Do we really need a pivotal supreme overseer to have a belief system?

Do we really need a pivotal supreme overseer to have a belief system? No. Not every belief system is 'theistic'. Humanism is a belief system without a supreme overseer.

Furthermore every person's supreme being is particular to that person. In addition to that an idea of supreme being that is accepted in a certain generation may not be acceptable to another generation in that community, and may be changed.

• Go on! ask yourself what does the statement "I believe in god" means?
• Does it have an objective meaning?
• One should be asked, "Which supreme being, and why?"

TRACTION POWER SUBSTATIONS

Traction power substations take commercial alternating current power from the local utility company and convert it into the direct current required by the LRVs. The optimal locations for the traction power substations are determined using a computer model that simulates proposed LRT operations along an accurate geometrical and geographical depiction of the planned route.

The model will include not only the horizontal and vertical alignment of the track, but also the achievable design speed so as to determine the power demand of the LRT system during peak periods. Therefore, in the early stages of any light rail transit project, track and traction power designers must interface to integrate the traction power system into the overall system design.

The final selection of substation sites is an iterative process with repeated simulations to confirm the capability of the traction power system to sustain peak-hour operations.

The sequence of events to develop substation sites is as follows:

• The traction power designer, using the simulation program, selects theoretically ideal TPSS positions along the route, taking into account the distribution system’s voltage drop and the lowest voltage acceptable to the vehicle without degrading performance. The normal, single contingency criterion for determining traction power system sufficiency is to test the system with alternate substations out of operation and verify whether an acceptable level of LRT operations can be sustained.

• The designer discusses these proposed locations with the local power utility to determine any impacts of the proposed power demand on their network. The utility then evaluates the availability of power circuits and the potential impacts on its other customers.

• An agreement is eventually reached, if necessary, by moving the substation to enable it to be supplied from lightly loaded power circuits or by building spur cables to the substation location. It is also important, for reliability, that the power company avoid supplying two adjacent substations from the same circuit.

• It is not always possible to position the traction power substations in the optimal location, particularly in urban areas where available sites may be limited by many issues, including political realities.

After an agreement is reached with the power company, the traction power designer can finalize the substation design. While the TPSS can be a constructed building into which equipment is installed, most substations for new and renovated light rail systems are modular, factory assembled units that are delivered to the site complete. They are erected on a prepared base that incorporates an extensive grounding network below the concrete. These modular units are more economical than constructed buildings. Depending on the neighborhood where they are sited, modular TPSS units are sometimes screened by landscaping or architectural walls.

Substations are located along the route as close to the tracks as possible within the constraints of available real estate. However, the final placement must also consider interfaces and underground cable duct routes for the power distribution supply and return systems, access roadways, and security requirements. The impact of this construction on trackwork design is limited to the interfaces with the supply and return power distribution system.

The electrical sectionalization of the distribution system usually takes place at the substation for all travel directions. Placement of a substation at, or near, a crossover is often desired to sectionalize electrical supply for each travel direction and to optimize the operational flexibility of the track system.

Traction Power/Track Interfaces

There are four elements in the traction power system that affect, or are affected by, track alignment and trackwork design and the construction and maintenance of track systems:

• Traction power positive supply system, including substation locations

• Wayside catenary distribution positive system, providing power to the vehicles

• Traction power negative return through the rails

• Corrosion control measures to minimize the level and effects of stray currents on adjacent conduits, pipes, and cables

Traction Power System Components

The complete traction power system consists of the following:

• Traction power substation (TPSS) that converts commercial alternating current electricity into the direct current power used by the light rail vehicles.

• Cables connecting this substation to the wayside distribution system.

• Wayside distribution system providing adequate current at appropriate voltage levels throughout the alignment. The principal element of the wayside distribution system is the overhead contact system (OCS), more commonly called the “catenary.” In some cases, there will be supplemental cables running parallel to the route to “feed” additional power to the contact wire.

• The rails, which carry the negative return current from the LRV back to the vicinity of the substation. In some cases, these will be supplemented by negative return feeder cables.

• Return system cables connecting the running rails to the substation.

• In some cases, a system of corrosion control drainage cables to collect stray traction power current and take it back to the appropriate substation. These corrosion control drainage cables are separate from and not to be confused with negative return feeder cables.

TRANSIT TRACTION POWER

Light rail systems use electrical power from overhead wires to provide traction power to the light rail vehicles. The rails, sometimes in conjunction with supplemental negative return cables, act as the return conductor to the negative terminal of the rectifiers. Therefore, the electrical properties of the rails and tracks require special consideration. To obtain good conductivity for the track as a whole, a rail system must have a low resistance not only for reasons of economy but also for safety. This requires a low voltage drop in the rails over the length of the track structure.

MAN IS NOTHING BUT A SERVANT!

Sumerian thinkers had a pessimist/negative view of the mankind and its destiny. They believed that the creature called 'man' is created "to serve the gods by providing them with food, and shelter, so they can carry out their acts in peace." They maintained that life was full of uncertainties and mankind would never be happy about this because they would never be able to guess what the gods - whose aims could not be predicted - had prepared for them as their destinies (here one may detect the beginnings of the concept of 'fate,' 'destiny' which crops up in the majority of the religions.).

According to Sumerian thinkers, man is nothing but a powerless shadow which just stands in the heavy darkness of hell following his death. There, 'life' is but a miserable reflection of the life on earth. The 'personal will' is not a problem, because man is not free, he is created for the interests and pleasures of the gods. Death is man's fate. In accordance with a divine and overriding law only gods are immortal.

The Sumerian thinkers believed that the high virtues and especially the knowledge that citizens acquired following the social quest and experiments were invented by the gods. Gods are the ones who benefited and mankind has nothing to do but to obey.

Light Rail as a Spectrum

LRT itself is a broad spectrum and ranges from single unit streetcars running in mixed traffic within city streets at speeds as slow as 25 mph [40 km/h] and even lower up through multiple car trains running on a totally exclusive guideway at speeds of 60 mph [100 km/h] or faster. The streetcar lines in New Orleans are representative of the lower end of this spectrum while the Metrolink system in St. Louis is a good example of the upper end. In much of Europe, these two extremes are often called “trams” and “metros.” In Germany, the terms “strassenbahn” (“street railway”) and “stadtbahn” (“city railway”) are commonly used.

It is important to note how, along any given light rail transit line, one might reasonably include guideway and track elements that are very much like a strassenbahn while a short distance away the route’s character might radically change into that of a stadtbahn. LRT is a continuum and, within the framework of the operating requirements of a given project, the LRT track designer can incorporate appropriate elements from each of the mode’s extreme characteristics plus just about anything in between.

Light rail lines are fairly distinct from metro rail systems (often called “heavy rail”). The latter are always entirely in exclusive rights-of-way, are usually designed to handle long trains of vehicles (6 to 10 cars per train is common) and have a relatively high absolute minimum operating speed along the revenue route (usually 45 mph [72 km/h] or higher). By contrast, LRT trains can operate in shared rights-of-way, very seldom exceed three cars per train, and speeds as low as 10 mph [16 km/h] are tolerated in revenue service track. These differences usually mean that LRT can be constructed at far lower cost than metro rail transit, although the passenger throughput capacity of the latter is also much higher.

If there is any one single characteristic that defines “light rail,” it is likely the ability of the vehicle to operate in mixed traffic in the street when necessary. This draws a line between the St. Louis example above and a light metro rail operation such as SEPTA’s Norristown high speed line. The operational characteristics of each route are virtually the same, but only the St. Louis vehicle could actually operate in the street if necessary. It is a very fine distinction, and, while purists may quibble with some of the finer points of this definition.

Several rail transit projects have utilized diesel-powered light railcars (also known as “diesel mechanical units” or “DMUs”), which do not meet FRA buff strength criteria. Except for the propulsion system, many of these vehicles and the guideways they run upon closely resemble the stadtbahn end of the LRT spectrum. The second edition of the Handbook will not attempt to cover all of the nuances of the DMU mode.

Throughout this volume, the words “railroad” and “railway” will appear. By “railroad” it mean standard gauge rail operations that are part of the general system of railroad transportation. This includes freight railroads and passenger railroads (such as Amtrak and the commuter rail operations in many cities). The word “railway,” on the other hand, is intended as a broader term that includes all transportation operations that utilize a vehicle guidance system based on the use of flanged steel wheels riding upon steel rails.

Casio PB-770 Personal Computer (1983)

In the world of personal computing, 35 years is a lifetime. Technologies rise, fall, and vanish into the archives of forgotten hardware. Yet, standing defiant against obsolescence is my Casio PB-770 — a machine born in 1983, and still very much alive today.

For a “personal PC” of its era, the PB-770 was no desktop tower nor bulky workstation. It was a sleek, programmable pocket computer, armed with BASIC in ROM, an alphanumeric LCD, and the solid, almost indestructible build quality that Casio engineers seemed to pour their pride into.

Even after decades of service, the PB-770 remains flawless. Its keyboard still responds with that crisp tactile feedback, its display remains sharp and readable, and its programs — some written in my much younger days — still execute without complaint.

It has never once failed me, whether for quick calculations, data logging, or running small, custom BASIC programs. While modern devices boast gigahertz processors and terabytes of storage, the PB-770 proves that reliability, simplicity, and thoughtful engineering outlast sheer specifications.

35 years on, it still serves me best — a reminder that sometimes, the smallest computers can carry the largest legacy.

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For a 35-year-old "personal PC", the PB-770 remains a tough survivor — flawless in operation, humble in design, and still serving me best.

Released in 1983 as part of Casio’s pocket computer series, the PB-770 was never meant to compete with desktop giants of its time. Instead, it was built to be reliable, portable, and enduring — a companion for engineers, scientists, and business users who needed computing on the go before laptops were commonplace.

Specifications in its prime (and still relevant today for its intended purpose):

1. CPU: Hitachi HD62002, efficient and cool-running
2. Memory: 8KB RAM, expandable via memory modules
3. Display: 24-character monochrome LCD
4. Programming: Built-in BASIC interpreter
5. Connectivity: Cassette interface and printer dock support
6. Power: Runs for weeks on standard batteries

Timeline of Casio Pocket Computers (1979–1985)

1. 1979 – Casio FX-502P / FX-602P
   Hybrid programmable calculators — the prelude to pocket computers. BASIC-like keystroke programming.
2. 1981 – Casio PB-100
   The first fully BASIC-programmable Casio pocket computer. LCD display, expandable memory, serial connection to printer/plotter.
3. 1982 – Casio PB-110 and PB-300
   Slimmer body, better LCD contrast, more RAM options.
4. 1983 – Casio PB-770
   Flagship model for professionals.
5. 1984 – Casio PB-2000C
   First model with detachable keyboard modules, improved LCD, and faster execution.
6. 1985 – Casio FX-850P Larger display, spreadsheet-like capabilities, and multi-line LCD — a leap closer to laptop functions.

Price in 1983 vs. Today (Inflation Adjusted)

• Launch Price (1983): USD $179.95 (approx. ¥42,000 in Japan)
• Adjusted to 2025 Dollars: ≈ USD $530 (± Rp 8,600,000 in Indonesia)
• Actual Second-Hand Value Today: USD $50–$200 depending on condition

The inflation-adjusted price reminds us: in 1983, buying a PB-770 was as big a decision as buying a mid-range laptop today. And yet, unlike many modern gadgets, it was designed to last decades — and it has.

Why It Still Matters
The PB-770 doesn’t nag for updates. It doesn’t slow down. It doesn’t care about Wi-Fi or cloud sync. It does one thing: process calculations with total reliability.

Its survival is a quiet defiance against the disposable culture of modern tech. While today’s devices are measured in months before they “need” replacement, the PB-770 has seen the fall of floppy disks, the rise of the internet, the birth of smartphones, and still blinks back to life instantly — ready for work.

What truly amazes me is not just that this unit still powers on instantly after decades, but that it performs daily calculation tasks as flawlessly as it did in 1983. While modern devices demand updates, reboots, and patches, my PB-770 simply waits for a button press — then delivers.

In an era where technology often has a planned expiry date, the PB-770 is a quiet defiance against obsolescence. It stands as a testament to over-engineering, simplicity, and mechanical honesty — the kind of product you could trust your work to, even after 35 years.

And so, each time I slide the power switch, I’m reminded: durability is the ultimate luxury.

BELIEF IN GOD IS DISHONEST AND A DENIAL OF TRUE EXPERIENCE

HOLBACH : 'BELIEF IN GOD IS DISHONEST AND A DENIAL OF TRUE EXPERIENCE'

According to Holbach there was no supernatural alternative to nature, but an immense chain of causes and effects which unceasingly flow from one to another. To believe in a god was dishonest and a denial of our true experience. It was also an act of despair. Religion created supreme beings because people could not find any other explanation to console them for the tragedy of life in this world (That is only one of the reasons).

NO NEED FOR A CREATOR, NOTHING BUT MATTER EXISTS

DIDEROT : 'NO NEED FOR A CREATOR, NOTHING BUT MATTER EXISTS'

According to Diderot there was no need for a creator. Matter was not a passive and ignoble thing as imagined by Newton, It has its own dynamics. What is responsible for what we see today is the law of matter. Nothing but matter exists.

DISTANCES BETWEEN THE CELESTIAL BODIES

EVIDENCE ACCORDING TO NEWTON : 'DISTANCES BETWEEN THE CELESTIAL BODIES'

Isaac Newton, in his profound inquiries into the order of the heavens, proposed an argument pointing unmistakably toward the existence of God.

Why, he asked, do the bodies of the Universe — stars, planets, and all celestial matter — not collapse into one vast and shapeless mass under the relentless force of gravity?

The answer lies in their arrangement: vast celestial bodies are scattered across the immeasurable depths of space, separated by precise and stable distances. This spacing is not an accident of nature, but an intentional equilibrium — a design that balances gravitational attraction and cosmic stability.

Newton considered such harmony impossible without the intervention of a supreme and intelligent cause — a Divine Administrator who established the positions of all things and sustains them in perpetual order.

“This most beautiful system of the sun, planets, and comets could only proceed from the counsel and dominion of an intelligent and powerful Being.”
— Isaac Newton, Philosophiae Naturalis Principia Mathematica (2nd ed., 1713) [1]

Thus, for Newton, the very distances between the celestial bodies are themselves silent witnesses of divine governance. Without such ordained separations, the universe would collapse into chaos; with them, it sings in harmony.

References:
[1] Newton, I. Philosophiae Naturalis Principia Mathematica, Second Edition, London, 1713, General Scholium.

BELIEF IN GOD IS A PERSONAL CHOICE

BLAISE PASCAL : 'BELIEF IN GOD IS A PERSONAL CHOICE'

Contrary to many of his contemporaries Blaise Pascal has believed that there was no way to prove the existence of god. He was unable to find any proof of the existence of god when he discussed the matter with a non-believer.

This was the first move towards reason in the history of monotheism. No one dared until that day to question the existence of god.

Pascal was the first person to announce that the belief in god was a matter of personal choice. Pascal has insisted that faith should be a reasonable acceptance resting on common sense. Proving the existence of god was impossible, but rejecting god's existence with reason is also impossible.

Neither the never-ending debate of hundreds of years nor reason or accepting what the tradition has taught was successful in leading mankind over the 'gulf' to the faraway god.