TFA (yes, I actually read it, but skipped the video) left me wondering about a couple of things...
Why use a 574 kW (770 hp) motor when the fuel cells' output is only 350 kW? Or do the cells have a peak rating that high? Or perhaps they're planning ahead for an upgrade?
Another thing, why put a manual transmission in line with an electric motor, seeing how sophisticated AC motors and drives are these days? There are trains accelerating from zero to 200 mph with AC motors, at most they have a fixed gear ratio between motors and wheels, and all speed control is done electronically.
Good point, and one I also wondered. It certainly would have been interesting to know. However, nowhere did the article state this. Neither did it state that 9.1 kg of ground-up tyres were a standard load to run at a time, which would also make the choice of numbers understandable. As it is, they seem needlessly arbitrary.
(...) running 9.1 kilograms of ground-up tyres through the Hawk-10 produces 4.54 litres of diesel oil, 1.42 cubic metres of combustible gas, 1 kg of steel and 3.40 kg of carbon black (...)
WTF? Why 9.1 kg? Is this a multiple of a non-metric unit converted to metric? Or the weight of a standard car's tires? The weight of one tire? Should I know this?
These numbers are attributed to Jerry Meddick, director of business development at Global Resource Corporation. I'd guess mr. Meddick originally said to the reporter "running 20 pounds of ground-up tyres... produces 1.2 gallons of diesel oil, 50 cubic feet of combustible gas, 2.2 lb of steel, and 7.5 lb of carbon black", using units he's familiar with.
Okay, a publication calling itself scientific is not going to publish figures in non-SI units. I appreciate the effort of conversion, but it's not much better to publish figures in "base 0.454", as it were. Reading in base 10, the above quote best represents (in a roundabout way) the steel yield of the machine: to get 1 kg of steel, put in 9.1 kg of ground-up tyres.
What if you want to express the total yield per unit of ground-up tyres? Use a unit amount or a power of 10 amount of tyres and calculate the rest from that:
For every 10 kilograms of ground-up tyres, the Hawk-10 produces 5 litres of diesel oil, 1.6 cubic metres of combustible gas, 1.1 kg of steel, and 3.7 kg of carbon black.
This is much easier to comprehend: if a ton (1000 kg) of ground-up tyres were delivered to a Hawk-10, it would produce approximately 500 litres of diesel oil, enough to run my 1999 Ford Focus on my 100 km per day commute 5 days a week for 20 weeks.
Where all of the below are applicable, which is cheapest (numbers estimated):
500 low-end ($500) enterprise PCs + 500 Windows licenses for 500 employees;
250 middle-end ($800) enterprise PCs (you're running two copies of most applications) + 250 to 500 Windows licenses + 250 sharing software licenses to share between 500 employees;
3 terminal servers clustered ($5000 the whole bunch) + 500 thin clients ($150 each) + Windows licenses + 10 middle-end PCs ($800) for those who need more power?
Bonus points for considering maintenance costs and equipment life cycle.
I just bought this roll of invisible tape, and now I already seem to have lost it... I distinctly remember putting it right here, but it's nowhere to be seen... never mind, I couldn't find the end of the darn thing, anyway...
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Except the teachers can participate if they want.
It's understandable that having one's work criticized isn't nice. Then again, the ability to listen to feedback, consider whether it's valid, and take steps to improve if necessary is the foundation of professional development. Of course, some people can never be pleased, so some of the feedback will always end up ignored: therefore the validity consideration. In my work, whatever I'm doing, I usually prefer to hear what others think of my work. It's up to me to decide whether I care about it or not. If I start getting negative comments, I will address them, not suppress them.
Of course, a site like that can invoke some harsh criticism, and it does take quite a strong person to receive it. Not everybody may be up to it. But is suppressing it the right response? Wouldn't it be more constructive to start a discussion of the prevailing compulsive need to reduce such a multidimensional thing as a human being to a single number that can be compared and ranked? A discussion about what that tells about the modern idea of humanity?
I guess that wouldn't make sellable headlines, though...
Rei:
My ideal "dream" situation? A "grid" transportation system, in which vehicles are networked together without any humans behind the wheel (except "offroad"). electric vehicles which get their power from the road (standing wave transmission, perhaps). Autoconvoying and optimized speeds to greatly reduce traffic, increase road capacity, and reduce wind resistance. With vehicles much lighter from being pure-electric without need for even carrying the power source, high speed "bulletways" with coils of wire embedded in them, so that vehicles with halbach arrays (magnetic arrays with highly lopsided fields -- near double-strength on one side, near zero on the other) can employ "Inductrac" style maglev, eliminating rolling losses and having very little maglev losses at high speeds. You do have a clear vision about a transition to more efficient car-based infrastructure. Unfortunately, the worst downside of a car-based infrastructure still remains: that it is fundamentally inefficient. Try moving 1500 people from A to B. You get 300 (~full) to 1000 (~average fill) cars, or 30 buses (à 50 seats), or 5 to 10 subway or light rail vehicles (capacity 150 to 300), or 1 to 2 commuter trains. Light rail vehicles can run nose-to-tail in low-speed areas, subway trains can run 90 seconds apart, and commuter trains can run down to 2 or 3 minutes apart, signalling permitting.
To phrase it differently: Rush-hour traffic between A and B is 9000 persons per hour. The average car has 1.5 occupants. A light rail train has a capacity of 300 persons. If all the 9000 people take cars, the traffic flow is 9000/1.5=6000 vehicles per hour. If all the 9000 people take light rail, the traffic flow is 9000/300=30 vehicles per hour.
Another view: do you prefer a large MTU to a small one? Why? What happens if you use a small MTU in a network with heavy traffic?
The hybrid car's advantage isn't on the open road, but in stop-and-go traffic. The electric part of its drivetrain enables it to capture some of the energy that would have otherwise been lost as heat in braking.
Diesel-electric trains do the same to reduce wear on wheels and brake blocks, except they have nowhere to put such huge amounts of energy, so they are compelled to waste it as heat. Engines have huge resistor grids cooled with big fans just to have a place to dump braking energy. This is called dynamic braking. A modern electric train can be equipped with electronics to feed braking energy back to the wire for other trains to use, effectively reducing load on the power plant as the trains' loads average each other out. (In practice, this usually works out pretty well, but not always perfectly, and the engine needs a backup brake in case the network cannot accept power. This is usually an air brake.)
The disadvantage of both the car (or any road vehicle, for that matter) and the diesel-electric train is having to haul along a high-maintenance power plant of a suboptimal size, sometimes producing too much output, sometimes too little, along with a fuel tank that needs to be periodically replenished. In the optimal case, the power would be generated where outputs and loads could be easily matched, and the vehicle would only contain the parts required for traction. The power could be produced by whatever means feasible. This way the vehicle itself is not tied to a single fuel or power generation technology.
The electric rail vehicle (train, subway, light rail, tram...) is pretty close to this. Its disadvantage is needing an infrastructure that is slightly more expensive to set up and maintain than a non-electrified line. In passenger service, it is usually thought that a profitable rail service requires a relatively high population density.
Electric traction is tried and true, high-efficiency, low-cost technology. The big question being answered now is how to get the electricity to the traction in a car-like format. In the next 10 to 30 years, I'd like to see a different question answered: how to make high-efficiency transport, such as electric rail, a feasible alternative to the private car, which is inherently a low-efficiency transport. (Hint: look at most major Central European cities.)
It's up to the women to get involved. I'm not stopping them. Others can speak for themselves.
Linux is what you make of it. If you want a "less geeky" distribution, however you define that, either contribute to a distribution or start your own.
I would think contributions would be evaluated on their own merit, regardless of the contributor's gender. Besides, when all you know about the other person is their name and email address, you can never be completely sure about their gender, either.
$./joke question.txt answer.txt Q) WhichQ) Which came first, came the first, multiththereadedmultithreadedchickenchicken or the multithreaded the multithreaded egg? egg?^M^M A) TheyError: Could not acquire exclusive lock on answer.txt.cameError: Could not acquire exclusive lock on aswer.txt.at theError: could not acquire exclusive lock on answer.txt.sameSegmentation fault (core dumped) $
Dig. The question was about the word's origin, not colloquial meaning, thus the answer, which I admit was a bit of nitpicking.
Myself being a member of the Orthodox church and a system administrator, I deal with two kinds of icons in my daily life: physical icons (the religious artifacts) and computer icons. I also deal with two kinds of tickets: problem tickets in a problem management system, and bus, train, plane etc. tickets for travel.
Seeing as you can get a machine equivalent to a MacBook (except for external design) from a number of manufacturers, I don't see much of a point getting a MacBook for running Windows, unless you're specifically after the case design.
I see a MacBook more as a supported platform for OS X, and getting one is comparable to getting a particular hardware configuration as a supported platform for Linux, or a PC configuration meeting Windows Vista's requirements.
Over here we use RFID bus passes. I don't know about the chip type (the equipment is made by Buscom), but in the 10 years I've been using the RFID passes, making an average of 1 to 2 daily trips, about five passes have died and had to be replaced (does that make a MTBF of 2 years?) The passes I've used have been rewritable; I don't know if this makes a difference.
I've had any one pass from 30 days up to several years; the failures have happened to both brand new and older passes. The common factor is that the bloody things always die at the most inconvenient time, like on a Friday afternoon just after the last possible moment to get to the ticket office, meaning I'll have to keep explaining the fate of the card to various drivers for the whole weekend... would I want to spend time catching my 5 connecting flights explaining why my RFID passport doesn't work?
Seems to me Microsoft regards content providers as its actual customers, not the buyers of PCs or MS software. I get this impression since Windows seems to be more and more geared toward the interests of the content providers.
"Our credit card transaction data shows a real drop between the January post-holiday peak and the rest of the year, but with the number of transactions we counted it's simply not possible to draw this conclusion . . . as we pointed out in the report." (emphasis mine)
No surprise there. As has been stated multiple times already, this isn't a valid comparison. They should be comparing the equivalent period this year, one year ago, two years ago, etc., not peak sales and slow sales.
I predict somebody's going to estimate - based on five random credit card receipts found in some packrat's wallet - how many new Apple II's are being sold compared to 1980, and drawing the conclusion that Apple's computer sales have plummeted from one to zero...
Slashdot Mirror
TFA (yes, I actually read it, but skipped the video) left me wondering about a couple of things...
Why use a 574 kW (770 hp) motor when the fuel cells' output is only 350 kW? Or do the cells have a peak rating that high? Or perhaps they're planning ahead for an upgrade?
Another thing, why put a manual transmission in line with an electric motor, seeing how sophisticated AC motors and drives are these days? There are trains accelerating from zero to 200 mph with AC motors, at most they have a fixed gear ratio between motors and wheels, and all speed control is done electronically.
From http://virus.untangle.com/ : for the Wild+Eidar chart, n=18; for the overall catch rate chart, n=35. Writeup is at http://blog.untangle.com/?p=96 .
You would be the first, then...
gallon
n.
- (Abbr. gal.)
- A unit of volume in the U.S. Customary System, used in liquid measure, equal to 4 quarts (3.785 liters).
- A unit of volume in the British Imperial System, used in liquid and dry measure, equal to 4 quarts (4.546 liters).
- A container with a capacity of one gallon.
So you meant the British Imperial gallon, I meant the U.S. Customary gallon... I imagine this causing a lot of transatlantic grief...Good point, and one I also wondered. It certainly would have been interesting to know. However, nowhere did the article state this. Neither did it state that 9.1 kg of ground-up tyres were a standard load to run at a time, which would also make the choice of numbers understandable. As it is, they seem needlessly arbitrary.
These numbers are attributed to Jerry Meddick, director of business development at Global Resource Corporation. I'd guess mr. Meddick originally said to the reporter "running 20 pounds of ground-up tyres ... produces 1.2 gallons of diesel oil, 50 cubic feet of combustible gas, 2.2 lb of steel, and 7.5 lb of carbon black", using units he's familiar with.
Okay, a publication calling itself scientific is not going to publish figures in non-SI units. I appreciate the effort of conversion, but it's not much better to publish figures in "base 0.454", as it were. Reading in base 10, the above quote best represents (in a roundabout way) the steel yield of the machine: to get 1 kg of steel, put in 9.1 kg of ground-up tyres.
What if you want to express the total yield per unit of ground-up tyres? Use a unit amount or a power of 10 amount of tyres and calculate the rest from that:
For every 10 kilograms of ground-up tyres, the Hawk-10 produces 5 litres of diesel oil, 1.6 cubic metres of combustible gas, 1.1 kg of steel, and 3.7 kg of carbon black.
This is much easier to comprehend: if a ton (1000 kg) of ground-up tyres were delivered to a Hawk-10, it would produce approximately 500 litres of diesel oil, enough to run my 1999 Ford Focus on my 100 km per day commute 5 days a week for 20 weeks.
Now, where's that microwawe...?
- 500 low-end ($500) enterprise PCs + 500 Windows licenses for 500 employees;
- 250 middle-end ($800) enterprise PCs (you're running two copies of most applications) + 250 to 500 Windows licenses + 250 sharing software licenses to share between 500 employees;
- 3 terminal servers clustered ($5000 the whole bunch) + 500 thin clients ($150 each) + Windows licenses + 10 middle-end PCs ($800) for those who need more power?
Bonus points for considering maintenance costs and equipment life cycle.I just bought this roll of invisible tape, and now I already seem to have lost it... I distinctly remember putting it right here, but it's nowhere to be seen... never mind, I couldn't find the end of the darn thing, anyway...
It's understandable that having one's work criticized isn't nice. Then again, the ability to listen to feedback, consider whether it's valid, and take steps to improve if necessary is the foundation of professional development. Of course, some people can never be pleased, so some of the feedback will always end up ignored: therefore the validity consideration. In my work, whatever I'm doing, I usually prefer to hear what others think of my work. It's up to me to decide whether I care about it or not. If I start getting negative comments, I will address them, not suppress them.
Of course, a site like that can invoke some harsh criticism, and it does take quite a strong person to receive it. Not everybody may be up to it. But is suppressing it the right response? Wouldn't it be more constructive to start a discussion of the prevailing compulsive need to reduce such a multidimensional thing as a human being to a single number that can be compared and ranked? A discussion about what that tells about the modern idea of humanity?
I guess that wouldn't make sellable headlines, though...
In the next election, I'd like to have each candidate checked with one of these devices, please.
To phrase it differently: Rush-hour traffic between A and B is 9000 persons per hour. The average car has 1.5 occupants. A light rail train has a capacity of 300 persons. If all the 9000 people take cars, the traffic flow is 9000/1.5=6000 vehicles per hour. If all the 9000 people take light rail, the traffic flow is 9000/300=30 vehicles per hour.
Another view: do you prefer a large MTU to a small one? Why? What happens if you use a small MTU in a network with heavy traffic?
The first thing Google returns to a search mussolini trains is the snopes.com page.
Diesel-electric trains do the same to reduce wear on wheels and brake blocks, except they have nowhere to put such huge amounts of energy, so they are compelled to waste it as heat. Engines have huge resistor grids cooled with big fans just to have a place to dump braking energy. This is called dynamic braking. A modern electric train can be equipped with electronics to feed braking energy back to the wire for other trains to use, effectively reducing load on the power plant as the trains' loads average each other out. (In practice, this usually works out pretty well, but not always perfectly, and the engine needs a backup brake in case the network cannot accept power. This is usually an air brake.)
The disadvantage of both the car (or any road vehicle, for that matter) and the diesel-electric train is having to haul along a high-maintenance power plant of a suboptimal size, sometimes producing too much output, sometimes too little, along with a fuel tank that needs to be periodically replenished. In the optimal case, the power would be generated where outputs and loads could be easily matched, and the vehicle would only contain the parts required for traction. The power could be produced by whatever means feasible. This way the vehicle itself is not tied to a single fuel or power generation technology.
The electric rail vehicle (train, subway, light rail, tram...) is pretty close to this. Its disadvantage is needing an infrastructure that is slightly more expensive to set up and maintain than a non-electrified line. In passenger service, it is usually thought that a profitable rail service requires a relatively high population density.
Electric traction is tried and true, high-efficiency, low-cost technology. The big question being answered now is how to get the electricity to the traction in a car-like format. In the next 10 to 30 years, I'd like to see a different question answered: how to make high-efficiency transport, such as electric rail, a feasible alternative to the private car, which is inherently a low-efficiency transport. (Hint: look at most major Central European cities.)
It's up to the women to get involved. I'm not stopping them. Others can speak for themselves.
Linux is what you make of it. If you want a "less geeky" distribution, however you define that, either contribute to a distribution or start your own.
I would think contributions would be evaluated on their own merit, regardless of the contributor's gender. Besides, when all you know about the other person is their name and email address, you can never be completely sure about their gender, either.
The real world:
./joke question.txt answer.txt
$
Q) WhichQ) Which came first, came the first, multiththereadedmultithreadedchickenchicken or the multithreaded the multithreaded egg? egg?^M^M
A) TheyError: Could not acquire exclusive lock on answer.txt.cameError: Could not acquire exclusive lock on aswer.txt.at theError: could not acquire exclusive lock on answer.txt.sameSegmentation fault (core dumped)
$
:1,$ s/Asterisk/Cisco Call Mangler^H^H^H^H^H^H^HManager/g
Myself being a member of the Orthodox church and a system administrator, I deal with two kinds of icons in my daily life: physical icons (the religious artifacts) and computer icons. I also deal with two kinds of tickets: problem tickets in a problem management system, and bus, train, plane etc. tickets for travel.
-- State of Security
I see a MacBook more as a supported platform for OS X, and getting one is comparable to getting a particular hardware configuration as a supported platform for Linux, or a PC configuration meeting Windows Vista's requirements.
--Juhana Siren--State of Security--
...see, for example, the QR5.
I've had any one pass from 30 days up to several years; the failures have happened to both brand new and older passes. The common factor is that the bloody things always die at the most inconvenient time, like on a Friday afternoon just after the last possible moment to get to the ticket office, meaning I'll have to keep explaining the fate of the card to various drivers for the whole weekend... would I want to spend time catching my 5 connecting flights explaining why my RFID passport doesn't work?
Seems to me Microsoft regards content providers as its actual customers, not the buyers of PCs or MS software. I get this impression since Windows seems to be more and more geared toward the interests of the content providers.
No surprise there. As has been stated multiple times already, this isn't a valid comparison. They should be comparing the equivalent period this year, one year ago, two years ago, etc., not peak sales and slow sales.
I predict somebody's going to estimate - based on five random credit card receipts found in some packrat's wallet - how many new Apple II's are being sold compared to 1980, and drawing the conclusion that Apple's computer sales have plummeted from one to zero...