KJKingJ
Now undoubtedly £7,388 a year is a significant chunk of cash. But to be clear, Peterborough is very much on the edge of the commuter belt at 60 miles from London. A more typical 'commuter belt' origin on that route would be somewhere like Stevenage, Welwyn or Hatfield - which come in at £4,224/year, £3,300/year and £3,076/year respectively.
Alas although most browsers support the picture element, IE11 is the notable exception [2] and a polyfill is required.
[0] https://developer.mozilla.org/en-US/docs/Web/HTML/Element/pi...
[1] https://developer.mozilla.org/en-US/docs/Learn/HTML/Multimed...
> You'd essentially need to build dedicated HVDC lines alongside all trunk routes, with regular substations (which are immensely expensive for HVDC) to inject power into the lines. Cross country HVDC would be really great for the grid, but it would be better to build a dedicated solution and forget about the trains. For context, the transmission losses for electricity cause ~2x more CO2 than all trains.
You're not wrong that electrification has a significant upfront cost associated with it, but using DC for it is absolutely not the preferred method for good reasons. Most rail electrification across the world uses 25kV AC overheads, which needs feeder stations typically only every ~50Km. Newer installations are moving to an autotransformer system, where transmission is at 50 kV AC but the trains still receive 25 kV AC, which reduces losses even further and increases the distance between feeder stations to every ~100Km.
Additionally, electrification means that the benefits of moving generation towards less environmentally impacting sources has an immediate benefit on the trains, rather than waiting until the train is replaced. In the UK, over the last year CO2 emissions per passenger per mile have dropped by 10% in just the last year [0] due to a combination of electricity generation moving towards more renewable sources and newly electrified routes.
[0]: https://dataportal.orr.gov.uk/media/1531/rail-emissions-2018...
This is quite literally my commute. On the way home, I depart from a central London station and after about 20 minutes, I'm passing through farms and rolling hills. This isn't even a cherry-picked example with a new high speed line, it is a line that is about 150 years old!
If anything, it's even more convenient than going in person. I'm not spending ages having to drive to the supermarket, trudge round picking up everything, going through the checkout, loading up the car, driving back etc. I can place the order any time, from anywhere and it arrives when I want it to.
Wait what, why not? If anything, public transport is the sole means of transport for many people with disabilities. I'm not going to claim that all public transport is fully accessible to those with physical disabilities, but every new transport project fully accommodates the needs of those with disabilities, and existing ones are gradually retrofitted as they are refurbished and upgraded.
To give you an example in the UK, specifically London;
* All buses and trams are wheelchair accessible, with audio and visual announcements of routes and stops.
* Some parts of the tube network are completely step free. All trains have audio announcements, most also have visual. A map of current accessibility can be seen at [0]. Every time a station is upgraded or refurbished, it is made step-free.
* Many heavy rail stations have step-free access to the platforms, and staff can deploy a ramp to enable wheelchair users to board and alight. At some newer stations, level boarding is available.
So sure, public transport today is not 100% universally accessible to those with physical disabilities, although other disabilities are better catered for. However, in the context of new public transport projects and surface public transport there's no doubt - public transport is much more accessible than other forms of transport and is an absolute lifeline for those who have either temporary or chronic disabilities.
Not quite true - EE (so one of the 'big four' providers rather than a small MNVO) has IPv6 support. Right now, my phone has an IP address assigned out of EE's 2a01:4c8::/29 netblock and I can connect to IPv6 only websites.
My phone isn't super modern either - a 2016 era OnePlus 3 running Android 8.0.
Alas, due to cost (airfare and accommodation for everyone for 3 months adds up to a lot!) they've now scaled it down to just within each region rather than globally - so all of the NA graduates will train together, all the EMEA ones etc. Not quite globe-spanning as before, but still 3 months long and with people from other locations, just not all locations.
[0]: http://content.tfl.gov.uk/london-rail-and-tube-services-map....
The other strategy I can recommend is looking at related subreddits. So if you stumble across a 'good' subreddit that's interesting to you, have a look in the sidebar and see what other subreddits are suggested by the moderators of that subreddit. I find that to be a great way to find high quality related subreddits either with a narrower focus or just on generally related topic. For example, the /r/homelab subreddit recommends /r/networking, /r/sysadmin, /r/datacenter etc...
The only downside is that the vibration motor in the Pebble Time is a little bit loud, but still much quieter than an audible alarm on the phone itself.
This is the exact same methodology that i've been using and it's worked rather well. The current CoreOS documentation [1] on running Kubernetes follows this methodology too.
[1] https://coreos.com/kubernetes/docs/latest/getting-started.ht...
I'd still prefer an Android Wear watch so I can do this natively, but until one comes out with a decent battery life and at a reasonable price point, this works for now.
It's also worth checking out online.net - like OVH, they also have a decent range of decently-spec'd-but-cheap servers on offer. Unlike OVH, they only have a single brand, but within that they go all the way from lightweight, ultra-cheap Atom-based servers all the way up to multi-CPU beasts.
The Northern and Central lines were automated within the last few years. The Victoria was automated since it first opened in 1968. Once the sub-surface signaling upgrade is completed, the Circle, District, Hammersmith and City, and Metropolitan lines will also be automated.
Automated in this sense means "driver controls doors and presses button to send train to the next station". When the rolling stock is next refreshed, the cab might be axed and instead it'll follow a similar model to the DLR today - a single person roaming the train checking fares etc and issuing the "close doors/move to next station" command from a panel near each set of doors.
I tend to place an order about once every 2-3 weeks, and supplement it with "top up" shops for fresh items (meat, veg etc) in a mini-supermarket on my way home from work every so often.
[0] https://play.google.com/store/apps/details?id=eu.chainfire.l...
There are still regular incidents though, such as the one at Wootton Bassett recently (http://en.wikipedia.org/wiki/2015_Wootton_Bassett_SPAD_incid...).