Stations like this would probably be a thing of the past, though, if most cars were electric. For 99.9% of a car's use, the car sits for 23 hours a day parked somewhere, and during that time it can be slow charging out of a normal electrical outlet at home or in a parking spot somewhere. I don't care if my car needs to be on the charger for 10 hours if most of that time I'm sleeping. Rapid charging would only ever be needed en-route on a long journey which are the minority of journeys.
A far bigger deal for this battery is its longevity, not charge rate.
You wouldn't need the big 16 pump Costco gas stations in anywhere near the vast numbers they exist now.
My car spends over 23 hours a day stopped. So do the vast majority of other cars, mine is hardly unique. For 99.9% of driving,.slow charging at home or in an office or mall parking space is entirely adequate. If I owned a Tesla model S, there is exactly one occasion in the last year I would have needed a supercharger station en-route. This would mean an enormous reduction in the number of "gas station like" charge stations required.
The biggest deal though is not the charge rate of this battery but its lifetime. 10,000 charge cycles is much MUCH better than what we have now and will reduce the cost of ownership considerably and may open up new applications that are not automotive, for example - storage of renewable energy when there's too much sun or wind, since the longevity of the battery (and also the charge rate implies a very low internal resistance, in other words, efficiency) starts making this kind of thing practical.
You don't need such extremes for a small battery, having a 5Ah battery charge in 20 minutes would be awesome and need a much smaller supply. More importantly is the very high number of charge cycles (and the low internal resistance of the battery that this very fast charging would imply) rather than always needing to charge the battery at a high rate.
As for charging a car, the charging stations would need to probably be automatic and high voltage. But rapid charging will be a rarity, something most people need to do only a couple of times a year. What is more important about this battery technology is the high number of charging cycles the battery can manage, not its charging speed. The longer lifetime of the battery hugely reduces waste and cuts cost, the low internal resistance of the battery reduces power wasted during charging. Even given battery recyclability, it's better to have a battery that can be in service for a couple of decades and not need recycling in all that time, than having to go through half a dozen packs in that time.
Most vehicles spend most of the day parked. My own car spends over 23 hours a day just parked, given that and low current charging stations in parking spots and at home, it could charge at a leisurely rate and for normal daily driving use, that would be fine. If my car were electric with the range of a Telsa Model S, only one time in the last year would I have needed fast charging en-route. This is probably true for the majority of vehicles: so the high powered charging stations would be things you find along long distance routes. In reality, charging to a reasonable level in 15 minutes would be entirely adequate, since on a long distance drive you're probably going to want to stop for at least this long.
* Capacitors may require a lot more space and weigh more for the same stored energy - fine at a fixed installation like a recharging station, but impractical in a car where size is a premium.
* Capacitors don't work like batteries - as you discharge them the voltage falls straight away, requiring more complex power regulation to give a consistent output voltage. Much easier to do in a fixed installation where size and complexity isn't a problem, but much more challenging in the confines of a car. Li-Ion type batteries maintain a reasonably steady voltage throughout their entire discharge cycle.
85,000 isn't that many for an industrial society to build when you consider the German car industry alone churns out 6 million cars alone (machines much more complex than wind turbines). Many of the UK's wind turbines are offshore too where the wind is very steady and easy to forecast, and enormous windfarms can be made to take advantage of some of the shallow seas around the UK.
Modern wind turbines (even at only 30% capacity) will run more like 1000-2000 homes each.
80,000 wind turbines sounds like a lot, but it's not really. Cars are much more complex machines than wind turbines, yet Germany churns out 6 million cars *every single year*. BMW alone probably builds 1 million cars a year in Germany.
You still need the extra electronics for LEDs run off DC. They require a regulator circuit (basically a small switch mode power supply). You can't just put in a series resistor with a high powered LED otherwise it would be no more efficient than an incandescent bulb.
The x86 decoder is as large as an entire ARM execution core, and what's more it makes the pipeline and branch prediction a lot more complex with the variable length instructions so necessitates yet more complexity. From an asm point of view (and probably the compiler writer's point of view), a modern RISC processor is simpler to write software for than CISC, things like having all the ALU instructions taking 3 operands, having 32 registers that are truly general purpose (x86 still has some instructions that only work with certain registers) etc. RISC is a bit of a misnomer too. There are CISC chips with fewer instructions than some RISC chips, in reality RISC should be called load and store since that's the main differentiator: ALU instructions on RISC only work on registers and immediate values (which makes the chip a lot simpler to implement), whereas CISC chips often have all sorts of addressing modes for ALU instructions.
Britain has a lot of little Hitlers who resent rules, but nonetheless love trying to help enforce petty rules. They usually are employed somewhere as a "jobsworth" (google the term) but when they are off the clock they enjoy continuing to be a jobsworth-type of person.
I was raised in MPH. I find it trivially easy to go to a km/h country. Just make sure the needle on the speedometer doesn't go much over the number posted on signs and you're OK. It's just not rocket science.
Peak oil isn't about quantity of oil, it's about rate of oil extraction. For example, Mexico's Cantarell field at its peak produced oil at a greater rate than the entire Canadian tar sands despite being around 0.1% of the size of what Canada has. We don't yet know whether the rate of production from this field will do anything at all to when peak oil happens.
It's not at all unusual for the 5v and 0v (Vcc and GND) lines to be in the middle of a DIP package (the Slashdot summary sort of implies it's an odd thing). It means the leads within the package are shorter for those lines, lowering parasitic inductance and capacitance for the power supply to the chip, generally you want the decoupling capacitors to be as close to the actual chip as possible so they can be as effective as possible as the power demands change. Putting the supply pins at opposite corners (like it's done on things like 14 pin 74-series standard logic) would very significantly lengthen the distance that the actual supply rails on the chip are from the decoupling capacitors.
The Z80 is still manufactured in classic form. It may be considered a trade secret and Faggin might not be at liberty to divulge anything about the inner workings of the chip without you signing an NDA.
But ERM 2 is a pre-requisite of joining the euro, and there are no deadlines to join ERM 2, so Scotland could delay joining the Euro forever despite committing to adopt it by simply never joining ERM 2.
I don't think it will take as long as you expect to rejoin the EU (the UK will continue to exist on Friday if the vote is yes, it's at least a couple of years away for the first day of Scotland as a new sovereign nation in the event of a yes vote). The EU will make sure that Scotland is in by that deadline - for one, the Spanish fishing fleets won't tolerate being denied access to Scottish waters.
I don't see what the beef over immigration is -- it actually works both ways. There are about 1 million Britons living in Spain right now under the same rules.
What happens is this: older Britons who are more likely to be in poor health and a drain on the NHS, and who are frequently trying to dodge taxes move to Spain, and burden the Spanish economy (I know some of these people - they basically do everything they can to avoid paying any tax in Spain where they are consuming public services). Basically, economically inactive people who burden public services. In return, the immigrants we get from the EU are young, healthy, fit people who are eager to work and contribute, do not put a burden on the health service and contribute more than they take. A win-win situation.
The funniest thing I saw was a rant from a British person (in the Daily Fail of course) who had immigrated into Spain about how Spain was much better at keeping immigrants out than the UK...despite the fact that he himself was an immigrant into Spain!
While many plane enthusiasts lamented the exit of the DC-10 from passenger service, I did not.
That aircraft had an awful, awful 2-5-2 seat arrangement in economy. More often than not I ended up in the middle seat of that set of 5 and had to crawl over 2 people if I wanted to use the toilet in the middle of the night, and didn't get the compensation of a view out the window which at least makes up for it in aircraft with the 3-4-3 configuration). Inevitably, it would be a parent and a very noisy child occupying BOTH sides.
I flew many miles on DC-10s owned by American airlines well into the late 1990s. They were pretty common in the US (as was their followup, the MD-11). They weren't just in the 3rd world.
That problem was fixed and is not the reason why the DC-10 isn't used any more. The DC-10 (and MD-11 followon, which is still in service) went on to fly millions of safe, reliable hours once the issue with the overcentre locks were fixed with the cargo doors.
The DC-10 is out of (passenger) service now just because it's old and burns too much fuel. (It remains in cargo service, where it will be pressurized).
Number 3 (no Adobe Flash) is a reason to love Apple products though. They got that bit of the list wrong. It's forced website owners away from proprietary Flash towards truly multi platform html5.
Not only is does it have negative value in the phone marketing, it's confusing and disappoints people - they think because it's Windows it will have more compatibility with their PC and will run PC applications and then find "yes it's Windows but it doesn't run Windows apps". Apple didn't call the iPhone the Mac Phone for a reason (even though it reputedly runs the same OS kernel).
Microsoft would have been better off just calling it Metro instead of Windows. Or pretty much any other easy to pronounce name.
COBOL is just as disadvantaged in dealing with an SQL database. All that DATA DIVISION syntax is about reading and writing flat files, not interacting with a database engine in a separate executable. (It's a while since I've done any COBOL so perhaps matters have changed now, but COBOL was always about fixed width record flat files).
My Java code needs no changes if table formats changed (things like added columns) because I try to use the supplied classes and the JDBC properly (and also take the time to make sure the database is designed right - such as using views, so the underlying data format can be changed without requiring all the things that depend on it to change).
Slashdot Mirror
Stations like this would probably be a thing of the past, though, if most cars were electric. For 99.9% of a car's use, the car sits for 23 hours a day parked somewhere, and during that time it can be slow charging out of a normal electrical outlet at home or in a parking spot somewhere. I don't care if my car needs to be on the charger for 10 hours if most of that time I'm sleeping. Rapid charging would only ever be needed en-route on a long journey which are the minority of journeys.
A far bigger deal for this battery is its longevity, not charge rate.
You wouldn't need the big 16 pump Costco gas stations in anywhere near the vast numbers they exist now.
My car spends over 23 hours a day stopped. So do the vast majority of other cars, mine is hardly unique. For 99.9% of driving,.slow charging at home or in an office or mall parking space is entirely adequate. If I owned a Tesla model S, there is exactly one occasion in the last year I would have needed a supercharger station en-route. This would mean an enormous reduction in the number of "gas station like" charge stations required.
The biggest deal though is not the charge rate of this battery but its lifetime. 10,000 charge cycles is much MUCH better than what we have now and will reduce the cost of ownership considerably and may open up new applications that are not automotive, for example - storage of renewable energy when there's too much sun or wind, since the longevity of the battery (and also the charge rate implies a very low internal resistance, in other words, efficiency) starts making this kind of thing practical.
You don't need such extremes for a small battery, having a 5Ah battery charge in 20 minutes would be awesome and need a much smaller supply. More importantly is the very high number of charge cycles (and the low internal resistance of the battery that this very fast charging would imply) rather than always needing to charge the battery at a high rate.
As for charging a car, the charging stations would need to probably be automatic and high voltage. But rapid charging will be a rarity, something most people need to do only a couple of times a year. What is more important about this battery technology is the high number of charging cycles the battery can manage, not its charging speed. The longer lifetime of the battery hugely reduces waste and cuts cost, the low internal resistance of the battery reduces power wasted during charging. Even given battery recyclability, it's better to have a battery that can be in service for a couple of decades and not need recycling in all that time, than having to go through half a dozen packs in that time.
Most vehicles spend most of the day parked. My own car spends over 23 hours a day just parked, given that and low current charging stations in parking spots and at home, it could charge at a leisurely rate and for normal daily driving use, that would be fine. If my car were electric with the range of a Telsa Model S, only one time in the last year would I have needed fast charging en-route. This is probably true for the majority of vehicles: so the high powered charging stations would be things you find along long distance routes. In reality, charging to a reasonable level in 15 minutes would be entirely adequate, since on a long distance drive you're probably going to want to stop for at least this long.
Several reasons:
* Capacitors may require a lot more space and weigh more for the same stored energy - fine at a fixed installation like a recharging station, but impractical in a car where size is a premium.
* Capacitors don't work like batteries - as you discharge them the voltage falls straight away, requiring more complex power regulation to give a consistent output voltage. Much easier to do in a fixed installation where size and complexity isn't a problem, but much more challenging in the confines of a car. Li-Ion type batteries maintain a reasonably steady voltage throughout their entire discharge cycle.
85,000 isn't that many for an industrial society to build when you consider the German car industry alone churns out 6 million cars alone (machines much more complex than wind turbines). Many of the UK's wind turbines are offshore too where the wind is very steady and easy to forecast, and enormous windfarms can be made to take advantage of some of the shallow seas around the UK.
Modern wind turbines (even at only 30% capacity) will run more like 1000-2000 homes each.
80,000 wind turbines sounds like a lot, but it's not really. Cars are much more complex machines than wind turbines, yet Germany churns out 6 million cars *every single year*. BMW alone probably builds 1 million cars a year in Germany.
You still need the extra electronics for LEDs run off DC. They require a regulator circuit (basically a small switch mode power supply). You can't just put in a series resistor with a high powered LED otherwise it would be no more efficient than an incandescent bulb.
The x86 decoder is as large as an entire ARM execution core, and what's more it makes the pipeline and branch prediction a lot more complex with the variable length instructions so necessitates yet more complexity. From an asm point of view (and probably the compiler writer's point of view), a modern RISC processor is simpler to write software for than CISC, things like having all the ALU instructions taking 3 operands, having 32 registers that are truly general purpose (x86 still has some instructions that only work with certain registers) etc. RISC is a bit of a misnomer too. There are CISC chips with fewer instructions than some RISC chips, in reality RISC should be called load and store since that's the main differentiator: ALU instructions on RISC only work on registers and immediate values (which makes the chip a lot simpler to implement), whereas CISC chips often have all sorts of addressing modes for ALU instructions.
Britain has a lot of little Hitlers who resent rules, but nonetheless love trying to help enforce petty rules. They usually are employed somewhere as a "jobsworth" (google the term) but when they are off the clock they enjoy continuing to be a jobsworth-type of person.
I was raised in MPH. I find it trivially easy to go to a km/h country. Just make sure the needle on the speedometer doesn't go much over the number posted on signs and you're OK. It's just not rocket science.
The UK still uses a white sign with a diagonal black bar across it (means "national speed limit applies"), so the UK is in the boat NZ was in in 1972.
The Irish managed it, or are you saying that people in the UK are inferior to the Irish and can't manage what the Irish did without too much trouble?
Peak oil isn't about quantity of oil, it's about rate of oil extraction. For example, Mexico's Cantarell field at its peak produced oil at a greater rate than the entire Canadian tar sands despite being around 0.1% of the size of what Canada has. We don't yet know whether the rate of production from this field will do anything at all to when peak oil happens.
It's not at all unusual for the 5v and 0v (Vcc and GND) lines to be in the middle of a DIP package (the Slashdot summary sort of implies it's an odd thing). It means the leads within the package are shorter for those lines, lowering parasitic inductance and capacitance for the power supply to the chip, generally you want the decoupling capacitors to be as close to the actual chip as possible so they can be as effective as possible as the power demands change. Putting the supply pins at opposite corners (like it's done on things like 14 pin 74-series standard logic) would very significantly lengthen the distance that the actual supply rails on the chip are from the decoupling capacitors.
The Z80 is still manufactured in classic form. It may be considered a trade secret and Faggin might not be at liberty to divulge anything about the inner workings of the chip without you signing an NDA.
Why not delegate them a third level domain? Your stuff on example.com, give your CDN control of cdn.example.com.
But ERM 2 is a pre-requisite of joining the euro, and there are no deadlines to join ERM 2, so Scotland could delay joining the Euro forever despite committing to adopt it by simply never joining ERM 2.
I don't think it will take as long as you expect to rejoin the EU (the UK will continue to exist on Friday if the vote is yes, it's at least a couple of years away for the first day of Scotland as a new sovereign nation in the event of a yes vote). The EU will make sure that Scotland is in by that deadline - for one, the Spanish fishing fleets won't tolerate being denied access to Scottish waters.
I don't see what the beef over immigration is -- it actually works both ways. There are about 1 million Britons living in Spain right now under the same rules.
What happens is this: older Britons who are more likely to be in poor health and a drain on the NHS, and who are frequently trying to dodge taxes move to Spain, and burden the Spanish economy (I know some of these people - they basically do everything they can to avoid paying any tax in Spain where they are consuming public services). Basically, economically inactive people who burden public services. In return, the immigrants we get from the EU are young, healthy, fit people who are eager to work and contribute, do not put a burden on the health service and contribute more than they take. A win-win situation.
The funniest thing I saw was a rant from a British person (in the Daily Fail of course) who had immigrated into Spain about how Spain was much better at keeping immigrants out than the UK...despite the fact that he himself was an immigrant into Spain!
While many plane enthusiasts lamented the exit of the DC-10 from passenger service, I did not.
That aircraft had an awful, awful 2-5-2 seat arrangement in economy. More often than not I ended up in the middle seat of that set of 5 and had to crawl over 2 people if I wanted to use the toilet in the middle of the night, and didn't get the compensation of a view out the window which at least makes up for it in aircraft with the 3-4-3 configuration). Inevitably, it would be a parent and a very noisy child occupying BOTH sides.
Good riddance, DC-10. You won't be missed.
I flew many miles on DC-10s owned by American airlines well into the late 1990s. They were pretty common in the US (as was their followup, the MD-11). They weren't just in the 3rd world.
That problem was fixed and is not the reason why the DC-10 isn't used any more. The DC-10 (and MD-11 followon, which is still in service) went on to fly millions of safe, reliable hours once the issue with the overcentre locks were fixed with the cargo doors.
The DC-10 is out of (passenger) service now just because it's old and burns too much fuel. (It remains in cargo service, where it will be pressurized).
Number 3 (no Adobe Flash) is a reason to love Apple products though. They got that bit of the list wrong. It's forced website owners away from proprietary Flash towards truly multi platform html5.
Not only is does it have negative value in the phone marketing, it's confusing and disappoints people - they think because it's Windows it will have more compatibility with their PC and will run PC applications and then find "yes it's Windows but it doesn't run Windows apps". Apple didn't call the iPhone the Mac Phone for a reason (even though it reputedly runs the same OS kernel).
Microsoft would have been better off just calling it Metro instead of Windows. Or pretty much any other easy to pronounce name.
COBOL is just as disadvantaged in dealing with an SQL database. All that DATA DIVISION syntax is about reading and writing flat files, not interacting with a database engine in a separate executable. (It's a while since I've done any COBOL so perhaps matters have changed now, but COBOL was always about fixed width record flat files).
My Java code needs no changes if table formats changed (things like added columns) because I try to use the supplied classes and the JDBC properly (and also take the time to make sure the database is designed right - such as using views, so the underlying data format can be changed without requiring all the things that depend on it to change).