Working with Formula 1 race car manufacturers and employing aerospace materials, a Swiss firm has developed what they claim is the world’s lightest wheelchair, with a frame weighing in at just 3.3 pounds.

Significantly lighter and stronger than typical high-performance carbon variants, Kueschall employed graphene (which can be hundreds of times stronger than steel and significantly tougher than diamond) to lighten the load while making the machine more durable.

“A single layer of carbon atoms, tightly bound in a hexagonal lattice” was at the heart of the engineering strategy. Why bother to make even lighter models? The firm points out that over half of wheelchair users end up with upper body damage over the years. Aside from the materials, “in order to ease these chances the wheels have been positioned in closer proximity to the user which helps to increase propelling efficiency.”

Industrial designer and project leader for the company, Andre Fangueiro, worked “to perfect the driving performance of the Superstar. The wheelchair features an X-shape geometry with road dampening properties that provides an increase in performance and agility by responding rapidly to every movement. It also features a bespoke backrest with the possibility for a tool less adjustment, and a tailor made seat with an integrated seat cushion to also help optimize propelling performance.”

Designers are always trying to reinvent the chair or improve the shoe, but zippers have stayed largely the same for a long time, which begs the question: is there room to innovate on this simple fastener?

Nendo has designed a series of alternatives titled Zippppper for manufacturer YKK. Their work challenges the notion that a traditional set of interlocking teeth is all zippers have to offer a piece of apparel or other material product.

The team wanted to do more than change the color, size or handle. “In lieu of focusing on superficial finishings or decorations, it was important to take a step back and delve into the fundamental question, ‘what exactly is a zipper?'”

They are made to close gaps and open easily, but beyond that there are a lot of possibilities. Their solutions include: (1) a three-way zipper that could be used for things like interior tent partitions, (2) a version with a gap to let through headphones or cords, (3) a one-handed variant with a rotating easy-grip clip, (4) a right-angled set of intersecting zippers and (5) a self-connected loop (purpose unknown).

“The basic concept of a zipper is to open and close the opening between two pieces of material without any gaps,” explain the designers, “but by thoroughly assessing each component individually and through further reassessment – five new zippers were created.” Really, though: any zipper that doesn’t stick would be an improvement.

In this strange vision of a city in the not-so-distant future, disc-shaped public transit, emergency vehicles and cargo vehicles rise up above traffic on vertical supports to zoom through the streets unimpeded, lowering to the ground at designated stops. Created by designer Dahir Insaat, ‘Gyroscopic Transport’ looks like an alternate take on China’s traffic-straddling bus (which turned out to be a giant traffic-snarling scam, by the way.) Could this new proposal be any better?

In a video announcing the concept, Insaat explains how the technology works and lays the groundwork for gyroscopic vehicles with the potential to be more successful than their predecessors. Taking inspiration from recent developments in the area of electric motor control, Insaat developed a gyro car that “meets all current safety requirements.” Noting that it’s financially and often physically impossible to significantly expand roads in existing cities, the designer suggests that we take to our “unused road medians” as a solution.

The Gyro car could fit into existing roadway infrastructure while remaining independent from the flow of regular motor vehicle traffic below. It can elevate high enough on its supports to safely pass over most vehicles, running along a special fortified strip between lanes. The car itself has a lightweight body and can either be designed with mass transit interiors to fit large groups of passengers, or as luxurious lounges. In the video, the designer also explains how the concept could extend to emergency responders like firefighters.

Of course, the concept hasn’t avoided criticism and questions as to its feasibility. What happens when a vehicle hits its support pillars at high speed, for example? These kinds of technical details don’t seem fully fleshed out yet, but it’s an interesting idea, and watching the pods navigate traffic circles is kind of mesmerizing.

Russian freelance artist Andrey Tkachenko reveals the figurative swans hidden deep within the notoriously ugly ducklings of the Soviet automobile industry.

“General Motors is not in the business of making cars. It is in the business of making money.” So stated the late Thomas Murphy, Chairman of General Motors from 1974 thorough 1980. That mantra was turned on its head back in the USSR where state-run automotive “businesses” cranked out an astonishing variety of unappealing utilitarian conveyances that wouldn’t make their manufacturers money unless they were melted down and minted into kopeks.

That said, Soviet designers managed to express their creativity in very limited ways though such expressions always took a back seat to utilitarianism. Andrey Tkachenko, a young freelance artist and graphic designer based in the northwestern Russian Federation city of Nizhny Novgorod, looks beyond the limits of those stodgy soviet auto designs and extrapolates their modest aesthetics to heights the original designers feared to even imagine. Case in point: the GAZ-13 M13 “Chaika”, a soviet luxury car produced between 1958 and 1981 that falls stylistically between a Packard Caribbean and a Checker cab. Most Chaikas were painted black; the two-toned example above being a rare exception.

Putin Approved

We’re showcasing some of Tkachenko’s graphic renderings – “ciberconcepts”, as he calls them – along with images of their real-world inspirations. It’s an endeavor made possible though the artist’s trademark of captioning most of his works with the vehicle’s model designations. However, we must take issue with the “ZAZ-969 Coupe Japanese Style” above; it’s actually a ZAZ-968 similar to Vladimir Putin’s first car, a 1972 model. Being a judo aficionado holding a black belt, Vlad would likely approve of Tkachenko’s subtly Japanesque makeover.

Zuk On This

The Zuk (Polish for “Beetle”) was manufactured by the FSC Lublin Automotive Factory in Poland for a mind-boggling 40 years – from 1958 through 1998 – with few changes over the production run. Panel van versions were exported to the Soviet Union which is how Andrey Tkachenko knows of them. Tkachenko’s take on the alarmingly slab-sided Zuk transforms the rough & ready van into a Jagermeister-spewing “Time Attack Custom Project”. Can’t say it doesn’t look too shabby, with or without the aid of Jagermeister shots. Just below it is a real-world Zuk parked beside a late-production (between 1979 and 1994) ZAZ-968M.

Step On The GAZ

The GAZ-21 “Volga” was a so-called “executive car” manufactured by GAZ (“Gorky automobile factory” in English) from 1956 through 1970. Volga’s were desirable cars in their day, though one had to be in the KGB to order the hot V8-powered version with an automatic transmission. Exuding a 1952 Ford-ish vibe, the third series (1962-70) displayed a toothy chromed grill that features prominently in Tkachenko’s chop-topped, two-seater “Volgaster”.

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Designed to reduce real estate needs for runways in ever-more-crowded cities, this “endless runway” system encircles a central terminal building and lets multiple planes take off and land at the same time.

Developed by Dutch scientist Henk Hesselink, the two-mile-circumference shape also lets planes land or take off in alignment with the wind (rather than fighting crosswinds) since they can line up with any point on the strip.

In theory, the system would improve the flying experience for both passengers and pilots, making for smoother departures and arrivals. They would also save energy and space, increasingly an issue for once-suburban (or rural) airports now encroached upon by growing cities.

Critics have expressed skepticism regarding the difficulty of landings and take-offs in such a setup, but big backers seem to believe in the potential. Also, even if not immediately feasible, increased automation could make it increasingly viable over time, since computer systems can coordinate ideal landing and arrival trajectories for optimal safety and comfort and across multiple planes.

Each such setup provides the length of three airstrips and could be deployed or at least tested at scale in Europe soon — participating backers include the Netherlands Aerospace Centre (NLR), along with DLR Germany and ONERA in France.

From the designers research report: “The results of the literature survey in this document are promising and suggest that a circular runway can be developed with current and expected technology. Today’s aircraft characteristics allow to take off and land with speeds and low altitude bank angles compatible with the operation on a circular track. The Endless Runway fits in future concepts that specify improved planning of operations, new navigation equipment, and intermodal transport.”