That's part why the after-school programs. If the parents are actually working and stuck in crappy jobs with hours that make it hard to be together as a family, the after-school program makes it a lot easier to influence the kids after the school day has ended.
There's no perfect fix, no magic bullet. Doing nothing is worse than doing something even if not every kid can be influenced.
Many years ago Peter Dimandis took Hawking on a ride in a private version of the Vomit Comet, where they flew up really high, put the aircraft into freefall so the occupants would also go into freefall, and then leveled off and flew up again, etc. Same training that is provided to astronauts and is used to test machinery and processes in zero-G where they only need a few minutes of effective 0G.
Diamandis was worried about how Hawking's body would handle it, but apparently Hawking had the time of his life and they made so many passes that they had to stop because they were getting low on fuel, not because Hawking couldn't take it.
While there is probably added risk to Hawking compared to the Vomit Comit, as the G-forces imparted are going to be higher at least on the ascent phase, if they're calculable and can be studied then it may be safe enough.
Then they charge you with destruction of evidence.
It would be kind of interesting to see how that played out though. Would they have to argue that you intentionally set up a system to destroy evidence based on knowing that you were committing crimes?
How long does it take to go from apprentice to journeyman though?
One big problem in a lot of places, including the trades and also in some kind of academia, is that those who are already in the trade or discipline are competing with those entering it, so those already in may have little incentive to promote apprentices. It's even worse in music in a lot of places, I've known musicians that were very talented and graduated with degree who couldn't find work because the professors themselves already filled the orchestras and had connections to the orchestra management. Student graduates and can't find work.
If you intervene educationally at a Pre-K level and during K-12, you do a lot to equalize the playing-field across lines that historically have seen a lot of variation across different groups.
Trouble is, it's expensive to start early Pre-K at three where the kids are actually subject to a real curriculum, and it's expensive to run after-school programs for those kids in all-day school once they hit kindergarten or first grade. Unfortunately it's also expensive to not educate children in these age groups, as reflected by our jail and prison populations.
You make your comment in-jest but you describe places like Somalia where there is no government and where you really do kill to get ahead.
Personally I don't want to live in a place like Somalia, I like the idea that there are actions that are prohibited and that there are consequences for those actions.
There is evidence from NSA documents the entire Trump family was under surveillance. Just because Trvor Noah and Rachel Maddow didnt bother to tell you that doesnt mean it didnt happen.
I thought that we had established, as far as the NSA is concerned, everyone on the planet is under surveillance.
The US already de-facto has this, the better you do in K-12, the better the options presented to you for post-secondary school choices. Class rank and standardized-test scores are weighed.
How do you solve it on the demand side when the demand for college is based on an ever-decreasing number of reasonable wage jobs that don't require a college education?
There's a problem with that. Education begets better employment, and better employment is going to be necessary when the kinds of employment that served the United States from the 1950s through the 1980s becomes less and less an option as those kinds of jobs are simply priced-out and sent to other countries.
Unfortunately the only way to make this happen is to spend money somewhere in education. Right now we're seeing ballooning post-secondary tuition because far more people want to become students than there are places for them in classrooms. This desire for education has fuelled those for-profit "colleges" that have been so problematic like ITT and University of Phoenix, and states, where the burden for state-run colleges and universities is supposed to fall, have not committed the kind of money needed to establish enough state schools or to keep the tuition down to affordable levels. Many states are arguably in violation of their own constitutions as some require the state to provide affordable education so that even the poor can go to school. Many states are even railing against paying enough for K-12 education, and then wondering why their law enforcement budgets are constantly needing fresh cash.
If you want to fix the high costs of education, you've got to increase the supply.
Having witnessed the rise and now beginning of the fall of the company it's really amazing how at so many points they've done the bad or nefarious thing.
They basically lied about what the purpose of the app was, calling it a ride-sharing service when it's a taxi service.
They lied about the profitability of working for them, and doubled-down by getting people into paying for cars that they had no business buying and arguably couldn't afford because their incomes did not match the advertisements.
They lied and operated their unlicensed taxi service in places where this is illegal.
They've made efforts to avoid investigators into their illegal passenger livery practices.
They've attempted to call their drivers contractors while forcing them into working models that demonstrate that they're employees.
They've essentially stolen technology developed by others in an attempt to jumpstart their self-driving car business.
I get that in many cases existing taxi services aren't so great. On the other hand many of the laws governing taxis and sedan services are reactionary to some bad thing that happened and demonstrated a need to regulate for passenger safety. Perhaps some of what Uber and its ilk have come up with may end up as part of future regulations; the idea of determining the fare based on computer mapping is not a bad one and could be added to existing services if there was a strong enough interest.
Honestly it matters quite a lot if Uber was really actually profitable, or if it was only profitable because a certain class of employee (ie, the driver) was willing to be hoodwinked into basically not even making cab-driver wages while suffering wear and tear on their own personal vehicle, versus actually being profitable with its own model.
It seems that Uber's long-term goal was to do away with having drivers operating their own cars, but unfortunately for them, they've tried to define the self-driving car market as-implemented too long before it's really ready to be implemented. They've gotten caught with their hand in the cookie jar too, as it appears they stole self-driving technology developed at great expensive by someone else, and if they can't use any of those self-driving developments then they're probably doomed.
I can see the appeal, summon a self-driving car and it takes you where you want to go, then summon another one when you want to return. I can see trying to be the one to get out in front of it too, to ride the wave of success that might well come from it. You've got to get the timing right though, and the timing isn't right yet.
In AGCO's case it looks like they make products that are not assembly-line and not otherwise terribly automated simply because agricultural products are not made in sufficient volume to justify the costs to automate. Too much per-customer customization, too little volume, and the machines are very expensive so it's kind of hard to try to force customers into not customizing.
My biggest concern with things like on-demand lookup is that it may lead to people thinking they're more knowledgeable or capable than they are; that reference substitutes for experience. I've seen it firsthand where people in the IT field think they're all-that but they really don't know what they're doing and are so reliant on reference materials that when the system behaves other than how it's supposed to they are unable to cope.
Hopefully AGCO won't have this problem, especially when they're applying the technology to manufacturing in particular.
Half of the water heaters at Home Depot have electronic control panels, and a good chunk of those have WiFi capability.
Do you trust Rheem or AO Smith to have enough IT security people available to know how to set the default state of these controls so that they're not exploitable?
To nitpick, since you've opened yourself up for it, the Windows Domain Controller and the AD domain is not the same as Ethernet, and isn't even the same thing as TCP/IP. On top of that, if Southwest uses AD, they are not limited to a single DC, nor to DCs in one geographic area or site to span their entire domain across the WAN.
Granted, it takes time and arguably money to design a network and directory services system that can handle the fault-tolerance they would need, but if they spend their time and money wisely they can probably achieve a network that can handle segment drops due to weather and other problems that inevitably affect wide area networks.
It would make sense for Tesla to try to create a bigger gap between the two vehicles.
Would it? While the S and 3 are both electrics, the S and 3 are not the same size, do not have the same amount of interior volume, do not have the same maximum seating configuration.
I can see a family, wanting seating for six including a couple of kids, not being able to afford the Model S 75 or 75D, and not finding the Model 3 acceptable in any configuration. I can see some taller or otherwise bigger people not being comfortable in a Model 3 but fitting into a Model S.
For a long time, automakers sold high-end, mid-line, and low-end vehicles in all of their chassis configurations. Sometimes they had different makes to achieve this, and sometimes they had more than one model built on a given "body", and sometimes both. Chrysler had the New Yorker and Newport, Dodge had a Monaco and a Polara, and Plymouth had the Fury and the Savoy in various years, and at other times they had other models like the 300, the Town and Country, the Custom, and the 880. All of these vehicles, for a given model year, were on the same "C-Body" platform, and a platform sharing a lot similarity was used for the even higher-end Imperial line.
If Tesla wants to be a volume manufacturer (and this is admittedly not knowing if they want to or not) then they will need to figure out how to cater to those buyers that aren't going to be able to afford the higher-end cars but still need cars that are bigger than their smallest ones. That doesn't mean that there's no room for increased cost for the bigger chassis, but it needs to be affordable in its lowest trim.
That's been one of my chief complaints about the modern recording labels, they basically keep almost everything and even tend to seek compensation from artists they sign if the sales do not make-up for the initial money they paid the artist to make the album in the first place.
I understand how making a modern album can be expensive, given the amount of post-production that seems to be required, but given that the label is choosy about whom they sign in the first place it seems rather unfair that they are in a position to penalize those acts they sign if the returns that the label expects aren't realized.
Not OP, but I've had Pulse stop working on a box with long uptimes even though everything else in X worked fine.
I see no reason why software like this should stop working in the two months between sitting down at that console. A desire for that kind of reliability is why I went from a Microsoft desktop to a Linux desktop in the first place.
Slashdot Mirror
That's part why the after-school programs. If the parents are actually working and stuck in crappy jobs with hours that make it hard to be together as a family, the after-school program makes it a lot easier to influence the kids after the school day has ended.
There's no perfect fix, no magic bullet. Doing nothing is worse than doing something even if not every kid can be influenced.
It has been.
Many years ago Peter Dimandis took Hawking on a ride in a private version of the Vomit Comet, where they flew up really high, put the aircraft into freefall so the occupants would also go into freefall, and then leveled off and flew up again, etc. Same training that is provided to astronauts and is used to test machinery and processes in zero-G where they only need a few minutes of effective 0G.
Diamandis was worried about how Hawking's body would handle it, but apparently Hawking had the time of his life and they made so many passes that they had to stop because they were getting low on fuel, not because Hawking couldn't take it.
While there is probably added risk to Hawking compared to the Vomit Comit, as the G-forces imparted are going to be higher at least on the ascent phase, if they're calculable and can be studied then it may be safe enough.
He probably 'said' it through his attorney via filing, which I expect would be on-paper.
While it's possible to be snarky on paper it requires both intent and a general finesse for language that most people don't have.
Then they charge you with destruction of evidence.
It would be kind of interesting to see how that played out though. Would they have to argue that you intentionally set up a system to destroy evidence based on knowing that you were committing crimes?
A tablet has a lot more internal volume than a smartphone does.
This sounds like a concern about explosives or some other phyical attack.
How long does it take to go from apprentice to journeyman though?
One big problem in a lot of places, including the trades and also in some kind of academia, is that those who are already in the trade or discipline are competing with those entering it, so those already in may have little incentive to promote apprentices. It's even worse in music in a lot of places, I've known musicians that were very talented and graduated with degree who couldn't find work because the professors themselves already filled the orchestras and had connections to the orchestra management. Student graduates and can't find work.
If you intervene educationally at a Pre-K level and during K-12, you do a lot to equalize the playing-field across lines that historically have seen a lot of variation across different groups.
Trouble is, it's expensive to start early Pre-K at three where the kids are actually subject to a real curriculum, and it's expensive to run after-school programs for those kids in all-day school once they hit kindergarten or first grade. Unfortunately it's also expensive to not educate children in these age groups, as reflected by our jail and prison populations.
You make your comment in-jest but you describe places like Somalia where there is no government and where you really do kill to get ahead.
Personally I don't want to live in a place like Somalia, I like the idea that there are actions that are prohibited and that there are consequences for those actions.
There is evidence from NSA documents the entire Trump family was under surveillance. Just because Trvor Noah and Rachel Maddow didnt bother to tell you that doesnt mean it didnt happen.
I thought that we had established, as far as the NSA is concerned, everyone on the planet is under surveillance.
The US already de-facto has this, the better you do in K-12, the better the options presented to you for post-secondary school choices. Class rank and standardized-test scores are weighed.
Because between 18 and 65 you have to eat and have to put a roof over your head?
How do you solve it on the demand side when the demand for college is based on an ever-decreasing number of reasonable wage jobs that don't require a college education?
There's a problem with that. Education begets better employment, and better employment is going to be necessary when the kinds of employment that served the United States from the 1950s through the 1980s becomes less and less an option as those kinds of jobs are simply priced-out and sent to other countries.
Unfortunately the only way to make this happen is to spend money somewhere in education. Right now we're seeing ballooning post-secondary tuition because far more people want to become students than there are places for them in classrooms. This desire for education has fuelled those for-profit "colleges" that have been so problematic like ITT and University of Phoenix, and states, where the burden for state-run colleges and universities is supposed to fall, have not committed the kind of money needed to establish enough state schools or to keep the tuition down to affordable levels. Many states are arguably in violation of their own constitutions as some require the state to provide affordable education so that even the poor can go to school. Many states are even railing against paying enough for K-12 education, and then wondering why their law enforcement budgets are constantly needing fresh cash.
If you want to fix the high costs of education, you've got to increase the supply.
Having witnessed the rise and now beginning of the fall of the company it's really amazing how at so many points they've done the bad or nefarious thing.
They basically lied about what the purpose of the app was, calling it a ride-sharing service when it's a taxi service.
They lied about the profitability of working for them, and doubled-down by getting people into paying for cars that they had no business buying and arguably couldn't afford because their incomes did not match the advertisements.
They lied and operated their unlicensed taxi service in places where this is illegal.
They've made efforts to avoid investigators into their illegal passenger livery practices.
They've attempted to call their drivers contractors while forcing them into working models that demonstrate that they're employees.
They've essentially stolen technology developed by others in an attempt to jumpstart their self-driving car business.
I get that in many cases existing taxi services aren't so great. On the other hand many of the laws governing taxis and sedan services are reactionary to some bad thing that happened and demonstrated a need to regulate for passenger safety. Perhaps some of what Uber and its ilk have come up with may end up as part of future regulations; the idea of determining the fare based on computer mapping is not a bad one and could be added to existing services if there was a strong enough interest.
Honestly it matters quite a lot if Uber was really actually profitable, or if it was only profitable because a certain class of employee (ie, the driver) was willing to be hoodwinked into basically not even making cab-driver wages while suffering wear and tear on their own personal vehicle, versus actually being profitable with its own model.
It seems that Uber's long-term goal was to do away with having drivers operating their own cars, but unfortunately for them, they've tried to define the self-driving car market as-implemented too long before it's really ready to be implemented. They've gotten caught with their hand in the cookie jar too, as it appears they stole self-driving technology developed at great expensive by someone else, and if they can't use any of those self-driving developments then they're probably doomed.
I can see the appeal, summon a self-driving car and it takes you where you want to go, then summon another one when you want to return. I can see trying to be the one to get out in front of it too, to ride the wave of success that might well come from it. You've got to get the timing right though, and the timing isn't right yet.
Meraki water heaters from Cisco!
Did you try using PVC on the cold side and CPVC on the hot side to act as short couplers to isolate the water heater from the copper plumbing?
Also don't forget to put a PVC fitting on the emergency valve.
In AGCO's case it looks like they make products that are not assembly-line and not otherwise terribly automated simply because agricultural products are not made in sufficient volume to justify the costs to automate. Too much per-customer customization, too little volume, and the machines are very expensive so it's kind of hard to try to force customers into not customizing.
My biggest concern with things like on-demand lookup is that it may lead to people thinking they're more knowledgeable or capable than they are; that reference substitutes for experience. I've seen it firsthand where people in the IT field think they're all-that but they really don't know what they're doing and are so reliant on reference materials that when the system behaves other than how it's supposed to they are unable to cope.
Hopefully AGCO won't have this problem, especially when they're applying the technology to manufacturing in particular.
Security cameras simultaneously turn off. The UK is particularly affected.
Half of the water heaters at Home Depot have electronic control panels, and a good chunk of those have WiFi capability.
Do you trust Rheem or AO Smith to have enough IT security people available to know how to set the default state of these controls so that they're not exploitable?
To nitpick, since you've opened yourself up for it, the Windows Domain Controller and the AD domain is not the same as Ethernet, and isn't even the same thing as TCP/IP. On top of that, if Southwest uses AD, they are not limited to a single DC, nor to DCs in one geographic area or site to span their entire domain across the WAN.
Granted, it takes time and arguably money to design a network and directory services system that can handle the fault-tolerance they would need, but if they spend their time and money wisely they can probably achieve a network that can handle segment drops due to weather and other problems that inevitably affect wide area networks.
It would make sense for Tesla to try to create a bigger gap between the two vehicles.
Would it? While the S and 3 are both electrics, the S and 3 are not the same size, do not have the same amount of interior volume, do not have the same maximum seating configuration.
I can see a family, wanting seating for six including a couple of kids, not being able to afford the Model S 75 or 75D, and not finding the Model 3 acceptable in any configuration. I can see some taller or otherwise bigger people not being comfortable in a Model 3 but fitting into a Model S.
For a long time, automakers sold high-end, mid-line, and low-end vehicles in all of their chassis configurations. Sometimes they had different makes to achieve this, and sometimes they had more than one model built on a given "body", and sometimes both. Chrysler had the New Yorker and Newport, Dodge had a Monaco and a Polara, and Plymouth had the Fury and the Savoy in various years, and at other times they had other models like the 300, the Town and Country, the Custom, and the 880. All of these vehicles, for a given model year, were on the same "C-Body" platform, and a platform sharing a lot similarity was used for the even higher-end Imperial line.
If Tesla wants to be a volume manufacturer (and this is admittedly not knowing if they want to or not) then they will need to figure out how to cater to those buyers that aren't going to be able to afford the higher-end cars but still need cars that are bigger than their smallest ones. That doesn't mean that there's no room for increased cost for the bigger chassis, but it needs to be affordable in its lowest trim.
That's been one of my chief complaints about the modern recording labels, they basically keep almost everything and even tend to seek compensation from artists they sign if the sales do not make-up for the initial money they paid the artist to make the album in the first place.
I understand how making a modern album can be expensive, given the amount of post-production that seems to be required, but given that the label is choosy about whom they sign in the first place it seems rather unfair that they are in a position to penalize those acts they sign if the returns that the label expects aren't realized.
...does that include or exclude the 0.8 mile stretches to the next human interaction or not?
Seems that you shouldn't start tallying self-driving miles until you exceed a mile.
Not OP, but I've had Pulse stop working on a box with long uptimes even though everything else in X worked fine.
I see no reason why software like this should stop working in the two months between sitting down at that console. A desire for that kind of reliability is why I went from a Microsoft desktop to a Linux desktop in the first place.