Some users require Windows applications. CAD software comes to mind. I use whatever serves me with zerofucks given, but I prefer to contain Windows in VMs and I take snapshots before updating. My VMs aren't connected to the internet.
I don't activate Windows online. Clean.isos and activators work fine.
Clean activation has been a thing for MANY years. Forget whatever you imagine to be so and visit appropriate fora like MDL. Windows has its uses so most of my installs live in VMs on Linux hosts which don't connect to the internet. I've downloaded many clean.isos (checksums, what are they?) over the years and activated with no problems. If in doubt, take a clean snapshot before activating so you can revert. Remember MSFT and AV companies flag activators as malware. Know what you are doing and that's no worry. Take my post for nothing but do find out for yourself.
Cut it down then compost it. Zero waste, large firebreaks, problem solved. If there's fuel near your structure, remove it. That simple, but people crave the pretty.
Alternate option, suck up the loss in square footage and build firePROOF, not merely resistant, structures. Reinforced concrete is wonderful stuff and dome structures can also be storm proof. Repeating unwise choices won't get different results.
While I do not work on Teslas because I refuse to own vehicles which I as an experienced auto mechanic (and jet mech and avionics tech) cannot easily repair and maintain, I suspect the design did not take ease of repair into account. Teslas are wonderful machines and advanced the state of EV art. I don't need to own one to benefit from progress. When I buy an EV it will be common, easy to work on, have a large user base providing plenty of salvage parts (key to keeping long term ownership costs down) and an established model with decent aftermarket support. In five years the EV landscape will be much different.
"Giant" doesn't mean what you think it means. Do not be overly impressed by expanses of chromed sheet metal. Bumpers didn't protect much and were not seriously thick. They were large chrome decorations. BTW 1980s build quality usually sucked, VW and Toyota (which were less complex than today) excepted.
Mechanic here. Most autos do NOT have a "single unit" as you describe. Their front ends are typically composed of plastic fairing/bumper covers with crush zone components behind them. They are modular and replaced by mechanics and DIYers every day. You do not typically have to replace "the entire assembly" UNLESS the crash got the nose and both fenders. That collection of parts is referred to as a "front clip". Salvage yards often sell them together. The best method is to replace a front clip with clean good USED parts of the same paint color as those were painted at the factory and include minor hardware you'd otherwise have to buy by the piece. Used parts often have paint of similar age. Aged paint is difficult to match and paint jobs tend to be expensive.
CFC was in 2009 and that's ancient history in the salvage business. The crushed vehicles were typically over ten years old. Who drives that ancient shit today? What parts shortage? I worked in the used car/auction/salvage biz at the time and nothing about CFC rules required crushing the good components. Buyers had a limited time to strip profitable parts then were required to crush the hull, long block (engine sans accessories) and transmission. Most yards bought CFC cars at auction then parted them out. Wholesale and retail consumers bought those parts. All the engine accessories not oil-wetted were unaffected by the silicate and remained salable. It was economic to crush many as scrap prices (an important part of US foreign exchange) were high, but the vast majority of CFC vehicles no one would miss. Outliers make the news but any car or SUV over ten years old (specialty vehicles of course excepted) is worth so little most salvage yards crush them when over 100 hulls accumulate. (100 hulls make it profitable to call in portable crusher outfits who flatten the hulks then take them to the shredder.) Salvage yards usually have limited space and make money by turning over stock. Those CFC vehicles you mourn would have been long gone by now with or without CFC.
I've done that for many years (I'm a mechanic) and saved gobs of money. It's also a great way to buy used parts. I get better deals via Ebay for used parts sent to my door than I can get for salvage yard pulls with me doing the removal!
Loading ordinary vans is an asspain and vans don't take outsize cargo. If I needed a van I'd get a medium duty box body van with a liftgate to solve both problems. If I needed a pickup for construction I'd install a flatbed with a liftgate for the same reason. I have one on my longbed F150 (with Hellwig overload leaves, coilover shocks and Timbren urethane springs which BTW don't conflict with each other). It's carried a milling machine without squatting much and the liftgate is a great work surface. I use the gate to load my other trucks too.
Automobile design is highly refined and (most) fasteners/fastening methods reflect not only production convenience, but expected frequency of repair. Suspension components are typically bolted in place and are easy to replace. Windshields are typically attached using clips to center them and adhesive to seal and retain them. They aren't difficult to remove for replacement when damaged. Typical windshield removal tools are designed to slice through adhesive somewhat like using a razor to separate glued consumer electronic components. Inductive heating coils are often used to warm the adhesive. Screws into plastic rarely need locking adhesives, but screwed joints in plastic shells rely on the shell joint design to seal out moisture. Adhesives are better for water resistance. That said, consumers want the thinnest, lightest possible phone with the most screen real estate. Glued joints are NARROW, require no bosses or reinforced areas for screws to thread into, and permit slightly lighter phones. Phones are fashion for most users, not serious tools.
SJWs expect their tantrum tactics to be treated with respect. They mistakenly believe they deserve respect. Take respect away and they howl louder. That makes them even more abrasive.
Could your system or a variation thereof use sewage instead of wood as fuel? California needs water, generates immense quantities of sewage, and has a public receptive to eco-friendly initiatives.
May the person who directed that it be redesigned die in a fire.
Not for the redesign itself, but for INSISTING on it instead of dropping it and admitting it was a fuckup. Their departure from this mortal coil would reduce oxygen wastage.
Slashdot Mirror
Some users require Windows applications. CAD software comes to mind. I use whatever serves me with zerofucks given, but I prefer to contain Windows in VMs and I take snapshots before updating. My VMs aren't connected to the internet.
I don't activate Windows online. Clean .isos and activators work fine.
I see no reason to activate Windows conventionally and haven't in many years. I don't need to give MSFT access to my installs so I don't.
Clean activation has been a thing for MANY years. Forget whatever you imagine to be so and visit appropriate fora like MDL. .isos (checksums, what are they?) over the years and activated with no problems. If in doubt, take a clean snapshot before activating so you can revert. Remember MSFT and AV companies flag activators as malware. Know what you are doing and that's no worry.
Windows has its uses so most of my installs live in VMs on Linux hosts which don't connect to the internet. I've downloaded many clean
Take my post for nothing but do find out for yourself.
Cut it down then compost it. Zero waste, large firebreaks, problem solved. If there's fuel near your structure, remove it. That simple, but people crave the pretty.
Alternate option, suck up the loss in square footage and build firePROOF, not merely resistant, structures. Reinforced concrete is wonderful stuff and dome structures can also be storm proof. Repeating unwise choices won't get different results.
This is how you solve the problem:
https://www.npr.org/2015/08/26...
Note the steel building next to the dome. No eaves to trap flammables and sparks bounce off. Not suited to protecting humans but fine for equipment.
While I do not work on Teslas because I refuse to own vehicles which I as an experienced auto mechanic (and jet mech and avionics tech) cannot easily repair and maintain, I suspect the design did not take ease of repair into account.
Teslas are wonderful machines and advanced the state of EV art. I don't need to own one to benefit from progress.
When I buy an EV it will be common, easy to work on, have a large user base providing plenty of salvage parts (key to keeping long term ownership costs down) and an established model with decent aftermarket support. In five years the EV landscape will be much different.
Individuals can get access to Helm etc.
https://www.helminc.com/helm/p...
BTW many schools have a wide variety of manuals available online. Community colleges offering auto repair courses usually do.
"Giant" doesn't mean what you think it means. Do not be overly impressed by expanses of chromed sheet metal. Bumpers didn't protect much and were not seriously thick. They were large chrome decorations.
BTW 1980s build quality usually sucked, VW and Toyota (which were less complex than today) excepted.
Mechanic here. Most autos do NOT have a "single unit" as you describe. Their front ends are typically composed of plastic fairing/bumper covers with crush zone components behind them. They are modular and replaced by mechanics and DIYers every day.
You do not typically have to replace "the entire assembly" UNLESS the crash got the nose and both fenders. That collection of parts is referred to as a "front clip". Salvage yards often sell them together.
The best method is to replace a front clip with clean good USED parts of the same paint color as those were painted at the factory and include minor hardware you'd otherwise have to buy by the piece. Used parts often have paint of similar age. Aged paint is difficult to match and paint jobs tend to be expensive.
CFC was in 2009 and that's ancient history in the salvage business. The crushed vehicles were typically over ten years old. Who drives that ancient shit today? What parts shortage?
I worked in the used car/auction/salvage biz at the time and nothing about CFC rules required crushing the good components. Buyers had a limited time to strip profitable parts then were required to crush the hull, long block (engine sans accessories) and transmission.
Most yards bought CFC cars at auction then parted them out. Wholesale and retail consumers bought those parts. All the engine accessories not oil-wetted were unaffected by the silicate and remained salable. It was economic to crush many as scrap prices (an important part of US foreign exchange) were high, but the vast majority of CFC vehicles no one would miss.
Outliers make the news but any car or SUV over ten years old (specialty vehicles of course excepted) is worth so little most salvage yards crush them when over 100 hulls accumulate. (100 hulls make it profitable to call in portable crusher outfits who flatten the hulks then take them to the shredder.)
Salvage yards usually have limited space and make money by turning over stock. Those CFC vehicles you mourn would have been long gone by now with or without CFC.
I've done that for many years (I'm a mechanic) and saved gobs of money. It's also a great way to buy used parts. I get better deals via Ebay for used parts sent to my door than I can get for salvage yard pulls with me doing the removal!
Loading ordinary vans is an asspain and vans don't take outsize cargo. If I needed a van I'd get a medium duty box body van with a liftgate to solve both problems. If I needed a pickup for construction I'd install a flatbed with a liftgate for the same reason. I have one on my longbed F150 (with Hellwig overload leaves, coilover shocks and Timbren urethane springs which BTW don't conflict with each other). It's carried a milling machine without squatting much and the liftgate is a great work surface. I use the gate to load my other trucks too.
Automobile design is highly refined and (most) fasteners/fastening methods reflect not only production convenience, but expected frequency of repair.
Suspension components are typically bolted in place and are easy to replace.
Windshields are typically attached using clips to center them and adhesive to seal and retain them. They aren't difficult to remove for replacement when damaged. Typical windshield removal tools are designed to slice through adhesive somewhat like using a razor to separate glued consumer electronic components. Inductive heating coils are often used to warm the adhesive.
Screws into plastic rarely need locking adhesives, but screwed joints in plastic shells rely on the shell joint design to seal out moisture. Adhesives are better for water resistance.
That said, consumers want the thinnest, lightest possible phone with the most screen real estate. Glued joints are NARROW, require no bosses or reinforced areas for screws to thread into, and permit slightly lighter phones. Phones are fashion for most users, not serious tools.
SJWs expect their tantrum tactics to be treated with respect. They mistakenly believe they deserve respect. Take respect away and they howl louder. That makes them even more abrasive.
Could your system or a variation thereof use sewage instead of wood as fuel?
California needs water, generates immense quantities of sewage, and has a public receptive to eco-friendly initiatives.
Possible quadruple win?
Clean drinking water.
Safe sewage disposal instead of pollution.
Biochar produced to improve soil.
Sanitation benefits.
https://projects.ncsu.edu/mcki...
It's been interesting and fun since 1999, but now it's not even amusing.
Last post.
Damn fine idea. Dice bought it to fuck it up and doesn't have a mission, so they should be willing to sell it.
We could return it to its former glory.
The redesign was ordered by a human.
Who is he?
Seek out the guilty!
Who is he?
A person directed the Slashdot redesign.
Who is he?
So much for going the cheap route.
That may be for the best.
The answer to a zombie infection is a headshot.
May the person who directed that it be redesigned die in a fire.
Not for the redesign itself, but for INSISTING on it instead of dropping it and admitting it was a fuckup. Their departure from this mortal coil would reduce oxygen wastage.
Which begs the question, what fuckwad insisted on doing so?
If Dicedot weren't making more money this way, then the old Slashdot would be back.