Illinois has very strong anti facial recognition / biometric law. Theres been a lot of class action lawsuits recently. I got like $300 from the facebook settlement alone.
This is true, but that law (BIPA) applies to private entities. i.e., government orgs and contractors are exempt. Regardless, this new legislation is good. I would like to see the complete inclusion of government organizations into needing to acquire consent.
my iPhone saves my login credentials when I delete/reinstall it, so I delete instagram every Sunday or Monday then reinstall on Friday/Saturday, because I don't have the self control to actually limit myself with the screentime functionality.
I think parquet won't help with images, video, ML models.
Also, one thing is to physically provide a way to version data (e.g. partitioned parquet files, cloud versioning, etc, etc), but another one is to also have a mechanism of saving / codifying dataset version into the project. E.g. to answer the question which version of data this model was built with you would need to save some identifier / hash / list of files that were used. DVC takes care of that part as well.
(it has mechanics to cache data that you download, make-file like pipelines, etc)
Earlier this year I was part of technical screening interviews but in two interviews we noticed the interviewee being given the answers during the call. They would wear airpods but have their teams device set to the laptop speaker / mic. Someone on our side heard the second voice coming from the airpods and we killed the interview.
We can try to detect / avoid it in the future but ultimately my takeaway is to avoid generic question lists for remote technical interviews, and instead try to hammer into one of their projects.
I believe Switzerland has nationalized their railroad network, much like the US has nationalized our road network. Its supposed to take a loss so that the rest of the economy benefits.
I think the true value of this isn't replacing trains during the long haul portion, but rather the "last mile". The logistical infrastructure for getting freight from train depot to other depots is about as efficient as it can get BUT getting that freight to its final destination is still inefficient. A 2 mile long train needs to tediously be loaded onto trucks, which will all burn gasoline to get to where-ever they need to go.
In Switzerland a lot of factories and warehouses have train lines built into the infrastructure to try to solve this issue, but its not always feasible to a) build that infrastructure out, especially in the US, and b) use a train to transport a few containers to its destination.
If these electric train cars could be built to interface with normal train cars, they could still take advantage of the biggest efficiency of freight trains, while also helping solve the last mile problem by splitting off from the train to get closer to their final destination.
In large cities you could lay more tracks specifically for these cars to get closer to major industry areas. Land rights are an issue but you could lay track in roads. Chicago has some remnants of street running trains, but the biggest issue is a train that's ~200 yards long is a lot more disruptive to traffic than something that's the size of a semi truck.
That's what locals are, the last mile (or hundred mile) trains that get made up out of cars that have moved long distances already. Railroads hate thise trains. The money is in unit trains, all one commodity going from one place to one other place over a very long distance - the exact opposite profile of locals. Railroads started making this transition in the 60s and 70s as they shed branches and secondary mains and excellerated into the 80s and 90s by spining off shortlines that would focus on local traffic.
I presume the costs to convert enough of our existing rail networks to support electric trains (in the US) would be extremely high, especially considering so much of the freight rail network is owned by a few companies.
Freight rail seems like a great use case for large scale wireless charging in certain areas... have "rest stops" every X miles on key lines where trains can automatically charge up in the middle of a haul.
Im sure they could also take advantage of induction braking on the downhill section of mountain passes.
And because the route/topology would already be known the energy budget could be rather easy to calculate, e.g., enough to get it up and over the mountain.
This is great! But I did notice that when clicking in Chicago, it flows from the Chicago River into Lake Michigan, which is inaccurate. But to be fair, we did reverse the flow of the river around 100 years ago, which makes it one hell of an edge case. The subcontinental divide technically goes right up to the lock between Lake Michigan and the river.
