Even if one has heard the acronym before and has an inkling of what it means, it can be handy to have the acronym fully stated from time to both confirm that it's still an abbreviation for the same topic and not an alternate use of the letters, and to help remind the audience of some of the particulars that might be glossed-over.
...I don't see it wrong to consider the duration of the research effort plus the historical record it leaves (ie, so future generations have a harder time making contrary claims in hindsight) s not being valid criteria for a lifetime body of work. Indeed, after the period of speculative hysteria in the news is over, immediate documentation is the best way to ensure that the legacy and history is realistically preserved. The era of photography began to help this (though is subject to manipulation) but getting the narrative of the participants recorded before they have an opportunity to retroactively change their opinions too much is helpful in honestly understanding what happened.
I've found that battery life on standby is very much dependent on carrier accessibility. My employer's campus has a power distribution station on the East side and is ringed on the North, South, and West sides by power lines that reach the station. We get very poor signal strength and my old Galaxy SII is lucky to survive the eight hour shift on battery if I'm at the office all day, even on standby.
Contrast to at home, where that city mandated all infrastructure be buried, and the power lines are only for neighborhood final distribution as opposed to regional distribution, and my phone can go a whole weekend on standby.
Can confirm, wife graduated Course 2 and her father was a waste water system worker. No way the family income could have paid for her to attend MIT and she didn't have to take out student loans either.
Get yourself a Tesla Powerwall, and the utility doesn't even have to know you have solar. Instead of using the grid as your battery, you use you own battery as the battery.
I have considered on-site batteries. I even have a climate controlled storage room that they could be installed in if being out of the heat would help with their longevity.
My biggest worry is that under absolute peak demand I would exceed production. Being able to pull from the grid in those circumstances is necessary, especially in the winter when the days are shorter and I would reasonably expect to be working in my shop when I'd have to be on-battery instead of on-panel.
Which is why, "escorts," can get busted for prostitution- they claim they're being paid in a fashion similar to paying for the date with a random other consenting person, but in-fact the courts find that the sexual aspect is a paid service even if it was not discussed in-advance.
Uber's arrangement isn't even as informal as that of the escort's position on sex. The fee for the ride is determined in-advance, as a commercial transaction. This isn't some known-associate being nice and giving a ride, for the passenger to volunteer to reimburse the driver unexpectedly.
And that is the same technicality that taxi drivers have. You are giving money to the company they drive for, not to them. They get paid by the company. Only the tip (which you presumably also give an Uber driver) goes directly to the driver.
That's not always true. Cab companies around here rent the cab to the driver, the driver keeps all of the money sans rental-fee. The cab driver can use company-dispatch and can also select his or her own fares. The rental fee covers everything so that the cab is turn-key to the driver, the company worries about insurance, maintenance, registration and vehicle inspection, etc. The driver might be on-the-hook for keeping the car clean enough for the next driver, but the bulk of the car itself falls on the company.
Just get solar inexpensive enough and I'll be perfectly happy. It sure isn't there yet.
For me it would be, if the goddamn electric utility would set fair rules.
If the utility is going to charge me a grid-tie fee, make that fee the same as all of the subscribers. IE, any house with approximately the same service type (200A 240V Single Phase with Neutral) should have the same grid-tie fee as I as a solar user would have.
As a power producer, they should pay a reasonable amount of money for my power to them during peak hours. They should not be allowed to only reimburse me the rate they charge for middle-of-the-night lowest-demand time, which is something like 10% of what they charge during peak hours. I understand that I'm not going to get 100%, that's not the issue. I do expect to get more like 50%, especially if they itemize all power customers' grid-tie separate from their usage fees.
As they want it now, they want to benefit from my power production when they have the most demand, and to charge me for the privilege of supplying them with that power.
My argument in favor of my position is that during peak hours (I live in a hot desert climate) my production means that they do not have to supply as much power from on-demand power stations that are more costly to operate than their base-load power plants. They don't have to burn natural gas or propane or diesel to keep up with all of the air conditioners if enough solar customers are selling power back to the grid. The solar customers also put power back on to the grid locally, which reduces amperage across the higher current distribution portion as local power in a local section is being produced.
As they have it now it's a racket, and there is no reason for it to be so.
And yes, I am well aware of danger to linemen if there's a general outage and a residence is still supplying power. I would put in a transfer switch capable of intentional islanding and some form of intelligent grid AC resync and reconnect if I were to do this.
I don't think that we'll return to the late seventies and eighties. It appears that American car manufacturers have perfected the two valve per cylinder pushrod V8 and the four valve per cylinder overhead cam V6, GM, Chrysler, and Ford designs are all getting gobs of power on-demand and excellent fuel economy when driven cautiously- the 3.6L V6 available in nearly every Chrysler, Dodge, Jeep, and Ram is absolutely fantastic.
...then what uber drivers are doing, by not being licensed black-cab operators, is against the law.
If I understand it correctly, London is a lot stricter with their drivers than most other cities, such that to simply drive a cab one must pass a fairly difficult testing process before being able to obtain a license.
At this point I'm not really sure why this is a Slashdot story anymore. It's about a livery company whose legally questionable practices and claims have drivers that are picking up hailed fares. There isn't even a technological angle on this aspect of the story, not that cell-phone dispatch is anything especially novel.
There are also initiatives from the federal government to attempt to push Internet connectivity like how the Electrification of America was pushed, and how the telephone system was pushed. That at least has some tangible benefit to the people that live there, while this spaceport does not.
A spaceport that doesn't have any commercial flights is probably a worse waste of money than a sports stadium. People will drive for a hundred miles to go to a sporting event if they care about one of the teams playing. They'll buy gas, they'll buy food, they'll pay admissions, they'll go to the bars and the restaurants after the game, they might even look for a hotel to stay in before going home.
A spaceport in rural anywhere only makes sense when there are flights, and for it to be paid for by the taxes collected in an area the area needs to derive an actual benefit.
As for a town of 6000 with only 21% bachelors degrees, that is absolutely no surprise at all. A town of 6000 people probably doesn't have very many jobs that need bachelors degrees. There will be a doctor or maybe a few, there will be some nurses. There may be a dentist. There will be at least one pharmacist. If there are schools the teachers will have degrees. There will probably be a few business owners that originated in the area, left and got their education, and came back, possibly employing some in the town. If anything, 1/5 of a small town having bachelors degrees is probably rather high.
Cars from the sixties and seventies that were fun to drive were horribly wasteful on fuel when driven hard. Carburetors are like that. The point now, is that we have technology to sample the air pressure, air temperature, and exhaust mixture to try to achieve the most thorough burn possible, which is why the cars of today are more fun and more powerful than they were in the sixties and seventies. And I say this as someone that is mid-restoration on a seventies Mopar.
The tradeoff is complexity and cost. The cars are much more complicated because the systems that regulate fuel pressure, nozzle duration, spark duration and timing, and valve timing are much more complicated than an accelerator pump, a venturi, and a simple vacuum-advance distributor.
And this is why we need more regulation, not less. Car companies were given the option to tell the government that they met the rules. They didn't meet the rules but lied to fraudulently sell cars. I say, send a complete drivetrain system with a driveable chassis that conforms to the mass and approximate airflow characteristics expected in the finished vehicle, or rather, a fleet of them, and give the EPA the budget to both test the finished drivetrain in the unfinished vehicle and to make baseline measurements. Later on, the EPA will lease or rent or otherwise procure through their own means actual vehicles that the emissions profile was to meet to compare them. If they're off by more than say, 15% as new vehicles, or if they violate the absolute limits, the model is pulled from sale and existing examples are recalled.
I will find it very amusing if a generation of European cars are essentially worthless now that the cheats that made them desirable are gone. German engineers are disproportionately smug in their abilities, but I think this one may have knocked them for a loop.
Personal responsibility is whatever the court and/or jury decides it is. Sometimes the judgement is probably too far in favor of giving idiots what they don't deserve. Sometimes it allows a company that's negligent to get off lightly for something that they really should not have ever sold. Sometimes it works out as it should.
He has an '89 Dodge Dakota factory convertible. It had an engine fire that they managed to put-out before it spread past the firewall and fender liners. I suggested he do a V8 swap, as the '89 Shelby Dakota had the 318 TBI shoehorned in, so it would fit.
Well, he ended up going with a '95 extended cab as a parts truck, found one lightly hit that was mechanically decent. Ended up using '92+ front clip instead of figuring out how to put the flat-front on and relocate the stuff that would interfere. Despite the extreme similarity of the two trucks (90+% sheet metal same) the electrical system from front to back was completely different. He ended up swapping every single harness from the '95 in, shortening where it was different because of the extended cab.
Thing runs much stronger now, probably twice the performance, and that's only going from a TBI 3.9L V6 to an EFI 5.2L V8. If I ever own it I'm swapping-in an EFI 408ci (6.7L) stroker built from a 360/5.9 with 4.00" stroke instead of the stock 3.58"
I've done that before. I had (still have actually) a server that had and old Ultrawide SCSI disk as the OS drive, one day I came home and the room smelled funny. A chip on the PCB had burned up and the drive was toast. Swapped the controller board from another on and the computer came right back up and worked like a champ.
I also had a K6-2 350MHz box for a long time after my friends had all upgraded to 1GHz Intel boxes. They had 128MB or 256MB RAM, expensive DDR memory. I had 1.5GB (3x 512MB) SDRAM, my computer ran circles around theirs in the games. If I'm remembering right there was still motherboard-installed cache memory, and I had that maxed-out too. Could be wrong about that last part, all of my computers over the years have kind of melded together in my brain.
I've used various bent paperclips to straighten out the mashed and mangled pins on 8P8C connectors that used proprietary wallplates and couldn't readily be replaced.
Slashdot Mirror
Compared to a several-hundred-pound sow that's pretty damn small. Plus we don't know the growth rate of the animal yet either.
Dynamite is for Cows
You know, I just had a Scanners-esque asplode mental picture of a cow... Worse, it was cropped into a scene from Top Secret!
Thanks for the laugh.
Even if one has heard the acronym before and has an inkling of what it means, it can be handy to have the acronym fully stated from time to both confirm that it's still an abbreviation for the same topic and not an alternate use of the letters, and to help remind the audience of some of the particulars that might be glossed-over.
Auto insurance will be around as long as there are uninsured drivers and other incidents beyond the fault of the owner or authorized driver.
Rates may reduce dramatically if liability is reduced to those cases, but the need for the insurance will still be there.
I have no windows at all. Relatively secured buildings generally don't get windows.
...I don't see it wrong to consider the duration of the research effort plus the historical record it leaves (ie, so future generations have a harder time making contrary claims in hindsight) s not being valid criteria for a lifetime body of work. Indeed, after the period of speculative hysteria in the news is over, immediate documentation is the best way to ensure that the legacy and history is realistically preserved. The era of photography began to help this (though is subject to manipulation) but getting the narrative of the participants recorded before they have an opportunity to retroactively change their opinions too much is helpful in honestly understanding what happened.
I've found that battery life on standby is very much dependent on carrier accessibility. My employer's campus has a power distribution station on the East side and is ringed on the North, South, and West sides by power lines that reach the station. We get very poor signal strength and my old Galaxy SII is lucky to survive the eight hour shift on battery if I'm at the office all day, even on standby.
Contrast to at home, where that city mandated all infrastructure be buried, and the power lines are only for neighborhood final distribution as opposed to regional distribution, and my phone can go a whole weekend on standby.
Can confirm, wife graduated Course 2 and her father was a waste water system worker. No way the family income could have paid for her to attend MIT and she didn't have to take out student loans either.
Wasn't Dell manufacturing for EMC, at least at some point? There are a lot of similarities between a lot of EMC hardware and Dell hardware...
Get yourself a Tesla Powerwall, and the utility doesn't even have to know you have solar. Instead of using the grid as your battery, you use you own battery as the battery.
I have considered on-site batteries. I even have a climate controlled storage room that they could be installed in if being out of the heat would help with their longevity.
My biggest worry is that under absolute peak demand I would exceed production. Being able to pull from the grid in those circumstances is necessary, especially in the winter when the days are shorter and I would reasonably expect to be working in my shop when I'd have to be on-battery instead of on-panel.
Which is why, "escorts," can get busted for prostitution- they claim they're being paid in a fashion similar to paying for the date with a random other consenting person, but in-fact the courts find that the sexual aspect is a paid service even if it was not discussed in-advance.
Uber's arrangement isn't even as informal as that of the escort's position on sex. The fee for the ride is determined in-advance, as a commercial transaction. This isn't some known-associate being nice and giving a ride, for the passenger to volunteer to reimburse the driver unexpectedly.
And that is the same technicality that taxi drivers have. You are giving money to the company they drive for, not to them. They get paid by the company. Only the tip (which you presumably also give an Uber driver) goes directly to the driver.
That's not always true. Cab companies around here rent the cab to the driver, the driver keeps all of the money sans rental-fee. The cab driver can use company-dispatch and can also select his or her own fares. The rental fee covers everything so that the cab is turn-key to the driver, the company worries about insurance, maintenance, registration and vehicle inspection, etc. The driver might be on-the-hook for keeping the car clean enough for the next driver, but the bulk of the car itself falls on the company.
Just get solar inexpensive enough and I'll be perfectly happy. It sure isn't there yet.
For me it would be, if the goddamn electric utility would set fair rules.
If the utility is going to charge me a grid-tie fee, make that fee the same as all of the subscribers. IE, any house with approximately the same service type (200A 240V Single Phase with Neutral) should have the same grid-tie fee as I as a solar user would have.
As a power producer, they should pay a reasonable amount of money for my power to them during peak hours. They should not be allowed to only reimburse me the rate they charge for middle-of-the-night lowest-demand time, which is something like 10% of what they charge during peak hours. I understand that I'm not going to get 100%, that's not the issue. I do expect to get more like 50%, especially if they itemize all power customers' grid-tie separate from their usage fees.
As they want it now, they want to benefit from my power production when they have the most demand, and to charge me for the privilege of supplying them with that power.
My argument in favor of my position is that during peak hours (I live in a hot desert climate) my production means that they do not have to supply as much power from on-demand power stations that are more costly to operate than their base-load power plants. They don't have to burn natural gas or propane or diesel to keep up with all of the air conditioners if enough solar customers are selling power back to the grid. The solar customers also put power back on to the grid locally, which reduces amperage across the higher current distribution portion as local power in a local section is being produced.
As they have it now it's a racket, and there is no reason for it to be so.
And yes, I am well aware of danger to linemen if there's a general outage and a residence is still supplying power. I would put in a transfer switch capable of intentional islanding and some form of intelligent grid AC resync and reconnect if I were to do this.
I don't think that we'll return to the late seventies and eighties. It appears that American car manufacturers have perfected the two valve per cylinder pushrod V8 and the four valve per cylinder overhead cam V6, GM, Chrysler, and Ford designs are all getting gobs of power on-demand and excellent fuel economy when driven cautiously- the 3.6L V6 available in nearly every Chrysler, Dodge, Jeep, and Ram is absolutely fantastic.
...then what uber drivers are doing, by not being licensed black-cab operators, is against the law.
If I understand it correctly, London is a lot stricter with their drivers than most other cities, such that to simply drive a cab one must pass a fairly difficult testing process before being able to obtain a license.
At this point I'm not really sure why this is a Slashdot story anymore. It's about a livery company whose legally questionable practices and claims have drivers that are picking up hailed fares. There isn't even a technological angle on this aspect of the story, not that cell-phone dispatch is anything especially novel.
There are also initiatives from the federal government to attempt to push Internet connectivity like how the Electrification of America was pushed, and how the telephone system was pushed. That at least has some tangible benefit to the people that live there, while this spaceport does not.
A spaceport that doesn't have any commercial flights is probably a worse waste of money than a sports stadium. People will drive for a hundred miles to go to a sporting event if they care about one of the teams playing. They'll buy gas, they'll buy food, they'll pay admissions, they'll go to the bars and the restaurants after the game, they might even look for a hotel to stay in before going home.
A spaceport in rural anywhere only makes sense when there are flights, and for it to be paid for by the taxes collected in an area the area needs to derive an actual benefit.
As for a town of 6000 with only 21% bachelors degrees, that is absolutely no surprise at all. A town of 6000 people probably doesn't have very many jobs that need bachelors degrees. There will be a doctor or maybe a few, there will be some nurses. There may be a dentist. There will be at least one pharmacist. If there are schools the teachers will have degrees. There will probably be a few business owners that originated in the area, left and got their education, and came back, possibly employing some in the town. If anything, 1/5 of a small town having bachelors degrees is probably rather high.
Cars from the sixties and seventies that were fun to drive were horribly wasteful on fuel when driven hard. Carburetors are like that. The point now, is that we have technology to sample the air pressure, air temperature, and exhaust mixture to try to achieve the most thorough burn possible, which is why the cars of today are more fun and more powerful than they were in the sixties and seventies. And I say this as someone that is mid-restoration on a seventies Mopar.
The tradeoff is complexity and cost. The cars are much more complicated because the systems that regulate fuel pressure, nozzle duration, spark duration and timing, and valve timing are much more complicated than an accelerator pump, a venturi, and a simple vacuum-advance distributor.
And this is why we need more regulation, not less. Car companies were given the option to tell the government that they met the rules. They didn't meet the rules but lied to fraudulently sell cars. I say, send a complete drivetrain system with a driveable chassis that conforms to the mass and approximate airflow characteristics expected in the finished vehicle, or rather, a fleet of them, and give the EPA the budget to both test the finished drivetrain in the unfinished vehicle and to make baseline measurements. Later on, the EPA will lease or rent or otherwise procure through their own means actual vehicles that the emissions profile was to meet to compare them. If they're off by more than say, 15% as new vehicles, or if they violate the absolute limits, the model is pulled from sale and existing examples are recalled.
I will find it very amusing if a generation of European cars are essentially worthless now that the cheats that made them desirable are gone. German engineers are disproportionately smug in their abilities, but I think this one may have knocked them for a loop.
what ever happened to personal responsibility?
Personal responsibility is whatever the court and/or jury decides it is. Sometimes the judgement is probably too far in favor of giving idiots what they don't deserve. Sometimes it allows a company that's negligent to get off lightly for something that they really should not have ever sold. Sometimes it works out as it should.
Dad had a similar bit of fun recently...
He has an '89 Dodge Dakota factory convertible. It had an engine fire that they managed to put-out before it spread past the firewall and fender liners. I suggested he do a V8 swap, as the '89 Shelby Dakota had the 318 TBI shoehorned in, so it would fit.
Well, he ended up going with a '95 extended cab as a parts truck, found one lightly hit that was mechanically decent. Ended up using '92+ front clip instead of figuring out how to put the flat-front on and relocate the stuff that would interfere. Despite the extreme similarity of the two trucks (90+% sheet metal same) the electrical system from front to back was completely different. He ended up swapping every single harness from the '95 in, shortening where it was different because of the extended cab.
Thing runs much stronger now, probably twice the performance, and that's only going from a TBI 3.9L V6 to an EFI 5.2L V8. If I ever own it I'm swapping-in an EFI 408ci (6.7L) stroker built from a 360/5.9 with 4.00" stroke instead of the stock 3.58"
I've done that before. I had (still have actually) a server that had and old Ultrawide SCSI disk as the OS drive, one day I came home and the room smelled funny. A chip on the PCB had burned up and the drive was toast. Swapped the controller board from another on and the computer came right back up and worked like a champ.
I also had a K6-2 350MHz box for a long time after my friends had all upgraded to 1GHz Intel boxes. They had 128MB or 256MB RAM, expensive DDR memory. I had 1.5GB (3x 512MB) SDRAM, my computer ran circles around theirs in the games. If I'm remembering right there was still motherboard-installed cache memory, and I had that maxed-out too. Could be wrong about that last part, all of my computers over the years have kind of melded together in my brain.
Put a SiS530 for motherboard chipset and you will be a Winner!
Gaah! Why do remind me of this Hell?!?
I've used various bent paperclips to straighten out the mashed and mangled pins on 8P8C connectors that used proprietary wallplates and couldn't readily be replaced.