domain:apollomindset.substack.com
RandomRanger
Just build nuclear plants!
28m ago
I think the most palatable change would be something akin to banning those under age 16 from having social media accounts.
They're trying to legislate this in Australia right now.
Does everyone need to show their ID to get a social media account up? Do I need to show ID for this website? Who is storing my information and where is it going? What about VPNs (every second youtuber is shilling them, kids could easily set one up) to bypass the ban and log in from a more permissive jurisdiction - ban them? What about 4chan or its derivatives - they can't be bothered to do age-verification (and don't have the resources) - ban them? Xbox and Playstation have online chat, thousands and thousands of games have online chat. Are they all social media? In a stroke online privacy is greatly diminished, along with all small web forums.
At least in crypto you have marginally higher chances of making money and it's not inherently rigged against you. Down with sports betting, up with Shiba and Doge.
Societies' restrictive energies should remain focused on drugs, they cause much more harm than gambling does.
FiveHourMarathon
Listen to Pierre
29m ago
I think there’s some subset of people who at least unconsciously want these bizarre nightmare 1984 and literally Hitler and handmaid fantasies to be real. I say that because most of the people doing this seem to have similar profiles: almost invariably white, upper middle class, professional, college educated, and highly likely to be female as well. Which if you’re keeping track, is the one demographic, that even if the absolute worst nightmare scenario happens is going to be affected the least.
This would be pretty parallel to the (extremely) male fantasy of the zombie apocalypse, Red Dawn, preppers, etc. Disproportionately fantasies held by men who are wealthy and/or secure.
The fantasy in both cases being the suspension of ordinary life and moral responsibilities. I have friends who are panicking about Trump and "how can I bring a child into a world like this?" This neatly solves all the doubts or fears one might have about having or not having children. Similarly, "I have to kill everyone else before they kill me" solves the problem of one's inability to get along with others, and the sudden disappearance of existing hierarchies solves the problem of why one finds oneself at the bottom of them.
ControlsFreak
1hr ago
Perversely, if the cars are electric or hybrid (which they are usually assumed to be)
I'll jump off from this point.
Aside from just being an Elon dream, I think a lot of potential Autonomous Cars As A Service (ACaaS) would seriously consider whether EVs are in their interest (at least in areas where the weather is such that EVs make sense at all). Per-mile energy costs tend to be lower, and I haven't kept up with the stats on current models, but there are simplicity reasons to believe that, for a given level of non-propulsive tech in a car, simply swapping out ICE for electric can plausibly reduce maintenance costs (practical numbers would definitely be needed for battery replacement on a car running taxi service every day compared to a comparable ICE). So, there are inherent reasons for the service providers to want to consider EVs.
Anyway, let's get to building a model. I'll start with the premise that we pretty much just model the vast majority of peak traffic as commuter traffic, the timing/quantity of which we hold essentially fixed. I'll also assume for now that the autonomous taxi service supplies almost all of the commuter traffic. Crucially, this model doesn't really say almost anything about the total number of cars owned or the number that are personally owned. People may still keep the same number of cars at home, in their garage all week, ready to use for the weekends, trips to grandma's, etc. I think there's a lot of confusion in the thread that is flipping back and forth between ownership and utilization. In any event, I think this model is somewhat like what you have in mind in your example.
Now, basically all of the service's EVs have presumably magically found a home to cheaply charge all night, presumably somewhere in the suburbs where it's hopefully cheap. Given the current 200-300mi range, they can basically all come online and 'work' through the morning rush hour(s). I think there are a couple crucial questions, one which you've brought up, but another which I think has been missing. First, "How much do they deadhead during rush hour?" Second, "Do they have to charge to make it through the evening rush hour? If so, what method would they prefer?"
For deadheading, the simplest model is to just to assume that there is approximately zero demand to go in the opposite direction of the main commuter traffic. To a first approximation, a small amount of deadheading has the obvious cost of driving back trading off with a reduction in the number of vehicles the ACaaS has to operate. Presumably, an ACaaS startup will have a nerd in the back room doing calculations with a more detailed model of traffic, and I think this would be a key parameter. Obviously, as you point out elsewhere, as that parameter increases, you run the risk of tipping into two-way congestion, which would also increase the cost of deadheading. But something else to note is that, in this simple model, this parameter is pretty directly correlated to the number of cars that potentially end up somewhere in the urban area through midday. That is, for example, if each autonomous commuter taxi makes one deadhead trip to pick up another commuter, and we assumed that each commuter would have brought one vehicle into the urban area, we've reduced the number of vehicles in the urban area during midday by half. It's very directly (inversely, lol) just a 1/(N+1) relation. At what value of N does two-way congestion really start to become a problem? I haven't the foggiest. Hell, it could even be a non-integer less than one; I have truly no idea.
An important challenge of this model to people who are pro-ACaaS is that they really kind of need to say what sort of N they're expecting, would be okay with, and think is plausible. Else, they need to propose something specific that the model is wrong about that can plausibly make their other claims work. If they're not okay with nonzero N, they better have something good, or we might think they're slipping magic into their imprecise model.
Of course, in the simplest model, we don't super care about congestion in the other direction except to the extent it increases the cost of deadheading. That is, the simplest model is that it was a wide open, completely empty freeway heading back to the suburb, and nobody cares if a bunch of deadheading empty ACaaS are clogging it. One would need more complications in the model to capture anything else.
N is not just limited by cost and two-way congestion considerations; it's also limited by time constraints. If an average round trip takes an hour, for example, you can't make more than a couple within the peak hours. This also leads us to the second question about charging. If you're driving back and forth for N trips for a few hours in the morning, do you need to charge to make it through the rest of your day?
EV owners typically prefer slower charging, as it's cheaper and better for the battery, reducing their lifetime costs (ACaaS operators may also have incentives to just abuse the hell out of their batteries; typical taxis certainly have incentives to abuse the hell out of their cars). Of course, if it's sitting there charging more slowly, it's not making any fares. But if it's lollygagging around in traffic trying not to do anything so as to conserve energy, it's not making any fares either. In this model, there's not many fares to be had at this time, so it's kinda dead time anyway. I think I see three options: 1) Not pay for a spot to park half of the afternoon, just eat the cost of fast charging, then hold up traffic conserving energy, 2) Pay to take up a spot for a while, but get cheaper slower charging, 3) Just drive back out of town to get cheaper slower charging without paying the spot fee.
To flesh out a hopeful possibility for (2), though, as the morning rush tapers off, they could start to duty cycle off for charging. Math would need to be done, but if you need your duty cycle to be Y% through the day, you'll have Y% of your peak capacity available. Hopefully, those nerds in the back will figure out how to get that percentage right so that you have enough charge left in enough tanks to get through the evening peak.
But then, I think the math conclusion is that, during the day, between rush hours, Y% of the autonomous taxis will be roaming for possibly cheap fares (maybe still doing bad energy conservation stuff), whereas (100-Y)% of them will be charging somewhere. So, we won't have peak rush hour quantities of cars on the road all the time throughout the day. Also, even assuming that the entire (100-Y)% of chargers are finding their charge homes in the urban area, that's plausibly still a lot fewer charging parking spaces than would normally be housing the full 100% of peak traffic all day that we currently have. Ya know, if the limit on N will allow it. The hope and promise here over individually-owned vehicles would be that you save on parking, can recoup some costs with deadheading, and even getting some fares on a duty cycle in the afternoon is worth more than having it sit in the parking garage all day while you're working.
Obviously, there are a ton of detailed cost comparisons that would have to be made. But I think that EVs are potentially different from ICEs in that essentially the only sensible model of 'charging' the latter is 'fast charging', at one given price point. I'm sure someone out there will make some models/approximations where they say, "Assume our average charging voltage through the afternoon is V," then proceed to compute duty cycles, cost of charging, impacts on maintenance, expected fares in the slow periods, cost of however many parking/charging spaces they need at that duty cycle, etc.
We'd kinda need to search out the space of at least (N,Y,V). I don't know if there will be any ranges of parameters that work for any models with real-world costs/traffic patterns/etc., and they may all end up with perverse incentives like, "Poke around and hold up traffic all afternoon." But I also kinda don't think I'm comfortable concluding that there is no range of parameters at all where it might make sense. I kinda just think we'd need a more sophisticated model. I also think the most likely conclusion would be, "It does not make sense for ACaaS to grow all the way to the point of providing all of the commuter traffic," and the model would get more complicated still, as one would have to vary the quantity of commuter traffic they think they could capture.
As a note, ChatGPT pulled a number out of its giant inscrutable matrix and estimated that traffic volumes during peak hours are often 30-50% higher than midday, rising above 100% in certain cities like NY/LA/London. I honestly have no other frame of reference in my mind to know if that's a complete fabrication or is in the right order-of-magnitude, but it could give a modeler some start in estimating plausible duty cycles (I mean, not exactly giving us Y, but maybe something like it?). Probably the simplest starting assumption would be that all of that midday traffic is entirely in the urban area, but obviously that's not "correct", and again, one would need a more complicated traffic model.
One final note is that nothing in this simple model has any dynamics. There's no, "Well, A got cheaper, so more people decided to B, so..." It's a purely static model, in line with your scenario.
falling-star
1hr ago
My first instinct was that drugs categorically different because they cause physical dependence and withdrawal symptoms. A quick google search tells me that gambling withdrawal is a thing, but all the sources are treatment centers, and all the symptoms are psychological. Withdrawing from amphetamine left me pretty much non-functional for weeks. I doubt gambling can cause that sort of nervous system damage.
birb_cromble
1hr ago
It makes sense when you think about it. The elites in the capital have already made it; they have nothing to prove.
The plebians in the provences, however, must express sufficient zeal to be above suspicion.
MaximumCuddles
1hr ago
and even a bit insufferable.
I am relieved.
sarker
It isn't happening, and if it is, it's a bad thing
2hr ago
I don't understand why you find this hard to believe considering that's plainly the justification written for the deletion. This is not one of the (many) rules that can be bent for fun and profit, this one really is just that simple.
Magusoflight
3hr ago
Depends on the clinic. The high end ones will offer ultra filtered blood with an option for enriched adrenechrome levels
Magusoflight
3hr ago
https://pubmed.ncbi.nlm.nih.gov/28083954/
Some doubt on this
Magusoflight
3hr ago
RIP my retinas
Magusoflight
3hr ago
“Grounds?”
sarker
It isn't happening, and if it is, it's a bad thing
3hr ago
The problem is that it did not include that, and thus it did not have a license attached. Hence, removed for not having a license.
Magusoflight
3hr ago
Bring a gun along then?
jkf
3hr ago
So what's the problem? The mugshot would be "copyright Waukesha Sheriff's dept" (assuming that it's copyrightable, as you suggest) and the rationale some variation on 'fair use'.
sarker
It isn't happening, and if it is, it's a bad thing
3hr ago
It's not "working" because the trump photo deletion attempt is for "invalid fair use" rather than a lack of a license. That's a totally different argument, and sure, I can believe that it's not always applied in good faith. A license being totally absent is pretty black and white.
sarker
It isn't happening, and if it is, it's a bad thing
3hr ago
Quite the opposite. There's a licensing section that clearly indicates that it's a copyrighted image that's used under fair use.
SnapDragon
3hr ago
So, I had a little more success than you last year, and you can see my transcript here. Part of the reason is that I didn't give it a minimal prompt. Try to give it full context for what it's doing - this is an LLM, not a Google search, and brevity hurts it. And don't "help" it by removing the story from the problem - after all, English comprehension is its strength. Tell it, up front, exactly how you're going to interact with it: it can "think step by step", it can try some experiments on its own, but you won't help it in any way. The only thing you'll do is run the code it gives you, or submit an answer to the site, telling it the (exact) error message that AoC generates.
To reiterate, give it all the information a human solving AoC would have. That's the fairest test.
My prediction is that o1 will do better (of course), maybe solving a few in the day 10-20 range. However, I think it'll still have problems with certain problems, and with debugging, especially when text output (or a diagram in the input) needs to be parsed character-by-character. This is a fundamental problem with LLMs: textual output that looks well-formatted and readable to us is fed into the LLM as a gobbledegook mixture of tokens, and it just has no clue how to process it (but, sadly, pretends that it can). This is related to how they have trouble with anagrams or spelling questions (e.g. how many Rs are in "strawberry"). I wonder if there's some way we could process text output so it tokenizes properly.
orangecat
3hr ago
They still tried it and it appears to be working for Brooks...
There has been pretty well documented examples of the politicization of wikipedia. Why would it be different, in this case?
orthoxerox
If you can read this, you're using a custom theme
3hr ago
South Africa once let you arm your car with flamethrowers. This might be a solution to squeegee men as well.
orthoxerox
If you can read this, you're using a custom theme
3hr ago
Maybe I am missing something, but don't Airports already solve this problem?
From my experience, every major airport is a clusterfuck of traffic. Numbered lanes with numbered stops help, but every lane is still a disgusting snarl-up. Adding more lanes would require more space for splitting and merging, plus you need to provide a way to reach the furthest lanes.
zeke5123a
3hr ago
For me, it is fine. I can gamble once a week a couple of dollars and it is fun without causing me any harm.
But I can’t help but note the business doesn’t really run on people like me. I don’t make the house enough money. It is dependent on the whales. Those guys lose a ton of money. I the business is unseemly.
ToZanarkand
Some day the dream will end
3hr ago
What marginal value do many billions provide, when you're dead, especially when you have enough money for almost all material needs?
The main benefit I'd assume is being able to pass the money on to your surviving family.
I was able to speak this evening with someone I know who works in a suitable job, suitably high up, for a large multi-national. They also pushed back a bit, but I was able to prod. That company has fleet vehicles for a few categories of folks, many of which are plausibly job-needs-based. Some of those job-needs seemed like they might be replaceable by an ACaaS. Probably the biggest one that wouldn't have worked was a set of positions where they would be visiting multiple locations each day with overnight stays along the way. The problem here is actually kind of subtle, because it's not the first problem you'd think of with Uber. With Uber, your first problem would be that you may just be heading from town to town on your trip, so you might not get a human who wants to drive out there. With ACaaS, if the same company runs in the neighboring town, it can just join the fleet there. No, the problem was that then you'd have to pull your suitcase out of the trunk every time you got to a new location, and you're visiting 3-4 of them before you stop for the night!
Beyond job needs, this multi-national gives every single VP or higher a fleet vehicle. Why? Honestly, my interlocutor explained the reasoning, and there was nothing there that really made a distinction. Why not offer it to one level below VP, even a cheaper car (they offer different tiers of cars to different levels already)? No real reason. It would cost money. But it costs money to give them to VPs and up, too. At one point, the explanation was that the people high up enough already made so much money that they didn't want any more cash, so it was about finding other perks for them. (I lol'd a bit.) I guess you can save a little in taxes. I didn't dig in to details of how they compute it, but I was told that they do have a monthly charge on their paycheck to cover whatever taxable portion; it seemed like they didn't have much detailed paperwork and that it was a mostly fixed monthly charge; it also seemed pretty cheap. We consulted with ChatGPT about reasons to offer company cars, and it threw in that there could be cost benefits by making a deal with an auto company to buy higher volume for cheaper or to save on insurance.
Reason after reason just didn't draw a line. "It's a status symbol." Well, if your employees were all some multiplier more productive, couldn't you give one level below VPs their slightly lower status symbol, and give more expensive status symbols up the chain? Basically, it's expensive. If it was cheaper, I guess they could throw the perk around a bit more. Of course, like any perk, some employees might not even value it much; might prefer cash. My wife complains that her salary is lower because they offer health insurance, even though she doesn't use it, because she's on my insurance.
I was at some point told that those folks definitely didn't need company cars. In fact, when I poked around with whether something like Uber/ACaaS could make any sense if it could be done at the right price point, I was told that it would absolutely be just fine for those folks who are getting their car just because they're a VP-or-higher. Okay-ish for some job-needs. Just don't have a suitcase.
Their view, from the perspective of a multi-national, would be that it would be extremely localized. You mention some of the factors. Are you paying for parking passes? How much does that cost in your area? Would they be transiting in/out otherwise? If your city is going to hell in a handbasket, what's the value of making sure your valuable-enough employee doesn't get stabbed in the subway? We sort of settled on the idea that some set of factors could make it plausible in some places (again, the price point is a huge driver). But you're not going to have the same case in Peoria that you would in NYC or wherever.
They also told me that there are, indeed, folks in the business who are, for lack of a better word, agitating for the company to subsidize commuting costs for more employees. And it seems like this sort of Uber type thing is vaguely in scope of one of the ways they're proposing to do that below the level of company cars. I'm more of a 'just give me cash' kinda person, unless, like I said, there is some very acute parking situation or something that really aligns the business incentives.
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