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Underlying paper here: https://asmedigitalcollection.asme.org/sustainablebuildings/...

On the magazine itself, it seems to be labeled "Why Japan has such good railways"[1] instead

[1] https://worksinprogress.co/issue/why-japan-has-such-good-rai...

186 mi for 31.5 kWh would indicate nearly 200 mpge which is quite impressive.

Canned versions (original, Diet, and Zero) are in the dataset if you search for "Coca-Cola"

Americans are driving more than ever and fatalities per capita has been steadily rising again since the 2010s per the Wikipedia provided data. The goal should be fewer deaths overall, not fewer deaths per VMT.

Reminiscent of halo cars in the automotive industry. Fancy flagship vehicles produced to show off the brand and bring attention (to their other vehicles), but not necessarily to become profit makers themselves.

Back in 2020, VSCO and Kelly Shane Fuller (same one from [0]) seemed to have figured it out, at least to make a preset. Perhaps if they are willing to put in the effort, they should reach out to them (and not just fall back to developing in B&W).

https://eng.vsco.co/reviving-kodachrome/

[0] https://emulsive.org/articles/darkroom/developing-film/they-...

See my reply up on the original question.

These pages[0][1] has more details. The families had three different emblems to start. The zaibatsu came up with the now famous three diamond design in in 1873[2], but there were no trademark laws until 1884, and many companies proceeded to use the logo. The pencil company first registered this in 1903. The zaibatsu finally got to it in 1914, but the earlier filing by the pencil company was honoured.

As for the cider company, sounds like they've been selling it like it since 1913[2], but registered it in 1919? My guess is that since it was a regional product with the product type in the name that's already established (like [3]), they allowed it.

[0] https://ja.wikipedia.org/wiki/%E3%82%B9%E3%83%AA%E3%83%BC%E3... (translated: https://ja-m-wikipedia-org.translate.goog/wiki/%E3%82%B9%E3%...) [1] https://www.buzzfeed.com/jp/kenjiando/mitsubishi-pencil [2] https://www.mitsubishi.com/ja/series/yataro/11/ [3] https://ja.m.wikipedia.org/wiki/%E5%9C%B0%E5%9F%9F%E5%9B%A3%...

Unfortunate that's your experience. Personally, at least with my 3-4 speaker setup (multiple Sonos and 2nd gen AirPort Express feeding non-Sonos speakers), I've never really had issues (maybe out of sync once or twice a year). Your mileage may vary I guess.

Glad to be using the Sonos speakers as just AirPlay 2 speakers. No issues, no app to deal with (never even opened them past setup), perfectly synchronized with non-Sonos AirPlay speakers as well.

Yeah, if you read the Korean language article[0] (or the Namu.wiki article[1]), they both refer it the function as preserving and storing kimchi, not really going for further fermenting. Most folks I know buy prepared kimchi and use the fridge to store / have it last a while (as well as using it as a secondary fridge). Given that optimal kimchi ripening goes from 2d to 35d changing the temperature from 20°C to 4°C[2], I suspect it would take an enormous time trying to ripen it purely in the -1°C fridge (typical kimchi fridge temperature).

[0] https://ko.wikipedia.org/wiki/%EA%B9%80%EC%B9%98%EB%83%89%EC... [1] https://namu.wiki/w/%EA%B9%80%EC%B9%98%EB%83%89%EC%9E%A5%EA%... [2] https://ift.onlinelibrary.wiley.com/doi/abs/10.1111/1750-384...

Not really, the advertised temperatures of most brands' kimchi fridges[1] are -1°C (with lower -0.5°C band of stability as well), which is supposed to be mimicking "buried outside in Korean winters" condition.

[1] Example here https://www.lge.co.kr/support/product-manuals?title=manual&m..., see table on page 10, it's between -0.7°C and -1.7°C for kimchi.

You would have to make some trade-offs with emissions/fuel economy though. Harder wearing compounds generally lead to higher rolling resistance, which means higher energy use per distance. I’m inclined to think that microplastics pollution might be worse than tailpipe emissions (or electricity generation pollution depending on your source)?, but it wouldn’t be straightforward. While there will probably always be uses for autos, we should encourage other methods of transport whenever possible.

Except the perception of anomalous dinner time in Spain is also due to time zones. Spain switched to CET in 1940 to be in solidarity with Germany[0] (nowadays it will still translate to easier coordination with France, Germany, and Italy), meaning that despite much of the country being west of London, it shares the same time zone as Serbia and Poland. This means that if you live your normal life according to the sun, the clock time will 1 to 1.5 hours behind depending on where you are in Spain[1].

[0] https://www.npr.org/sections/parallels/2013/11/30/244995264/... [1] https://imgur.com/source-http-wp-me-poxsk-pq-8IFLFoJ

The flip side is that she might not want to criticize the translator (and translations) that brought her the biggest amount of success & fame. Plus, it's possible that the author herself is more comfortable with the amount of "deviation" than some readers and that's a personal preference thing at the end of the day.

Deborah Smith translated her biggest works (The Vegetarian & Human Acts). In fact, her translation arguably single-handedly led to Han Kang winning the Man Booker International Prize in 2016, which then made her popular outside Korea. The translations have been quite popular, but a bit controversial as well[0].

[0] https://en.wikipedia.org/wiki/Deborah_Smith_(translator)

I did not suggest that they have twenty vehicles either. I replied on a different post, but an average school bus route in the US is about 32 mi[0]. Zum buses are capable of 155 mi[1]. Given their "up to" language, I'd like to think that they actually offer smaller battery capacities as well, but especially for a non-rural district like Oakland[2], if one were to carry 155 mi range for a typically 32 mi or less route, it would be quite an overkill.

One can have a few 155 mi range vehicles for field trips, sports games, etc. but the majority of the fleet can be much smaller for every day uses.

[0] https://www.nrel.gov/docs/fy14osti/60068.pdf [1] https://www.ridezum.com/blog/electric-school-buses-the-benef... [2] https://gopublicschoolsoakland.org/wp-content/uploads/2016/0...

City buses in many districts are tied to their operator's licenses, displayed somewhere in the buses; same with taxis in most places I've been (prior to proliferation of ride shares). Not that they need to be tied to a vehicle necessarily, but I don't see why you think school bus drivers wouldn't be capable of getting into correct vehicles nor why that should be how a district picks a fleet of buses.

Also, for the SFMTA[0] as an example, different routes use different vehicles depending on the size & route & electrification. It doesn't have to be air travel to want a few varieties to fit all the needs.

Here are some stats[1, page 3]: An average school bus route is 32 miles, with max observed being 127 miles (and this is most likely a very rural route, not like the Oakland example here; in fact, here's an average of student distances for Oakland[2]). Given such a long time period between school start and end times, I expect most of these to be able to be charged between the two shifts with the exception of some field trips.

If you look at the Zum website, their buses are capable of 155 miles[3]. I suspect this was designed to fit the highest range case described in the paper, but almost 5x the average route distance. For most non-rural school districts, even if you account for some detours and faulty charging even, x2 (or x3, sure) seems reasonable to keep as the majority of the fleet. And perhaps you can keep a few of the largest range ones if the school regularly has field trips in that range.

For what it's worth, ETOPS regulations are interesting look for how aviation deals with failure modes for range/routing. Assuming failures are rare, the idea is to ensure the planes have enough to get to safety, not just put as much range as possible on all the planes.

[0] https://en.wikipedia.org/wiki/San_Francisco_Municipal_Railwa... [1] https://www.nrel.gov/docs/fy14osti/60068.pdf [2] https://gopublicschoolsoakland.org/wp-content/uploads/2016/0... [3] https://www.ridezum.com/blog/electric-school-buses-the-benef...

To some extent, definitely. But I'd like to think that

1) School districts could buy a mixture of different ranged buses to fit their needs. After all, airlines have a mixture of planes in the fleet for different range / needs and not just have all the fleet be the largest / longest range model, and

2) The manufacturer offers range conversions later since it's a more commercial use than consumer EVs, especially when they want to sell it to different school districts. They probably need to do battery swaps when batteries degrade beyond a certain degree anyway.

Carrying additional capacity takes a lot of material (that could be used for other batteries especially) and energy. I get that it's convenient, but I hope folks put a little care into it than just put large batteries everywhere.

This is an unfair comparison. For some reason, you're willing to bring up environmental costs of electric buses in addition to the higher costs, but only mention the lower upfront costs for diesel buses. Diesel burning has an incredible high cost to the environment too, the main climate changing one we're grappling of course.

> “They have more energy in each bus than they need to do their route, so there’s always an ample amount left over,” said Rudi Halbright, product manager of V2G integration at Pacific Gas and Electric Company, the utility that’s partnered with Zum and Oakland Unified for the new system.

This just sounds like the batteries are oversized for the application and they're carrying unnecessary weight around all day. Consumer EVs are doing this to an insane degree all day for "range anxiety", but I can't help but think that well defined space like school buses could be sized much closer to the true requirements.

Avgas (most commonly 100LL) continues to spew out lead, which was phased out for cars in 1996 in the US, is a major pollutant.

[1] https://www.epa.gov/newsreleases/epa-determines-lead-emissio... [2] https://www.nbcnews.com/business/business-news/leaded-gas-wa...

You can always cherrypick examples that favour planes. In fact, to take it to the extreme, you can just put bodies of water in between and that might become practically the only choice as distances increase (e.g. there are no ferry service between Honolulu and Kona in Hawaii), and I'd agree with you in some cases planes are the most reasonable way to go between places.

That said, looking at the website for the main post, I don't think that's the main use case it has in mind: top banner rotating between "Flying made easy for first-time aviators/weekend trips/avoiding traffic" or "We believe the freedom of flying is an unparalleled experience that everyone deserves access to" and "The power of flight is intoxicating".

It's great if existing use cases of GA aircrafts have sleeker/more intuitive interfaces, but adding demand in this area (more hobbyists, more rich people using it for shuttling/avoiding traffic, encouraging people to live in very remote areas, etc.) and using it as transportation-mode will unlikely ever become environmentally reasonable.

Then argue for convenience/speed/fun as I write here[1], not in the conversation about fuel usage. Even your example, driving from Bucharest to Vatra Dornei, RO is 490 km (DN12; 1.41x) or 520 km (DN2; 1.5x) vs 347 km, hardly 2-3x the parent comment you're responding to, again keeping in mind that the airport won't be in the middle of the city.

As for highway speeds, cars are calibrated to have the highest efficiency at highway speeds[2][3], so per distance, most cars will do best at reasonable highway speeds.

[1] https://news.ycombinator.com/item?id=41166749 [2] https://www.researchgate.net/figure/Speed-fuel-consumption-c... [3] https://qph.cf2.quoracdn.net/main-qimg-2ddbd8f31c84cefba540d...

You can argue for its convenience/speed/fun, but fuel efficiency does not look good for GA aircraft. Even for your modern GA aircraft example, it literally comes to 16 mpg. This is as bad as worst of the trucks out there. While it's great if existing use cases of GA aircrafts would become more efficient, adding demand in this area (more hobbyists, more rich people shuttling use, encouraging people to live in very remote areas, etc.) and using it as transportation-mode will unlikely ever become environmentally reasonable.

50% seems very unreasonable here, if not in the wrong direction overall.

Ikarus C42 at about 86 knots will use 13 L/hr, for a two-hour flight, it's 26 L fuel and 8.31 kg CO2/gal avgas[1], this comes to 57 kg CO2 to cover 320 km (and this is assuming it immediately starts covering flight distance and not using gas for climbing/approach, etc.).

An average new car in the EU uses 6 L/100 km in 2019[2]. To drive 320 km, this comes to 19 L of gasoline (8.1kg CO2/gallon finished motor gasoline[1]), which is then 41 kg CO2.

Even if you had to make the auto trip 400 km because roads aren't as direct, this comes to 51 kg CO2.

Nevermind that airports are rarely your final destination, nor in the city centre like train station would be, which adds significant distance to your overall trip.

[1] https://www.eia.gov/environment/emissions/co2_vol_mass.php [2] https://www.iea.org/articles/fuel-economy-in-the-european-un...