Air conditioning pumps exchanges heat with the air. Fluid heat pumps exchange it with the water.
The same amount of heat is being displaced regardless; the question is how much new heat is being created by the mechanisms involved (and their related power generation).
Toronto has a similar system(s) exchanging heat with Lake Ontario (BIG thermal mass holder)
Even bigger, the driver airbag becomes spikes.
There is a reason.
We should do it for money.
Where can I buy that hot tub bike?
Think of people who are disabled and can’t walk the 600 meters to the metro station or get on a bike.
To be clear, those people should have mobility options available to them. But why do we put primacy on disabled people who can drive over disabled people who cannot drive?
Nice to see a party finally focusing on large centralized government tht costs the taxpayers more.
Very cool! Here are some other options:
https://mschausprojects.blogspot.com/2020/07/how-to-tow-bike-with-another-bike.html?m=1
$4.6T is less than 1 year of combined federal, state, municipal, and individual transportation spending.
$4.2 T combined individual
$600 B federal
$400 B state + municipal
I have mastered the Swindon Magic Roundabout.
I can take on anything now.
Extremely cool article. Only one point I disagree wih with
Many people assume that handcarts go on the road, with the cars, or on the cycling path. That’s not the case: you use it on the sidewalk.
Jean Merrill documented The Pushcart War about this exact allocation of road space. Push carts belong on the road, don’t let car propaganda tell you otherwise.
Caveat: i say this from a systems perspective that cart SHOULD be on the road. Not a personal safety perspective where one might want to take the sidewalk.
Why is weed trimming around the supports necessary?
The tram is still usable to all ages and abilities, no? So those who call 30 minutes a long journey still have the 5-10 minute journey option.
The tram, walking, and rolling makes it less exclusionary than a bridge only accessible by private motor vehicles.
The bridge may still be exclusionary, but it is ordera of magnitude less exclusionary than the previous state of affairs (only those with the physical ability to swim that far).
It sure is. And the alternative is dying.
For some more applicable advice, time bound you commitment to this cause. 10 minutes a day? 2 hours a week? 10 hours a month? Doesn’t matter. Get it a set amount of time, and dont let it bleed into your other priorities often.
Thinking about something advocacy sized and slow moving all the time will burn you out. I’ve learned this through my cycling route advocacy. It gets the time I dedicate to it. No more, but no less.
more kinetic energy will impart more speed to the human during the impact impulse.
Partially correct, the speed (technically acceleration) of the human after a collision is limited by the decceleration of the moving object caused by thr human. Since a car and a truck decellerate about the same amount when receiving the counter-acceleration of the human, the force transfer remains similar.
The bowling ball will not slow down in the slightest when is hits the beach ball, accelerating the beach ball up to it’s speed.
The plastic ball will lose significant speed hitting the beach ball, decelerating itself significantly as it accelerates the beach ball.
I’m going to pick some easy math speeds/masses for demonstration. 2,000 kg sedan, 4,000 kg pickup and 100 kg human. Starting velocities of 20m/s and 0m/s. An impact/acceleration time of 1s.
The sedan hits a pedestrian with (f=ma) of 40kN. It takes 2kN to bring the human up to 20 m/s. So the sedan will be somewhere around 38kN, or 19m/s at the end of it and the human absorbing 1.8-2kN.
The truck has f=80kN. Same 2kN for the human. So the truck will be somewhere around 78kN or 19.5m/s at the end. With the human absorbing 1.9-2kN
In either case the we talking a difference of 1.8-2kN for the human. Regardless the mass (and total force) of the vehicle, the relatively small human as a maximum force they can absorb. And that maximum force is heavily related to the speed of the larger object.
Not to say trucks/SUVs aren’t deadly for other reasons (like where and how the force os transferred)
And then there is the SUV class. Aka the non-passenger work vehicle family passenger vehicle.
My understanding is that China has always had a cycling culture of some sort, not a 5-10 year explosion like Paris saw?
Most bike-friendly cities I’ve visited in the last ten years fall into two categories: 1) a comprehensive network that’s been intentionally incorporated into the infrastructure across decades, or 2) quick-and-dirty changes that work really well on some streets with a comprehensive network to be desired. Paris has built a comprehensive network with mostly quick-and-dirty changes in less than ten years. And it’s obvious just riding around that these changes continue to iterate. I was most delighted to track how the striping below my feet had been scraped and relocated as evidence that the bike lanes had been expanded. It’s a work in progress, and that progress is working.
I felt that paragraph adressed it pretty clearly. It’s not that Paris is doing better than X Netherland city. It’s that Paris is tackling the problem with a quick and dirty, but still comprehensive, network. An approach that can be modelled in other cities, even without decades of working towards the goal.
An approach that has inspired me to delegate in my own city as a way to get after this.
Neat.
Doesn’t solve the massive infrastructure bill, land use requirements, and safety issues of cars though.
So $1000/month would get you 2,000sq ft of real estate.
I’d love to rent a 2,000sqft appartement in Toronto for $1000/mo