I have long thought it insane that the EV business did not start with RVs first, then big trucks and buses, then commercial vans, then SUVs, and finally cars. The torque and maintenance benefits of electric over diesel should allow it to dominate the big vehicle applications.
I always though buses would be a natural for EVs. Fixed routes and schedules that cold be tailored to an EV's charging cycle. City buses could have chargers at the depot and recharged between operations, WalMart makes sense since it's trucks would go from distribution stations to stores which allows for fixed schedules and charging stations at distribution centers or stores as needed.
Unless it's from a small business that hasn't yet received enough revenue from license sales to buy enough Macs for testing. You would end up seeing something like this:
Windows: Buy Now
Linux: Buy Now
macOS: Sign Up to know when it becomes available
if it's from a small business that hasn't received enough revenue from license sales to buy enough Macs for testing you are more likely to see:
Siri is very primitive compared to the competing virtual assistants. Don't get me wrong, I use Siri all the time, but mostly for things like starting timers or asking basic information. Both in terms of information retrieval capabilities and in terms of integrations with other services, Alexa is way ahead.
very true. I use Siri in the car to make a call or send a text; but trying to search for something is a frustrating experience. I usually get a bunch of useless results from Siri. Siri is very good a doing certain things, but could be made better if the integrated it more with teh iPone's functionality. For example, why can't Siri pause audio playback in a streaming app? Or open the App and start playback, all hands free?
The problem with the HomePod is that there are already good speakers with virtual assistants built in. The Echo may not have ideal sound quality, but Sonos also makes speakers with Alexa and Google built-in. As such, simply having good sound quality won't be enough for the HomePod to compete. Siri needs to get a *lot* better if they're going to have any chance.
Apple's approach stems from its history as a company, just as Amazon's. Apple has kept its tech proprietary and make it the entry point to an eco system tehy controlled to allow them to extract as much profit as possible from it. Apple thus wants to control the process end to end. Amazon, with its retail background, is an interface between suppliers and customers, its tech is a way to allow customers to gain access to suppliers via Amazon so anything that expands that interface is good for Amazon since they make money off of each sale regardless of who buys what. They want you to use them as an intermediary and anything that advances that goal is good for them.
Instead of calling it a tuition waiver call it a scholarship. Let the professor who is getting the TA award it on a semester or quarterly basis. Pay the tA the stipend as well for the work.
Large capacity trucks require large service areas with repeating need up to capacity or smaller modes are cheaper. Distribution centers and cross-docking stations are required before trucks can be loaded for deliveries, and the path for delivery is managed carefully to coordinate with loading. Using LTL wastes space and is only effective in narrow circumstances for perishable goods, etc. Better then to use vans and cars for delivery in short trips to minimize total costs.
Drayage is one area they would be useful; as JB Hunt points out, especially for containers on regular routes. Charging stations can be setup at endpoints for trips beyond the trucks capacity, no idling trucks emitting pollutants while they wait for their load, and if the port has space you could even leave the trucks at the port for charging and shuttle drivers to the trucks lessening the need to build charging stations elsewhere.
Their problem is they are more likely to get subscribers who will regularly go than the occassional movie goer. Add in seeng more movies than you normally would has no marginal cost beyond time and transportation subscribers are likely to use the pass more often. While theaters may not care since concessions is the real money maker distributers will and still want their cut even if the theater isn’t getting full lrice. Not a model for long term success unless you can get theatrrs and distributors to buy in.
False positive and false negatives are both dangerous and hence need to be reviewed. I do not see how the AI can be used to reduce cost. It can increase accuracy and speed of positive detection when used in parallel with trained processionals. It's like having a second opinion.
It's a matter of who review what; having an NP or PA review all the negative results first and only forwarding the questionable ones to an MD would be far cheaper than having an MD review all of them. Part of the problem, however, is the notion you must always use an MD rather than an NP or PA for the entry point into care or to handle cases. NP already do various types of care that MDs do, such as anesthesiology and psychiatry, and sometimes independently; it's a matter of training them to perform specific functions very well.
A trailer could be designed with solar cells specifically to provide power to the cab as well as auxiliary systems, the top of a trailer is essential a rolling flat roof anyway. One challenge would be container freight, stacking them without busting the cells could be challenging.
This would work very well for conventional 48 and 53 foot trailers and really extend the operational range. However, lots of heavy freight is moved via flat bed so it would take some creative work to get extra power. About the only viable place to mount solar panels would be on the roof of the cab. You might also be able to harness the wind generated from the forward movement of the truck by placing an air duct underneath the trailer and have that air drive a turbine. Newer trailers include a wind scoop and side skirts underneath to keep them more stable for highway driving. Why not channel this wind energy and convert it into electric power.
Flat beds, depending on the load, might be able to have a separate roof that installs over the load. A lot would depend on how far you are transporting it and the most savings from using solar and installing a roof each time vs paying to charge. My guess is solar would be more viable over long haul trips but even then you have the issue is how do you instal panels on containers and keep them from getting damaged? I agree teh most straight forward is to design the panel as part of the cab; you have the hood as well as roof as locations. Trying to recoup energy from a turbine would cost more than it produces - between the extra weight you are carrying and added drag from the structure and turbine operation would outweigh any benefits especially since reducing drag is a better way to be more efficient in the first place.
The place roommates used to congregate and had places like pools, rec rooms, bars (sometimes) that roommates liked to use to hang out. I wonder when millennial decide they invented this thing called sex?
It's becoming increasingly clear that no human can possibly have a functional grasp of all the knowledge required to make accurate diagnosis across all possible conditions. In the current model patients hope that they have something simple or obvious, and if not that their doctor can send them to the correct expert. This has far too many false positives and false negatives built in.
AI systems able to access comprehensive libraries of information are better at this type of work. Sure, I'd want an expert who can tailor search terms, accurately describe symptoms in a consistent manner, but for a number of years now I've been cheering every AI advance in clinical diagnosis. Can't come soon enough.
The AI can also triage the scans into sets based on diagnosis which would allow the radiologist to verify the most serious cases or positive results first, and then validate the negative results. This would be better use of their time while still providing a check on the AI. Better still, negative results could be reviewed by a trained NP or PA and the questionable ones sent to an MD; saving money in the process without reducing the quality of care.
They can software limit the top speed if necessary. The computer's already controlling the power flow, tapering off the power as it approaches the speed limit is fairly trivial.
Trucking companies could also have speed limiters installed if they wanted to manage how their vehicles are driven and vary the limit based on local laws.. The could even have the system programmed to automatically limit the hours driven to comply with various laws as well. For example, combining GPS with driving time could determine if the driver can make the final destination, based on road conditions, traffic, etc., and require a stop at a rest area or truck stop to avid exceeding driving time limits. The ability to control the trucks power via software opens up a lot more ways to control how it is driven.
A trailer could be designed with solar cells specifically to provide power to the cab as well as auxiliary systems, the top of a trailer is essential a rolling flat roof anyway. One challenge would be container freight, stacking them without busting the cells could be challenging.
Does it need to be pretty? Or better - does it need to be pretty for everyone? Because, in all honesty, it's not only a matter of taste (like the Model S and X were) and it's also completely OK by contrast (all semis are horrible IMHO), and I doubt drivers really care. After all, the part everyone sees the most on a semi is their trailer's back and sides...
It's a matter of appealing to the buyer of trucks. Truckers are very passionate about what a truck should look like. However, I'm guessing fleet sales are the initial target and economics will overcome "it doesn't look like a truck" in the end. Even for owner operators the ability to save on operating costs, if big enough to cover buying a new rig, the economics would win over being a Mack/Peterbuilt/Freightliner person. 17% savings on the per mile operating costs is significant, in addition if you get older trucks off the road not only would the savings be greater since operating costs go up as tucks age but you'd cut down on the pollutants they emit.
Since an electric truck doesn't have to have the same cooling system an ICE requires they can be more aerodynamic, if you could combine that with trailers designed for improved aerodynamics the savings could be increased. For a set of driverless trucks yo could draft to cut down on drag with the first and last ruck designed for improving overall aerodynamics of the truck train.
I'd like to see Tesla enter this in the semi truck racing circuit. It would be like the turbine car at Ind, without the breakdown.
As long as DoD does not distribute anything it develops beyond DoD (or the Federal government since it is all part of the same organization) it is all staying within the organization developing it and thus would not be obligated to share any improvements.
Per gnu.org:
The GPL does not require you to release your modified version, or any part of it. You are free to make modifications and use them privately, without ever releasing them. This applies to organizations (including companies), too; an organization can make a modified version and use it internally without ever releasing it outside the organization.
and
For instance, you can accept a contract to develop changes and agree not to release your changes until the client says ok. This is permitted because in this case no GPL-covered code is being distributed under an NDA.
You can also release your changes to the client under the GPL, but agree not to release them to anyone else unless the client says ok. In this case, too, no GPL-covered code is being distributed under an NDA, or under any additional restrictions.
The GPL would give the client the right to redistribute your version. In this scenario, the client will probably choose not to exercise that right, but does have the right.
Thus, as long as they only use it internally they have no obligation to make the changed source code available. In addition, they could require contractors to develop code under and NDA that prohibits release until the authorize its release so even if they do not do the actual development internally they can still control its release. I would not bet on the DoD probably choosing not to exercise that right.
So while it may be good PR for OSS in reality it may not actually advance OSS for the public. DoD could classify any OSS projects to prevent its release using the argument that its release would be detrimental to national security and require contractors to sign an NDA for any work they do for DoD.
When I use Uber it knows my location and destination and gives me the fare in advance. I get billed that no matter what route the driver takes so distance doesn't seem to be a factor in the final fare price. If fares get changed in Lagos based on the spoofed distance, it would seem to be easy for Uber to find the scammers. Drivers would either be traveling at unrealistic speeds based on the time of travel and distance reported or not be available if the don't close out the trip and take far to long for the trip. Since it adds the two trips it would seem easy for Uber to compare the reported length, duration and fare vs an Uber standard length, duration and fare and detect scammers; refund passengers and withhold payments from drivers.
In most countries like Lagos normal Taxi rate depends if you are local, know language, foreigner, or from USA. I recall a a case where Taxi driver took me for a ride in my home town (in US). Going from an airport, he assumed I was a tourist, so he got of the highway drove a mile, made 4 right turns to get back on the same highway. At least Uber can adjust app and control drives better.
Exactly. I had something similar happen to me as a tourist; unfortunately for cab driver I knew the normal route and asked at the end of the trip I asked him why he took the long way to the airport instead of the normal route. He then simply charged me the normal lower fare rather than have me call a cop to settle a fare dispute. It's a pretty common scam run by cab drivers there, I would guess Uber has cut into their business which serves the scammers right.
I used Pandora, for a while. I quit, for the same reasons I stopped listening to the radio. Too many ads, not enough of the music I like. Between a large(ish) music collection, two flea markets, and a half dozen second-hand music stores, nothing of value was lost.
In my case, not only were there a lot of ads but for some reason Pandora thinks I live hundreds of miles from where I actually live and give me ads for services and companies there. In addition, for some reason if you like Jimmy Buffet and the Dead you must be a country music fan and feeds me a bunch of country music I do not like.
I've received legal documents, some clearly client confidential, on ongoing litigation in error. Beyond my not agreeing to any of the legal disclaimers on the email, if Google read it and retained a copy I wonder what the ramifications are for keeping it confidential.
I'd much rather have a programmer design the user interface than a UX designer. With a programmer you usually get a logical, well constructed interface that follows standards and offers easy access the software's functionality.
For systems such as ship control, I'd rather have the UI designed in consultation with the end users so the designers can understand the operator's needs and how they operate the system and design the UI accordingly. If you don't understand how a system will be used it's easy to get caught up in what is logical to you but doesn't work in the real world.
Years ago, I was involved in a control room design project. The programmers made nice digital readouts of plant parameters, all located on various screens. Unfortunately, digital gauges are useless when a pump's output is fluctuating rapidly while an analog one lets you estimate the average output while you address the casualty. Having to page through four screens in an emergency to find a critical parameter is problematic as well. Fortunately, in this case we worked with the programmers to come up with a design that worked.
Slashdot Mirror
Can you fucking type it?
It
I have long thought it insane that the EV business did not start with RVs first, then big trucks and buses, then commercial vans, then SUVs, and finally cars. The torque and maintenance benefits of electric over diesel should allow it to dominate the big vehicle applications.
I always though buses would be a natural for EVs. Fixed routes and schedules that cold be tailored to an EV's charging cycle. City buses could have chargers at the depot and recharged between operations, WalMart makes sense since it's trucks would go from distribution stations to stores which allows for fixed schedules and charging stations at distribution centers or stores as needed.
most modern software nowadays has an OSX version.
Unless it's from a small business that hasn't yet received enough revenue from license sales to buy enough Macs for testing. You would end up seeing something like this:
if it's from a small business that hasn't received enough revenue from license sales to buy enough Macs for testing you are more likely to see:
Is there a Apple product that aren't 2 years behind any other product ?
Sure, Some are 3 or 4...
Siri is very primitive compared to the competing virtual assistants. Don't get me wrong, I use Siri all the time, but mostly for things like starting timers or asking basic information. Both in terms of information retrieval capabilities and in terms of integrations with other services, Alexa is way ahead.
very true. I use Siri in the car to make a call or send a text; but trying to search for something is a frustrating experience. I usually get a bunch of useless results from Siri. Siri is very good a doing certain things, but could be made better if the integrated it more with teh iPone's functionality. For example, why can't Siri pause audio playback in a streaming app? Or open the App and start playback, all hands free?
The problem with the HomePod is that there are already good speakers with virtual assistants built in. The Echo may not have ideal sound quality, but Sonos also makes speakers with Alexa and Google built-in. As such, simply having good sound quality won't be enough for the HomePod to compete. Siri needs to get a *lot* better if they're going to have any chance.
Apple's approach stems from its history as a company, just as Amazon's. Apple has kept its tech proprietary and make it the entry point to an eco system tehy controlled to allow them to extract as much profit as possible from it. Apple thus wants to control the process end to end. Amazon, with its retail background, is an interface between suppliers and customers, its tech is a way to allow customers to gain access to suppliers via Amazon so anything that expands that interface is good for Amazon since they make money off of each sale regardless of who buys what. They want you to use them as an intermediary and anything that advances that goal is good for them.
Instead of calling it a tuition waiver call it a scholarship. Let the professor who is getting the TA award it on a semester or quarterly basis. Pay the tA the stipend as well for the work.
Large capacity trucks require large service areas with repeating need up to capacity or smaller modes are cheaper. Distribution centers and cross-docking stations are required before trucks can be loaded for deliveries, and the path for delivery is managed carefully to coordinate with loading. Using LTL wastes space and is only effective in narrow circumstances for perishable goods, etc. Better then to use vans and cars for delivery in short trips to minimize total costs.
Drayage is one area they would be useful; as JB Hunt points out, especially for containers on regular routes. Charging stations can be setup at endpoints for trips beyond the trucks capacity, no idling trucks emitting pollutants while they wait for their load, and if the port has space you could even leave the trucks at the port for charging and shuttle drivers to the trucks lessening the need to build charging stations elsewhere.
Their problem is they are more likely to get subscribers who will regularly go than the occassional movie goer. Add in seeng more movies than you normally would has no marginal cost beyond time and transportation subscribers are likely to use the pass more often. While theaters may not care since concessions is the real money maker distributers will and still want their cut even if the theater isn’t getting full lrice. Not a model for long term success unless you can get theatrrs and distributors to buy in.
False positive and false negatives are both dangerous and hence need to be reviewed. I do not see how the AI can be used to reduce cost. It can increase accuracy and speed of positive detection when used in parallel with trained processionals. It's like having a second opinion.
It's a matter of who review what; having an NP or PA review all the negative results first and only forwarding the questionable ones to an MD would be far cheaper than having an MD review all of them. Part of the problem, however, is the notion you must always use an MD rather than an NP or PA for the entry point into care or to handle cases. NP already do various types of care that MDs do, such as anesthesiology and psychiatry, and sometimes independently; it's a matter of training them to perform specific functions very well.
A trailer could be designed with solar cells specifically to provide power to the cab as well as auxiliary systems, the top of a trailer is essential a rolling flat roof anyway. One challenge would be container freight, stacking them without busting the cells could be challenging.
This would work very well for conventional 48 and 53 foot trailers and really extend the operational range. However, lots of heavy freight is moved via flat bed so it would take some creative work to get extra power. About the only viable place to mount solar panels would be on the roof of the cab. You might also be able to harness the wind generated from the forward movement of the truck by placing an air duct underneath the trailer and have that air drive a turbine. Newer trailers include a wind scoop and side skirts underneath to keep them more stable for highway driving. Why not channel this wind energy and convert it into electric power.
Flat beds, depending on the load, might be able to have a separate roof that installs over the load. A lot would depend on how far you are transporting it and the most savings from using solar and installing a roof each time vs paying to charge. My guess is solar would be more viable over long haul trips but even then you have the issue is how do you instal panels on containers and keep them from getting damaged? I agree teh most straight forward is to design the panel as part of the cab; you have the hood as well as roof as locations. Trying to recoup energy from a turbine would cost more than it produces - between the extra weight you are carrying and added drag from the structure and turbine operation would outweigh any benefits especially since reducing drag is a better way to be more efficient in the first place.
The place roommates used to congregate and had places like pools, rec rooms, bars (sometimes) that roommates liked to use to hang out. I wonder when millennial decide they invented this thing called sex?
By definition tonne is metric and ton is imperial.
However the US confuses things by calling a tonne, a metric ton.
Well, that is the long and short of it...
It's becoming increasingly clear that no human can possibly have a functional grasp of all the knowledge required to make accurate diagnosis across all possible conditions. In the current model patients hope that they have something simple or obvious, and if not that their doctor can send them to the correct expert. This has far too many false positives and false negatives built in.
AI systems able to access comprehensive libraries of information are better at this type of work. Sure, I'd want an expert who can tailor search terms, accurately describe symptoms in a consistent manner, but for a number of years now I've been cheering every AI advance in clinical diagnosis. Can't come soon enough.
The AI can also triage the scans into sets based on diagnosis which would allow the radiologist to verify the most serious cases or positive results first, and then validate the negative results. This would be better use of their time while still providing a check on the AI. Better still, negative results could be reviewed by a trained NP or PA and the questionable ones sent to an MD; saving money in the process without reducing the quality of care.
They can software limit the top speed if necessary. The computer's already controlling the power flow, tapering off the power as it approaches the speed limit is fairly trivial.
Trucking companies could also have speed limiters installed if they wanted to manage how their vehicles are driven and vary the limit based on local laws.. The could even have the system programmed to automatically limit the hours driven to comply with various laws as well. For example, combining GPS with driving time could determine if the driver can make the final destination, based on road conditions, traffic, etc., and require a stop at a rest area or truck stop to avid exceeding driving time limits. The ability to control the trucks power via software opens up a lot more ways to control how it is driven.
A trailer could be designed with solar cells specifically to provide power to the cab as well as auxiliary systems, the top of a trailer is essential a rolling flat roof anyway. One challenge would be container freight, stacking them without busting the cells could be challenging.
Does it need to be pretty? Or better - does it need to be pretty for everyone? Because, in all honesty, it's not only a matter of taste (like the Model S and X were) and it's also completely OK by contrast (all semis are horrible IMHO), and I doubt drivers really care. After all, the part everyone sees the most on a semi is their trailer's back and sides...
It's a matter of appealing to the buyer of trucks. Truckers are very passionate about what a truck should look like. However, I'm guessing fleet sales are the initial target and economics will overcome "it doesn't look like a truck" in the end. Even for owner operators the ability to save on operating costs, if big enough to cover buying a new rig, the economics would win over being a Mack/Peterbuilt/Freightliner person. 17% savings on the per mile operating costs is significant, in addition if you get older trucks off the road not only would the savings be greater since operating costs go up as tucks age but you'd cut down on the pollutants they emit.
Since an electric truck doesn't have to have the same cooling system an ICE requires they can be more aerodynamic, if you could combine that with trailers designed for improved aerodynamics the savings could be increased. For a set of driverless trucks yo could draft to cut down on drag with the first and last ruck designed for improving overall aerodynamics of the truck train.
I'd like to see Tesla enter this in the semi truck racing circuit. It would be like the turbine car at Ind, without the breakdown.
Metric tonne or Imperial tonne?
As long as DoD does not distribute anything it develops beyond DoD (or the Federal government since it is all part of the same organization) it is all staying within the organization developing it and thus would not be obligated to share any improvements.
Per gnu.org:
The GPL does not require you to release your modified version, or any part of it. You are free to make modifications and use them privately, without ever releasing them. This applies to organizations (including companies), too; an organization can make a modified version and use it internally without ever releasing it outside the organization.
and
For instance, you can accept a contract to develop changes and agree not to release your changes until the client says ok. This is permitted because in this case no GPL-covered code is being distributed under an NDA. You can also release your changes to the client under the GPL, but agree not to release them to anyone else unless the client says ok. In this case, too, no GPL-covered code is being distributed under an NDA, or under any additional restrictions. The GPL would give the client the right to redistribute your version. In this scenario, the client will probably choose not to exercise that right, but does have the right.
Thus, as long as they only use it internally they have no obligation to make the changed source code available. In addition, they could require contractors to develop code under and NDA that prohibits release until the authorize its release so even if they do not do the actual development internally they can still control its release. I would not bet on the DoD probably choosing not to exercise that right.
So while it may be good PR for OSS in reality it may not actually advance OSS for the public. DoD could classify any OSS projects to prevent its release using the argument that its release would be detrimental to national security and require contractors to sign an NDA for any work they do for DoD.
https://www.gnu.org/licenses/gpl-faq.en.html#GPLRequireSourcePostedPublic
When I use Uber it knows my location and destination and gives me the fare in advance. I get billed that no matter what route the driver takes so distance doesn't seem to be a factor in the final fare price. If fares get changed in Lagos based on the spoofed distance, it would seem to be easy for Uber to find the scammers. Drivers would either be traveling at unrealistic speeds based on the time of travel and distance reported or not be available if the don't close out the trip and take far to long for the trip. Since it adds the two trips it would seem easy for Uber to compare the reported length, duration and fare vs an Uber standard length, duration and fare and detect scammers; refund passengers and withhold payments from drivers.
In most countries like Lagos normal Taxi rate depends if you are local, know language, foreigner, or from USA. I recall a a case where Taxi driver took me for a ride in my home town (in US). Going from an airport, he assumed I was a tourist, so he got of the highway drove a mile, made 4 right turns to get back on the same highway. At least Uber can adjust app and control drives better.
Exactly. I had something similar happen to me as a tourist; unfortunately for cab driver I knew the normal route and asked at the end of the trip I asked him why he took the long way to the airport instead of the normal route. He then simply charged me the normal lower fare rather than have me call a cop to settle a fare dispute. It's a pretty common scam run by cab drivers there, I would guess Uber has cut into their business which serves the scammers right.
Most PC owners have these things called "screwdrivers".
While screwdrivers are fine I prefer bourbon neat when working on a PC...
1/3 of millennials don't understand risk, volatility or liquidity.
I used Pandora, for a while. I quit, for the same reasons I stopped listening to the radio. Too many ads, not enough of the music I like. Between a large(ish) music collection, two flea markets, and a half dozen second-hand music stores, nothing of value was lost.
In my case, not only were there a lot of ads but for some reason Pandora thinks I live hundreds of miles from where I actually live and give me ads for services and companies there. In addition, for some reason if you like Jimmy Buffet and the Dead you must be a country music fan and feeds me a bunch of country music I do not like.
I've received legal documents, some clearly client confidential, on ongoing litigation in error. Beyond my not agreeing to any of the legal disclaimers on the email, if Google read it and retained a copy I wonder what the ramifications are for keeping it confidential.
I'd much rather have a programmer design the user interface than a UX designer. With a programmer you usually get a logical, well constructed interface that follows standards and offers easy access the software's functionality.
For systems such as ship control, I'd rather have the UI designed in consultation with the end users so the designers can understand the operator's needs and how they operate the system and design the UI accordingly. If you don't understand how a system will be used it's easy to get caught up in what is logical to you but doesn't work in the real world.
Years ago, I was involved in a control room design project. The programmers made nice digital readouts of plant parameters, all located on various screens. Unfortunately, digital gauges are useless when a pump's output is fluctuating rapidly while an analog one lets you estimate the average output while you address the casualty. Having to page through four screens in an emergency to find a critical parameter is problematic as well. Fortunately, in this case we worked with the programmers to come up with a design that worked.