If you’re looking to purchase a water heater but you have a small bathroom then you can go for horizontal water heaters. These are specially designed for houses with small bathrooms as they don’t take up much space. Vertical heaters on the other hand need at least two feet of vertical length to place them which you don’t with horizontal heaters. The <keyword id="10542083" type="General" weightage="20" keywordseo="best-horizontal-water-heaters" source="Orion">best horizontal water heaters</keyword> come with non-corrosive material, fast heating elements and a warranty of up to seven years. So here’s a list of the best horizontal water heaters. <bulletContentEmbed name="B0789V8HW1" columns="1"><bulletContentHeading name="B0789V8HW1_head"> <div type="image" title="Recommended" msid="86587211" hostid="261"></div></columnHeadThumb>B0789V8HW1</columnHeadTitle></columnHead></bulletContentHeading><bulleteContentBody name="B0789V8HW1_body"><bulletContentRow name="B0789V8HW1_7660975392351860"><bulletContentRowHeading><bulletContentRowHead col="1">American MICRONIC - AMI-WHH-15LDx- 15 Litre Horizontal Water Heater</bulletContentRowHead></bulletContentRowHeading><bulletContentRowBody><bulletContentRowCell col="1">This one too is a 15-litre horizontal water heater from American Micronic. It comes with a glass-lined steel tank that is imported and has two years of replacement warranty. The water heater’s tank can handle 8 bar pressure and there’s a magnesium anode for superior corrosion resistance. The horizontal water heater has variable temperature control and automatic cut-off and comes with energy-saving 40mm PUF insulations.</bulletContentRowCell></bulletContentRowBody></bulletContentRow><bulletContentRow name="B0789V8HW1_7282958739673891"><bulletContentRowHeading><bulletContentRowHead col="1"></bulletContentRowHead></bulletContentRowHeading><bulletContentRowBody><bulletContentRowCell col="1">The American Micronic horizontal water heater also has multiple safety protection against overheating, overpressure and electric shock.</bulletContentRowCell></bulletContentRowBody></bulletContentRow></bulleteContentBody></bulletContentEmbed> <bulletContentEmbed name="B07VRMQSW7" columns="1"><bulletContentHeading name="B07VRMQSW7_head"> <div type="image" title="Modern design" msid="86587229" hostid="261"></div></columnHeadThumb>B07VRMQSW7</columnHeadTitle></columnHead></bulletContentHeading><bulleteContentBody name="B07VRMQSW7_body"><bulletContentRow name="B07VRMQSW7_4681778766335722"><bulletContentRowHeading><bulletContentRowHead col="1">Racold Andris Slim 20 Litres Horizontal 4 Star Water Heater</bulletContentRowHead></bulletContentRowHeading><bulletContentRowBody><bulletContentRowCell col="1">If you’re looking for a bigger capacity water heater then you can go for this one. The Racold Andris Slim 20 litres horizontal water heater features a titanium steel tank with titanium enamel coating and a heating element that helps resist water pressure and water impurities. This water heater is also said to offer 25% faster heating, and there’s also a temperature control knob. The LED lamp indicates when the water is heated and ready to use. It also has a special deflector that causes slow mixing of cold and hot water.</bulletContentRowCell></bulletContentRowBody></bulletContentRow><bulletContentRow name="B07VRMQSW7_4695040720382307"><bulletContentRowHeading><bulletContentRowHead col="1"></bulletContentRowHead></bulletContentRowHeading><bulletContentRowBody><bulletContentRowCell col="1">Although a horizontal water heater, the Racold Andris Slim is designed to easily fit in limited urban spaces.</bulletContentRowCell></bulletContentRowBody></bulletContentRow></bulleteContentBody></bulletContentEmbed> <bulletContentEmbed name="B075H4SCW9" columns="1"><bulletContentHeading name="B075H4SCW9_head"> <div type="image" title="Durable design" msid="86587250" hostid="261"></div></columnHeadThumb>B075H4SCW9</columnHeadTitle></columnHead></bulletContentHeading><bulleteContentBody name="B075H4SCW9_body"><bulletContentRow name="B075H4SCW9_7981165080205633"><bulletContentRowHeading><bulletContentRowHead col="1">Havells Monza Slim SM HL 15-Litre Storage Heater</bulletContentRowHead></bulletContentRowHeading><bulletContentRowBody><bulletContentRowCell col="1">The Havells Monza horizontal water heater has a capacity of 15 litres. It features a Fero-glass technology and incoly glass coating heating element for extra durability. The water tubes are fitted with Whirl Flow technology that avoids direct contact between cold and hot water. It comes with CFC free high-density PUF insulation that helps prevent heat loss. The water heater takes around 20 minutes to reheat. It also has an adjustable knob to set the temperature.</bulletContentRowCell></bulletContentRowBody></bulletContentRow><bulletContentRow name="B075H4SCW9_3797021354628564"><bulletContentRowHeading><bulletContentRowHead col="1"></bulletContentRowHead></bulletContentRowHeading><bulletContentRowBody><bulletContentRowCell col="1">You can get five years of warranty on the inner container and two years comprehensive warranty.</bulletContentRowCell></bulletContentRowBody></bulletContentRow></bulleteContentBody></bulletContentEmbed> <bulletContentEmbed name="B08JD43WSB" columns="1"><bulletContentHeading name="B08JD43WSB_head"> <div type="image" title="Also consider" msid="86587279" hostid="261"></div></columnHeadThumb>B08JD43WSB</columnHeadTitle></columnHead></bulletContentHeading><bulleteContentBody name="B08JD43WSB_body"><bulletContentRow name="B08JD43WSB_5297477767409904"><bulletContentRowHeading><bulletContentRowHead col="1">Usha Aqua Horizon 15 Litre Horizontal Storage Water Heater</bulletContentRowHead></bulletContentRowHeading><bulletContentRowBody><bulletContentRowCell col="1">This is a slim horizontal water heater from Usha with a 310mm diameter body. It has an SS316 heating element for faster heating. The water heater has a liquid enamel-coated inlet and outlet pipe that helps prevent rust. There’s also a glass line coating on the heating element and inner tank to ensure a long-running life. It features a magnesium anode rod to prevent rust or corrosion and maintain life of the heating element even in hard water.</bulletContentRowCell></bulletContentRowBody></bulletContentRow><bulletContentRow name="B08JD43WSB_5283541278347145"><bulletContentRowHeading><bulletContentRowHead col="1"></bulletContentRowHead></bulletContentRowHeading><bulletContentRowBody><bulletContentRowCell col="1">The Usha Aqua Horizon water heater comes with eight years of warranty on the tank, three years on the heating element and two years on the product.</bulletContentRowCell></bulletContentRowBody></bulletContentRow></bulleteContentBody></bulletContentEmbed> <bulletContentEmbed name="B00ESB7M44" columns="1"><bulletContentHeading name="B00ESB7M44_head"> <div type="image" title="Budget friendly" msid="86587298" hostid="261"></div></columnHeadThumb>B00ESB7M44</columnHeadTitle></columnHead></bulletContentHeading><bulleteContentBody name="B00ESB7M44_body"><bulletContentRow name="B00ESB7M44_6962356558450733"><bulletContentRowHeading><bulletContentRowHead col="1">Haier Precis ES 25H E1 25-Litre Horizontal Water Heater</bulletContentRowHead></bulletContentRowHeading><bulletContentRowBody><bulletContentRowCell col="1">The Haier Precis horizontal water heater has a capacity of 25 litres. It is safe, care-shockproof, voltage fluctuation proof and has a high-pressure rating of 8 bar. The water heater uses RCS technology and features an incoloy heating element. It also comes with PUF insulation and houses an MS outer body with an adjustable thermostat.</bulletContentRowCell></bulletContentRowBody></bulletContentRow><bulletContentRow name="B00ESB7M44_4754292295894445"><bulletContentRowHeading><bulletContentRowHead col="1"></bulletContentRowHead></bulletContentRowHeading><bulletContentRowBody><bulletContentRowCell col="1">You get four years of warranty on the product and seven years on the inner tank with the Haier Precis horizontal water heater.</bulletContentRowCell></bulletContentRowBody></bulletContentRow></bulleteContentBody></bulletContentEmbed>

Best horizontal storage water heaters in India

<ul class="summary-list"><li>"<a href="https://www.insider.com/category/f9">F9</a>" is the latest "<keyword id="1745113" type="ENTERTAINMENT" weightage="60" keywordseo="Fast-Furious">Fast &amp; Furious</keyword>" movie to take the franchise's car stunts to another level.</li><li>Director <a href="https://www.insider.com/category/justin-lin">Justin Lin</a> and stunt coordinator Andy Gill made real cars seem magnetized.</li><li>The "Fast" team also custom-built a 26-ton, three-section armored truck called the Armadillo.</li></ul>Following is the transcript of the <keyword id="21654" type="COMPANY" weightage="60" keywordseo="video">video</keyword>.Narrator: This is one of the biggest stunts in "<keyword id="8683519" type="UNKNOWN" weightage="60" keywordseo="Fast-9">Fast 9</keyword>," the latest "Fast &amp; Furious" movie. It's a four-second shot they could have made entirely out of CGI, but instead, they spent eight months planning the stunt with real vehicles.The "Fast" crew broke down the shot into two parts and built this track to carry the car through the window and into the back of this truck. Then they programmed two motion-controlled cameras to perfectly sync, and then stitched it all into one continuous shot.This was just one of many over-the-top stunts in "<keyword id="6812889" type="UNKNOWN" weightage="60" keywordseo="F9">F9</keyword>," which were all done with as little CGI as possible.<keyword id="205951" type="PERSON" weightage="60" keywordseo="Justin-Lin">Justin Lin</keyword>: We see cars every day. So anytime you go to kind of a CG option, if you're just off by a tiny bit, the brain knows it's not real.Narrator: And spoilers ahead for "F9." Car flips are a common stunt in the "Fast" franchise, but for "F9," the production team needed to take this move a step further when Letty uses a magnetized car to latch onto an SUV during the film's climactic chase in Tbilisi, Georgia.Yeah, that's right. That's a car that attaches to another car and then flips, without CGI. To get this to work, the team had to reconfigure Letty's car so it could tow the second vehicle and then release it at the right moment.First, stunt coordinator Andy Gill and his team removed the trunk. Then they replaced it with a steel cage so the SUV's wheel would lock into place.To make it look like the SUV is being sucked into the trunk by a magnet, the crew built a ramp behind Letty's car so the SUV could easily hop onto it.A weighted overhead cable system then helped with the final backflip. When the SUV hit the end of the line, the cables yanked it backwards.Now that the crew could attach and flip one car from a moving vehicle, how about two?That's what happens when Dom pulls two SUVs to his magnetized car before repelling them. One SUV survives its jump. The other SUV leaps in the air thanks to a hidden ramp built by the stunt team. And that SUV is destroyed when it hits this small car followed by this parked van.Andy Gill: And then that car was pinned down on a big steel plate in the ground, so it wasn't going to move.Narrator: To stop the SUV's momentum, the van also needed a wall inside.Gill: I just had effects build a steel wall. If here's your car, right here is the firewall all the way up to the roof, and it put kickers back so you can't get through it. Then it blows through that second car and gets halfway through and hits that steel plate. And that's what turns it over.Narrator: Cables just weren't enough for this stunt, when a car is flipped over on its side. While this elaborate flip could have been completely CG, Gill found a way to do it practically. The key for this scene was something called a flipper. Basically, the car's placed on a giant pad with two hydraulic arms that extend and cause the pad to flip up, launching the car along with it.And that henchman you see here didn't actually get hit by this car. To flip the car without hurting anyone, they shot the scene twice. The first shot had the performer standing on the car, but there was no flip. In the second, they flipped the car from the same position, but with no actor. These two shots were then merged together in postproduction.Magnet-charged stunts didn't just involve other cars. For this moment, it was all about kitchen appliances. Unlike the flipper move, it was possible to have extras in this shot, but that added another risk factor. Gill: Yeah, you don't want to be in front of one, I can tell you that.[chuckles]Narrator: Before placing any extras, Gill used sandbags to see how safe each mark was. And location was everything.Gill: We put a lot of time and effort into picking the right store for that. Had big windows, the sidewalk was just right, we didn't have trees or telephone poles in the way for them to come out.Narrator: Launching the appliances involved first welding a tube into each one. That tube was then inserted into another tube filled with compressed air. Once that air was released, the appliance would shoot out like a cannonball.Gill: So, as the car's coming up, I would say, "Three, two, one, now," and we'd videotape it all, and I'd put white marks on the ground so I'd know exactly when I said "one" where the car was and then where those machines were coming out.By doing all the tests, we knew that there was a big brick wall between windows. It was going to be tight, it was going to be a lot of stuff coming out, broken glass and all that. But they could hunker down, and people in the shot just looks good.Narrator: Dodging washing machines is hard, but what about explosives?During the first big chase of "F9," Dom and his brother, Jake, try to outpace each other on jungle roads filled with land mines. Filming on location with real explosives meant dealing with unpredictable weather and smoke-induced visibility issues.Instead of using the overgrown muddy jungle roads on location in Thailand, the crew built their own roads out of decomposed granite, a much more suitable material for racing. In the end, they only created about a half mile of new roads, but the camera crew, using helicopters, drones, and off-road buggies, could make it feel much bigger on camera.Gill: So it's short sections that we'd use over and over, and we would film in different directions, so it looks different.Narrator: The crew had to consider even the tiniest details to keep the drivers safe. To make sure fires didn't start near any of the drivers, the crew wet down the mulch that flew up in the air with each boom, and they welded steel plates under the driver and passenger sides of each car to provide an extra layer of protection between the passengers and any of the 30 real mortars planted in the road.The stunt drivers also limited their speeds to below 50 miles per hour, even though in the movie they're supposed to be going at least 80.Gill: A lot of times, we're not going as fast as you would think in a chase, but it looks a lot faster 'cause we're usually in confined areas. Where you really want to speed it up is when you have big, wide-open areas and there's not really anything relative to your speed. So you could be doing 120, and it doesn't look fast. Narrator: To ensure that the main cars looked fast, other cars had to slow down.Gill: We'll do wipes with cars that are only going 10 miles an hour, so you're going by them really fast.Narrator: And the climax of this sequence is even more extreme.This is a moment when Dom and Letty jump from one cliff to another, attached to land by just one rope. Even for a "Fast" movie, this was risky. But the crew managed to create the scene practically with just a little help from CGI.They filmed in a quarry with a 60- to 70-foot drop-off to imitate the cliff's edge. On that edge, they reconstructed the end of the rickety wooden bridge as well as a steep ramp. So the car really did jump.Gill: We could jump, hit that post, and then land still on the road.Narrator: Careful camera placement obscuring the quarry made it look much higher on screen. The swing was CGI, but the swing and eventual landing still needed to try to follow the rules of physics.So Gill first conducted a toy-car test for the swing and landing, like he did with many stunts in the film. Here, he tied one to a string and ran it over a table.Gill: The toy car came off like that. It fell really nicely for a while. And as soon as that caught, what happened, instead of just swinging like this, it snapped it around almost upside down this way, and then back and around.Narrator: For the landing, they used a real car rigged to complex cables strategically placed on the hood and around the back wheels. As the car got closer to its mark, another cable attached to the nose stopped the front of the car from going any further. The forward momentum then swung the back around, hitting its mark perfectly.All of these stunts were extreme, but nothing compared to the extensive chase involving what may be the franchise's most ambitious custom build yet.This is the Armadillo, a 14-foot-high, 26-ton, three-section armored monster. This beast of a vehicle had to navigate narrow streets while doing everything from driving on its back to sliding down a huge cliff.Between this and all the magnet stunts, it's no wonder the entire Tbilisi chase took nearly a year to bring to life.Four of those months were dedicated to custom-building two versions of the Armadillo, one for driving it like a normal truck, another for making it drivable when it's turned upside down.Lin: Those trucks are really, really heavy, as we found out.Narrator: Instead of building new roads, they worked with what was already there, first by carefully selecting the run-up area. These are the portions of road where the cars in a sequence can gather speed before getting to the piece of road they're filming on.Because it was so massive, the Armadillo needed a lot of room to get up to speed, and it also needed a run-out area, or extra road after the shot ends so nobody has to slam their brakes and kill the momentum.Even though the Armadillo was fast enough, Gill found that getting right up close to it could make it look even faster.Because the Armadillo is so heavily armored, the crew used all the tools they had in new and imaginative ways. For example, they could make a dent thanks to the flipper, which was just off camera launching cars over here.And the parked cars seen at these two angles were attached to cables on the ground that, when cut loose, could be pulled right into the Armadillo's path.Because so many parts of these impressive feats were done in-camera, every little detail needed to be laid out far in advance. But it's the experimentation and commitment to practical effects that make every flip and crash feel so visceral.That's what has always set this franchise apart from its humble beginnings.Crew: Good job, man. Nice job.Lin: I think that when you do things practically, when two elements interact, it almost defies physics because you can't mathematically predict it because there's so many variables. And there's something very visceral about that that we connect to.Gill: I have my toy cars all the time, and Justin's eyes light up every time I walk in with them because he knows we're going to play.

How 'Fast 9' pulled off 7 extreme stunts with real cars

<ul class="summary-list"><li>The world's biggest carbon-capture plant - which sucks <a href="https://www.businessinsider.com.au/how-to-stop-gobal-warming-plan-carbon-capture-2018-10">carbon dioxide out of the air</a> - just opened.</li><li>A UN report says <a href="https://www.businessinsider.com/geoengineering-how-to-reverse-climate-change-2019-4">carbon capture</a> technology is necessary if the world wants to be carbon neutral by 2050.</li><li>But many experts think the tech is too expensive and not scalable in the next few decades.</li></ul>Framed by a backdrop of volcanoes, a semi-circle of gigantic fans in Iceland are sucking in air, super-heating it, then filtering out the carbon dioxide.This carbon capture and storage facility, named Orca, turned on two weeks ago after <a href="https://climeworks.com/news/climeworks-makes-large-scale-carbon-dioxide-removal-a-reality">more than 18 months</a> of construction. The fans are embedded in shipping container-sized boxes, and once the carbon dioxide is separated, it gets mixed with water then travels through snaking, fat tubes deep underground, where the carbon cools and solidifies.Through this process, Orca can trap and sequester 4,000 metric tons of carbon dioxide per year - making it the largest facility of its kind in the world (though there are currently only two running)."Think of it like a vacuum cleaner for the atmosphere," Julio Friedmann, an energy policy researcher at Columbia University who attended the plant's ribbon-cutting ceremony, told Insider. "Nothing else can do what this tech does."According to the latest <a href="https://www.businessinsider.com/still-time-to-address-climate-change-ipcc-scientists-report-2021-8">report</a> from the United Nations Intergovernmental Panel on <keyword id="11896311" type="UNKNOWN" weightage="60" keywordseo="climate-change" source="Orion">Climate Change</keyword> (IPCC), carbon capture and storage is a necessary part of our best-case climate scenarios. But currently, facilities like Orca only negate a sliver of global emissions.Climate scientist Peter Kalmus has done the math: "If it works, in one year it will capture three seconds worth of humanity's CO2 emissions," <a href="https://twitter.com/ClimateHuman/status/1435820395907588104?s=20">he wrote on Twitter</a>.Put another way, Kalmus told Insider, "at any given moment, it will capture one 10-millionth of humanity's current emissions.""It's remarkable to me it is being considered as part of those plans," he said of the IPCC report.<h2>'Probably the most expensive solution'</h2><h2><div type="image" title="carbon capture plant texas" height="3024" width="4032" msid="86507677" hostid="261"></div></h2>The Orca facility works differently than the carbon-capture technologies built into some power plants, steel mills, and industrial facilities. Those collect the carbon produced in the manufacturing process before it enters the air. It can then be converted into materials like concrete or stored underground.More than 20 facilities worldwide currently do this, most of which are <a href="https://news.climate.columbia.edu/2019/09/27/carbon-capture-technology/">in the US</a>. But that simply prevents more carbon from accumulating in the atmosphere. Orca, by contrast, is an attempt to deal with the greenhouse gas that's already up there.This technology, known as direct air capture, is in its infancy. The Swiss company <keyword id="12174310" type="UNKNOWN" weightage="60" keywordseo="climeworks" source="Orion">Climeworks</keyword>, which built Orca, has the only operational game in town; its other plant is in Switzerland. Before that, the technology had only been used on a small scale in spacecraft and submarines.Two other plants are in planning phases: The Canadian company <a href="https://carbonengineering.com/news-updates/uks-first-large-scale-dac-facility/">Carbon Engineering</a>, which is backed by Bill Gates, started designing a similar facility in <a href="https://carbonengineering.com/news-updates/uks-first-large-scale-dac-facility/">northeastern Scotland</a> three months ago. It also plans to start construction on a a plant in Texas <a href="https://carbonengineering.com/news-updates/new-development-company-1pointfive-formed/">next year</a>. Each of those facilities could remove up to <a href="https://e360.yale.edu/features/the-dream-of-co2-air-capture-edges-toward-reality">25 times more carbon per year</a> than Orca.<div type="image" title="climeworks carbon capture plant switzerland" height="1908" width="2526" msid="86507678" hostid="261"></div>But as with many emerging technologies, direct air capture is expensive. Christoph Gebald, Climeworks' co-founder, <a href="https://www.washingtonpost.com/s/climate-solutions/2021/09/08/co2-capture-plan-iceland-climeworks/?pwapi_token=eyJ0eXAiOiJKV1QiLCJhbGciOiJIUzI1NiJ9.eyJzdWJpZCI6IjM5MTg0MDYwIiwicmVhc29uIjoiZ2lmdCIsIm5iZiI6MTYzMTIwOTQ1NSwiaXNzIjoic3Vic2NyaXB0aW9ucyIsImV4cCI6MTYzMjQxOTA1NSwiaWF0IjoxNjMxMjA5NDU1LCJqdGkiOiJlZjNjNTk4NS03ZTZiLTRmMTgtYjIzNi02N2YxM2IxZTE5YmIiLCJ1cmwiOiJodHRwczovL3d3dy53YXNoaW5ndG9ucG9zdC5jb20vY2xpbWF0ZS1zb2x1dGlvbnMvMjAyMS8wOS8wOC9jbzItY2FwdHVyZS1wbGFuLWljZWxhbmQtY2xpbWV3b3Jrcy8ifQ.dhXJLfEKgbFKqGDRDcwAEH3NT5ShBg4PCkYstoFEhy4">told the Washington Post</a> that it costs at least $600 to capture one metric ton of carbon dioxide, since super-heating the air takes a lot of energy.That cost would need to drop to one-fourth its current level to <a href="https://www.catf.us/wp-content/uploads/2019/09/CO2_Abatement_cost_comparison.pdf">bring it in line</a> with technologies like wind and solar in terms of their <a href="https://www.energypolicy.columbia.edu/research/report/levelized-cost-carbon-abatement-improved-cost-assessment-methodology-net-zero-emissions-world">carbon abatement</a> - the degree to which they reduce emissions. To sell carbon commercially - like to beverage companies making fizzy drinks - the price would have to get even lower, probably <a href="https://pubs.acs.org/doi/pdf/10.1021/acs.iecr.0c04839">between $65 and $110</a> per metric ton.Friedmann thinks a drop to below $200 is likely by 2030, and a drop to $100 two decades after that. By that point, he said, the market for carbon removal market - companies paying to abate their emissions - will have grown significantly.But even at that $100 price, removing all of humanity's annual <keyword id="11949068" type="UNKNOWN" weightage="60" keywordseo="carbon-emissions" source="Orion">carbon emissions</keyword> would cost more than $5 trillion per year, according to Gates' book, "How to Avoid a Climate Disaster." That would require 50,000 Orca plants."It's probably the most expensive solution," Gates wrote.<div type="image" title="Icebergs near Ilulissat, Greenland. Climate change is having a profound effect in Greenland with glaciers and the Greenland ice cap retreating." height="5092" width="8389" msid="86507679" hostid="261"></div>There's also the question of timing. The IPCC report says that without capturing significant amounts of carbon over the next 30 years, it will be impossible to <a href="https://www.businessinsider.com/climate-ipcc-report-temperature-rise-20-years-15-degrees-2021-8">get humanity to net-zero emissions by 2050</a> - and, consequently, to limit warming to 1.5 degrees Celsius.But Mathew Barlow, a climate scientist at the University of Massachusetts, Lowell, said three decades isn't enough for the technology to be deployed widely."There's no possible way for it to scale up on that timescale," Barlow, who contributed to the IPCC report, told Insider. "We're at the point where you need to get the tech off the shelves, not be building it out."<h2>'Fossil-fuel companies love carbon capture'</h2>Plants like Orca do, however, out-perform their natural counterparts - trees. "The Orca facility does the work of 200,000 trees in 1,000 times less space," Friedmann said.What's more, once a facility like this stores its carbon, it's locked away. If trees burn, the carbon they've absorbed gets released. <div type="image" title="Reforestation in Leiria Portugal 2018" height="2000" width="3000" msid="86507680" hostid="261"></div>But trees capture carbon at a much lower cost of <a href="https://www.wri.org/insights/direct-air-capture-resource-considerations-and-costs-carbon-removal">$50 per metric ton</a>.Kalmus thinks carbon capture ultimately distracts the world from other solutions that would make a bigger dent in emissions, like investment in renewables and regulations targeting the fossil-fuel industry."Fossil-fuel companies love carbon capture because it really does let them off the hook," he said.Friedmann, though, thinks it's possible to expand carbon-capture infrastructure enough to make a difference. If the Senate's infrastructure bill passes in the House, it would allocate <a href="https://e360.yale.edu/features/the-dream-of-co2-air-capture-edges-toward-reality" target="_blank" rel="noopener">$3.5 billion</a> toward direct air capture facilities in the US. Elon Musk also announced this year that he's funding <a href="https://www.businessinsider.com/elon-musk-100-million-prize-carbon-capture-technology-contest-2021-1">a $100 million carbon-capture contest</a>."We now know that we can do it," Friedmann said. "Now we're just haggling over price and literally asking how much we're willing to pay to save the Earth."

The world's biggest carbon-removal plant just opened. In a year, it'll negate just 3 seconds' worth of global emissions.

The <a href="http://www.businessinsider.com/insiderpicks" target="_blank" rel="noopener noreferrer">Insider Picks</a> team writes about stuff we think you'll like. Business Insider has affiliate partnerships, so we get a share of the revenue from your purchase.<div class="KonaFilter image-container display-table"><div><div class="image on-image"><a href="https://www.amazon.com/gp/product/B017ADD9N4/ref=as_li_tl?ie=UTF8&amp;tag=biip_011419_vibrelli-bike-pump-product-review-20&amp;camp=1789&amp;creative=9325&amp;linkCode=as2&amp;creativeASIN=B017ADD9N4&amp;linkId=f16230f7809237a640ab87e6e7afa6e5" target="_blank" rel="noopener"></a>Shayanne Gal/Business Insider</div></div></div><ul class="summary-list"><li>A high-quality bike pump has an easy-to-read and accurate built-in pressure gauge, attaches to your tube valve without fuss, and requires minimal effort to operate.</li><li>I like the <a href="https://www.amazon.com/gp/product/B017ADD9N4/ref=as_li_tl?ie=UTF8&amp;tag=biip_011419_vibrelli-bike-pump-product-review-20&amp;camp=1789&amp;creative=9325&amp;linkCode=as2&amp;creativeASIN=B017ADD9N4&amp;linkId=f16230f7809237a640ab87e6e7afa6e5" target="_blank" rel="noopener">Vibrelli Performance Bike Floor Pump</a> because the gauge has large white numbers on a black background, the base doesn't wobble while I'm pumping, and I'm able to inflate a variety of items with it.</li><li>Though it features a mid-range price (<a href="https://www.amazon.com/gp/product/B017ADD9N4/ref=as_li_tl?ie=UTF8&amp;tag=biip_011419_vibrelli-bike-pump-product-review-20&amp;camp=1789&amp;creative=9325&amp;linkCode=as2&amp;creativeASIN=B017ADD9N4&amp;linkId=f16230f7809237a640ab87e6e7afa6e5" target="_blank" rel="noopener">currently $27.98 on Amazon</a>), its quality rivals that of the upper-range models, and it's backed by a five-year warranty.</li></ul>When you own a bike, there are a few essentials you must have: a helmet, a lock, a bike rack, bike lights, and a bike floor pump. We're here to talk about the latter.Even when your bike is sitting idle in the garage, the tubes leak air. Often times, what appears to be a flat is just a tube that has leaked excessive amounts of air over time. This can be fixed easily with a bike pump. Plus, when you keep your tires inflated to the proper level, your bike will perform better and will be less likely to get actual flats.As part of my regular bicycle maintenance, I check the tire pressure and add a couple of drops of lube to the chain (I recommend <a href="https://www.amazon.com/gp/product/B000FPS82C/ref=as_li_tl?ie=UTF8&amp;tag=biip_011419_vibrelli-bike-pump-product-review-20&amp;camp=1789&amp;creative=9325&amp;linkCode=as2&amp;creativeASIN=B000FPS82C&amp;linkId=da2dcd6588d8fab1594c356cb361c17b" target="_blank" rel="noopener">Finish Line Wet Bicycle Chain Lube</a>) before my first ride of the week. Recently, Vibrelli sent me their <a href="https://www.amazon.com/gp/product/B017ADD9N4/ref=as_li_tl?ie=UTF8&amp;tag=biip_011419_vibrelli-bike-pump-product-review-20&amp;camp=1789&amp;creative=9325&amp;linkCode=as2&amp;creativeASIN=B017ADD9N4&amp;linkId=f16230f7809237a640ab87e6e7afa6e5" target="_blank" rel="noopener">Performance Bike Floor Pump</a> to test. Here are my experiences with it.<h2>How the Vibrelli Bike Pump performed</h2>The <a href="https://www.amazon.com/gp/product/B017ADD9N4/ref=as_li_tl?ie=UTF8&amp;tag=biip_011419_vibrelli-bike-pump-product-review-20&amp;camp=1789&amp;creative=9325&amp;linkCode=as2&amp;creativeASIN=B017ADD9N4&amp;linkId=f16230f7809237a640ab87e6e7afa6e5" target="_blank" rel="noopener">Bike Floor Pump</a> works on Schrader, Presta, and Dunlop valves. The T-valve serves Presta/Dunlop on one side and Schrader on the other. You simply flip the switch on the valve to securely attach it to your tube. I found that you needed to push somewhat hard to get the lock into place, but once it was there, the seal was tight. I didn't hear any air escaping. I used the bike pump once per week for about three months to keep my <a href="https://www.businessinsider.com/rei-co-op-cycles-hybrid-bike-review-2018-10" target="_blank" rel="noopener">Co-op Cycles CTY 2.1 Hybrid Bike</a> rolling. The tires feature Schrader valves, and unfortunately, I didn't have easy access to any Presta valves so I was not able to test how the pump worked on those valves. I also had another limitation in my review. During the testing period, I rode over 500 miles, and I didn't get any flats. Consequently, I wasn't able to test out the glue-less puncture repair kit that comes with the pump. The <a href="https://www.amazon.com/gp/product/B017ADD9N4/ref=as_li_tl?ie=UTF8&amp;tag=biip_011419_vibrelli-bike-pump-product-review-20&amp;camp=1789&amp;creative=9325&amp;linkCode=as2&amp;creativeASIN=B017ADD9N4&amp;linkId=f16230f7809237a640ab87e6e7afa6e5" target="_blank" rel="noopener">Vibrelli Performance Bike Floor Pump</a> itself features a durable steel barrel that is unlikely to break. But, if it does, Vibrelli backs the quality of this pump with a five-year warranty. The base is 10.5 inches wide and made of composite nylon. My giant, size-15 feet fit comfortably on the base, and it never felt unstable.The cord is nice and long at about three feet, and it wraps over and attaches to both sides of the handle for convenient storage. Where the cord connects to the pump, there is a rotating connector so you can maneuver the cord with minimal effort.Being mildly nearsighted, I appreciated the large, easy-to-read gauge that displays pressure readings in PSI and bar. PSI is in large white numbers with a black background for maximum contrast. Additionally, the gauge sits approximately seven inches off the ground, which is helpful when every inch matters for viewability.To test how quickly the pump inflates tires, I counted how many strokes it took to get from 20 PSI to 80 PSI. By my count, it takes 35 strokes. However, at no point was it hard to make any of the strokes. There was very little difference in effort between the first and 35th stroke. This is in contrast to many of the high-capacity pumps that start to push back as the PSI increases. I should note that while the pump is rated to inflate to 160 PSI, I didn't inflate anything beyond 80 PSI in my tests.When we got my five-year-old son a new bike, the tires were quite flat. I grabbed the Performance Bike Floor Pump so I could bring them to an acceptable range. Of course, when my son saw me doing this, he wanted to take over. As a testament to the ease of use, my son was able to add air to his tires with the pump but preferred that I finish the job.I also used the pump to bring the tire pressure to an acceptable level on a <a href="https://www.businessinsider.com/toro-snowmaster-snow-blower-review" target="_blank" rel="noopener">snow blower</a>. It was relatively easy since the tires had Schrader valves, were relatively small, and had a max PSI of 20. Lastly, the pump comes with a sports ball inflation needle and inflatable device attachment for pool toys and similar items. I liked that the needles attach to the cord on a clip so I don't have to worry about losing them. I had no problem quickly inflating a basketball.<h2>The bottom line</h2>In my decades of cycling, I've had a long line of inexpensive, disappointing bike pumps. The <a href="https://www.amazon.com/gp/product/B017ADD9N4/ref=as_li_tl?ie=UTF8&amp;tag=biip_011419_vibrelli-bike-pump-product-review-20&amp;camp=1789&amp;creative=9325&amp;linkCode=as2&amp;creativeASIN=B017ADD9N4&amp;linkId=f16230f7809237a640ab87e6e7afa6e5" target="_blank" rel="noopener">Vibrelli Performance Bike Floor Pump</a> is the best I've ever used. I've had it for about six months now, and it isn't showing any wear. It's easy to use, I don't have to strain to read the gauge, and the pump doesn't wobble while I'm using it. If you are in need of a bike pump, I strongly recommend picking this one up.<h3><a href="https://www.amazon.com/gp/product/B017ADD9N4/ref=as_li_tl?ie=UTF8&amp;tag=biip_011419_vibrelli-bike-pump-product-review-20&amp;camp=1789&amp;creative=9325&amp;linkCode=as2&amp;creativeASIN=B017ADD9N4&amp;linkId=f16230f7809237a640ab87e6e7afa6e5" target="_blank" rel="noopener">Buy the Vibrelli Performance Bike Floor Pump on Amazon for $27.98</a></h3><a href="http://e.businessinsider.com/join/ci/insider-picks">Subscribe to our newsletter.</a> Find all the best offers at our <a href="https://coupons.businessinsider.com/">Coupons page</a>. Disclosure: This post is brought to you by the <a href="http://www.businessinsider.com/insiderpicks">Insider Picks</a> team. We highlight products and services you might find interesting. If you buy them, we get a small share of the revenue from the sale from our commerce partners. We frequently receive products free of charge from manufacturers to test. This does not drive our decision as to whether or not a product is featured or recommended. We operate independently from our advertising sales team. We welcome your feedback. Email us at insiderpicks@businessinsider.com.

This $28 bike pump takes all the frustration out of inflating my tires and checking their pressure

<ul class="summary-list"><li>The <keyword id="9569984" type="UNKNOWN" weightage="60" keywordseo="2021-ford-bronco">2021 Ford Bronco</keyword> comes in three models: a two-door, four-door, and a small Sport <keyword id="45454" type="COMPANY" weightage="60" keywordseo="SUV">SUV</keyword>.</li><li>There are seven <keyword id="268056" type="ORGANIZATION" weightage="60" keywordseo="Bronco">Bronco</keyword> trims and five Sport trims.</li><li>All offer 4x4 off-road capabilities.</li></ul>The <a href="https://www.businessinsider.com/category/2021-ford-bronco">2021 Ford Bronco</a> was, without a doubt, one of the most anticipated and hyped vehicle announcements of 2020. <keyword id="6355174" type="UNKNOWN" weightage="60" keywordseo="ford">Ford</keyword>'s reservation <a href="https://www.businessinsider.com/2021-ford-bronco-site-crashed-as-reservations-opened-2020-7">site crashing shortly after its launch</a> is proof of just how excited people are for this thing. And as Ford begins shipping the Bronco to dealers, the entire three-vehicle family of rugged SUVs will soon be rolling down streets and off-road trails. Instead of one Bronco model, Ford has given us three: There's a <a href="https://www.businessinsider.com/new-2021-ford-bronco-sport-features-photos-gallery-specs-2020-7">small Bronco Sport version</a> (which started shipping late last year), along with larger <a href="https://www.businessinsider.com/2021-ford-bronco-two-door-four-door-best-features-2020-7">two-door and four-door</a> Bronco SUVs, which Ford started sending to dealers this week. If you're looking to order a new Bronco, though, you'll have to wait until next year to take delivery, as Ford has 125,000 orders it's working through already. All three models are 4x4s and off-road capable. And within those various models are subsequently available trims and packages. How are they all broken down? Let us walk you through it.<h2>Bronco </h2><div type="image" title="Ford Bronco" height="1333" width="2000" msid="76988847" hostid="261"></div>The Bronco will have seven different trims to choose from. Within those trims, there are also five available package options. The trim you choose will determine which package is available to you. The packages are:<ol><li>Standard: you get LED headlights, black door handles, mirror caps, fender flares, fender tie-down hooks, manual air-conditioning, and push-button start.</li><li>Mid: you get ambient footwell lighting, an automatically dimming rearview mirror, dual-zone temperature control, heated front seats, Reverse Sensing System, and a whole host of driver assistance features.</li><li>High: here, you get hardware from the Mid package, as well as a 12-inch center touchscreen, a 360-degree camera, additional sound-deadening materials, a Forward Sensing System, and wing mirror LED approach lights and spotlight.</li><li>Lux: building off of High package features, you get adaptive cruise control, a Bang &amp; Olufsen 10-speaker sound system plus subwoofer, Evasive Steering Assist, a heated steering wheel, a universal garage-door opener, two extra front row charging ports, a voice-activated touchscreen navigation system, and a wireless charging pad.</li><li>Sasquatch: you get 17-inch black-painted aluminum wheels, 35-inch mud-terrain tires, electronic-locking front and rear axles, high-clearance suspension, fancy shock absorbers, and high-clearance fender flares.</li></ol>You can see a breakdown of everything <a href="https://www.ford.com/cmslibs/content/dam/brand_ford/en_us/brand/suvs-crossovers/bronco/pdf/21_Bronco_lineup_HR.pdf">here,</a> or just keep reading.<h3>Bronco Base</h3><div type="image" title="2021 Ford Bronco." height="1302" width="1948" msid="76988849" hostid="261"></div>This is your base-model Bronco. It comes with the seven-speed manual transmission (six regular gears and one crawler gear for low speeds and heavy-duty usage). Your standard equipment includes the 2.3-liter EcoBoost engine, good for a claimed 270 horsepower and 310 pounds-feet of torque. Ford says the Base consists of just the "absolute essentials" but is "ripe for customization."You can get the Base with the more powerful 2.7-liter EcoBoost engine - which produces a claimed 310 horsepower and 400 pounds-feet of torque - but if you do, you have to get it with the 10-speed automatic transmission.Further standard hardware includes 16-inch silver steel wheels, 30-inch all-season tires, cloth seats, and 4x4.Prices start at $28,500.Available packages: Sasquatch.<h3>Bronco Big Bend</h3><div type="image" title="2021 Ford Bronco." height="1306" width="1944" msid="76988852" hostid="261"></div>Ford says the Big Bend is the one that gives you "creature comforts along with your standard Bronco features."These creature comforts include a leather-wrapped steering wheel, heated front seats, 17-inch aluminum wheels, 32-inch all-terrain tires, LED fog lamps, and cloth seats. Engine options include the 2.3-liter EcoBoost with the seven-speed manual or the 2.7-liter EcoBoost with the 10-speed automatic. Prices start at $33,385.Available packages: Sasquatch, Mid.<h3>Black Diamond</h3><div type="image" title="2021 Ford Bronco." height="1302" width="1940" msid="76988854" hostid="261"></div>The Black Diamond comes standard with 17-inch black-painted wheels and 32-inch all-terrain tires. It has a heavy-duty modular front bumper and a powder-coated steel rear. There are also rock rails, heavy-duty bash plates, auxiliary switches in the overhead console, <a href="https://www.businessinsider.com/2021-ford-bronco-two-door-four-door-best-features-2020-7#you-can-get-rubberized-washable-flooring-on-certain-models-theres-an-integrated-drain-plug-so-cleanup-is-easy-28">rubberized flooring with drain plugs</a>, and marine-grade vinyl seats.Ford says this is the one for "next-level outdoor adventure complete with washout interior."Engine options, again, are between the 2.3-liter and the seven-speed manual or the 2.7-liter and the 10-speed automatic.Prices start at $36,050.Available packages: Sasquatch, Mid.<h3>Outer Banks</h3><div type="image" title="2021 Ford Bronco." height="1304" width="1946" msid="76988855" hostid="261"></div>This is the trim level that "puts off-road style and tech front and center," according to Ford.Your standard hardware includes the 2.3-liter Ecoboost, but of course, the 2.7-liter EcoBoost is an option. You also get 18-inch black-painted aluminum wheels, 32-inch all-terrain tires, signature LED head- and taillights, body-color exterior door handles, mirror caps, and fender flares, powder-coated tube steps, and cloth seats with a heated front row, though leather-trimmed seats are available.Prices start at $38,955.Available packages: Sasquatch, High, Lux.<h3>Badlands</h3><div type="image" title="2021 Ford Bronco" height="1306" width="1940" msid="76988858" hostid="261"></div>The Badlands trim comes standard with the 2.3-liter EcoBoost with the 2.7-liter available as an option. It has 17-inch gray-painted, machine-face aluminum wheels, 33-inch all-terrain tires, Badlands suspension with a front stabilizer bar disconnect, a heavy-duty modular front bumper, a powder-coated steel rear, auxiliary switches in the overhead console, rubberized flooring with drain plus, and marine-grade vinyl seats.Basically, it's like the Black Diamond trim, but with a few more features.Ford says it's for the folks who "crave the extreme in their off-roading."Prices start at $42,095.Available packages: Sasquatch, Mid, High, Lux.<h3>Wildtrak</h3><div type="image" title="2021 Ford Bronco." height="1294" width="1942" msid="76988860" hostid="261"></div>With the Wildtrak, you lose the option of the smaller engine and instead only get the 2.7-liter EcoBoost, exclusively paired with the 10-speed automatic transmission. Ford says this one is "styled and made for high-speed off-roading." Hardware includes a modular black-painted hard top, a Wildtrak hood graphic, carpet floors, and cloth seats with a heated front row. Leather-trimmed seats are available. Prices start at $48,875.Available packages: High, Lux<h3>First Edition</h3><div type="image" title="2021 Ford Bronco." height="1294" width="1920" msid="76988864" hostid="261"></div>Sitting at the top of the Bronco's trim levels is the First Edition. It comes standard with Sasquatch and Lux package hardware. Additionally, there's a safari bar, carpeted floors, 35-inch tires, a unique interior, leather-trimmed seats with a heated front row, a 10-way power driver's seat, modular black-painted hardtop, and First Edition hood and bodyside graphics. The 2.7-liter EcoBoost engine and the 10-speed automatic are standard here, with Ford saying that it's limiting production of the First Edition to just 3,500 examples.Prices start at $59,305.Unfortunately, <a href="https://www.businessinsider.com/how-to-reserve-the-2021-ford-bronco-2020-7">all reservations for the First Edition have already been filled</a>. Sorry.<h2>Bronco Sport</h2><div type="image" title="Ford Bronco Sport" height="868" width="1543" msid="76988866" hostid="261"></div>The Bronco Sport is the small SUV member of the Bronco lineup. It's not as off-road-dedicated as the other Broncos, but it still appears to be pretty capable in its own right. This is the one for folks who might want a more "normal" SUV, not something as hardcore as the other ones are.<h3><a href="https://www.ford.com/suvs/bronco-sport/2021/models/bronco-sport-base/">Base</a></h3><div type="image" title="2021 Ford Bronco Sport." height="1246" width="1862" msid="76988868" hostid="261"></div>The Base Sport is the cheapest one you can get. Standard features include a manual liftgate, flip-up rear glass, a carbon-black grille with a black Bronco badge, roof rack side rails, a trunk-mounted bottle-opener, single-zone manual climate settings, first-row carpeted floor mats, cloth seats, 4x4, the 1.5-liter EcoBoost engine, and the eight-speed automatic. That 1.5-liter engine is good for a claimed 181 horsepower and 190 pounds-feet of torque.You also get the 17-inch silver wheels.Prices start at $26,660.<h3><a href="https://www.ford.com/suvs/bronco-sport/2021/models/bronco-sport-big-bend/">Big Bend</a></h3><div type="image" title="2021 Ford Bronco Sport." height="1154" width="1646" msid="76988872" hostid="261"></div>The Big Bend is your next trim level.Available with the 1.5-liter EcoBoost engine and the eight-speed automatic transmission, it comes standard with 17-inch gray-painted aluminum wheels, 4x4, a manual liftgate, flip-up rear glass, roof rack side rails, a trunk-mounted bottle opener, privacy glass on the second row and the liftgate, a rubberized cargo floor, carpeted floor mats in the first row, zipper pockets, the MOLLE strap system, and cargo tie-down carabiner hooks and loops.Prices start at $28,160.<h3><a href="https://www.ford.com/suvs/bronco-sport/2021/models/bronco-sport-outer-banks/">Outer Banks</a></h3><div type="image" title="2021 Ford Bronco Sport." height="1142" width="1592" msid="76988875" hostid="261"></div>The Outer Banks also comes with the 1.5-liter EcoBoost and the eight-speed automatic.With it, you get a manual liftgate, flip-up rear glass, body-colored door handles, the bottle opener, rain-sensing front wipers, 18-inch black-painted aluminum wheels, dual-zone temperature control, remote start, a rubberized cargo floor, carpet floor mats in the first and second row, ambient lighting, a 110-volt/150-watt AC outlet, cargo tie-down carabiner hooks and loops, zipper pockets, the MOLLE strap system, and an automatically dimming rearview mirror.Prices start at $32,160.<h3><a href="https://www.ford.com/suvs/bronco-sport/2021/models/bronco-sport-badlands/">Badlands</a></h3><div type="image" title="2021 Ford Bronco." height="1178" width="1630" msid="76988877" hostid="261"></div>With the Badlands Sport, you get the more powerful 2.0-liter EcoBoost engine and the eight-speed automatic transmission. That engine produces a claimed 245 horsepower and 275 pounds-feet of torque.There are four-wheel disc brakes with anti-lock brakes, electronic traction control, off-road suspension, 17-inch wheels, a 6.5-inch color LCD instrument panel, rubberized flooring, multiple power converters, rear under-seat storage, zipper pockets, MOLLE straps, and cargo tie-down carabiner hooks and loops. From the outside, it has LED lights, metal bash plates, floodlights, a unique grille, and unique roof rack side rails.This one definitely seems like it's the hybrid between comfortable and off-road ready.Prices start at $32,660.<h3><a href="https://www.ford.com/suvs/bronco-sport/2021/models/bronco-sport-first-edition/">First Edition</a></h3><div type="image" title="2021 Bronco Sport." height="1176" width="1568" msid="76988880" hostid="261"></div>The First Edition also comes with the 2.0-liter EcoBoost and eight-speed automatic.It has dual-zone climate control, remote start, rubber flooring, lane-keep, a powered moonroof, zipper pockets, MOLLE strap system, rear seat under-storage, cargo tie-down carabiner hooks and loops, the 10-speaker Bang &amp; Olufsen system plus subwoofer, First Edition leather-trimmed seats, heated front seats, eight-way power driver's seat, 17-inch wheels, off-road tires, and black hood and roof decals.Prices start at $38,500.

The 2021 Ford Bronco has arrived. Here's how to figure out which version of the new SUV is right for you.

Business Insider/Nick VegaI have a love/hate relationship with watches. I go through months-long stretches where they gather dust in a drawer, as well as equally-long periods where I feel naked if I don't have a band snugly wrapped around my wrist. My most expensive watch was a $99 <a href="https://www.amazon.com/CASIO-watches-g-shock-G-LIDE-GLX-5600-1J/dp/B0018JEZDU/ref=pd_lpo_vtph_241_tr_t_3?_encoding=UTF8&amp;psc=1&amp;refRID=EVNZCAN6T9MR4MTKPW35" target="_blank" rel="noopener noreferrer">G-Shock </a>that I got my senior year of high school and promptly lost in the ocean that summer. Because of this, I have never felt the need to venture into the territory of "nice" watches. Aside from my ill-fated G-Shock, all the timepieces I have owned have cost between $10 and $35 and have been perfectly functional. Business Insider/Nick VegaBut when I had the chance to test out a model from American watchmaker Luminox, I jumped at the opportunity. You see, Luminox has bragging rights in the watch world not because of stratospheric prices or gimmicky features, but because of who their watches are designed for: U.S. Navy SEALs. The story goes that in the early 1990s, <a href="https://youtu.be/sjxH7MnQaAo?t=7" target="_blank" rel="noopener noreferrer">Nick North</a> was in charge of research and development of gear for the SEALs and was testing a number of different watches. The only timepiece that could stand up to the rigorous abuse it was put under was the Luminox. Fast forward a quarter-century and I'm opening a box containing the <a href="https://www.luminox.com/watch-collection/sea/anu-4220-series/xs-4221.html" target="_blank" rel="noopener noreferrer">Luminox 4221</a>. It's part of the ANU series, meaning that it's "Authorized for Navy Use," which is just about the coolest thing a watch can be authorized for. The first thing I noticed about the watch was that it's heavy. The stainless steel build is solid, and it's readily apparent that it was designed with America's fiercest warriors in mind. With a 45 mm case diameter and a 13.20 mm case height, it's safe to say that the 4221 is bulky. However, the 22 mm silicone rubber band has a generous number of size increments, and I was quickly able to find a comfortable fit. Business Insider/Nick VegaThe crown was screwed on tight, and took some effort to twist, but once I had it loose, I found that setting the date and time was simple. The unidirectional rotating bezel clicks solidly, and stays exactly where you set it. This watch was designed to withstand just about anything I could throw at it, and that toughness was evident as soon as I put it on.Whereas with other, flimsier watches I would worry about accidentally knocking against something or getting the watch wet, I had no such concerns with the 4221.I wore the watch while swimming, hiking and running, as well as throughout my regular day-to-day. The quartz movement kept the time perfectly, and at no point did I feel like I was approaching an activity that was too tough for it. It's built to withstand depths up to 200 meters, so I doubt I will be pushing this time piece to its limits anytime soon. But the real draw of any Luminox model - and where the company gets its name (from the Latin "lumi" and "nox," which mean "light" and "night") - is the self-powered illumination system. Business Insider/Nick VegaThe glow is extremely clear.The phosphor-coated tritium tubes are placed on every hour marker, as well as on the hour, minute, and second hands. I was surprised by how brightly my watch glowed in the dark, and even had to place it facedown on my nightstand when I was sleeping. According to Luminox, the glow is guaranteed to not lose brightness for at least 10 years after purchasing the watch, and can last for as long as 25 years. When it was finally time for me to remove the 4221, I found myself not wanting to. Suddenly, my cheap Casio seemed even flimsier than I remembered, and I missed the feel of the sturdy stainless steel weighing on my wrist. You can find a 4221 model online for around $500. I'm not sure that I'm quite ready to spend that much money on a timepiece just yet, but when I am Luminox will be among the first places I look. After all, if it's good enough for the Navy SEALs, it's good enough for me. <h3>NOW WATCH: <a href="http://www.businessinsider.com/resume-words-make-hiring-managers-cringe-2017-5">9 phrases on your résumé that make hiring managers cringe</a></h3> Please enable Javascript to watch this video

I tested out the watch that's approved for use by Navy SEALs

<div class="KonaFilter image-container display-table float_right"><div><div class="image on-image">Reuters/Vasily FedosenkoA cave explorer squeezes through a steel tube during an international competition among speleologists in Raubichi, about 30 km (19 miles) east of Minsk, April 4, 2009. The competition is held every year to practise skills needed when exploring caves.</div></div></div>One of the safest asset classes in the world no longer guarantees investors anything. During periods of economic-growth scares and market volatility, government bonds are a top safe haven choice for investors.But they're not that useful as hedges anymore. In a note Tuesday, Goldman strategist Christian Mueller-Glissmann laid out strategies for managing risk during periods of equity-market downturns.But "the current low levels of bond yields might constrain their ability to hedge 'growth' shocks," he wrote. That's because yields are historically quite low, and they've been driven down by the strong safe-haven buying that Mueller-Glissmann is critically discussing. He noted that the level of bond yields at the beginning of S&amp;P 500 corrections - of 10% or more - since the 1990s have been comparatively much higher. Just on Tuesday, the yield on the 10-year German Bund, considered the benchmark for eurozone borrowing costs, fell to a <a href="http://www.businessinsider.com/german-10-year-bund-yield-record-low-2016-6">record low</a> of 0.045% as investors, once again, bought the note for safety.And the use of negative interest rates in the region and in Japan is not helping, either. <div class="KonaFilter image-container display-table"><div><div class="image">Goldman Sachs</div></div></div>"Besides providing limiting buffer for 'growth shocks' the current low level of bond yields offers very little positive carry as negative yields are becoming more widespread in Europe and Japan," Mueller-Glissmann wrote."In the past decade bonds hedged 'growth shocks' and provided valuation gains with yields trending lower. However, at current levels bonds offer little carry or repricing potential following the multi-year bond bull market."Besides the potential for low returns, bonds could become risky themselves.Muller-Glissmann wrote that they could become volatile if there's any inflationary event or monetary-policy move that catches the short-end of the curve by surprise. <div class="margin-top"> <h3>NOW WATCH: <a href="http://www.businessinsider.com/tricks-stay-private-facebook-2016-5">Hidden Facebook tricks you need to know</a></h3> <div> <div> <div class="ooyala-video-player" data-video-autoplay="false" data-video-id="ZqMGlkMDE6kTToJhnpQU_qxqcD8vfEyM" data-player-variable="ooyalapopvideo" id="ooyalaplayer_popvideo" style="width:1280px;height:720px"></div> </div> </div> </div>

One of the safest assets in the world is quickly becoming unreliable

<div class="KonaFilter image-container display-table float_right"><div><div class="image on-image"></div></div></div>As more and more Tesla Model S electric sport sedans hit the road -50,000-plus at last count - some of their drivers are naturally starting to have accidents.
They are bumping into other cars, colliding with deer, scraping telephone poles, and backing up into poles and trees.
Their cars are suffering all the other dents, scratches, and dings that are an almost inevitable part of a car's life.
Fortunately, I have done none of those things in my 85-kilowatt-hour 2013 Tesla Model S.
Yet.
But I have to admit I'm starting to dread the day it happens.
The reason: A growing stream of owner reports of downright shocking Tesla repair bills and estimates for scratches, dents, and minor collisions.
"Cost of repair crazy high" is how one Model S owner puts it in a <a href="http://www.teslamotorsclub.com/showthread.php/26326-Cost-of-repair-crazy-high" target="_blank" title="Cost of repair crazy high">thread on the Tesla Motor Club</a> online owners forum.
He describes a minor front-end collision, from which he was able to drive away, that cost him $20,327 to repair.
Visible damage was limited to the front left fender, lights, and the corner of the hood. But the bill listed 92 hours of labor and almost $8,000 in parts, including a single self-piercing rivet billed at $35.
Other owners report a litany of outlandish repair costs or estimates. Among them:
<ul>
<li>A $10,000 estimate to repair a "minor but long" scratch</li>
<li>A $45,000 estimate for "minor front-end damage"</li>
<li>A $7,000 estimate for repair of a small dent and scratch that required no replacement of parts</li>
<li>A $30,000 estimate for "minor fender and door damage"</li>
<li>An $11,000 estimate for a minor scrape on the rear panel, including a $155 charge to "ensure battery remains charged" during the repair.</li>
</ul>
Based on these reports, and many other similar ones, it appears that a small child with a baseball bat could total a $100,000 Model S in about 30 seconds with a few well-placed whacks.
Aluminum Is Tricky
There are numerous legitimate reasons a Tesla Model S is more expensive to repair than a standard car.
First of all, the structure and body panels are made almost entirely of aluminum.
Although it has many advantages over steel-lighter weight, better absorption of crash energy, better corrosion resistance-aluminum is more difficult to work with than steel.
"Aluminum has no memory," explains Larry Peotter of Peotter's Auto Body, a Tesla-authorized shop in Summit, New Jersey.
"Unlike steel, you can't pull the frame or structural parts back into place. And it's much harder to repair a dent."
"You try and work it, like a steel car, and it ends up losing strength," he explained. "It pops in and out like a soda can."
Aluminum structure and body panels make far greater use of rivets and bonding agents, which are time-consuming and expensive ($100 per tube for the sealant recommended by Tesla).
Factory training
Like other high-end aluminum car manufacturers-Audi, Jaguar, and Range Rover among them-Tesla requires substantial factory training and specialized equipment for its authorized body shops.
Peotter says he was required to buy about $100,000 in additional equipment and tools to become a Tesla-authorized shop-in addition to equipment he already had in the shop to work on aluminum Jaguars.
He had to buy a special cradle to drop out the half-ton Tesla battery, for instance, in case structural repairs required its removal.
The Tesla factory training class lasts fully three weeks; according to Peotter, it is more in-depth and more intensive than Jaguar's. It's also more expensive for the shop.
As a result of these higher training and equipment costs, Peotter's shop rate for Teslas is higher than its Jaguar aluminum rates--and nearly double the rate of a standard car. (Peotter won't say exactly what the rates are.)
The rich-guy syndrome almost certainly plays a role in the higher labor rates for Teslas, as they do with other premium brands like Mercedes and BMW.
If a guy can afford a $100,000 car, he should expect to pay a higher labor rate--just because he can. Higher labor rates suggest a higher level of quality and care, although that is not necessarily always the case.
Double the cost
The combination of labor rates nearly double the norm and the difficulties of working with aluminum-along with the need to disconnect and reconnect various electrical cables-virtually guarantee that labor costs to fix a Tesla dent may be double those for a standard car, or more.
Peotter confirmed this. "Damage that might cost $3,000 to fix on a Honda Accord," he said, "would be $6,000 on a Jaguar and $7,000 on a Tesla."
Part of the shock by Tesla owners at body repair costs may be due to the fact that, for more than a few of us, the Tesla is our first foray into the world of high-end luxury cars.<a href="http://www.greencarreports.com/news/1096220_tesla-model-s-aluminum-body-why-repair-costs-are-higher/page-2#" class="itxtnewhook itxthook"></a>
For the first 48 years of my car-buying life, I had never spent more than $23,000 (or its years-ago equivalent) on a car. Writing a check for $88,000 for a car was surreal.
And, I suppose, my first body-repair bill may be equally surreal.
Price gouging?
Some of the most outlandish estimates reported are far more than double the cost of standard cars. 
In case after case, Tesla owners report getting shockingly high estimates from Tesla-authorized shops--then getting the repair done at a non-Tesla shop for as little as a third of the cost.
The owner who got the $11,000 estimate for a minor scrape took his car to a non-Tesla operation that was savvy about aluminum, and came recommended by local Mercedes and Audi owners. That shop's estimate: $1,850.
It appears possible that a few Tesla-authorized body shops may be taking advantage of their hard-won exclusive status.
Unfortunately, Tesla owners don't always have the choice of going to non-Tesla-authorized shops.
In cases where there is structural damage, beyond mere scrapes and dents, Tesla will not sell parts to non-authorized shops.
The insurance angle
Of course, it's rarely the owner who pays for the repairs.
The insurance company foots the bill, so some might ask why the owner should care. Others might worry that Model S insurance rates will also be twice the cost of those for a regular car.
Thankfully, so far, that doesn't seem to be happening with Tesla insurance.
Right now, collision and comprehensive insurance rates for the Tesla Model S seem pretty reasonable. I pay $622 a year, which isn't much more than the collision/comp rate on my wife's Mini Cooper
Other owners report similar rates.
Fingers crossed it stays that way.

A Child With A Baseball Bat Could Total A Tesla Model S

<div class="KonaFilter image-container display-table float_right"><div><div class="image on-image"></div></div></div>It carries nearly <a href="http://web.mta.info/nyct/facts/ffsubway.htm">8.5 million people</a> across America's densest city each day. If its tracks were laid out in a single line, it would stretch all the way <a href="http://www.wnyc.org/story/286432-new-yorks-lost-subways-complete-with-map-and-dusty-pics/">from Manhattan to Chicago</a>. Its 500 stations and 6,000 trains are together <a href="http://www.nytimes.com/2014/10/24/nyregion/mta-told-it-must-focus-on-repairs-not-growth.html">worth more than $32 billion</a>.
It's the New York City subway, North America's <a href="http://www.apta.com/resources/statistics/Documents/Ridership/2013-q4-ridership-APTA.pdf">biggest public transit network</a>. And it is at risk of total failure.
A <a href="http://www.nyserda.ny.gov/Publications/Research-and-Development-Technical-Reports/Environmental-Reports/EMEP-Publications/Response-to-Climate-Change-in-New-York.aspx">massive report issued back in 2011</a> accurately predicted which of the city's subway stations would fail when Sandy hit. In the future, these kinds of <a href="http://www.epa.gov/climatechange/science/future.html">intense storms are expected to make landfall every 1 to 4 years rather than hitting us every 100 years</a>.
But storms aren't the only issue highlighted in the report, based on climate models it shows the potential damage of rising seas, warmer summers, and colder winters.
And it looks more and more like a doomsday scenario.
<h2>Flooding</h2>
Global warming is making dangerous storms like Hurricane Sandy, which threaten to overwhelm the subway system with flooding, more intense and more frequent.
Many existing subway tunnels in lower Manhattan, the report says, can flood completely in just 40 minutes if waters rise to the levels seen during Sandy. Pumping that water out takes at least a week per station and it's only the first step to recovering our transit system.
The MTA was able to <a href="http://www.businessinsider.com/heres-how-nycs-subway-system-has-come-back-from-hurricane-sandy-2013-10">rescue the subway from the brunt of Sandy's damage</a>. In just a few weeks of intense pumping, drying, and reconstruction, <a href="http://web.mta.info/sandy/timeline.htm">several flooded stations were up and running again</a>. Years later, only a few stations <a href="http://web.mta.info/nyct/service/RestoringSouthFerryStation.htm">carry the scars of the storm's devastation</a>. We're pretty much back to business-as-usual.
But not quite.
Flood waters from the next storm will certainly overwhelm the subway stations flooded during Sandy (all five tunnels between lower Manhattan and Brooklyn and the Steinway Tube between Midtown and Queens flooded), but a total of <a href="http://www.nyserda.ny.gov/Publications/Research-and-Development-Technical-Reports/Environmental-Reports/EMEP-Publications/Response-to-Climate-Change-in-New-York.aspx">14 more stations near the Harlem and East Rivers are also at risk</a>.
Draining those corridors will take time - about a week per tunnel, according to the report. Aside from draining the tunnels, though, there's another problem: all that salty water doesn't play well with 20th-century steel and cast iron.
<h2>Storms And Salt</h2>
<div class="KonaFilter image-container display-table full"><div><div class="image on-image"></div></div></div>Storms like Sandy <a href="http://oceanservice.noaa.gov/education/kits/estuaries/estuaries08_natdisturb.html">stir up the salty water in oceans and estuaries</a> and carry it to shore. There, the sea salt mixes with the salt already on the ground - about <a href="http://www.caryinstitute.org/sites/default/files/public/reprints/report_road_salt_2010.pdf">a million tons are used each year</a> to de-ice snowy New York streets - and begins eating away at the metal and iron underground. Bigger winter storms and plunging temperatures form a disturbed polar vortex could make this problem worse. 
"Our subway system and salt water do not mix," MTA chairman Joseph Lhota recently <a href="http://online.wsj.com/news/articles/SB10001424052970204840504578087113950736132?mg=reno64-wsj&amp;url=http%3A%2F%2Fonline.wsj.com%2Farticle%2FSB10001424052970204840504578087113950736132.html">told the Wall Street Journal</a>.
Salt is a relentless foe - it <a href="http://www.amazon.com/Restoring-Ecological-Science-Practice-Restoration/dp/1597265721">degrades motors and metal fasteners</a>, eats away at the relays that run the subway's signal system, and conducts electricity, potentially barring train conductors from communicating - something they need to do to prevent smashing into one another.
Worse still, salt's chemical composition makes it react with iron, steel, and concrete - all of the components of the subway system. When it does that, it also changes their chemical makeup, <a href="http://onlinelibrary.wiley.com/doi/10.1002/14356007.b01_08/abstract;jsessionid=DC2F779C681C320AE744EF7713591ABD.f03t04">reducing solid black iron into crumbly brown rust</a>, for example.
Many of these damaged parts will need to be replaced. But since the city's first subway lines opened back in 1904, many of those parts no longer exist. As a result, construction crews will have to completely redesign entire portions of the subway system, a task that will likely be as costly as it is daunting.
<h2>Extreme Heat</h2>
<div class="KonaFilter image-container display-table full"><div><div class="image on-image"></div></div></div>As temperatures rise, <a href="http://www.climatecentral.org/news/summer-temperatures-co2-emissions-1001-cities-16583">summers will heat up</a>. July in Brooklyn will feel like August in Miami. All that heat won't just hurt people - it could cripple the metal and iron equipment that keeps the trains running.
Summers already turn New York's subway platforms into sweltering, foul-smelling caverns of misery. As these months get hotter as a result of climate change, though, this temporary discomfort could become dangerous.
Hotter subway platforms could harm older people who are already at risk for heat stroke, which often strikes suddenly and can be deadly. Older people can't control their body temperature as well as they once could, <a href="http://www.bt.cdc.gov/disasters/extremeheat/elderlyheat.asp">anyone over age 65 should limit their exposure to extreme heat</a>, according to the CDC. Only <a href="http://www.capitalnewyork.com/article/city-hall/2014/09/8551763/expert-panel-warn-dangerously-hot-subways">one subway platform in the entire New York City network is air-conditioned</a>: the 4, 5, 6 platform in Grand Central Station. And it barely functions.
Trains suffer from the heat too. A recent <a href="http://www.capitalnewyork.com/article/city-hall/2014/09/8551763/expert-panel-warn-dangerously-hot-subways">panel convened by New York's governor Andrew Cuomo</a> found that higher temperatures can put extra stress on rail tracks, increasing the chances that they'll buckle. Buckling causes bends in the tracks which can slow trains.
<h2>Rescuing New York's Transit System</h2>
<div class="KonaFilter image-container display-table full"><div><div class="image on-image"></div></div></div>Fixing the massive problems that climate change presents to the subway system will be a challenge.
But we have some great models to learn from.
In the Netherlands, engineers have designed a flood protection system that <a href="http://www.theguardian.com/environment/2014/feb/16/flooding-netherlands">combines a series of giant flood gates and several low-lying drainage canals to</a> hold back the sea from the city's densest communities, while letting some of the rising water spillover into certain areas designated for that purpose.
The Japanese have a massive, $3 billion <a href="http://www.cnn.com/2012/10/31/world/asia/japan-flood-tunnel/">water discharge system</a> that diverts floodwaters from Tokyo to a special facility, ensuring that heavy rains and high storm waters don't destroy the city's public transit network.
And in New York, a group of engineers has designed a plan to <a href="http://www.rebuildbydesign.org/project/big-team-final-proposal/">surround all of lower Manhattan with 10 miles of artificial embankments, gardens and sloping green hills</a> to protect the island from surging seas. The strategy would do little for the tunnels linking Manhattan to Brooklyn and the Bronx, however. Other potential rescue plans for the city include <a href="http://www.rebuildbydesign.org/project/hunts-point-lifelines/">combinations of flood barriers and sea walls</a> and attempts to use waterways for transit.
As far as heat goes, <a href="http://www.capitalnewyork.com/article/city-hall/2014/09/8551763/expert-panel-warn-dangerously-hot-subways">Cuomo's transit experts say</a> lighter trains could help cool the system, because they produce less heat. Other options include adding screen doors to platforms to lock in air-conditioned air, and improving ventilation throughout the tunnels.

There's A Huge Problem Threatening New York's Subway System, And No One's Talking About It

<div class="image-container float_right"><div class="image"><a href="http://www.apimages.com/metadata/Index/War-Politics-Analysis/99285331ee914747800976378a6d053e/48/0">J. Scott Applewhite/Associated Press</a></div></div>It's seems pretty clear that Secretary of State <keyword id="112421" type="PERSON" weightage="60" keywordseo="John-Kerry">John Kerry</keyword> blundered when he said an American strike could be averted if Bashar Al Assad gave up his chemical weapons.
Needless to say, the screwup shifted the entire U.S. strategy with regard to <keyword id="6354913" type="COUNTRY" weightage="60" keywordseo="Syria">Syria</keyword>.
In light of Kerry's statements though, we've collated 9 more political <keyword id="915138" type="UNKNOWN" weightage="60" keywordseo="gaffes">gaffes</keyword> regarding recent <keyword id="6359526" type="COMPANY" weightage="60" keywordseo="Military">military</keyword> conflicts that range from downright unintelligent or brash, to ill-conceived and potentially dangerous. 
In chronological order:
1. In the late-2002 run-up to the Iraq war, then-Secretary of State Colin Powell touted the CIA's acquisition of intelligence with regard to aluminum uranium tubes. Later, top analysts on Powell's staff told reporters <a href="http://www.cbsnews.com/2100-500164_162-577975.">they had informed Powell that the intelligence was not reliable</a> at least a year prior to Powell's statements.
2. Then-President George W. Bush celebrated apparent victory in the Iraq war by posing in front of a "MISSION ACCOMPLISHED" banner on an aircraft carrier in 2002. This was the biggest whopper of recent memory, unlikely to be forgotten or repeated for some time. The war continued officially for another several years, and continues unofficially to this day, if you ask the people living in Baghdad.
3. Vice President Dick Cheney said of the<a href="http://www.cnn.com/2005/US/05/30/cheney.iraq/"> Iraqi insurgency in 2005</a>, "I think they're in the last throes, if you will, of the insurgency." At the time there was little indication that the insurgency was in its last throes. Arguably, the insurgency is still going on today.
4. While standing at <a href="http://www.theguardian.com/politics/2010/jul/21/nick-clegg-illegal-iraq-war-gaffe">the dispatch box in the House of Commons</a>, British Deputy Prime Minister Nick Clegg said the UK's foreign minister would eventually have to explain "the most disastrous decision of all: the illegal invasion of Iraq."
Clegg's comments drew immediate rebuke, but oddly enough not so much was the assertion that he was wrong, just that he opened up Britain for possible legal action from the World Court.
5. Former GOP Chair Michael Steele <a href="http://www.nbcnews.com/id/38062497/ns/politics/t/gop-chair-blasted-afghan-war-remarks/#.Ui85rGTEZ4E">called Afghanistan</a> a war of "Obama's choosing" in 2010. Obviously, the engagement with Afghanistan began long before Obama was president, or even a senator.
6. President Barack Obama <a href="http://nation.foxnews.com/president-obama/2011/06/23/obama-dishonors-medal-honor-winners-horrible-gaffe">forgets which Medal of Honor recipient is dead in 2011</a>. 
"I had the great honor of seeing some of you because a comrade of yours, Jared Monti, was the first person who I was able to award the Medal of Honor to who actually came back and wasn't receiving it posthumously," he said to a group of soldiers.
Sgt. 1st Class Jared Monti was killed in action in Iraq in 2006. Staff Sgt. Sal Giunta was the living Army soldier Obama awarded. 
7. First it was then-Secretary of <keyword id="6354810" type="ORGANIZATION" weightage="100" keywordseo="Defense">Defense</keyword> Leon Panetta and then Vice President Joe Biden <a href="http://www.telegraph.co.uk/news/worldnews/al-qaeda/8510618/Osama-bin-Laden-dead-US-to-bolster-security-for-SEAL-team.html">who disclosed publicly that SEAL Team 6</a> conducted the raid on Osama bin Laden in 2011.
The team was immediately beset with attention from the media, and likely from potential enemies.
8. The disclosure of the Obama administration's <a href="http://www.nytimes.com/2012/06/01/world/middleeast/obama-ordered-wave-of-cyberattacks-against-iran.html?pagewanted=all&amp;_r=0">hand in crafting the Stuxnet virus</a> in 2012 was widely criticized, both as an attempt to make Obama look hard on Iran and for outing a once-secret capability of Washington to use cyberwarfare.
Some experts even said that it would have <a href="http://www.businessinsider.com/hackers-could-shut-down-the-us-2013-8">behooved the administration to make sure its own networks were secure</a> prior to releasing information about offensive capabilities. 
9. Secretary of State John Kerry described <a href="http://news.yahoo.com/-kerry-vows-%E2%80%98unbelievably-small%E2%80%99-strike-on-syria--150302777.html">Syrian strikes</a> as "unbelievably small" just a few days ago. Certainly this was an attempt to rephrase Barack Obama's use of the term limited. Nonetheless, there's nothing "small" about American warships launching there stores of cruise missiles.
10. Secretary of State John Kerry struck again when he said Syria could avoid an American attack by turning over <a href="http://www.businessinsider.com/russia-quickly-jumped-on-kerrys-rhetorical-offer-of-no-us-strike-if-assad-gives-up-chemical-weapons-2013-9">"</a><a href="http://www.businessinsider.com/russia-quickly-jumped-on-kerrys-rhetorical-offer-of-no-us-strike-if-assad-gives-up-chemical-weapons-2013-9">every single bit of his chemical weapons to the international community in the next week"</a>. 
Since this statement, the State Department has taken a number of damage control measures, which include calling it a "hypothetical."

10 Of The Biggest Political Blunders In Modern Conflict

<div class="KonaFilter image-container display-table float_right"><div><div class="image on-image"></div></div></div>Bill Gates first got a copy of <a href="http://www.amazon.com/gp/product/1497644895/ref=as_li_tl?ie=UTF8&amp;camp=1789&amp;creative=390957&amp;creativeASIN=1497644895&amp;linkCode=as2&amp;tag=thebusiinsi-20&amp;linkId=4ESBT736B2HSAHPE">"Business Adventures" by John Brooks</a> after <a href="http://www.businessinsider.com/bill-gatess-favorite-business-book-2014-12">asking Warren Buffett</a> to recommend his favorite business book.He had never heard of the book. But today it remains <a href="http://www.businessinsider.com/bill-gatess-favorite-business-book-2014-12">the best business book he's ever read</a>.Gates says he likes the book for its deep insights into the fundamentals of business. Check it out for yourself - start reading chapter one, which covers the stock market crash of 1962, below.The stock market - the daytime adventure serial of the well-to-do - would not be the stock market if it did not have its ups and downs.Any board-room sitter with a taste for Wall Street lore has heard of the retort that J. P. Morgan the Elder is supposed to have made to a naïve acquaintance who had ventured to ask the great man what the market was going to do. "It will fluctuate," replied Morgan dryly.And it has many other distinctive characteristics. Apart from the economic advantages and disadvantages of stock exchanges - the advantage that they provide a free flow of capital to finance industrial expansion, for instance, and the disadvantage that they provide an all too convenient way for the unlucky, the imprudent, and the gullible to lose their money - their development has created a whole pattern of social behavior, complete with customs, language, and predictable responses to given events.What is truly extraordinary is the speed with which this pattern emerged full blown following the establishment, in 1611, of the world's first important stock exchange - a roofless courtyard in Amsterdam - and the degree to which it persists (with variations, it is true) on the New York Stock Exchange in the nineteen-sixties.<div class="KonaFilter image-container display-table float_right"><div><div class="image on-image"></div></div></div>Present-day stock trading in the United States - a bewilderingly vast enterprise, involving millions of miles of private telegraph wires, computers that can read and copy the Manhattan Telephone Directory in three minutes, and over twenty million stockholder participants - would seem to be a far cry from a handful of seventeenth-century Dutchmen haggling in the rain.But the field marks are much the same.The first stock exchange was, inadvertently, a laboratory in which new human reactions were revealed.By the same token, the New York Stock Exchange is also a sociological test tube, forever contributing to the human species' self-understanding. The behavior of the pioneering Dutch stock traders is ably documented in a book entitled "Confusion of Confusions," written by a plunger on the Amsterdam market named Joseph de la Vega; originally published in 1688, it was reprinted in English translation a few years ago by the Harvard Business School.As for the behavior of present-day American investors and brokers - whose traits, like those of all stock traders, are exaggerated in times of crisis - it may be clearly revealed through a consideration of their activities during the last week of May, 1962, a time when the stock market fluctuated in a startling way.On Monday, May 28th, the Dow-Jones average of thirty leading industrial stocks, which has been computed every trading day since 1897, dropped 34.95 points, or more than it had dropped on any other day except October 28, 1929, when the loss was 38.33 points. The volume of trading on May 28th was 9,350,000 shares - the seventh-largest one-day turnover in Stock Exchange history.On Tuesday, May 29th, after an alarming morning when most stocks sank far below their Monday-afternoon closing prices, the market suddenly changed direction, charged upward with astonishing vigor, and finished the day with a large, though not recordbreaking, Dow-Jones gain of 27.03 points.Tuesday's record, or near record, was in trading volume; the 14,750,000 shares that changed hands added up to the greatest one-day total ever except for October 29, 1929, when trading ran just over sixteen million shares. (Later in the sixties, ten, twelve, and even fourteen-million share days became commonplace; the 1929 volume record was finally broken on April 1st, 1968, and fresh records were set again and again in the next few months.)<div class="KonaFilter image-container"><div class="image on-image"></div></div>Then, on Thursday, May 31st, after a Wednesday holiday in observance of Memorial Day, the cycle was completed; on a volume of 10,710,000 shares, the fifth-greatest in history, the Dow-Jones average gained 9.40 points, leaving it slightly above the level where it had been before all the excitement began.The crisis ran its course in three days, but, needless to say, the post-mortems took longer.One of de la Vega's observations about the Amsterdam traders was that they were "very clever in inventing reasons" for a sudden rise or fall in stock prices, and the Wall Street pundits certainly needed all the cleverness they could muster to explain why, in the middle of an excellent business year, the market had suddenly taken its second-worst nose dive ever up to that moment.Beyond these explanations - among which President Kennedy's April crackdown on the steel industry's planned price increase ranked high - it was inevitable that the postmortems should often compare May, 1962, with October, 1929.<div class="KonaFilter image-container float_right"><div class="image on-image"></div></div>The figures for price movement and trading volume alone would have forced the parallel, even if the worst panic days of the two months - the twenty-eighth and the twenty-ninth - had not mysteriously and, to some people, ominously coincided.But it was generally conceded that the contrasts were more persuasive than the similarities. Between 1929 and 1962, regulation of trading practices and limitations on the amount of credit extended to customers for the purchase of stock had made it difficult, if not actually impossible, for a man to lose all his money on the Exchange.In short, de la Vega's epithet for the Amsterdam stock exchange in the sixteen-eighties - he called it "this gambling hell," although he obviously loved it - had become considerably less applicable to the New York exchange in the thirty-three years between the two crashes.The 1962 crash did not come without warning, even though few observers read the warnings correctly. Shortly after the beginning of the year, stocks had begun falling at a pretty consistent rate, and the pace had accelerated to the point where the previous business week - that of May 21st through May 25th - had been the worst on the Stock Exchange since June, 1950.On the morning of Monday, May 28th, then, brokers and dealers had reason to be in a thoughtful mood. Had the bottom been reached, or was it still ahead? Opinion appears, in retrospect, to have been divided.The Dow-Jones news service, which sends its subscribers spot financial news by teleprinter, reflected a certain apprehensiveness between the time it started its transmissions, at nine o'clock, and the opening of the Stock Exchange, at ten.During this hour, the broad tape (as the Dow-Jones service, which is printed on vertically running paper six and a quarter inches wide, is often called, to distinguish it from the Stock Exchange price tape, which is printed horizontally and is only three-quarters of an inch high) commented that many securities dealers had been busy over the weekend sending out demands for additional collateral to credit customers whose stock assets were shrinking in value; remarked that the type of precipitate liquidation seen during the previous week "has been a stranger to Wall Street for years;" and went on to give several items of encouraging business news, such as the fact that Westinghouse had just received a new Navy contract.In the stock market, however, as de la Vega points out, "the news [as such] is often of little value;" in the short run, the mood of the investors is what counts. This mood became manifest within a matter of minutes after the Stock Exchange opened.At 10:11, the broad tape reported that "stocks at the opening were mixed and only moderately active." This was reassuring information, because "mixed" meant that some were up and some were down, and also because a falling market is universally regarded as far less threatening when the amount of activity in it is moderate rather than great.But the comfort was short-lived, for by 10:30 the Stock Exchange tape, which records the price and the share volume of every transaction made on the floor, not only was consistently recording lower prices but, running at its maximum speed of five hundred characters per minute, was six minutes late. The lateness of the tape meant that the machine was simply unable to keep abreast of what was going on, so fast were trades being made.Normally, when a transaction is completed on the floor of the Exchange, at 11 Wall Street, an Exchange employee writes the details on a slip of paper and sends it by pneumatic tube to a room on the fifth floor of the building, where one of a staff of girls types it into the ticker machine for transmission.A lapse of two or three minutes between a floor transaction and its appearance on the tape is normal, therefore, and is not considered by the Stock Exchange to be "lateness;" that word, in the language of the Exchange, is used only to describe any additional lapse between the time a sales slip arrives on the fifth floor and the time the hard-pressed ticker is able to accommodate it. ("The terms used on the Exchange are not carefully chosen," complained de la Vega.)Tape delays of a few minutes occur fairly often on busy trading days, but since 1930, when the type of ticker in use in 1962 was installed, big delays had been extremely rare.On October 24, 1929, when the tape fell two hundred and forty-six minutes behind, it was being printed at the rate of two hundred and eighty-five characters a minute; before May, 1962, the greatest delay that had ever occurred on the new machine was thirty-four minutes. Unmistakably, prices were going down and activity was going up, but the situation was still not desperate.<div class="KonaFilter image-container"><div class="image on-image"></div></div>All that had been established by eleven o'clock was that the previous week's decline was continuing at a moderately accelerated rate.But as the pace of trading increased, so did the tape delay. At 10:55, it was thirteen minutes late; at 11:14, twenty minutes; at 11:35, twenty-eight minutes; at 11:58, thirty-eight minutes; and at 12:14, forty-three minutes. (To inject at least a seasoning of up-to-date information into the tape when it is five minutes or more in arrears, the Exchange periodically interrupted its normal progress to insert "flashes," or current prices of a few leading stocks. The time required to do this, of course, added to the lateness.)The noon computation of the Dow-Jones industrial average showed a loss for the day so far of 9.86 points. Signs of public hysteria began to appear during the lunch hour.One sign was the fact that between twelve and two, when the market is traditionally in the doldrums, not only did prices continue to decline but volume continued to rise, with a corresponding effect on the tape; just before two o'clock, the tape delay stood at fifty-two minutes.Evidence that people are selling stocks at a time when they ought to be eating lunch is always regarded as a serious matter.Perhaps just as convincing a portent of approaching agitation was to be found in the Times Square office (at 1451 Broadway) of Merrill Lynch, Pierce, Fenner &amp; Smith, the undisputed Gargantua of the brokerage trade.This office was plagued by a peculiar problem: because of its excessively central location, it was visited every day at lunchtime by an unusual number of what are known in brokerage circles as "walk-ins" - people who are securities customers only in a minuscule way, if at all, but who find the atmosphere of a brokerage office and the changing prices on its quotation board entertaining, especially in times of stockmarket crisis. ("Those playing the game merely for the sake of entertainment and not because of greediness are easily to be distinguished." - de la Vega.)From long experience, the office manager, a calm Georgian named Samuel Mothner, had learned to recognize a close correlation between the current degree of public concern about the market and the number of walk-ins in his office, and at midday on May 28th the mob of them was so dense as to have, for his trained sensibilities, positively albatross-like connotations of disaster ahead.<h3><a href="http://www.feedyourneedtoread.com/feature/inside-the-stock-market-crash-of-1962/">Click to keep reading &gt;</a> </h3>This chapter of Business Adventures first appeared as "<a href="http://www.newyorker.com/magazine/1963/08/31/the-fluctuation">The Fluctuation</a>." From The New Yorker, August 31, 1963.

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