls peeking through the dense tropical vegetation. Removing these unattractive concrete barriers was never an option; they stand as a symbol of successful flood protection for the local population. The architectural team ingeniously built the elevated promenade atop the existing wall – an effective concealment from the street side while simultaneously inviting residents to reconnect with the Grijalva. 
    At the foot of the observatory, directly below the retaining wall, the earth‑toned concrete platforms of the Carlos A Madrazo Becerra Park stretch towards the river. Visitors can access the park via a ramp from the promenade on the western bank or by ferry from the opposite side. In the park, concrete furnishings invite visitors to linger among tropical vegetation set against tall natural stone walls. Importantly, it is a space that is durable and requires minimal maintenance – a survival formula for public parks in the Mexican context. Small traces on the concrete benches reveal that the park weathered its baptism of fire last year: the design accommodates the river’s natural dynamics, adapting to fluctuating water levels without compromising public safety. Beyond providing much‑needed shade, the extensive planting of native, low‑maintenance plants on both riverbanks has improved soil stability.
    Above the park, on a broad extension of the elevated pathway, stand three long, elegant buildings with large cantilevered roofs supported by hefty beams resting on distinctive double columns. The tall glass walls that enclose the interiors are set back, creating a visual flow between interior and exterior spaces. While the beams evoke timber construction, they – like the columns – are made of the same pigmented concrete used for the promenade paving. Despite their refined composition, these structures have remained largely unused since their completion over a year ago, neither serving their intended function as restaurants nor hosting alternative uses. Even the beautifully designed park sees only limited public engagement. The ambitious goal of SEDATU with the PMU projects to ‘counteract violence and strengthen the social fabric’ appears, for now, to have fallen short in this area. According to national statistics, Villahermosa ranks first in perceived insecurity among Mexican cities. This sense of insecurity is tangible on the promenade by the city centre, where buildings that look abandoned contribute to an atmosphere of neglect.
    The situation is markedly different on the opposite riverbank, in the Gaviotas neighbourhood. Construction of the 3.5km promenade on this side began in 2021 with three open pavilions housing several small kiosks, which quickly evolved into popular taco stands. The Plaza Solidaridad, revitalised by the architectural trio, draws people from the surrounding vibrant neighbourhood. Further south, the final section that was built is a large sports area and children’s playground, which were embraced by the local community even before their official inauguration in February 2024. Especially after sunset, when the air cools, the well‑lit Gaviotas riverfront comes to life. During daylight hours, however, air‑conditioned shopping centres remain the preferred gathering places for the residents of Villahermosa.
    Rocha describes the city’s new promenade as a ‘jazz composition’, a striking metaphor that speaks of rhythmic complexity and the freedom to improvise. With just a few designed elements and carefully selected colours, the architects have harmoniously layered the river’s urban spaces. The project is earning international recognition but, in Mexico, it faced sharp criticism and was overshadowed by accusations of nepotism. Castro is a friend of AMLO’s son, and the fact that the intervention took place in the home state of the then‑president, coupled with its substantial budget by local standards, drew considerable attention. According to residents, this undermined public acceptance. When asked about the negative press, Rocha speaks of the need to develop a ‘crisis muscle’; he says architects working on public projects in Mexico must ‘let go of perfectionism’ as much lies beyond their control. 
    During AMLO’s six‑year term, which ended in 2024, SEDATU implemented 1,300 PMU projects in 193 highly marginalised municipalities across the country. While many of these interventions undoubtedly improved people’s quality of life, the Villahermosa riverside project also reveals architecture’s limitations, exposing some of the programme’s weaknesses: architectural interventions often act as sticking plasters on an extensively damaged urban fabric. They are handed over from a national ministry with comprehensive expertise and funding to local governments lacking the means to sustain them. Although SEDATU conducted participatory consultations during the project’s implementation, this engagement was absent once the project was completed. Public acceptance and appropriation can take time; what this project does is send an invitation out.

    2025-06-05
    Reuben J Brown

    Share

    AR June 2025RoadsBuy Now
    #after #flood #malecón #villahermosa #mexico
    After the flood: Malecón de Villahermosa in Villahermosa, Mexico, by Taller Mauricio Rocha, TaAU and Alejandro Castro
    With reclaimed land previously allocated to cars, the Grijalva River boardwalk offers generous public spaces and reconnects the Mexican city of Villahermosa to its river In Villahermosa, nature reigns supreme. Surrounded by rivers, lagoons, wild vegetation and the scorching heat of a humid tropical climate, the city’s identity is shaped by intense and unpredictable natural forces. The capital of the Mexican state of Tabasco was founded in 1564 on the banks of the Grijalva River, a vital trade route that has significantly shaped the city’s development. For locals, the river has long been both blessing and threat; major floods have been recorded since the 17th century. A devastating flood in 2007 submerged what officials estimated to be 80 per cent of the city, damaging or destroying more than 120,000 homes. In the aftermath of the inundation, high concrete retaining walls were built along both banks of the Grijalva River to prevent further flooding. While this was an understandable measure at first glance, it consequently caused residents to lose both their visual and physical connection with the river. As a result, people moved, particularly from the western bank where the historical centre is located, to new areas further away from the Grijalva River. The riverfront was left to deteriorate into a troubled zone. On the eastern bank, the neighbourhood of Gaviotas was already considered unsafe before the flood, yet it maintained more of its residential character. In 2022, 15 years after the dramatic flood, then‑president Andrés Manuel López Obrador, more commonly known as AMLO, announced the construction of a new 6km‑long riverfront promenade in Villahermosa, the capital of his home state. The idea was to enable the population to once again take pride in and live with their river, looking to Paris and Rome as examples. The monumental task, with its large urban scale and the population’s psychological trauma, was entrusted to the Ministry of Agricultural, Territorial and Urban Developmentas part of their Programa de Mejoramiento Urbano. This programme aimed to use architecture as an ‘instrument of social transformation’. High expectations were placed on these projects; architects were asked to create ‘places of national pride’ while improving everyday living conditions. The architectural trio of Alejandro Castro Jiménez Labora, Mauricio Rocha Iturbide, and Óscar Rodríguez Castañeda, along with their teams, were commissioned to design a linear park along both banks of the Grijalva. Each architect contributed their strength: Castro brought his expertise in poetic urban furniture; Rocha his sensitive and atmospheric architectural approach; and Rodríguez his thoughtful urban and traffic planning skills. The SEDATU team provided technical and participatory expertise, enabling contextual sensitivity by sharing essential information about the site’s topography, soil conditions and water flows. From the city’s existing observatory, the Torre del Caballero landmark, visitors enjoy an excellent view over the redesigned riverbanks. The historical centre and the Gaviotas neighbourhood now form a single ensemble, while the intervention carefully responds to the different conditions found along the length of the river. The project’s main objective is to reclaim some of the land previously allocated to cars and create a promenade for pedestrians and slower vehicles, punctuated with public spaces and facilities. On both sides of the river, cars are now limited to just one or two grey asphalt lanes. Running alongside are generous cycle paths and pedestrian walkways made of earth‑coloured concrete. Speed bumps in the same material and colour connect the pavements on either side of the road while helping to limit traffic speed to 30km/h, further enhancing pedestrian safety. Several design elements are found along almost the entire promenade. A ribbon of light‑grey benches delineates the edge of the elevated riverfront; stone walls, steps and ramps are used to negotiate the slight changes in level; planters and lush vegetation soften the transition to the walkways, creating a welcome buffer from street traffic. The most visually striking components are the tall, red‑pigmented concrete light poles on the elevated path, adorned with elegant L‑shaped steel light fixtures, which establish a strong and cohesive visual rhythm. Only upon closer inspection you notice the 2007 retaining walls peeking through the dense tropical vegetation. Removing these unattractive concrete barriers was never an option; they stand as a symbol of successful flood protection for the local population. The architectural team ingeniously built the elevated promenade atop the existing wall – an effective concealment from the street side while simultaneously inviting residents to reconnect with the Grijalva.  At the foot of the observatory, directly below the retaining wall, the earth‑toned concrete platforms of the Carlos A Madrazo Becerra Park stretch towards the river. Visitors can access the park via a ramp from the promenade on the western bank or by ferry from the opposite side. In the park, concrete furnishings invite visitors to linger among tropical vegetation set against tall natural stone walls. Importantly, it is a space that is durable and requires minimal maintenance – a survival formula for public parks in the Mexican context. Small traces on the concrete benches reveal that the park weathered its baptism of fire last year: the design accommodates the river’s natural dynamics, adapting to fluctuating water levels without compromising public safety. Beyond providing much‑needed shade, the extensive planting of native, low‑maintenance plants on both riverbanks has improved soil stability. Above the park, on a broad extension of the elevated pathway, stand three long, elegant buildings with large cantilevered roofs supported by hefty beams resting on distinctive double columns. The tall glass walls that enclose the interiors are set back, creating a visual flow between interior and exterior spaces. While the beams evoke timber construction, they – like the columns – are made of the same pigmented concrete used for the promenade paving. Despite their refined composition, these structures have remained largely unused since their completion over a year ago, neither serving their intended function as restaurants nor hosting alternative uses. Even the beautifully designed park sees only limited public engagement. The ambitious goal of SEDATU with the PMU projects to ‘counteract violence and strengthen the social fabric’ appears, for now, to have fallen short in this area. According to national statistics, Villahermosa ranks first in perceived insecurity among Mexican cities. This sense of insecurity is tangible on the promenade by the city centre, where buildings that look abandoned contribute to an atmosphere of neglect. The situation is markedly different on the opposite riverbank, in the Gaviotas neighbourhood. Construction of the 3.5km promenade on this side began in 2021 with three open pavilions housing several small kiosks, which quickly evolved into popular taco stands. The Plaza Solidaridad, revitalised by the architectural trio, draws people from the surrounding vibrant neighbourhood. Further south, the final section that was built is a large sports area and children’s playground, which were embraced by the local community even before their official inauguration in February 2024. Especially after sunset, when the air cools, the well‑lit Gaviotas riverfront comes to life. During daylight hours, however, air‑conditioned shopping centres remain the preferred gathering places for the residents of Villahermosa. Rocha describes the city’s new promenade as a ‘jazz composition’, a striking metaphor that speaks of rhythmic complexity and the freedom to improvise. With just a few designed elements and carefully selected colours, the architects have harmoniously layered the river’s urban spaces. The project is earning international recognition but, in Mexico, it faced sharp criticism and was overshadowed by accusations of nepotism. Castro is a friend of AMLO’s son, and the fact that the intervention took place in the home state of the then‑president, coupled with its substantial budget by local standards, drew considerable attention. According to residents, this undermined public acceptance. When asked about the negative press, Rocha speaks of the need to develop a ‘crisis muscle’; he says architects working on public projects in Mexico must ‘let go of perfectionism’ as much lies beyond their control.  During AMLO’s six‑year term, which ended in 2024, SEDATU implemented 1,300 PMU projects in 193 highly marginalised municipalities across the country. While many of these interventions undoubtedly improved people’s quality of life, the Villahermosa riverside project also reveals architecture’s limitations, exposing some of the programme’s weaknesses: architectural interventions often act as sticking plasters on an extensively damaged urban fabric. They are handed over from a national ministry with comprehensive expertise and funding to local governments lacking the means to sustain them. Although SEDATU conducted participatory consultations during the project’s implementation, this engagement was absent once the project was completed. Public acceptance and appropriation can take time; what this project does is send an invitation out. 2025-06-05 Reuben J Brown Share AR June 2025RoadsBuy Now #after #flood #malecón #villahermosa #mexico
    WWW.ARCHITECTURAL-REVIEW.COM
    After the flood: Malecón de Villahermosa in Villahermosa, Mexico, by Taller Mauricio Rocha, TaAU and Alejandro Castro
    With reclaimed land previously allocated to cars, the Grijalva River boardwalk offers generous public spaces and reconnects the Mexican city of Villahermosa to its river In Villahermosa, nature reigns supreme. Surrounded by rivers, lagoons, wild vegetation and the scorching heat of a humid tropical climate, the city’s identity is shaped by intense and unpredictable natural forces. The capital of the Mexican state of Tabasco was founded in 1564 on the banks of the Grijalva River, a vital trade route that has significantly shaped the city’s development. For locals, the river has long been both blessing and threat; major floods have been recorded since the 17th century. A devastating flood in 2007 submerged what officials estimated to be 80 per cent of the city, damaging or destroying more than 120,000 homes. In the aftermath of the inundation, high concrete retaining walls were built along both banks of the Grijalva River to prevent further flooding. While this was an understandable measure at first glance, it consequently caused residents to lose both their visual and physical connection with the river. As a result, people moved, particularly from the western bank where the historical centre is located, to new areas further away from the Grijalva River. The riverfront was left to deteriorate into a troubled zone. On the eastern bank, the neighbourhood of Gaviotas was already considered unsafe before the flood, yet it maintained more of its residential character. In 2022, 15 years after the dramatic flood, then‑president Andrés Manuel López Obrador, more commonly known as AMLO, announced the construction of a new 6km‑long riverfront promenade in Villahermosa, the capital of his home state. The idea was to enable the population to once again take pride in and live with their river, looking to Paris and Rome as examples. The monumental task, with its large urban scale and the population’s psychological trauma, was entrusted to the Ministry of Agricultural, Territorial and Urban Development (SEDATU) as part of their Programa de Mejoramiento Urbano (Urban Improvement Programme, or PMU). This programme aimed to use architecture as an ‘instrument of social transformation’. High expectations were placed on these projects; architects were asked to create ‘places of national pride’ while improving everyday living conditions. The architectural trio of Alejandro Castro Jiménez Labora, Mauricio Rocha Iturbide, and Óscar Rodríguez Castañeda, along with their teams, were commissioned to design a linear park along both banks of the Grijalva. Each architect contributed their strength: Castro brought his expertise in poetic urban furniture; Rocha his sensitive and atmospheric architectural approach; and Rodríguez his thoughtful urban and traffic planning skills. The SEDATU team provided technical and participatory expertise, enabling contextual sensitivity by sharing essential information about the site’s topography, soil conditions and water flows. From the city’s existing observatory, the Torre del Caballero landmark, visitors enjoy an excellent view over the redesigned riverbanks. The historical centre and the Gaviotas neighbourhood now form a single ensemble, while the intervention carefully responds to the different conditions found along the length of the river. The project’s main objective is to reclaim some of the land previously allocated to cars and create a promenade for pedestrians and slower vehicles, punctuated with public spaces and facilities. On both sides of the river, cars are now limited to just one or two grey asphalt lanes. Running alongside are generous cycle paths and pedestrian walkways made of earth‑coloured concrete. Speed bumps in the same material and colour connect the pavements on either side of the road while helping to limit traffic speed to 30km/h, further enhancing pedestrian safety. Several design elements are found along almost the entire promenade. A ribbon of light‑grey benches delineates the edge of the elevated riverfront; stone walls, steps and ramps are used to negotiate the slight changes in level; planters and lush vegetation soften the transition to the walkways, creating a welcome buffer from street traffic. The most visually striking components are the tall, red‑pigmented concrete light poles on the elevated path, adorned with elegant L‑shaped steel light fixtures, which establish a strong and cohesive visual rhythm. Only upon closer inspection you notice the 2007 retaining walls peeking through the dense tropical vegetation. Removing these unattractive concrete barriers was never an option; they stand as a symbol of successful flood protection for the local population. The architectural team ingeniously built the elevated promenade atop the existing wall – an effective concealment from the street side while simultaneously inviting residents to reconnect with the Grijalva.  At the foot of the observatory, directly below the retaining wall, the earth‑toned concrete platforms of the Carlos A Madrazo Becerra Park stretch towards the river. Visitors can access the park via a ramp from the promenade on the western bank or by ferry from the opposite side. In the park, concrete furnishings invite visitors to linger among tropical vegetation set against tall natural stone walls. Importantly, it is a space that is durable and requires minimal maintenance – a survival formula for public parks in the Mexican context. Small traces on the concrete benches reveal that the park weathered its baptism of fire last year: the design accommodates the river’s natural dynamics, adapting to fluctuating water levels without compromising public safety. Beyond providing much‑needed shade, the extensive planting of native, low‑maintenance plants on both riverbanks has improved soil stability. Above the park, on a broad extension of the elevated pathway, stand three long, elegant buildings with large cantilevered roofs supported by hefty beams resting on distinctive double columns. The tall glass walls that enclose the interiors are set back, creating a visual flow between interior and exterior spaces. While the beams evoke timber construction, they – like the columns – are made of the same pigmented concrete used for the promenade paving. Despite their refined composition, these structures have remained largely unused since their completion over a year ago, neither serving their intended function as restaurants nor hosting alternative uses. Even the beautifully designed park sees only limited public engagement. The ambitious goal of SEDATU with the PMU projects to ‘counteract violence and strengthen the social fabric’ appears, for now, to have fallen short in this area. According to national statistics, Villahermosa ranks first in perceived insecurity among Mexican cities. This sense of insecurity is tangible on the promenade by the city centre, where buildings that look abandoned contribute to an atmosphere of neglect. The situation is markedly different on the opposite riverbank, in the Gaviotas neighbourhood. Construction of the 3.5km promenade on this side began in 2021 with three open pavilions housing several small kiosks, which quickly evolved into popular taco stands. The Plaza Solidaridad, revitalised by the architectural trio, draws people from the surrounding vibrant neighbourhood. Further south, the final section that was built is a large sports area and children’s playground, which were embraced by the local community even before their official inauguration in February 2024. Especially after sunset, when the air cools, the well‑lit Gaviotas riverfront comes to life. During daylight hours, however, air‑conditioned shopping centres remain the preferred gathering places for the residents of Villahermosa. Rocha describes the city’s new promenade as a ‘jazz composition’, a striking metaphor that speaks of rhythmic complexity and the freedom to improvise. With just a few designed elements and carefully selected colours, the architects have harmoniously layered the river’s urban spaces. The project is earning international recognition but, in Mexico, it faced sharp criticism and was overshadowed by accusations of nepotism. Castro is a friend of AMLO’s son, and the fact that the intervention took place in the home state of the then‑president, coupled with its substantial budget by local standards, drew considerable attention. According to residents, this undermined public acceptance. When asked about the negative press, Rocha speaks of the need to develop a ‘crisis muscle’; he says architects working on public projects in Mexico must ‘let go of perfectionism’ as much lies beyond their control.  During AMLO’s six‑year term, which ended in 2024, SEDATU implemented 1,300 PMU projects in 193 highly marginalised municipalities across the country. While many of these interventions undoubtedly improved people’s quality of life, the Villahermosa riverside project also reveals architecture’s limitations, exposing some of the programme’s weaknesses: architectural interventions often act as sticking plasters on an extensively damaged urban fabric. They are handed over from a national ministry with comprehensive expertise and funding to local governments lacking the means to sustain them. Although SEDATU conducted participatory consultations during the project’s implementation, this engagement was absent once the project was completed. Public acceptance and appropriation can take time; what this project does is send an invitation out. 2025-06-05 Reuben J Brown Share AR June 2025RoadsBuy Now
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  • How much does your road weigh?

    The ways roads are used, with ever larger and heavier vehicles, have dramatic consequences on the environment – and electric cars are not the answer
    Today, there is an average of 37 tonnes of road per inhabitant of the planet. The weight of the road network alone accounts for a third of all construction worldwide, and has grown exponentially in the 20th century. There is 10 times more bitumen, in mass, than there are living animals. Yet growth in the mass of roads does not automatically correspond to population growth, or translate into increased length of road networks. In wealthier countries, the number of metres of road per inhabitant has actually fallen over the last century. In the United States, for instance, between 1905 and 2015 the length of the network increased by a factor of 1.75 and the population by a factor of 3.8, compared with 21 for the mass of roads. Roads have become wider and, above all, much thicker. To understand the evolution of these parameters, and their environmental impact, it is helpful to trace the different stages in the life of the motorway. 
    Until the early 20th century, roads were used for various modes of transport, including horses, bicycles, pedestrians and trams; as a result of the construction of railways, road traffic even declined in some European countries in the 19th century. The main novelty brought by the motorway was that they would be reserved for motorised traffic. In several languages, the word itself – autostrada, autobahn, autoroute or motorway – speaks of this exclusivity. 
    Roman roads varied from simple corduroy roads, made by placing logs perpendicular to the direction of the road over a low or swampy area, to paved roads, as this engraving from Jean Rondelet’s 19th‑century Traité Théorique et Pratique de l’Art de Bâtir shows. Using deep roadbeds of tamped rubble as an underlying layer to ensure that they kept dry, major roads were often stone-paved, metalled, cambered for drainage and flanked by footpaths, bridleways and drainage ditches

    Like any major piece of infrastructure, motorways became the subject of ideological discourse, long before any shovel hit the ground; politicians underlined their role in the service of the nation, how they would contribute to progress, development, the economy, modernity and even civilisation. The inauguration ceremony for the construction of the first autostrada took place in March 1923, presided over by Italy’s prime minister Benito Mussolini. The second major motorway programme was announced by the Nazi government in 1933, with a national network planned to be around 7,000 kilometres long. In his 2017 book Driving Modernity: Technology, Experts, Politics, and Fascist Motorways, 1922–1943, historian Massimo Moraglio shows how both programmes were used as propaganda tools by the regimes, most notably at the international road congresses in Milan in 1926 and Munich in 1934. In the European postwar era, the notion of the ‘civilising’ effect of roads persevered. In 1962, Valéry Giscard d’Estaing, then‑secretary of state for finances and later president of France, argued that expanded motorways would bring ‘progress, activity and life’.
    This discourse soon butted up against the realities of how motorways affected individuals and communities. In his 2011 book Fighting Traffic: The Dawn of the Motor Age in the American City, Peter D Norton explores the history of resistance to the imposition of motorised traffic in North American cities. Until the 1920s, there was a perception that cars were dangerous newcomers, and that other street and road uses – especially walking – were more legitimate. Cars were associated with speed and danger; restrictions on motorists, especially speed limits, were routine. 
    Built between 1962 and 1970, the Westway was London’s first urban motorway, elevated above the city to use less land. Construction workers are seen stressing the longitudinal soffit cables inside the box section of the deck units to achieve the bearing capacity necessary to carry the weight of traffic
    Credit: Heritage Image Partnership Ltd / Alamy
    To gain domination over cities, motor vehicles had to win priority over other street uses. Rather than restricting the flow of vehicles to minimise the risk of road accidents, a specific infrastructure was dedicated to them: both inner‑city roads and motorways. Cutting through the landscape, the motorway had, by definition, to be inaccessible by any other means of transport than motorised vehicle. To guarantee the fluidity of traffic, the construction of imposing bridges, tunnels and interchanges is necessary, particularly at junctions with other roads, railways or canals. This prioritisation of one type of user inevitably impacts journeys for others; as space is fragmented, short journeys are lengthened for those trying to navigate space by foot or bicycle. 
    Enabling cars to drive at around 110–140km/h on motorways, as modern motorways do, directly impacts their design, with major environmental effects: the gradient has to be gentle, the curves longand the lanes wide, to allow vehicles to overtake each other safely. As much terrain around the world is not naturally suited to these requirements, the earthworks are considerable: in France, the construction of a metre of highway requires moving some 100m3 of earth, and when the soil is soft, full of clay or peat, it is made firmer with hydraulic lime and cement before the highway’s first sub‑layers are laid. This material cost reinforces the criticisms levelled in the 1960s, by the likes of Jane Jacobs and Lewis Mumford, at urban planning that prioritised the personal motor vehicle.
    When roads are widened to accommodate more traffic, buildings are sliced and demolished, as happened in Dhaka’s Bhasantek Road in 2021
    Credit: Dhaka Tribune
    Once built, the motorway is never inert. Motorway projects today generally anticipate future expansion, and include a large median strip of 12m between the lanes, with a view to adding new ones. Increases in speed and vehicle sizes have also translated into wider lanes, from 2.5m in 1945 to 3.5m today. The average contemporary motorway footprint is therefore 100 square metres per linear metre. Indeed, although the construction of a road is supposed to reduce congestion, it also generates new traffic and, therefore, new congestion. This is the principle of ‘induced traffic’: the provision of extra road capacity results in a greater volume of traffic.
    The Katy Freeway in Texas famously illustrates this dynamic. Built as a regular six‑lane highway in the 1960s, it was called the second worst bottleneck in the nation by 2004, wasting 25 million hours a year of commuter time. In 2011, the state of Texas invested USbillion to fix this problem, widening the road to a staggering total of 26 lanes. By 2014, the morning and afternoon traffic had both increased again. The vicious circle based on the induced traffic has been empirically demonstrated in most countries: traffic has continued to increase and congestion remains unresolved, leading to ever-increasing emissions. In the EU, transport is the only sector where greenhouse gas emissions have increased in the past three decades, rising 33.5 per cent between 1990 and 2019. Transport accounts for around a fifth of global CO₂ emissions today, with three quarters of this figure linked to road transport.
    Houston’s Katy Freeway is one of the world’s widest motorways, with 26 lanes. Its last expansion, in 2008, was initially hailed as a success, but within five years, peak travel times were longer than before the expansion – a direct illustration of the principle of induced traffic
    Credit: Smiley N Pool / Houston Chronicle / Getty
    Like other large transport infrastructures such as ports and airports, motorways are designed for the largest and heaviest vehicles. Engineers, road administrations and politicians have known since the 1950s that one truck represents millions of cars: the impact of a vehicle on the roadway is exponential to its weight – an online ‘road damage calculator’ allows you to compare the damage done by different types of vehicles to the road. Over the years, heavier and heavier trucks have been authorised to operate on roads: from 8‑tonne trucks in 1945 to 44 tonnes nowadays. The European Parliament adopted a revised directive on 12 March 2024 authorising mega‑trucks to travel on European roads; they can measure up to 25 metres and weigh up to 60 tonnes, compared with the previous limits of 18.75 metres and 44 tonnes. This is a political and economic choice with considerable material effects: thickness, rigidity of sub‑bases and consolidation of soil and subsoil with lime and cement. Altogether, motorways are 10 times thicker than large roads from the late 19th century. In France, it takes an average of 30 tonnes of sand and aggregate to build one linear metre of motorway, 100 times more than cement and bitumen. 
    The material history of road networks is a history of quarrying and environmental damage. The traces of roads can also be seen in rivers emptied of their sediment, the notches of quarries in the hills and the furrows of dredgers extracting sand from the seabed. This material extraction, arguably the most significant in human history, has dramatic ecological consequences for rivers, groundwater tables, the rise of sea levels and saltwater in farmlands, as well as biodiversity. As sand is ubiquitous and very cheap, the history of roads is also the history of a local extractivism and environmental conflicts around the world. 
    Shoving and rutting is the bulging and rippling of the pavement surface. Once built, roads require extensive maintenance – the heavier the vehicles, the quicker the damage. From pothole repair to the full resurfacing of a road, maintenance contributes to keeping road users safe
    Credit: Yakov Oskanov / Alamy
    Once roads are built and extended, they need to be maintained to support the circulation of lorries and, by extension, commodities. This stage is becoming increasingly important as rail freight, which used to be important in countries such as France and the UK, is declining, accounting for no more than 10 per cent of the transport of commodities. Engineers might judge that a motorway is destined to last 20 years or so, but this prognosis will be significantly reduced with heavy traffic. The same applies to the thousands of motorway bridges: in the UK, nearly half of the 9,000 highway bridges are in poor condition; in France, 7 per cent of the 12,000 bridges are in danger of collapsing, as did Genoa’s Morandi bridge in 2018. If only light vehicles drove on it, this infrastructure would last much longer.
    This puts into perspective governments’ insistence on ‘greening’ the transport sector by targeting CO2 emissions alone, typically by promoting the use of electric vehicles. Public policies prioritising EVs do nothing to change the mass of roads or the issue of their maintenance – even if lorries were to run on clean air, massive quarrying would still be necessary. A similar argument plays out with regard to canals and ports, which have been constantly widened and deepened for decades to accommodate ever-larger oil tankers or container ships. The simple operation of these infrastructures, dimensioned for the circulation of commodities and not humans, requires permanent dredging of large volumes. The environmental problem of large transport infrastructure goes beyond the type of energy used: it is, at its root, free and globalised trade.
    ‘The material life cycle of motorways is relentless: constructing, maintaining, widening, thickening, repairing’
    As both a material and ideological object, the motorway fixes certain political choices in the landscape. Millions of kilometres of road continue to be asphalted, widened and thickened around the world to favour cars and lorries. In France, more than 80 per cent of today’s sand and aggregate extraction is used for civil engineering works – the rest goes to buildings. Even if no more buildings, roads or other infrastructures were to be built, phenomenal quantities of sand and aggregates would still need to be extracted in order to maintain existing road networks. The material life cycle of motorways is relentless: constructing, maintaining, widening, thickening, repairing, adding new structures such as wildlife crossings, more maintaining. 
    Rising traffic levels are always deemed positive by governments for a country’s economy and development. As Christopher Wells shows in his 2014 book Car Country: An Environmental History, car use becomes necessary in an environment where everything has been planned for the car, from the location of public services and supermarkets to residential and office areas. Similarly, when an entire economy is based on globalised trade and just‑in‑time logistics, the lorry and the container ship become vital. 
    The final stage in the life of a piece of motorway infrastructure is dismantling. Like the other stages, this one is not a natural outcome but the fruit of political choices – which should be democratic – regarding how we wish to use existing roads. Dismantling, which is essential if we are to put an end to the global extractivism of sand and aggregates, does not mean destruction: if bicycles and pedestrians were to use them instead, maintenance would be minimal. This final stage requires a paradigm shift away from the eternal adaptation to increasing traffic. Replacing cars and lorries with public transport and rail freight would be a first step. But above all, a different political and spatial organisation of economic activities is necessary, and ultimately, an end to globalised, just-in-time trade and logistics.
    In 1978, a row of cars parked at a shopping centre in Connecticut was buried under a thick layer of gooey asphalt. The Ghost Parking Lot, one of the first projects by James Wines’ practice SITE, became a playground for skateboarders until it was removed in 2003. Images of this lumpy landscape serve as allegories of the damage caused by reliance on the automobile
    Credit: Project by SITE

    Lead image: Some road damage is beyond repair, as when a landslide caused a large chunk of the Gothenburg–Oslo motorway to collapse in 2023. Such dramatic events remind us of both the fragility of these seemingly robust infrastructures, and the damage that extensive construction does to the planet. Credit: Hanna Brunlöf Windell / TT / Shutterstock

    2025-06-03
    Reuben J Brown

    Share
    #how #much #does #your #road
    How much does your road weigh?
    The ways roads are used, with ever larger and heavier vehicles, have dramatic consequences on the environment – and electric cars are not the answer Today, there is an average of 37 tonnes of road per inhabitant of the planet. The weight of the road network alone accounts for a third of all construction worldwide, and has grown exponentially in the 20th century. There is 10 times more bitumen, in mass, than there are living animals. Yet growth in the mass of roads does not automatically correspond to population growth, or translate into increased length of road networks. In wealthier countries, the number of metres of road per inhabitant has actually fallen over the last century. In the United States, for instance, between 1905 and 2015 the length of the network increased by a factor of 1.75 and the population by a factor of 3.8, compared with 21 for the mass of roads. Roads have become wider and, above all, much thicker. To understand the evolution of these parameters, and their environmental impact, it is helpful to trace the different stages in the life of the motorway.  Until the early 20th century, roads were used for various modes of transport, including horses, bicycles, pedestrians and trams; as a result of the construction of railways, road traffic even declined in some European countries in the 19th century. The main novelty brought by the motorway was that they would be reserved for motorised traffic. In several languages, the word itself – autostrada, autobahn, autoroute or motorway – speaks of this exclusivity.  Roman roads varied from simple corduroy roads, made by placing logs perpendicular to the direction of the road over a low or swampy area, to paved roads, as this engraving from Jean Rondelet’s 19th‑century Traité Théorique et Pratique de l’Art de Bâtir shows. Using deep roadbeds of tamped rubble as an underlying layer to ensure that they kept dry, major roads were often stone-paved, metalled, cambered for drainage and flanked by footpaths, bridleways and drainage ditches Like any major piece of infrastructure, motorways became the subject of ideological discourse, long before any shovel hit the ground; politicians underlined their role in the service of the nation, how they would contribute to progress, development, the economy, modernity and even civilisation. The inauguration ceremony for the construction of the first autostrada took place in March 1923, presided over by Italy’s prime minister Benito Mussolini. The second major motorway programme was announced by the Nazi government in 1933, with a national network planned to be around 7,000 kilometres long. In his 2017 book Driving Modernity: Technology, Experts, Politics, and Fascist Motorways, 1922–1943, historian Massimo Moraglio shows how both programmes were used as propaganda tools by the regimes, most notably at the international road congresses in Milan in 1926 and Munich in 1934. In the European postwar era, the notion of the ‘civilising’ effect of roads persevered. In 1962, Valéry Giscard d’Estaing, then‑secretary of state for finances and later president of France, argued that expanded motorways would bring ‘progress, activity and life’. This discourse soon butted up against the realities of how motorways affected individuals and communities. In his 2011 book Fighting Traffic: The Dawn of the Motor Age in the American City, Peter D Norton explores the history of resistance to the imposition of motorised traffic in North American cities. Until the 1920s, there was a perception that cars were dangerous newcomers, and that other street and road uses – especially walking – were more legitimate. Cars were associated with speed and danger; restrictions on motorists, especially speed limits, were routine.  Built between 1962 and 1970, the Westway was London’s first urban motorway, elevated above the city to use less land. Construction workers are seen stressing the longitudinal soffit cables inside the box section of the deck units to achieve the bearing capacity necessary to carry the weight of traffic Credit: Heritage Image Partnership Ltd / Alamy To gain domination over cities, motor vehicles had to win priority over other street uses. Rather than restricting the flow of vehicles to minimise the risk of road accidents, a specific infrastructure was dedicated to them: both inner‑city roads and motorways. Cutting through the landscape, the motorway had, by definition, to be inaccessible by any other means of transport than motorised vehicle. To guarantee the fluidity of traffic, the construction of imposing bridges, tunnels and interchanges is necessary, particularly at junctions with other roads, railways or canals. This prioritisation of one type of user inevitably impacts journeys for others; as space is fragmented, short journeys are lengthened for those trying to navigate space by foot or bicycle.  Enabling cars to drive at around 110–140km/h on motorways, as modern motorways do, directly impacts their design, with major environmental effects: the gradient has to be gentle, the curves longand the lanes wide, to allow vehicles to overtake each other safely. As much terrain around the world is not naturally suited to these requirements, the earthworks are considerable: in France, the construction of a metre of highway requires moving some 100m3 of earth, and when the soil is soft, full of clay or peat, it is made firmer with hydraulic lime and cement before the highway’s first sub‑layers are laid. This material cost reinforces the criticisms levelled in the 1960s, by the likes of Jane Jacobs and Lewis Mumford, at urban planning that prioritised the personal motor vehicle. When roads are widened to accommodate more traffic, buildings are sliced and demolished, as happened in Dhaka’s Bhasantek Road in 2021 Credit: Dhaka Tribune Once built, the motorway is never inert. Motorway projects today generally anticipate future expansion, and include a large median strip of 12m between the lanes, with a view to adding new ones. Increases in speed and vehicle sizes have also translated into wider lanes, from 2.5m in 1945 to 3.5m today. The average contemporary motorway footprint is therefore 100 square metres per linear metre. Indeed, although the construction of a road is supposed to reduce congestion, it also generates new traffic and, therefore, new congestion. This is the principle of ‘induced traffic’: the provision of extra road capacity results in a greater volume of traffic. The Katy Freeway in Texas famously illustrates this dynamic. Built as a regular six‑lane highway in the 1960s, it was called the second worst bottleneck in the nation by 2004, wasting 25 million hours a year of commuter time. In 2011, the state of Texas invested USbillion to fix this problem, widening the road to a staggering total of 26 lanes. By 2014, the morning and afternoon traffic had both increased again. The vicious circle based on the induced traffic has been empirically demonstrated in most countries: traffic has continued to increase and congestion remains unresolved, leading to ever-increasing emissions. In the EU, transport is the only sector where greenhouse gas emissions have increased in the past three decades, rising 33.5 per cent between 1990 and 2019. Transport accounts for around a fifth of global CO₂ emissions today, with three quarters of this figure linked to road transport. Houston’s Katy Freeway is one of the world’s widest motorways, with 26 lanes. Its last expansion, in 2008, was initially hailed as a success, but within five years, peak travel times were longer than before the expansion – a direct illustration of the principle of induced traffic Credit: Smiley N Pool / Houston Chronicle / Getty Like other large transport infrastructures such as ports and airports, motorways are designed for the largest and heaviest vehicles. Engineers, road administrations and politicians have known since the 1950s that one truck represents millions of cars: the impact of a vehicle on the roadway is exponential to its weight – an online ‘road damage calculator’ allows you to compare the damage done by different types of vehicles to the road. Over the years, heavier and heavier trucks have been authorised to operate on roads: from 8‑tonne trucks in 1945 to 44 tonnes nowadays. The European Parliament adopted a revised directive on 12 March 2024 authorising mega‑trucks to travel on European roads; they can measure up to 25 metres and weigh up to 60 tonnes, compared with the previous limits of 18.75 metres and 44 tonnes. This is a political and economic choice with considerable material effects: thickness, rigidity of sub‑bases and consolidation of soil and subsoil with lime and cement. Altogether, motorways are 10 times thicker than large roads from the late 19th century. In France, it takes an average of 30 tonnes of sand and aggregate to build one linear metre of motorway, 100 times more than cement and bitumen.  The material history of road networks is a history of quarrying and environmental damage. The traces of roads can also be seen in rivers emptied of their sediment, the notches of quarries in the hills and the furrows of dredgers extracting sand from the seabed. This material extraction, arguably the most significant in human history, has dramatic ecological consequences for rivers, groundwater tables, the rise of sea levels and saltwater in farmlands, as well as biodiversity. As sand is ubiquitous and very cheap, the history of roads is also the history of a local extractivism and environmental conflicts around the world.  Shoving and rutting is the bulging and rippling of the pavement surface. Once built, roads require extensive maintenance – the heavier the vehicles, the quicker the damage. From pothole repair to the full resurfacing of a road, maintenance contributes to keeping road users safe Credit: Yakov Oskanov / Alamy Once roads are built and extended, they need to be maintained to support the circulation of lorries and, by extension, commodities. This stage is becoming increasingly important as rail freight, which used to be important in countries such as France and the UK, is declining, accounting for no more than 10 per cent of the transport of commodities. Engineers might judge that a motorway is destined to last 20 years or so, but this prognosis will be significantly reduced with heavy traffic. The same applies to the thousands of motorway bridges: in the UK, nearly half of the 9,000 highway bridges are in poor condition; in France, 7 per cent of the 12,000 bridges are in danger of collapsing, as did Genoa’s Morandi bridge in 2018. If only light vehicles drove on it, this infrastructure would last much longer. This puts into perspective governments’ insistence on ‘greening’ the transport sector by targeting CO2 emissions alone, typically by promoting the use of electric vehicles. Public policies prioritising EVs do nothing to change the mass of roads or the issue of their maintenance – even if lorries were to run on clean air, massive quarrying would still be necessary. A similar argument plays out with regard to canals and ports, which have been constantly widened and deepened for decades to accommodate ever-larger oil tankers or container ships. The simple operation of these infrastructures, dimensioned for the circulation of commodities and not humans, requires permanent dredging of large volumes. The environmental problem of large transport infrastructure goes beyond the type of energy used: it is, at its root, free and globalised trade. ‘The material life cycle of motorways is relentless: constructing, maintaining, widening, thickening, repairing’ As both a material and ideological object, the motorway fixes certain political choices in the landscape. Millions of kilometres of road continue to be asphalted, widened and thickened around the world to favour cars and lorries. In France, more than 80 per cent of today’s sand and aggregate extraction is used for civil engineering works – the rest goes to buildings. Even if no more buildings, roads or other infrastructures were to be built, phenomenal quantities of sand and aggregates would still need to be extracted in order to maintain existing road networks. The material life cycle of motorways is relentless: constructing, maintaining, widening, thickening, repairing, adding new structures such as wildlife crossings, more maintaining.  Rising traffic levels are always deemed positive by governments for a country’s economy and development. As Christopher Wells shows in his 2014 book Car Country: An Environmental History, car use becomes necessary in an environment where everything has been planned for the car, from the location of public services and supermarkets to residential and office areas. Similarly, when an entire economy is based on globalised trade and just‑in‑time logistics, the lorry and the container ship become vital.  The final stage in the life of a piece of motorway infrastructure is dismantling. Like the other stages, this one is not a natural outcome but the fruit of political choices – which should be democratic – regarding how we wish to use existing roads. Dismantling, which is essential if we are to put an end to the global extractivism of sand and aggregates, does not mean destruction: if bicycles and pedestrians were to use them instead, maintenance would be minimal. This final stage requires a paradigm shift away from the eternal adaptation to increasing traffic. Replacing cars and lorries with public transport and rail freight would be a first step. But above all, a different political and spatial organisation of economic activities is necessary, and ultimately, an end to globalised, just-in-time trade and logistics. In 1978, a row of cars parked at a shopping centre in Connecticut was buried under a thick layer of gooey asphalt. The Ghost Parking Lot, one of the first projects by James Wines’ practice SITE, became a playground for skateboarders until it was removed in 2003. Images of this lumpy landscape serve as allegories of the damage caused by reliance on the automobile Credit: Project by SITE Lead image: Some road damage is beyond repair, as when a landslide caused a large chunk of the Gothenburg–Oslo motorway to collapse in 2023. Such dramatic events remind us of both the fragility of these seemingly robust infrastructures, and the damage that extensive construction does to the planet. Credit: Hanna Brunlöf Windell / TT / Shutterstock 2025-06-03 Reuben J Brown Share #how #much #does #your #road
    WWW.ARCHITECTURAL-REVIEW.COM
    How much does your road weigh?
    The ways roads are used, with ever larger and heavier vehicles, have dramatic consequences on the environment – and electric cars are not the answer Today, there is an average of 37 tonnes of road per inhabitant of the planet. The weight of the road network alone accounts for a third of all construction worldwide, and has grown exponentially in the 20th century. There is 10 times more bitumen, in mass, than there are living animals. Yet growth in the mass of roads does not automatically correspond to population growth, or translate into increased length of road networks. In wealthier countries, the number of metres of road per inhabitant has actually fallen over the last century. In the United States, for instance, between 1905 and 2015 the length of the network increased by a factor of 1.75 and the population by a factor of 3.8, compared with 21 for the mass of roads. Roads have become wider and, above all, much thicker. To understand the evolution of these parameters, and their environmental impact, it is helpful to trace the different stages in the life of the motorway.  Until the early 20th century, roads were used for various modes of transport, including horses, bicycles, pedestrians and trams; as a result of the construction of railways, road traffic even declined in some European countries in the 19th century. The main novelty brought by the motorway was that they would be reserved for motorised traffic. In several languages, the word itself – autostrada, autobahn, autoroute or motorway – speaks of this exclusivity.  Roman roads varied from simple corduroy roads, made by placing logs perpendicular to the direction of the road over a low or swampy area, to paved roads, as this engraving from Jean Rondelet’s 19th‑century Traité Théorique et Pratique de l’Art de Bâtir shows. Using deep roadbeds of tamped rubble as an underlying layer to ensure that they kept dry, major roads were often stone-paved, metalled, cambered for drainage and flanked by footpaths, bridleways and drainage ditches Like any major piece of infrastructure, motorways became the subject of ideological discourse, long before any shovel hit the ground; politicians underlined their role in the service of the nation, how they would contribute to progress, development, the economy, modernity and even civilisation. The inauguration ceremony for the construction of the first autostrada took place in March 1923, presided over by Italy’s prime minister Benito Mussolini. The second major motorway programme was announced by the Nazi government in 1933, with a national network planned to be around 7,000 kilometres long. In his 2017 book Driving Modernity: Technology, Experts, Politics, and Fascist Motorways, 1922–1943, historian Massimo Moraglio shows how both programmes were used as propaganda tools by the regimes, most notably at the international road congresses in Milan in 1926 and Munich in 1934. In the European postwar era, the notion of the ‘civilising’ effect of roads persevered. In 1962, Valéry Giscard d’Estaing, then‑secretary of state for finances and later president of France, argued that expanded motorways would bring ‘progress, activity and life’. This discourse soon butted up against the realities of how motorways affected individuals and communities. In his 2011 book Fighting Traffic: The Dawn of the Motor Age in the American City, Peter D Norton explores the history of resistance to the imposition of motorised traffic in North American cities. Until the 1920s, there was a perception that cars were dangerous newcomers, and that other street and road uses – especially walking – were more legitimate. Cars were associated with speed and danger; restrictions on motorists, especially speed limits, were routine.  Built between 1962 and 1970, the Westway was London’s first urban motorway, elevated above the city to use less land. Construction workers are seen stressing the longitudinal soffit cables inside the box section of the deck units to achieve the bearing capacity necessary to carry the weight of traffic Credit: Heritage Image Partnership Ltd / Alamy To gain domination over cities, motor vehicles had to win priority over other street uses. Rather than restricting the flow of vehicles to minimise the risk of road accidents, a specific infrastructure was dedicated to them: both inner‑city roads and motorways. Cutting through the landscape, the motorway had, by definition, to be inaccessible by any other means of transport than motorised vehicle. To guarantee the fluidity of traffic, the construction of imposing bridges, tunnels and interchanges is necessary, particularly at junctions with other roads, railways or canals. This prioritisation of one type of user inevitably impacts journeys for others; as space is fragmented, short journeys are lengthened for those trying to navigate space by foot or bicycle.  Enabling cars to drive at around 110–140km/h on motorways, as modern motorways do, directly impacts their design, with major environmental effects: the gradient has to be gentle (4 per cent), the curves long (1.5km in radius) and the lanes wide, to allow vehicles to overtake each other safely. As much terrain around the world is not naturally suited to these requirements, the earthworks are considerable: in France, the construction of a metre of highway requires moving some 100m3 of earth, and when the soil is soft, full of clay or peat, it is made firmer with hydraulic lime and cement before the highway’s first sub‑layers are laid. This material cost reinforces the criticisms levelled in the 1960s, by the likes of Jane Jacobs and Lewis Mumford, at urban planning that prioritised the personal motor vehicle. When roads are widened to accommodate more traffic, buildings are sliced and demolished, as happened in Dhaka’s Bhasantek Road in 2021 Credit: Dhaka Tribune Once built, the motorway is never inert. Motorway projects today generally anticipate future expansion (from 2×2 to 2×3 to 2×4 lanes), and include a large median strip of 12m between the lanes, with a view to adding new ones. Increases in speed and vehicle sizes have also translated into wider lanes, from 2.5m in 1945 to 3.5m today. The average contemporary motorway footprint is therefore 100 square metres per linear metre. Indeed, although the construction of a road is supposed to reduce congestion, it also generates new traffic and, therefore, new congestion. This is the principle of ‘induced traffic’: the provision of extra road capacity results in a greater volume of traffic. The Katy Freeway in Texas famously illustrates this dynamic. Built as a regular six‑lane highway in the 1960s, it was called the second worst bottleneck in the nation by 2004, wasting 25 million hours a year of commuter time. In 2011, the state of Texas invested US$2.8 billion to fix this problem, widening the road to a staggering total of 26 lanes. By 2014, the morning and afternoon traffic had both increased again. The vicious circle based on the induced traffic has been empirically demonstrated in most countries: traffic has continued to increase and congestion remains unresolved, leading to ever-increasing emissions. In the EU, transport is the only sector where greenhouse gas emissions have increased in the past three decades, rising 33.5 per cent between 1990 and 2019. Transport accounts for around a fifth of global CO₂ emissions today, with three quarters of this figure linked to road transport. Houston’s Katy Freeway is one of the world’s widest motorways, with 26 lanes. Its last expansion, in 2008, was initially hailed as a success, but within five years, peak travel times were longer than before the expansion – a direct illustration of the principle of induced traffic Credit: Smiley N Pool / Houston Chronicle / Getty Like other large transport infrastructures such as ports and airports, motorways are designed for the largest and heaviest vehicles. Engineers, road administrations and politicians have known since the 1950s that one truck represents millions of cars: the impact of a vehicle on the roadway is exponential to its weight – an online ‘road damage calculator’ allows you to compare the damage done by different types of vehicles to the road. Over the years, heavier and heavier trucks have been authorised to operate on roads: from 8‑tonne trucks in 1945 to 44 tonnes nowadays. The European Parliament adopted a revised directive on 12 March 2024 authorising mega‑trucks to travel on European roads; they can measure up to 25 metres and weigh up to 60 tonnes, compared with the previous limits of 18.75 metres and 44 tonnes. This is a political and economic choice with considerable material effects: thickness, rigidity of sub‑bases and consolidation of soil and subsoil with lime and cement. Altogether, motorways are 10 times thicker than large roads from the late 19th century. In France, it takes an average of 30 tonnes of sand and aggregate to build one linear metre of motorway, 100 times more than cement and bitumen.  The material history of road networks is a history of quarrying and environmental damage. The traces of roads can also be seen in rivers emptied of their sediment, the notches of quarries in the hills and the furrows of dredgers extracting sand from the seabed. This material extraction, arguably the most significant in human history, has dramatic ecological consequences for rivers, groundwater tables, the rise of sea levels and saltwater in farmlands, as well as biodiversity. As sand is ubiquitous and very cheap, the history of roads is also the history of a local extractivism and environmental conflicts around the world.  Shoving and rutting is the bulging and rippling of the pavement surface. Once built, roads require extensive maintenance – the heavier the vehicles, the quicker the damage. From pothole repair to the full resurfacing of a road, maintenance contributes to keeping road users safe Credit: Yakov Oskanov / Alamy Once roads are built and extended, they need to be maintained to support the circulation of lorries and, by extension, commodities. This stage is becoming increasingly important as rail freight, which used to be important in countries such as France and the UK, is declining, accounting for no more than 10 per cent of the transport of commodities. Engineers might judge that a motorway is destined to last 20 years or so, but this prognosis will be significantly reduced with heavy traffic. The same applies to the thousands of motorway bridges: in the UK, nearly half of the 9,000 highway bridges are in poor condition; in France, 7 per cent of the 12,000 bridges are in danger of collapsing, as did Genoa’s Morandi bridge in 2018. If only light vehicles drove on it, this infrastructure would last much longer. This puts into perspective governments’ insistence on ‘greening’ the transport sector by targeting CO2 emissions alone, typically by promoting the use of electric vehicles (EVs). Public policies prioritising EVs do nothing to change the mass of roads or the issue of their maintenance – even if lorries were to run on clean air, massive quarrying would still be necessary. A similar argument plays out with regard to canals and ports, which have been constantly widened and deepened for decades to accommodate ever-larger oil tankers or container ships. The simple operation of these infrastructures, dimensioned for the circulation of commodities and not humans, requires permanent dredging of large volumes. The environmental problem of large transport infrastructure goes beyond the type of energy used: it is, at its root, free and globalised trade. ‘The material life cycle of motorways is relentless: constructing, maintaining, widening, thickening, repairing’ As both a material and ideological object, the motorway fixes certain political choices in the landscape. Millions of kilometres of road continue to be asphalted, widened and thickened around the world to favour cars and lorries. In France, more than 80 per cent of today’s sand and aggregate extraction is used for civil engineering works – the rest goes to buildings. Even if no more buildings, roads or other infrastructures were to be built, phenomenal quantities of sand and aggregates would still need to be extracted in order to maintain existing road networks. The material life cycle of motorways is relentless: constructing, maintaining, widening, thickening, repairing, adding new structures such as wildlife crossings, more maintaining.  Rising traffic levels are always deemed positive by governments for a country’s economy and development. As Christopher Wells shows in his 2014 book Car Country: An Environmental History, car use becomes necessary in an environment where everything has been planned for the car, from the location of public services and supermarkets to residential and office areas. Similarly, when an entire economy is based on globalised trade and just‑in‑time logistics (to the point that many service economies could not produce their own personal protective equipment in the midst of a pandemic), the lorry and the container ship become vital.  The final stage in the life of a piece of motorway infrastructure is dismantling. Like the other stages, this one is not a natural outcome but the fruit of political choices – which should be democratic – regarding how we wish to use existing roads. Dismantling, which is essential if we are to put an end to the global extractivism of sand and aggregates, does not mean destruction: if bicycles and pedestrians were to use them instead, maintenance would be minimal. This final stage requires a paradigm shift away from the eternal adaptation to increasing traffic. Replacing cars and lorries with public transport and rail freight would be a first step. But above all, a different political and spatial organisation of economic activities is necessary, and ultimately, an end to globalised, just-in-time trade and logistics. In 1978, a row of cars parked at a shopping centre in Connecticut was buried under a thick layer of gooey asphalt. The Ghost Parking Lot, one of the first projects by James Wines’ practice SITE, became a playground for skateboarders until it was removed in 2003. Images of this lumpy landscape serve as allegories of the damage caused by reliance on the automobile Credit: Project by SITE Lead image: Some road damage is beyond repair, as when a landslide caused a large chunk of the Gothenburg–Oslo motorway to collapse in 2023. Such dramatic events remind us of both the fragility of these seemingly robust infrastructures, and the damage that extensive construction does to the planet. Credit: Hanna Brunlöf Windell / TT / Shutterstock 2025-06-03 Reuben J Brown Share
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  • RoadCraft Explained: Your Complete Guide to Building Roads

    The developers of SnowRunner have combined its vehicular physics simulator gameplay with design elements from the building simulator genre, to bring us Roadcraft, a unique game that requires you to use an array of vehicles and construction machinery to do everything from clearing debris to rebuilding roads and laying cable. Road construction is a primary aspect of gameplay, and involves multiple steps: resource collection, logistical transport, route planning, and actual road building.

    While there is a very in-depth tutorial in-game that holds your hand every step of the way, there are a lot of nuances to road construction that you may not be aware of, and this RoadCraft guide has everything you need to know about those game mechanics.

    Scout Vehicle Selection

    The Scout is a critical vehicle for its scanning and winching capabilities, and while there are 7 to choose from, only 2 are available initially. Between these first two Scouts, the Armiger Thunder IV should be your preferred choice, due to its higher mobility and shorter wheelbase. Your eventual Scout vehicle should be the Tuz 119 “Lynx” which becomes available in the Deluge campaign for a price of nearly 25,000. The winch capability will come in handy as you clear debris to establish routes, and scan for terrain and objects.

    Field Recovery Vehicles

    These vehicles serve the purpose of behaving as spawn points for your other utility vehicles. This will be tremendously helpful in situations where you will require multiple pieces of equipment at a given location. Simply drive one of these to the work site such as a road construction objective, and you can simply spawn all task-related vehicles there, at the cost of Recovery Tokens. The free KHAN Lo “Strannik” Field Service Vehicle will more than suffice for this purpose, while also being equipped with a winch for manual towing.

    Equipment Transporters

    In the absence of fuel tokens, vehicle haulers can also be used to accomplish the task of manually delivering multiple vehicles to a work site. The Zikz 605E Heavy Equipment Transporter will be your preferred choice at a cost of 25,000, and will serve you well throughout the campaign. However, the Step 39331 “Pike” Light Equipment Transporter can function just as well, since it can use both its flatbed and its winch to haul two vehicles at a time, with maximum tonnage capability being the true limitation.

    Crane Trucks

    A great deal of what you will be doing in the game will involve picking stuff up off of the ground with a crane and placing it onto a flatbed for transportation. While you will be provided with two separate vehicles to accomplish this, it will be quite a tedious process especially for solo players. This is where the Mule T1 Cargo Crane Truck comes in immediately useful, at a price of 27,000. It will save you a great deal of time and effort over multiple instances in the campaign. Eventually, you will purchase better Craned vehicles, but the older ones will never use utility, as you can leave them in place at your various facilities to act as on-site loaders.

    In a pinch, Crane Trucks can serve as a winch vehicle for any situation that may arise.

    Road Construction

    Your AI convoys are going to get hung up on every little obstacle along their dirt path routes, and this is where good road building comes into play. Locate a quarry source for sand, and begin filling in the route with your loaded Dump Truck.

    Next, use your Dozer set to sand leveling or better yet, your Roller, to perform multiple passes in order to flatten the sand, with two passes being an absolute minimum. Be sure to proceed as slowly and carefully as you can on the second and further passes, listening carefully for audio feedback while traversing the route, which will sound different when traveling over fully flattened ground compared to slightly uneven terrain.

    A recommended method is to go down the center twice, once in each direction, in order to perfect the two ends. Then travel once along each side to spread the sand evenly, followed by a single final pass down the center again.

    Asphalt Paving

    Strictly speaking, asphalt paving is unnecessary in the vast majority of situations, unless required by mission objectives. However, if you do elect to pave all your roads, there are some important steps to take.

    The sand must be perfectly flattened, else the paving machines will frequently snag on unseen obstacles. One way to mitigate this, is to use the Paver while traveling in reverse. While this may seem odd, since the asphalt is deposited from the front and flattened by the rear, the game still allows it.

    An even better option is to hoist the Paver with a mobile Crane and float it low over the planned route, and then drive the Crane along the path instead, which is significantly faster and avoids physics bugs.

    Deploy the Roller next, and use the same leveling process as you do with sand: down the center once in each direction, then each side once, and one last time down the center again.

    Leveling Uneven Roads

    Failure to properly level the sand before laying down asphalt can lead to significantly large bumps in your roads. You can still recover from a situation like this without having to resort to using your Dozer’s Asphalt Destruction grader mode. Take your Roller out instead and perform multiple passes over the bump with it, and it will flatten out eventually.

    Plotting Routes For AI Convoys

    While creating routes for your transport vehicles to follow, be sure to set them along one side of the road rather than down the center. This will mitigate head-on collisions between AI traffic traveling in opposite directions, as their pathing can be quite poor. Also avoid placing an excessive number of waypoints wherever possible as this is interpreted as a direction change. While the vehicles will not get turned completely around, they can bug out and end up in an environmental hazard.

    Be sure to delete the routes once you have completed the related objectives and collected all of the rewards, in order to maintain a clean infrastructure map.

    That is everything you need to know about constructing proper roads in RoadCraft.
    #roadcraft #explained #your #complete #guide
    RoadCraft Explained: Your Complete Guide to Building Roads
    The developers of SnowRunner have combined its vehicular physics simulator gameplay with design elements from the building simulator genre, to bring us Roadcraft, a unique game that requires you to use an array of vehicles and construction machinery to do everything from clearing debris to rebuilding roads and laying cable. Road construction is a primary aspect of gameplay, and involves multiple steps: resource collection, logistical transport, route planning, and actual road building. While there is a very in-depth tutorial in-game that holds your hand every step of the way, there are a lot of nuances to road construction that you may not be aware of, and this RoadCraft guide has everything you need to know about those game mechanics. Scout Vehicle Selection The Scout is a critical vehicle for its scanning and winching capabilities, and while there are 7 to choose from, only 2 are available initially. Between these first two Scouts, the Armiger Thunder IV should be your preferred choice, due to its higher mobility and shorter wheelbase. Your eventual Scout vehicle should be the Tuz 119 “Lynx” which becomes available in the Deluge campaign for a price of nearly 25,000. The winch capability will come in handy as you clear debris to establish routes, and scan for terrain and objects. Field Recovery Vehicles These vehicles serve the purpose of behaving as spawn points for your other utility vehicles. This will be tremendously helpful in situations where you will require multiple pieces of equipment at a given location. Simply drive one of these to the work site such as a road construction objective, and you can simply spawn all task-related vehicles there, at the cost of Recovery Tokens. The free KHAN Lo “Strannik” Field Service Vehicle will more than suffice for this purpose, while also being equipped with a winch for manual towing. Equipment Transporters In the absence of fuel tokens, vehicle haulers can also be used to accomplish the task of manually delivering multiple vehicles to a work site. The Zikz 605E Heavy Equipment Transporter will be your preferred choice at a cost of 25,000, and will serve you well throughout the campaign. However, the Step 39331 “Pike” Light Equipment Transporter can function just as well, since it can use both its flatbed and its winch to haul two vehicles at a time, with maximum tonnage capability being the true limitation. Crane Trucks A great deal of what you will be doing in the game will involve picking stuff up off of the ground with a crane and placing it onto a flatbed for transportation. While you will be provided with two separate vehicles to accomplish this, it will be quite a tedious process especially for solo players. This is where the Mule T1 Cargo Crane Truck comes in immediately useful, at a price of 27,000. It will save you a great deal of time and effort over multiple instances in the campaign. Eventually, you will purchase better Craned vehicles, but the older ones will never use utility, as you can leave them in place at your various facilities to act as on-site loaders. In a pinch, Crane Trucks can serve as a winch vehicle for any situation that may arise. Road Construction Your AI convoys are going to get hung up on every little obstacle along their dirt path routes, and this is where good road building comes into play. Locate a quarry source for sand, and begin filling in the route with your loaded Dump Truck. Next, use your Dozer set to sand leveling or better yet, your Roller, to perform multiple passes in order to flatten the sand, with two passes being an absolute minimum. Be sure to proceed as slowly and carefully as you can on the second and further passes, listening carefully for audio feedback while traversing the route, which will sound different when traveling over fully flattened ground compared to slightly uneven terrain. A recommended method is to go down the center twice, once in each direction, in order to perfect the two ends. Then travel once along each side to spread the sand evenly, followed by a single final pass down the center again. Asphalt Paving Strictly speaking, asphalt paving is unnecessary in the vast majority of situations, unless required by mission objectives. However, if you do elect to pave all your roads, there are some important steps to take. The sand must be perfectly flattened, else the paving machines will frequently snag on unseen obstacles. One way to mitigate this, is to use the Paver while traveling in reverse. While this may seem odd, since the asphalt is deposited from the front and flattened by the rear, the game still allows it. An even better option is to hoist the Paver with a mobile Crane and float it low over the planned route, and then drive the Crane along the path instead, which is significantly faster and avoids physics bugs. Deploy the Roller next, and use the same leveling process as you do with sand: down the center once in each direction, then each side once, and one last time down the center again. Leveling Uneven Roads Failure to properly level the sand before laying down asphalt can lead to significantly large bumps in your roads. You can still recover from a situation like this without having to resort to using your Dozer’s Asphalt Destruction grader mode. Take your Roller out instead and perform multiple passes over the bump with it, and it will flatten out eventually. Plotting Routes For AI Convoys While creating routes for your transport vehicles to follow, be sure to set them along one side of the road rather than down the center. This will mitigate head-on collisions between AI traffic traveling in opposite directions, as their pathing can be quite poor. Also avoid placing an excessive number of waypoints wherever possible as this is interpreted as a direction change. While the vehicles will not get turned completely around, they can bug out and end up in an environmental hazard. Be sure to delete the routes once you have completed the related objectives and collected all of the rewards, in order to maintain a clean infrastructure map. That is everything you need to know about constructing proper roads in RoadCraft. #roadcraft #explained #your #complete #guide
    GAMINGBOLT.COM
    RoadCraft Explained: Your Complete Guide to Building Roads
    The developers of SnowRunner have combined its vehicular physics simulator gameplay with design elements from the building simulator genre, to bring us Roadcraft, a unique game that requires you to use an array of vehicles and construction machinery to do everything from clearing debris to rebuilding roads and laying cable. Road construction is a primary aspect of gameplay, and involves multiple steps: resource collection, logistical transport, route planning, and actual road building. While there is a very in-depth tutorial in-game that holds your hand every step of the way, there are a lot of nuances to road construction that you may not be aware of, and this RoadCraft guide has everything you need to know about those game mechanics. Scout Vehicle Selection The Scout is a critical vehicle for its scanning and winching capabilities, and while there are 7 to choose from, only 2 are available initially. Between these first two Scouts, the Armiger Thunder IV should be your preferred choice, due to its higher mobility and shorter wheelbase. Your eventual Scout vehicle should be the Tuz 119 “Lynx” which becomes available in the Deluge campaign for a price of nearly 25,000. The winch capability will come in handy as you clear debris to establish routes, and scan for terrain and objects. Field Recovery Vehicles These vehicles serve the purpose of behaving as spawn points for your other utility vehicles. This will be tremendously helpful in situations where you will require multiple pieces of equipment at a given location. Simply drive one of these to the work site such as a road construction objective, and you can simply spawn all task-related vehicles there, at the cost of Recovery Tokens. The free KHAN Lo “Strannik” Field Service Vehicle will more than suffice for this purpose, while also being equipped with a winch for manual towing. Equipment Transporters In the absence of fuel tokens, vehicle haulers can also be used to accomplish the task of manually delivering multiple vehicles to a work site. The Zikz 605E Heavy Equipment Transporter will be your preferred choice at a cost of 25,000, and will serve you well throughout the campaign. However, the Step 39331 “Pike” Light Equipment Transporter can function just as well, since it can use both its flatbed and its winch to haul two vehicles at a time, with maximum tonnage capability being the true limitation. Crane Trucks A great deal of what you will be doing in the game will involve picking stuff up off of the ground with a crane and placing it onto a flatbed for transportation. While you will be provided with two separate vehicles to accomplish this, it will be quite a tedious process especially for solo players. This is where the Mule T1 Cargo Crane Truck comes in immediately useful, at a price of 27,000. It will save you a great deal of time and effort over multiple instances in the campaign. Eventually, you will purchase better Craned vehicles, but the older ones will never use utility, as you can leave them in place at your various facilities to act as on-site loaders. In a pinch, Crane Trucks can serve as a winch vehicle for any situation that may arise. Road Construction Your AI convoys are going to get hung up on every little obstacle along their dirt path routes, and this is where good road building comes into play. Locate a quarry source for sand, and begin filling in the route with your loaded Dump Truck. Next, use your Dozer set to sand leveling or better yet, your Roller, to perform multiple passes in order to flatten the sand, with two passes being an absolute minimum. Be sure to proceed as slowly and carefully as you can on the second and further passes, listening carefully for audio feedback while traversing the route, which will sound different when traveling over fully flattened ground compared to slightly uneven terrain. A recommended method is to go down the center twice, once in each direction, in order to perfect the two ends. Then travel once along each side to spread the sand evenly, followed by a single final pass down the center again. Asphalt Paving Strictly speaking, asphalt paving is unnecessary in the vast majority of situations, unless required by mission objectives. However, if you do elect to pave all your roads, there are some important steps to take. The sand must be perfectly flattened, else the paving machines will frequently snag on unseen obstacles. One way to mitigate this, is to use the Paver while traveling in reverse. While this may seem odd, since the asphalt is deposited from the front and flattened by the rear, the game still allows it. An even better option is to hoist the Paver with a mobile Crane and float it low over the planned route, and then drive the Crane along the path instead, which is significantly faster and avoids physics bugs. Deploy the Roller next, and use the same leveling process as you do with sand: down the center once in each direction, then each side once, and one last time down the center again. Leveling Uneven Roads Failure to properly level the sand before laying down asphalt can lead to significantly large bumps in your roads. You can still recover from a situation like this without having to resort to using your Dozer’s Asphalt Destruction grader mode. Take your Roller out instead and perform multiple passes over the bump with it, and it will flatten out eventually. Plotting Routes For AI Convoys While creating routes for your transport vehicles to follow, be sure to set them along one side of the road rather than down the center. This will mitigate head-on collisions between AI traffic traveling in opposite directions, as their pathing can be quite poor. Also avoid placing an excessive number of waypoints wherever possible as this is interpreted as a direction change. While the vehicles will not get turned completely around, they can bug out and end up in an environmental hazard. Be sure to delete the routes once you have completed the related objectives and collected all of the rewards, in order to maintain a clean infrastructure map. That is everything you need to know about constructing proper roads in RoadCraft.
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  • Asphalt Legends Unite – Sonic the Hedgehog Trailer – Nintendo Switch

    Asphalt Legends Unite – Sonic the Hedgehog Trailer – Nintendo Switch
    #asphalt #legends #unite #sonic #hedgehog
    Asphalt Legends Unite – Sonic the Hedgehog Trailer – Nintendo Switch
    Asphalt Legends Unite – Sonic the Hedgehog Trailer – Nintendo Switch #asphalt #legends #unite #sonic #hedgehog
    WWW.YOUTUBE.COM
    Asphalt Legends Unite – Sonic the Hedgehog Trailer – Nintendo Switch
    Asphalt Legends Unite – Sonic the Hedgehog Trailer – Nintendo Switch
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  • 2025 Chevrolet Corvette ZR1 first drive: Engineered for insane speed

    the fastest one

    2025 Chevrolet Corvette ZR1 first drive: Engineered for insane speed

    Now that Chevrolet can fit turbos to the Corvette, it's gone and done just that.

    Michael Teo Van Runkle



    May 30, 2025 10:00 am

    |

    0

    Chevrolet has given its latest Corvette variant a four-figure power output to go with a six-figure price tag.

    Credit:

    Michael Teo Van Runkle

    Chevrolet has given its latest Corvette variant a four-figure power output to go with a six-figure price tag.

    Credit:

    Michael Teo Van Runkle

    Story text

    Size

    Small
    Standard
    Large

    Width
    *

    Standard
    Wide

    Links

    Standard
    Orange

    * Subscribers only
      Learn more

    Chevrolet provided flights from Los Angeles to Austin and accommodation so Ars could drive the ZR1. Ars does not accept paid editorial content.
    AUSTIN, Texas—By just my third lap in the top-spec 2025 Chevrolet Corvette ZR1, I glanced down at the speedometer toward the end of the Circuit of the Americas' long back straight and spied 181 mphdisplayed for a split second. Not bad for Chevy’s newest flagship sports car, especially given that the ZR1’s twin-turbocharged V8 pumps all 1,064 horsepower to the rear wheels only.
    The US’s only purpose-built F1 track made for an excellent setting to taste Corvette’s latest; the ZR1 also commanded your attention while conquering the steep uphill toward the first corner, then winding through a series of challenging corners with plenty of elevation change. Luckily, the car itself is an engineering marvel, and Chevy brought along a team of engineers to explain exactly how the total package comes together to enable such a breathtaking pace, as well as how Chevy can responsibly sell such a powerful car to the general public at all.
    The entire point of switching the Corvette’s eighth generation to a mid-engine layout was to improve weight distribution and allow the Corvette to compete against much more exotic competition from European OEMs like Ferrari. The front-engined car's engine bay also lacked the width to add a pair of turbos, due to the suspension and tire orientation, which dictated the use of a supercharger that kept peak power to “just” 755 hpin the last Corvette to wear the ZR1 badge.

    It's a tight fit in there.

    Credit:

    Michael Teo Van Runkle

    COTA reveals the ZR1's excellent balance, especially when specced with the optional aero package, carbon fiber wheels, and Michelin’s Cup 2 R tires. The tires—in effect, grooved slicks—allow for improved lateral acceleration but also the ability to consistently put the four-figure horsepower down to the asphalt. Yet Chevy’s engineers readily admitted the original target for ZR1 was just 850 hp, until 1,000 came into sight and required some serious creativity to reach reliably.

    Biggest turbos ever
    The ZR1’s engine, dubbed LT7, shares much with the 5.5 L naturally aspirated LT6 engine in the less-powerful, cheaper Z06. It’s still a flat-plane crank with dry-sump oiling, even if clever eyes inspecting an LT6 might have noticed that the dry-sump oil tank allowed for the placement of turbos all along.
    The dual 74-millimeter turbos, the largest ever fitted to a production car, required new intake routing, and computer control of the wastegate actuation maintains an anti-lag boost of 6 to 7 psi even under a closed throttle. Turbo speed sensors allow the turbines to spin closer to maximum speed before the vanes physically break apart—a mechanical system typically needs to maintain a 7 percent margin of error, but the ZR1’s is more like 2–3 percent.

    That's a massive turbocharger, and there are two of them.

    Credit:

    Michael Teo Van Runkle

    The eventual power output actually wound up breaking two of Chevrolet’s dynos during early testing, we're told. So the C8’s eight-speed dual-clutch transmission also needed beefing up with physically wider gears that were shot-peened for additional strength, plus a revised lubrication system. The engine, meanwhile, creates enormous cooling demands when running at full throttle, which plays hand in hand with the downforce requirements of hitting such high speeds.
    Consequently, the ZR1 sacrifices its usable frunk in favor of a massive radiator, while the hood’s heat extractor also releases trapped air and feeds it over the roofline. This freed up more space for additional cooling via the front fascia, which further benefits from canard spat dive planes. On the sides, an additional inlet on the side strakes complements the enormously wide scoops that debuted on the Z06. Coupes then get a split rear window—which harks back to Corvettes of old, while releasing hot air from the engine bay—plus new shoulder NACA intakes that directly feed the air box with cooler oxygen that even creates a ram air effect akin to mild supercharging.

    Cooling for the ZR1 became an even higher priority, because the LT6 and LT7 employ extremely tight tolerances between the crankshaft and connecting rods, which mandates keeping the 5W-50 oil below 120° Cat all times. And the system simply works, as even on a hot and humid Texas day, I only noticed oil temperatures cresting above 104° Coccasionally.

    The interior is better than any prior generation of Corvette, but it feels prosaic compared to the cockpits of its more exotic mid-engined rivals.

    Michael Teo Van Runkle

    The interior is better than any prior generation of Corvette, but it feels prosaic compared to the cockpits of its more exotic mid-engined rivals.

    Michael Teo Van Runkle

    Lightweight carbon-fiber wheels are mounted with the stickiest road-legal tires Chevy could fit.

    Michael Teo Van Runkle

    Lightweight carbon-fiber wheels are mounted with the stickiest road-legal tires Chevy could fit.

    Michael Teo Van Runkle

    The ZR1 gets added cooling and more wings.

    Michael Teo Van Runkle

    The ZR1 gets added cooling and more wings.

    Michael Teo Van Runkle

    Lightweight carbon-fiber wheels are mounted with the stickiest road-legal tires Chevy could fit.

    Michael Teo Van Runkle

    The ZR1 gets added cooling and more wings.

    Michael Teo Van Runkle

    The hardtop convertible ZR1 lacks the split-engine venting and shoulder intakes, while cutting into headroom so much that I skipped out while wearing a helmet. Other journalists noticed a drop-off in performance for the convertibles, and probably more so than the mild weight gains of just about 100 lbsmight suggest. Instead, temperatures probably came into play, as the ECU drew back timing and instead allowed mild overboost of 24–25 psi to compensate for the Texas day. Even so, an engineer admitted he thought the engine was probably down 5–10 percent on power.
    The fact that I hit my highest-ever top speed despite the ZR1 potentially giving up somewhere between 53 to 106 hponly makes this Corvettes sound even more insane. But I essentially wound up driving the turbos, since the DCT’s gear ratios carry over from the Stingray and therefore drop out of peak power when shifting from second to third and third to fourth.
    I suspect nothing short of an F1 racecar feels this fast on a circuit of this size. A track designed for corner exit speeds double my pace in the ZR1 helps explain why Chevrolet declined to set us loose on public roads behind the wheel.

    We drove it on track—will owners cope with this much power on the street?

    Credit:

    Michael Teo Van Runkle

    That’s a concern for potential buyers, though, and why the ZR1’s electronics undoubtedly ratchet back the insanity. Chevy still uses Bosch’s ninth-generation traction control, which debuted on C7 and operates on a 10-millisecond loop, even if the ABS runs at 5 milliseconds—while the ESC is at 20 milliseconds. I suspect this computerized nannying slowed me down a fair amount, in addition to the torque-by-gear restrictions in first and second that purposefully protect driveline components.
    We’ve probably reached peak internal-combustion Corvette, which is something of a hint about the all-too-real question of where Chevy can go from here. If so, this car reaches a new level of unfathomable American ingenuity, combined with a newfound level of refinement and traction management that attempts to belie the undeniable absurdity to a minimal, arguably necessary, extent.

    0 Comments
    #chevrolet #corvette #zr1 #first #drive
    2025 Chevrolet Corvette ZR1 first drive: Engineered for insane speed
    the fastest one 2025 Chevrolet Corvette ZR1 first drive: Engineered for insane speed Now that Chevrolet can fit turbos to the Corvette, it's gone and done just that. Michael Teo Van Runkle – May 30, 2025 10:00 am | 0 Chevrolet has given its latest Corvette variant a four-figure power output to go with a six-figure price tag. Credit: Michael Teo Van Runkle Chevrolet has given its latest Corvette variant a four-figure power output to go with a six-figure price tag. Credit: Michael Teo Van Runkle Story text Size Small Standard Large Width * Standard Wide Links Standard Orange * Subscribers only   Learn more Chevrolet provided flights from Los Angeles to Austin and accommodation so Ars could drive the ZR1. Ars does not accept paid editorial content. AUSTIN, Texas—By just my third lap in the top-spec 2025 Chevrolet Corvette ZR1, I glanced down at the speedometer toward the end of the Circuit of the Americas' long back straight and spied 181 mphdisplayed for a split second. Not bad for Chevy’s newest flagship sports car, especially given that the ZR1’s twin-turbocharged V8 pumps all 1,064 horsepower to the rear wheels only. The US’s only purpose-built F1 track made for an excellent setting to taste Corvette’s latest; the ZR1 also commanded your attention while conquering the steep uphill toward the first corner, then winding through a series of challenging corners with plenty of elevation change. Luckily, the car itself is an engineering marvel, and Chevy brought along a team of engineers to explain exactly how the total package comes together to enable such a breathtaking pace, as well as how Chevy can responsibly sell such a powerful car to the general public at all. The entire point of switching the Corvette’s eighth generation to a mid-engine layout was to improve weight distribution and allow the Corvette to compete against much more exotic competition from European OEMs like Ferrari. The front-engined car's engine bay also lacked the width to add a pair of turbos, due to the suspension and tire orientation, which dictated the use of a supercharger that kept peak power to “just” 755 hpin the last Corvette to wear the ZR1 badge. It's a tight fit in there. Credit: Michael Teo Van Runkle COTA reveals the ZR1's excellent balance, especially when specced with the optional aero package, carbon fiber wheels, and Michelin’s Cup 2 R tires. The tires—in effect, grooved slicks—allow for improved lateral acceleration but also the ability to consistently put the four-figure horsepower down to the asphalt. Yet Chevy’s engineers readily admitted the original target for ZR1 was just 850 hp, until 1,000 came into sight and required some serious creativity to reach reliably. Biggest turbos ever The ZR1’s engine, dubbed LT7, shares much with the 5.5 L naturally aspirated LT6 engine in the less-powerful, cheaper Z06. It’s still a flat-plane crank with dry-sump oiling, even if clever eyes inspecting an LT6 might have noticed that the dry-sump oil tank allowed for the placement of turbos all along. The dual 74-millimeter turbos, the largest ever fitted to a production car, required new intake routing, and computer control of the wastegate actuation maintains an anti-lag boost of 6 to 7 psi even under a closed throttle. Turbo speed sensors allow the turbines to spin closer to maximum speed before the vanes physically break apart—a mechanical system typically needs to maintain a 7 percent margin of error, but the ZR1’s is more like 2–3 percent. That's a massive turbocharger, and there are two of them. Credit: Michael Teo Van Runkle The eventual power output actually wound up breaking two of Chevrolet’s dynos during early testing, we're told. So the C8’s eight-speed dual-clutch transmission also needed beefing up with physically wider gears that were shot-peened for additional strength, plus a revised lubrication system. The engine, meanwhile, creates enormous cooling demands when running at full throttle, which plays hand in hand with the downforce requirements of hitting such high speeds. Consequently, the ZR1 sacrifices its usable frunk in favor of a massive radiator, while the hood’s heat extractor also releases trapped air and feeds it over the roofline. This freed up more space for additional cooling via the front fascia, which further benefits from canard spat dive planes. On the sides, an additional inlet on the side strakes complements the enormously wide scoops that debuted on the Z06. Coupes then get a split rear window—which harks back to Corvettes of old, while releasing hot air from the engine bay—plus new shoulder NACA intakes that directly feed the air box with cooler oxygen that even creates a ram air effect akin to mild supercharging. Cooling for the ZR1 became an even higher priority, because the LT6 and LT7 employ extremely tight tolerances between the crankshaft and connecting rods, which mandates keeping the 5W-50 oil below 120° Cat all times. And the system simply works, as even on a hot and humid Texas day, I only noticed oil temperatures cresting above 104° Coccasionally. The interior is better than any prior generation of Corvette, but it feels prosaic compared to the cockpits of its more exotic mid-engined rivals. Michael Teo Van Runkle The interior is better than any prior generation of Corvette, but it feels prosaic compared to the cockpits of its more exotic mid-engined rivals. Michael Teo Van Runkle Lightweight carbon-fiber wheels are mounted with the stickiest road-legal tires Chevy could fit. Michael Teo Van Runkle Lightweight carbon-fiber wheels are mounted with the stickiest road-legal tires Chevy could fit. Michael Teo Van Runkle The ZR1 gets added cooling and more wings. Michael Teo Van Runkle The ZR1 gets added cooling and more wings. Michael Teo Van Runkle Lightweight carbon-fiber wheels are mounted with the stickiest road-legal tires Chevy could fit. Michael Teo Van Runkle The ZR1 gets added cooling and more wings. Michael Teo Van Runkle The hardtop convertible ZR1 lacks the split-engine venting and shoulder intakes, while cutting into headroom so much that I skipped out while wearing a helmet. Other journalists noticed a drop-off in performance for the convertibles, and probably more so than the mild weight gains of just about 100 lbsmight suggest. Instead, temperatures probably came into play, as the ECU drew back timing and instead allowed mild overboost of 24–25 psi to compensate for the Texas day. Even so, an engineer admitted he thought the engine was probably down 5–10 percent on power. The fact that I hit my highest-ever top speed despite the ZR1 potentially giving up somewhere between 53 to 106 hponly makes this Corvettes sound even more insane. But I essentially wound up driving the turbos, since the DCT’s gear ratios carry over from the Stingray and therefore drop out of peak power when shifting from second to third and third to fourth. I suspect nothing short of an F1 racecar feels this fast on a circuit of this size. A track designed for corner exit speeds double my pace in the ZR1 helps explain why Chevrolet declined to set us loose on public roads behind the wheel. We drove it on track—will owners cope with this much power on the street? Credit: Michael Teo Van Runkle That’s a concern for potential buyers, though, and why the ZR1’s electronics undoubtedly ratchet back the insanity. Chevy still uses Bosch’s ninth-generation traction control, which debuted on C7 and operates on a 10-millisecond loop, even if the ABS runs at 5 milliseconds—while the ESC is at 20 milliseconds. I suspect this computerized nannying slowed me down a fair amount, in addition to the torque-by-gear restrictions in first and second that purposefully protect driveline components. We’ve probably reached peak internal-combustion Corvette, which is something of a hint about the all-too-real question of where Chevy can go from here. If so, this car reaches a new level of unfathomable American ingenuity, combined with a newfound level of refinement and traction management that attempts to belie the undeniable absurdity to a minimal, arguably necessary, extent. 0 Comments #chevrolet #corvette #zr1 #first #drive
    ARSTECHNICA.COM
    2025 Chevrolet Corvette ZR1 first drive: Engineered for insane speed
    the fastest one 2025 Chevrolet Corvette ZR1 first drive: Engineered for insane speed Now that Chevrolet can fit turbos to the Corvette, it's gone and done just that. Michael Teo Van Runkle – May 30, 2025 10:00 am | 0 Chevrolet has given its latest Corvette variant a four-figure power output to go with a six-figure price tag. Credit: Michael Teo Van Runkle Chevrolet has given its latest Corvette variant a four-figure power output to go with a six-figure price tag. Credit: Michael Teo Van Runkle Story text Size Small Standard Large Width * Standard Wide Links Standard Orange * Subscribers only   Learn more Chevrolet provided flights from Los Angeles to Austin and accommodation so Ars could drive the ZR1. Ars does not accept paid editorial content. AUSTIN, Texas—By just my third lap in the top-spec 2025 Chevrolet Corvette ZR1, I glanced down at the speedometer toward the end of the Circuit of the Americas' long back straight and spied 181 mph (291 km/h) displayed for a split second. Not bad for Chevy’s newest flagship sports car, especially given that the $174,995 ZR1’s twin-turbocharged V8 pumps all 1,064 horsepower to the rear wheels only. The US’s only purpose-built F1 track made for an excellent setting to taste Corvette’s latest; the ZR1 also commanded your attention while conquering the steep uphill toward the first corner, then winding through a series of challenging corners with plenty of elevation change. Luckily, the car itself is an engineering marvel, and Chevy brought along a team of engineers to explain exactly how the total package comes together to enable such a breathtaking pace, as well as how Chevy can responsibly sell such a powerful car to the general public at all. The entire point of switching the Corvette’s eighth generation to a mid-engine layout was to improve weight distribution and allow the Corvette to compete against much more exotic competition from European OEMs like Ferrari. The front-engined car's engine bay also lacked the width to add a pair of turbos, due to the suspension and tire orientation, which dictated the use of a supercharger that kept peak power to “just” 755 hp (563 kW) in the last Corvette to wear the ZR1 badge. It's a tight fit in there. Credit: Michael Teo Van Runkle COTA reveals the ZR1's excellent balance, especially when specced with the optional aero package, carbon fiber wheels, and Michelin’s Cup 2 R tires. The tires—in effect, grooved slicks—allow for improved lateral acceleration but also the ability to consistently put the four-figure horsepower down to the asphalt. Yet Chevy’s engineers readily admitted the original target for ZR1 was just 850 hp (634 kW), until 1,000 came into sight and required some serious creativity to reach reliably. Biggest turbos ever The ZR1’s engine, dubbed LT7, shares much with the 5.5 L naturally aspirated LT6 engine in the less-powerful, cheaper Z06. It’s still a flat-plane crank with dry-sump oiling, even if clever eyes inspecting an LT6 might have noticed that the dry-sump oil tank allowed for the placement of turbos all along. The dual 74-millimeter turbos, the largest ever fitted to a production car, required new intake routing, and computer control of the wastegate actuation maintains an anti-lag boost of 6 to 7 psi even under a closed throttle. Turbo speed sensors allow the turbines to spin closer to maximum speed before the vanes physically break apart—a mechanical system typically needs to maintain a 7 percent margin of error, but the ZR1’s is more like 2–3 percent. That's a massive turbocharger, and there are two of them. Credit: Michael Teo Van Runkle The eventual power output actually wound up breaking two of Chevrolet’s dynos during early testing, we're told. So the C8’s eight-speed dual-clutch transmission also needed beefing up with physically wider gears that were shot-peened for additional strength, plus a revised lubrication system. The engine, meanwhile, creates enormous cooling demands when running at full throttle, which plays hand in hand with the downforce requirements of hitting such high speeds. Consequently, the ZR1 sacrifices its usable frunk in favor of a massive radiator, while the hood’s heat extractor also releases trapped air and feeds it over the roofline. This freed up more space for additional cooling via the front fascia, which further benefits from canard spat dive planes. On the sides, an additional inlet on the side strakes complements the enormously wide scoops that debuted on the Z06. Coupes then get a split rear window—which harks back to Corvettes of old, while releasing hot air from the engine bay—plus new shoulder NACA intakes that directly feed the air box with cooler oxygen that even creates a ram air effect akin to mild supercharging. Cooling for the ZR1 became an even higher priority, because the LT6 and LT7 employ extremely tight tolerances between the crankshaft and connecting rods, which mandates keeping the 5W-50 oil below 120° C (248° F) at all times. And the system simply works, as even on a hot and humid Texas day, I only noticed oil temperatures cresting above 104° C (220° F) occasionally. The interior is better than any prior generation of Corvette, but it feels prosaic compared to the cockpits of its more exotic mid-engined rivals. Michael Teo Van Runkle The interior is better than any prior generation of Corvette, but it feels prosaic compared to the cockpits of its more exotic mid-engined rivals. Michael Teo Van Runkle Lightweight carbon-fiber wheels are mounted with the stickiest road-legal tires Chevy could fit. Michael Teo Van Runkle Lightweight carbon-fiber wheels are mounted with the stickiest road-legal tires Chevy could fit. Michael Teo Van Runkle The ZR1 gets added cooling and more wings. Michael Teo Van Runkle The ZR1 gets added cooling and more wings. Michael Teo Van Runkle Lightweight carbon-fiber wheels are mounted with the stickiest road-legal tires Chevy could fit. Michael Teo Van Runkle The ZR1 gets added cooling and more wings. Michael Teo Van Runkle The hardtop convertible ZR1 lacks the split-engine venting and shoulder intakes, while cutting into headroom so much that I skipped out while wearing a helmet. Other journalists noticed a drop-off in performance for the convertibles, and probably more so than the mild weight gains of just about 100 lbs (45 kg) might suggest. Instead, temperatures probably came into play, as the ECU drew back timing and instead allowed mild overboost of 24–25 psi to compensate for the Texas day. Even so, an engineer admitted he thought the engine was probably down 5–10 percent on power. The fact that I hit my highest-ever top speed despite the ZR1 potentially giving up somewhere between 53 to 106 hp (40–80 kW) only makes this Corvettes sound even more insane. But I essentially wound up driving the turbos, since the DCT’s gear ratios carry over from the Stingray and therefore drop out of peak power when shifting from second to third and third to fourth. I suspect nothing short of an F1 racecar feels this fast on a circuit of this size. A track designed for corner exit speeds double my pace in the ZR1 helps explain why Chevrolet declined to set us loose on public roads behind the wheel. We drove it on track—will owners cope with this much power on the street? Credit: Michael Teo Van Runkle That’s a concern for potential buyers, though, and why the ZR1’s electronics undoubtedly ratchet back the insanity. Chevy still uses Bosch’s ninth-generation traction control, which debuted on C7 and operates on a 10-millisecond loop, even if the ABS runs at 5 milliseconds—while the ESC is at 20 milliseconds. I suspect this computerized nannying slowed me down a fair amount, in addition to the torque-by-gear restrictions in first and second that purposefully protect driveline components. We’ve probably reached peak internal-combustion Corvette, which is something of a hint about the all-too-real question of where Chevy can go from here. If so, this car reaches a new level of unfathomable American ingenuity, combined with a newfound level of refinement and traction management that attempts to belie the undeniable absurdity to a minimal, arguably necessary, extent. 0 Comments
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  • This Story Is Yours - Take the Lead in F1® 25, Available Worldwide Today

    May 30, 2025

    Race Your Way with the Return of Braking Point, Revamped My Team, and F1® THE MOVIE Scenarios Featuring Fictional Team APXGP

    Watch F1® 25 Iconic Edition Cover Star Lewis Hamilton and Football Superstar, Kylian Mbappé, Test Their Speed as the Iconic Rivals Go Head-to-Head HERE
    REDWOOD CITY, Calif.----
    Today, Electronic Arts Inc.invites players to race their way with F1® 25, an official game of the 2025 FIA Formula One World Championship™, available today on PlayStation®5, Xbox Series X|S, and PC. Through a variety of gameplay features, players can take the lead as team owner in My Team 2.0, and live the emotional highs and lows of competing at the front of the grid in the return of fan-favourite story mode, Braking Point. Players can also take to the track as fictional team APXGP from Apple Original Films’ F1® THE MOVIE with a preview chapter, with additional chapter scenariosavailable post-launch beginning June 30th.* As part of the launch day celebrations, F1® 25 Iconic Edition cover star Lewis Hamilton challenged three-time EA SPORTS cover star Kylian Mbappé to a thrilling sprint race ahead of the FORMULA 1 ARAMCO GRAN PREMIO DE ESPAÑA 2025. Watch the action unfold HERE.Standard Edition cover art of EA Sports F1 25 featuring F1 drivers Oscar Piastri, Carlos Sainz, and Oliver Bearman“F1 25 delivers more ways for players to tell their F1 story, from battling for the World Championship to securing a front row seat and interacting with the racing movie of the summer,” said Lee Mather, Senior Creative Director at Codemasters. “With story-driven features, Braking Point and F1® THE MOVIE, taking the lead in My Team and Driver Career, or jumping into F1 World with a multitude of bite-sized challenges, customisation enhancements, multiplayer and cooperative gameplay, F1 25 is all-out, unabashed action for every racing fan.”Players will experience the third instalment of fan-favourite story mode, Braking Point. Set across two seasons, the returning cast encounter a dramatic event that threatens to throw a title-contending season into chaos. For the first time, players encounter more variety through different driver perspectives, giving the mode a new dimension and alternate endings to the story. Additionally, Konnersport is now available to choose in My Team with a further option to become the 11th team on the grid in Driver Career.F1® 25 gets players closer to the real world than ever before with a series of innovations both on and off the track. Players who want to call the shots can jump into My Team 2.0 and take on the role of team owner. Alongside running the entire operations from the Team HQ, focusing on Engineering, Personnel, and Corporate, players manage the fate of both drivers and can switch between the two for race weekends.Five circuits - Bahrain, Miami, Melbourne, Suzuka, and Imola - join Silverstone as those that have all been digitally scanned during race weekends. Through millions of data points, LIDAR technology delivers pinpoint accuracy from asphalt surface details and kerb heights to the positioning of broadcast towers, barriers, trees, and foliage. These advancements, in conjunction with changes to handling, tested pre-launch by esports drivers and the F1® community, ensure players feel every bump and elevation change, just like the real F1® drivers.F1® 25 delivers greater customisation through the new Decal Editor. Driver numbers receive a visual overhaul with new fonts and colours. Players can bring their personalities to life with the freedom to move, rotate, and resize designs with variants to unlock throughout the game and use across My Team and F1® World. Players can also use the newly introduced sponsor liveries built around the visual identity of the fictional brands in the game, alongside new driver numbers which receive a visual overhaul with new customisable fonts and colours, to create the most authentic-looking vehicle designs the franchise has ever delivered.EA Play** members get a 5-hour Trial, score a monthly 5000 XP boost, and can save 10% on EA digital purchases, including PitCoin, full game, and DLC. More details on EA Play. F1® 25 Iconic Edition owners receive a number of perks linked to F1® THE MOVIE producer Lewis Hamilton, F3™ Driver Icons Pack, 18,000 Pitcoin and much more. F1® THE MOVIE chapter scenarios are available to F1® 25 Standard Edition players through the purchase of the DLC pack, available now for purchase and playable in-game beginning June 30.To keep up-to-date with the latest F1® game news and information, visit the Formula 1® game websitesocial channels.PRESS ASSETS ARE AVAILABLE AT EAPressPortal.com*Chapter Scenarios playable beginning June 30, 2025. Requires F1® 25, EA account, internet connection & all game updates.**Conditions, limitations and exclusions apply. See tos.ea.com/legalapp/eaplay/US/en/PC/ for details.About Electronic ArtsElectronic Artsis a global leader in digital interactive entertainment. The Company develops and delivers games, content and online services for Internet-connected consoles, mobile devices and personal computers.In fiscal year 2025, EA posted GAAP net revenue of approximately billion. Headquartered in Redwood City, California, EA is recognized for a portfolio of critically acclaimed, high-quality brands such as EA SPORTS FC™, Battlefield™, Apex Legends™, The Sims™, EA SPORTS™ Madden NFL, EA SPORTS™ College Football, Need for Speed™, Dragon Age™, Titanfall™, Plants vs. Zombies™ and EA SPORTS F1®. More information about EA is available at www.ea.com/news.EA, EA SPORTS, EA SPORTS FC, Battlefield, Need for Speed, Apex Legends, The Sims, Dragon Age, Titanfall, and Plants vs. Zombies are trademarks of Electronic Arts Inc. John Madden, NFL, and F1 are the property of their respective owners and used with permission.F1® 25 Game - an official product of the FIA FORMULA ONE WORLD CHAMPIONSHIP. © 2025 Electronic Arts Inc. EA, EA SPORTS, the EA SPORTS logo, and Codemasters are trademarks of Electronic Arts Inc. The F1 FORMULA 1 logo, F1 logo, FORMULA 1, F1, FIA FORMULA ONE WORLD CHAMPIONSHIP, GRAND PRIX and related marks are trademarks of Formula One Licensing BV, a Formula 1 company. The F2 FIA FORMULA 2 CHAMPIONSHIP logo, FIA FORMULA 2 CHAMPIONSHIP, FIA FORMULA 2, FORMULA 2, F2 and related marks are trademarks of the Federation Internationale de L’Automobile and used exclusively under license. All rights reserved.About F1® THE MOVIEApple Original Films and Warner Bros. Pictures Present A Monolith Pictures / Jerry Bruckheimer / Plan B Entertainment / Dawn Apollo Films Production, A Joseph Kosinski Film, F1® THE MOVIE, distributed worldwide by Warner Bros. Pictures, in theatres and IMAX® nationwide on June 27, 2025 and internationally beginning 25 June 2025.Category: EA Sports

    Natalia Lombardi
    Global Public Relations ManagerSource: Electronic Arts Inc.

    Multimedia Files:
    #this #story #yours #take #lead
    This Story Is Yours - Take the Lead in F1® 25, Available Worldwide Today
    May 30, 2025 Race Your Way with the Return of Braking Point, Revamped My Team, and F1® THE MOVIE Scenarios Featuring Fictional Team APXGP Watch F1® 25 Iconic Edition Cover Star Lewis Hamilton and Football Superstar, Kylian Mbappé, Test Their Speed as the Iconic Rivals Go Head-to-Head HERE REDWOOD CITY, Calif.---- Today, Electronic Arts Inc.invites players to race their way with F1® 25, an official game of the 2025 FIA Formula One World Championship™, available today on PlayStation®5, Xbox Series X|S, and PC. Through a variety of gameplay features, players can take the lead as team owner in My Team 2.0, and live the emotional highs and lows of competing at the front of the grid in the return of fan-favourite story mode, Braking Point. Players can also take to the track as fictional team APXGP from Apple Original Films’ F1® THE MOVIE with a preview chapter, with additional chapter scenariosavailable post-launch beginning June 30th.* As part of the launch day celebrations, F1® 25 Iconic Edition cover star Lewis Hamilton challenged three-time EA SPORTS cover star Kylian Mbappé to a thrilling sprint race ahead of the FORMULA 1 ARAMCO GRAN PREMIO DE ESPAÑA 2025. Watch the action unfold HERE.Standard Edition cover art of EA Sports F1 25 featuring F1 drivers Oscar Piastri, Carlos Sainz, and Oliver Bearman“F1 25 delivers more ways for players to tell their F1 story, from battling for the World Championship to securing a front row seat and interacting with the racing movie of the summer,” said Lee Mather, Senior Creative Director at Codemasters. “With story-driven features, Braking Point and F1® THE MOVIE, taking the lead in My Team and Driver Career, or jumping into F1 World with a multitude of bite-sized challenges, customisation enhancements, multiplayer and cooperative gameplay, F1 25 is all-out, unabashed action for every racing fan.”Players will experience the third instalment of fan-favourite story mode, Braking Point. Set across two seasons, the returning cast encounter a dramatic event that threatens to throw a title-contending season into chaos. For the first time, players encounter more variety through different driver perspectives, giving the mode a new dimension and alternate endings to the story. Additionally, Konnersport is now available to choose in My Team with a further option to become the 11th team on the grid in Driver Career.F1® 25 gets players closer to the real world than ever before with a series of innovations both on and off the track. Players who want to call the shots can jump into My Team 2.0 and take on the role of team owner. Alongside running the entire operations from the Team HQ, focusing on Engineering, Personnel, and Corporate, players manage the fate of both drivers and can switch between the two for race weekends.Five circuits - Bahrain, Miami, Melbourne, Suzuka, and Imola - join Silverstone as those that have all been digitally scanned during race weekends. Through millions of data points, LIDAR technology delivers pinpoint accuracy from asphalt surface details and kerb heights to the positioning of broadcast towers, barriers, trees, and foliage. These advancements, in conjunction with changes to handling, tested pre-launch by esports drivers and the F1® community, ensure players feel every bump and elevation change, just like the real F1® drivers.F1® 25 delivers greater customisation through the new Decal Editor. Driver numbers receive a visual overhaul with new fonts and colours. Players can bring their personalities to life with the freedom to move, rotate, and resize designs with variants to unlock throughout the game and use across My Team and F1® World. Players can also use the newly introduced sponsor liveries built around the visual identity of the fictional brands in the game, alongside new driver numbers which receive a visual overhaul with new customisable fonts and colours, to create the most authentic-looking vehicle designs the franchise has ever delivered.EA Play** members get a 5-hour Trial, score a monthly 5000 XP boost, and can save 10% on EA digital purchases, including PitCoin, full game, and DLC. More details on EA Play. F1® 25 Iconic Edition owners receive a number of perks linked to F1® THE MOVIE producer Lewis Hamilton, F3™ Driver Icons Pack, 18,000 Pitcoin and much more. F1® THE MOVIE chapter scenarios are available to F1® 25 Standard Edition players through the purchase of the DLC pack, available now for purchase and playable in-game beginning June 30.To keep up-to-date with the latest F1® game news and information, visit the Formula 1® game websitesocial channels.PRESS ASSETS ARE AVAILABLE AT EAPressPortal.com*Chapter Scenarios playable beginning June 30, 2025. Requires F1® 25, EA account, internet connection & all game updates.**Conditions, limitations and exclusions apply. See tos.ea.com/legalapp/eaplay/US/en/PC/ for details.About Electronic ArtsElectronic Artsis a global leader in digital interactive entertainment. The Company develops and delivers games, content and online services for Internet-connected consoles, mobile devices and personal computers.In fiscal year 2025, EA posted GAAP net revenue of approximately billion. Headquartered in Redwood City, California, EA is recognized for a portfolio of critically acclaimed, high-quality brands such as EA SPORTS FC™, Battlefield™, Apex Legends™, The Sims™, EA SPORTS™ Madden NFL, EA SPORTS™ College Football, Need for Speed™, Dragon Age™, Titanfall™, Plants vs. Zombies™ and EA SPORTS F1®. More information about EA is available at www.ea.com/news.EA, EA SPORTS, EA SPORTS FC, Battlefield, Need for Speed, Apex Legends, The Sims, Dragon Age, Titanfall, and Plants vs. Zombies are trademarks of Electronic Arts Inc. John Madden, NFL, and F1 are the property of their respective owners and used with permission.F1® 25 Game - an official product of the FIA FORMULA ONE WORLD CHAMPIONSHIP. © 2025 Electronic Arts Inc. EA, EA SPORTS, the EA SPORTS logo, and Codemasters are trademarks of Electronic Arts Inc. The F1 FORMULA 1 logo, F1 logo, FORMULA 1, F1, FIA FORMULA ONE WORLD CHAMPIONSHIP, GRAND PRIX and related marks are trademarks of Formula One Licensing BV, a Formula 1 company. The F2 FIA FORMULA 2 CHAMPIONSHIP logo, FIA FORMULA 2 CHAMPIONSHIP, FIA FORMULA 2, FORMULA 2, F2 and related marks are trademarks of the Federation Internationale de L’Automobile and used exclusively under license. All rights reserved.About F1® THE MOVIEApple Original Films and Warner Bros. Pictures Present A Monolith Pictures / Jerry Bruckheimer / Plan B Entertainment / Dawn Apollo Films Production, A Joseph Kosinski Film, F1® THE MOVIE, distributed worldwide by Warner Bros. Pictures, in theatres and IMAX® nationwide on June 27, 2025 and internationally beginning 25 June 2025.Category: EA Sports Natalia Lombardi Global Public Relations ManagerSource: Electronic Arts Inc. Multimedia Files: #this #story #yours #take #lead
    NEWS.EA.COM
    This Story Is Yours - Take the Lead in F1® 25, Available Worldwide Today
    May 30, 2025 Race Your Way with the Return of Braking Point, Revamped My Team, and F1® THE MOVIE Scenarios Featuring Fictional Team APXGP Watch F1® 25 Iconic Edition Cover Star Lewis Hamilton and Football Superstar, Kylian Mbappé, Test Their Speed as the Iconic Rivals Go Head-to-Head HERE REDWOOD CITY, Calif.--(BUSINESS WIRE)-- Today, Electronic Arts Inc. (NASDAQ: EA) invites players to race their way with F1® 25, an official game of the 2025 FIA Formula One World Championship™, available today on PlayStation®5, Xbox Series X|S, and PC. Through a variety of gameplay features, players can take the lead as team owner in My Team 2.0, and live the emotional highs and lows of competing at the front of the grid in the return of fan-favourite story mode, Braking Point. Players can also take to the track as fictional team APXGP from Apple Original Films’ F1® THE MOVIE with a preview chapter, with additional chapter scenarios (sold separately) available post-launch beginning June 30th.* As part of the launch day celebrations, F1® 25 Iconic Edition cover star Lewis Hamilton challenged three-time EA SPORTS cover star Kylian Mbappé to a thrilling sprint race ahead of the FORMULA 1 ARAMCO GRAN PREMIO DE ESPAÑA 2025. Watch the action unfold HERE.Standard Edition cover art of EA Sports F1 25 featuring F1 drivers Oscar Piastri, Carlos Sainz, and Oliver Bearman“F1 25 delivers more ways for players to tell their F1 story, from battling for the World Championship to securing a front row seat and interacting with the racing movie of the summer,” said Lee Mather, Senior Creative Director at Codemasters. “With story-driven features, Braking Point and F1® THE MOVIE, taking the lead in My Team and Driver Career, or jumping into F1 World with a multitude of bite-sized challenges, customisation enhancements, multiplayer and cooperative gameplay, F1 25 is all-out, unabashed action for every racing fan.”Players will experience the third instalment of fan-favourite story mode, Braking Point. Set across two seasons, the returning cast encounter a dramatic event that threatens to throw a title-contending season into chaos. For the first time, players encounter more variety through different driver perspectives, giving the mode a new dimension and alternate endings to the story. Additionally, Konnersport is now available to choose in My Team with a further option to become the 11th team on the grid in Driver Career.F1® 25 gets players closer to the real world than ever before with a series of innovations both on and off the track. Players who want to call the shots can jump into My Team 2.0 and take on the role of team owner. Alongside running the entire operations from the Team HQ, focusing on Engineering, Personnel, and Corporate, players manage the fate of both drivers and can switch between the two for race weekends.Five circuits - Bahrain, Miami, Melbourne, Suzuka, and Imola - join Silverstone as those that have all been digitally scanned during race weekends. Through millions of data points, LIDAR technology delivers pinpoint accuracy from asphalt surface details and kerb heights to the positioning of broadcast towers, barriers, trees, and foliage. These advancements, in conjunction with changes to handling, tested pre-launch by esports drivers and the F1® community, ensure players feel every bump and elevation change, just like the real F1® drivers.F1® 25 delivers greater customisation through the new Decal Editor. Driver numbers receive a visual overhaul with new fonts and colours. Players can bring their personalities to life with the freedom to move, rotate, and resize designs with variants to unlock throughout the game and use across My Team and F1® World. Players can also use the newly introduced sponsor liveries built around the visual identity of the fictional brands in the game, alongside new driver numbers which receive a visual overhaul with new customisable fonts and colours, to create the most authentic-looking vehicle designs the franchise has ever delivered.EA Play** members get a 5-hour Trial, score a monthly 5000 XP boost, and can save 10% on EA digital purchases, including PitCoin, full game, and DLC. More details on EA Play. F1® 25 Iconic Edition owners receive a number of perks linked to F1® THE MOVIE producer Lewis Hamilton, F3™ Driver Icons Pack, 18,000 Pitcoin and much more. F1® THE MOVIE chapter scenarios are available to F1® 25 Standard Edition players through the purchase of the DLC pack, available now for purchase and playable in-game beginning June 30.To keep up-to-date with the latest F1® game news and information, visit the Formula 1® game websitesocial channels.PRESS ASSETS ARE AVAILABLE AT EAPressPortal.com*Chapter Scenarios playable beginning June 30, 2025. Requires F1® 25 (sold separately), EA account, internet connection & all game updates.**Conditions, limitations and exclusions apply. See tos.ea.com/legalapp/eaplay/US/en/PC/ for details.About Electronic ArtsElectronic Arts (NASDAQ: EA) is a global leader in digital interactive entertainment. The Company develops and delivers games, content and online services for Internet-connected consoles, mobile devices and personal computers.In fiscal year 2025, EA posted GAAP net revenue of approximately $7.5 billion. Headquartered in Redwood City, California, EA is recognized for a portfolio of critically acclaimed, high-quality brands such as EA SPORTS FC™, Battlefield™, Apex Legends™, The Sims™, EA SPORTS™ Madden NFL, EA SPORTS™ College Football, Need for Speed™, Dragon Age™, Titanfall™, Plants vs. Zombies™ and EA SPORTS F1®. More information about EA is available at www.ea.com/news.EA, EA SPORTS, EA SPORTS FC, Battlefield, Need for Speed, Apex Legends, The Sims, Dragon Age, Titanfall, and Plants vs. Zombies are trademarks of Electronic Arts Inc. John Madden, NFL, and F1 are the property of their respective owners and used with permission.F1® 25 Game - an official product of the FIA FORMULA ONE WORLD CHAMPIONSHIP. © 2025 Electronic Arts Inc. EA, EA SPORTS, the EA SPORTS logo, and Codemasters are trademarks of Electronic Arts Inc. The F1 FORMULA 1 logo, F1 logo, FORMULA 1, F1, FIA FORMULA ONE WORLD CHAMPIONSHIP, GRAND PRIX and related marks are trademarks of Formula One Licensing BV, a Formula 1 company. The F2 FIA FORMULA 2 CHAMPIONSHIP logo, FIA FORMULA 2 CHAMPIONSHIP, FIA FORMULA 2, FORMULA 2, F2 and related marks are trademarks of the Federation Internationale de L’Automobile and used exclusively under license. All rights reserved.About F1® THE MOVIEApple Original Films and Warner Bros. Pictures Present A Monolith Pictures / Jerry Bruckheimer / Plan B Entertainment / Dawn Apollo Films Production, A Joseph Kosinski Film, F1® THE MOVIE, distributed worldwide by Warner Bros. Pictures, in theatres and IMAX® nationwide on June 27, 2025 and internationally beginning 25 June 2025.Category: EA Sports Natalia Lombardi Global Public Relations Manager [email protected] Source: Electronic Arts Inc. Multimedia Files:
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