err. It isn't "Mt. Denali", it's just "Denali." If it's any help, nothing will need to be changed locally. I've not heard any but tourists, or the odd cheechako refer to it as Mt. McKinley.
I've a '97 Chevy 3/4 ton that has been rock solid. It's needed two fuel pumps, a water pump, a clutch, axle seals and the blower motor switch over a life (so far) of 240,000 miles. It needs a little work right now, but not more than about $400 in parts. I *want* to replace it with something newer, but I just can't bring myself to replace something that's been so reliable. Also: only light surface rust on the frame with none on the body.
Child labor laws were not brought about singularly by unions:
Child labor began to decline as the labor and reform movements grew and labor standards in general began improving, increasing the political power of working people and other social reformers to demand legislation regulating child labor. Union organizing and child labor reform were often intertwined. ..
. ..and that's a generous assessment of union involvement with child labor laws in the US. Child labor had been on the decline, but the National Consumer League had been lobbying the US congress for some time, and finally made progress when sentiment changed largely due to the scarcity of jobs.
This success arose not only from popular hostility to child labor, generated in no small measure by the long-term work of the child labor committees and the climate of reform in the New Deal period, but also from the desire of Americans in a period of high unemployment to open jobs held by children to adults.
This is not to say that unions weren't important, but they were as much a part of a larger social movement as they were a cause.
The paper I linked to is from 2002. The Washington Post article cited by the original submission reports that this newer research concludes that on average air travel uses 2,033 BTU/(passenger-mile), considerably better than the 1998 data in the TRB paper. (The WP article also reports average energy use of 4,211 BTU/(passenger-mile) average for travel in personal vehicles.)
Fair enough. I was working from memory, couldn't remember where intercity busses fit in the mix and was too lazy to try to find it. I stand corrected. The TRBs TCRP 79 reports the average energy consumption for intercity buses as 713 BTU/(passenger mile). As such, the revised hierarchy ought to be:
Your assumption is true for a loaded bus, but municipal busses, in all but a few cities, spend much more time travelling nearly empty than they do full. In an overall average, bicycles are the most efficient, while trains are a distant second. If I recall correctly, planes follow up trains, then cars, then busses with taxis being an absolute shit way to travel. (The class was some years ago, so forgive me if my memory has failed.) Interesting aside: The article presents this as new and surprising, but air travel was more efficient than travel by passenger cars when I took an "Energy in Transportation" class almost two decades ago.
In the end, I don't know if your Peltier aircon would be more efficient or not, compared to a mechanical one
Not. The main advantage of a peltier cooler is its size. You can force quite a lot of heat transfer in a small space without the compressor, fans and radiators necessary for a heat pump.
Probably not*. The "old asphalt roads" are 90-96% aggregate (rocks). The asphalt is really just a flexible binder for the harder stuff. Also, the lighter volatiles have long since evaporated from the asphalt cement, so it won't readily light. Come to think about it, the asphalt cement is, cut with water, emulsifiers and other additives to improve application and durability.
*I did some calculation to determine the heat content of asphalt concrete roads as compared to wood, and I've decided that both may be useful, depending on context:
1. Decent hardwood (think birch, not hickory) has a comparable Btu content as asphalt concrete:
--Seasoned Birch: 6.95 kBtu/lb, 162.5 kBtu/ft^3 (these are based on cord density, not wood density);
2. I will guess that wood will release the heat more quickly, while the aggregate in asphalt concrete will store heat and release it slowly over time.
3. Wood and "old roads" will require approximately the same handling. The wood needs to be cut, split and stored while the asphalt needs to be broken up, then the (potentially useful) aggregate will need to be (re)moved.
4. The asphalt cement will need an existing hot fire to start. The ignition temperature of asphalt is ~900F, so the entire mass including the aggregate will will absorb a great deal of heat before it starts contributing anything.
5. profit?
I set out to demonstrate that your comment wasn't very useful, but it looks like old asphalt roads may, in fact, be useful for keeping warm, with the caveat that some other material will be needed to start (and maintain) an asphalt concrete fire.
Nobody drives between Los Angeles and Anchorage, except as a road trip just to say they did it.
I've driven between Los Angeles and Fairbanks three times, plus three other trips including one from Austin, TX to Anchorage, AK. Not a single one of the trips was a tourist jaunt. There's also freight that comes up the Alaska Highway.
Did you read the paper? They didn't model any seismic activity, nor did they model any confining stresses. As such, their:
failure values are slightly conservative (i.e. low in magnitude) in order to compensate for [their] not modeling other stress sources such as seismic shaking from meteorite bombardment.
The point of the exercise was to theoretically confirm that large lava tubes can exist because:
Recent in-depth analysis of lunar gravity data from the Gravity Recovery And Interior Laboratory (GRAIL) spacecraft has suggested the possibility of lava tubes on the Moon with diameters in excess of 1 km.
I've been using CFLs and flourescents for 20 years, but continued to use incandescents in a few places because my Mrs. didn't approve. I've managed to win her over with LEDs, though. For the last few days, I've been contemplating whether to replace the vanity light with bulbs similar to those mentioned in the article, or to purchase an LED fixture.
Alaska has local option for alcohol imports*. Many of the villages ban it, but many still see a steady flow of booze. It would be impossible to control alcohol movement into villages if it could be smuggled in small sachets.
I'm not trying to run down that Alaska is dangerous, as I've certainly known people maimed or killed by cold or bears.
*For many of the villages, anything they don't make or harvest locally is brought in by barge, plane or barter with other villages 10s of miles away by trails. Much of Alaska has no connection to the road network.
I can't speak to your utility company, but each of the two electricity utilities that I've purchased service from have charged me a monthly fee for the privilege of being connected to its grid. Nor did that utility company pay to connect my house to that grid: I did. Even if I generate an excess, the utility is still compensated for the maintenance of the grid.
Until four years ago, I worked in Los Angeles as a traffic engineer. The ATSAC system is used on more than 4,000 intersections, is interconnected, and makes adjustments to signal timing either manually or automatically. There aren't cameras at all of the monitored intersections, but you don't need cameras to measure traffic volumes and speed, they're just an additional tool.
Further, the systems that use cameras for vehicle detection are falling out of favor. There are too many conditions, such as rain, snow, fog and bright sunshine that can befuddle the systems and cause them to fall back to pre-set timing rather than relying on vehicle detection. Where inductive loops aren't used, radar is proving to be more reliable than cameras.
Even where there's no interconnection, most intersections have controllers that are considerably more sophisticated than simple timers.
But consider cameras used not to give tickets but to adjust light timings in real time.
It's already being done. Los Angeles started in 1984 in anticipation of the Olympics, with system called ATSAC. There are several different types in use today.
I posted something similar above. NCHRP Report 731 hews pretty closely to the recommendations in the ITE Traffic Engineer's handbook. I'll add that the MUTCD, section 4d.26 refers to that 3 second minimum as guidance, and uses "should," rather than "shall" or "will."
Three seconds is the minimum duration as per federal law.
What gave you that impression? Signal timing is determined by an equation, but may have some minimum defined by local or state law, or in a design manual.
At 25 MPH with no grade, depending on law or policy, it may be perfectly permissible to have a 2.8s interval, though it's common in practice to round that to a minimum 3s. Here's the equation from the 1999 ITE handbook:
Y=t + 1.467v/2(a+32g), where
t=perception-reaction time, typically assumed to be 1 s,
v=speed in MPH (ITE recommends using the 85th percentile speed, but many agencies use the posted speed.),
a=deceleration rate, assumed to be 10 ft/sec^2,
g=grade.
If you want to read more, NCHRP report 731details recommended guidelines, and provides some history for the recommendations.
Slashdot Mirror
err. It isn't "Mt. Denali", it's just "Denali." If it's any help, nothing will need to be changed locally. I've not heard any but tourists, or the odd cheechako refer to it as Mt. McKinley.
Sorry. Undoing a bad moderation.
I've a '97 Chevy 3/4 ton that has been rock solid. It's needed two fuel pumps, a water pump, a clutch, axle seals and the blower motor switch over a life (so far) of 240,000 miles. It needs a little work right now, but not more than about $400 in parts. I *want* to replace it with something newer, but I just can't bring myself to replace something that's been so reliable. Also: only light surface rust on the frame with none on the body.
I propose: turbo fanny pack!
Child labor laws were not brought about singularly by unions:
Child labor began to decline as the labor and reform movements grew and labor standards in general began improving, increasing the political power of working people and other social reformers to demand legislation regulating child labor. Union organizing and child labor reform were often intertwined. . .
. . .and that's a generous assessment of union involvement with child labor laws in the US. Child labor had been on the decline, but the National Consumer League had been lobbying the US congress for some time, and finally made progress when sentiment changed largely due to the scarcity of jobs.
This success arose not only from popular hostility to child labor, generated in no small measure by the long-term work of the child labor committees and the climate of reform in the New Deal period, but also from the desire of Americans in a period of high unemployment to open jobs held by children to adults.
This is not to say that unions weren't important, but they were as much a part of a larger social movement as they were a cause.
Here's a story that, somewhat ironically, helps prove your point with a Tesla Roadster.
The paper I linked to is from 2002. The Washington Post article cited by the original submission reports that this newer research concludes that on average air travel uses 2,033 BTU/(passenger-mile), considerably better than the 1998 data in the TRB paper. (The WP article also reports average energy use of 4,211 BTU/(passenger-mile) average for travel in personal vehicles.)
Fair enough. I was working from memory, couldn't remember where intercity busses fit in the mix and was too lazy to try to find it. I stand corrected. The TRBs TCRP 79 reports the average energy consumption for intercity buses as 713 BTU/(passenger mile). As such, the revised hierarchy ought to be:
Your assumption is true for a loaded bus, but municipal busses, in all but a few cities, spend much more time travelling nearly empty than they do full. In an overall average, bicycles are the most efficient, while trains are a distant second. If I recall correctly, planes follow up trains, then cars, then busses with taxis being an absolute shit way to travel. (The class was some years ago, so forgive me if my memory has failed.) Interesting aside: The article presents this as new and surprising, but air travel was more efficient than travel by passenger cars when I took an "Energy in Transportation" class almost two decades ago.
In the end, I don't know if your Peltier aircon would be more efficient or not, compared to a mechanical one
Not. The main advantage of a peltier cooler is its size. You can force quite a lot of heat transfer in a small space without the compressor, fans and radiators necessary for a heat pump.
Probably not*. The "old asphalt roads" are 90-96% aggregate (rocks). The asphalt is really just a flexible binder for the harder stuff. Also, the lighter volatiles have long since evaporated from the asphalt cement, so it won't readily light. Come to think about it, the asphalt cement is, cut with water, emulsifiers and other additives to improve application and durability.
*I did some calculation to determine the heat content of asphalt concrete roads as compared to wood, and I've decided that both may be useful, depending on context:
I set out to demonstrate that your comment wasn't very useful, but it looks like old asphalt roads may, in fact, be useful for keeping warm, with the caveat that some other material will be needed to start (and maintain) an asphalt concrete fire.
Nobody drives between Los Angeles and Anchorage, except as a road trip just to say they did it.
I've driven between Los Angeles and Fairbanks three times, plus three other trips including one from Austin, TX to Anchorage, AK. Not a single one of the trips was a tourist jaunt. There's also freight that comes up the Alaska Highway.
I didnt see ay mention of moonquakes.
Did you read the paper? They didn't model any seismic activity, nor did they model any confining stresses. As such, their:
failure values are slightly conservative (i.e. low in magnitude) in order to compensate for [their] not modeling other stress sources such as seismic shaking from meteorite bombardment.
The point of the exercise was to theoretically confirm that large lava tubes can exist because:
Recent in-depth analysis of lunar gravity data from the Gravity Recovery And Interior Laboratory (GRAIL) spacecraft has suggested the possibility of lava tubes on the Moon with diameters in excess of 1 km.
I've been using CFLs and flourescents for 20 years, but continued to use incandescents in a few places because my Mrs. didn't approve. I've managed to win her over with LEDs, though. For the last few days, I've been contemplating whether to replace the vanity light with bulbs similar to those mentioned in the article, or to purchase an LED fixture.
Alaska has local option for alcohol imports*. Many of the villages ban it, but many still see a steady flow of booze. It would be impossible to control alcohol movement into villages if it could be smuggled in small sachets.
I'm not trying to run down that Alaska is dangerous, as I've certainly known people maimed or killed by cold or bears.
*For many of the villages, anything they don't make or harvest locally is brought in by barge, plane or barter with other villages 10s of miles away by trails. Much of Alaska has no connection to the road network.
I can't speak to your utility company, but each of the two electricity utilities that I've purchased service from have charged me a monthly fee for the privilege of being connected to its grid. Nor did that utility company pay to connect my house to that grid: I did. Even if I generate an excess, the utility is still compensated for the maintenance of the grid.
Here's one that I'm particularly fond of from last year.
Are these Bennett Haselton posts just trolling by Slashdot editors?
If the patent officer recognize it as useless, they will reject the patent.
Until four years ago, I worked in Los Angeles as a traffic engineer. The ATSAC system is used on more than 4,000 intersections, is interconnected, and makes adjustments to signal timing either manually or automatically. There aren't cameras at all of the monitored intersections, but you don't need cameras to measure traffic volumes and speed, they're just an additional tool.
Further, the systems that use cameras for vehicle detection are falling out of favor. There are too many conditions, such as rain, snow, fog and bright sunshine that can befuddle the systems and cause them to fall back to pre-set timing rather than relying on vehicle detection. Where inductive loops aren't used, radar is proving to be more reliable than cameras.
Even where there's no interconnection, most intersections have controllers that are considerably more sophisticated than simple timers.
But consider cameras used not to give tickets but to adjust light timings in real time.
It's already being done. Los Angeles started in 1984 in anticipation of the Olympics, with system called ATSAC. There are several different types in use today.
I posted something similar above. NCHRP Report 731 hews pretty closely to the recommendations in the ITE Traffic Engineer's handbook. I'll add that the MUTCD, section 4d.26 refers to that 3 second minimum as guidance, and uses "should," rather than "shall" or "will."
Sorry. I didn't read the second paragraph of the summary, and only skimmed the Ars article. I still assert that it's not law, it's a recommendation.
Three seconds is the minimum duration as per federal law.
What gave you that impression? Signal timing is determined by an equation, but may have some minimum defined by local or state law, or in a design manual.
At 25 MPH with no grade, depending on law or policy, it may be perfectly permissible to have a 2.8s interval, though it's common in practice to round that to a minimum 3s. Here's the equation from the 1999 ITE handbook:
Y=t + 1.467v/2(a+32g), where
t=perception-reaction time, typically assumed to be 1 s,
v=speed in MPH (ITE recommends using the 85th percentile speed, but many agencies use the posted speed.),
a=deceleration rate, assumed to be 10 ft/sec^2,
g=grade.
If you want to read more, NCHRP report 731details recommended guidelines, and provides some history for the recommendations.
Thanks. Why wouldn't radar work? Mountainous roads?