Approaches for preventing this include reducing the speed of the connection so that the receiver can always keep up, increasing the size of buffers so it can keep up averaged over a longer time, using delays after time-consuming operations (e.g. in termcap) or employing a mechanism to resend data which has not been received correctly (e.g. TCP). The host had to carefully watch the BUSY line to ensure it did not feed data to the printer too rapidly, especially given variable-time operations like a paper feed. The history of railway electrification dates back to the late 19th century when the first electric tramways were introduced in cities like Berlin, London, and New York City. This scheme was introduced because of the problems of return currents, intended to be carried by the earthed (grounded) running rail, flowing through the iron tunnel linings instead. Electro-diesel locomotives and electro-diesel multiple units mitigate these problems somewhat as they are capable of running on diesel power during an outage or on non-electrified routes. Early versions had problems and did not become stable for some time. The use of medium-voltage DC electrification (MVDC) would solve some of the issues associated with standard-frequency AC electrification systems, especially possible supply grid load imbalance and the phase separation between the electrified sections powered from different phases, whereas high voltage would make the transmission more efficient.

The early electrification of railways used direct current (DC) power systems, which were limited in terms of the distance they could transmit power. Certain controllers allow the transmission or reception of a DLC greater than eight, but the actual data length is always limited to eight bytes. This effect makes the resistance per unit length unacceptably high compared with the use of DC. The speed of the dominant-to-recessive transition depends primarily on the length of the CAN network and the capacitance of the wire used. Both overhead wire and third-rail systems usually use the running rails as the return conductor, but some systems use a separate fourth rail for this purpose. Most circuits have the metallic components interconnected with a grounding wire connected to the third, round prong of a plug, and to metal boxes and appliance chassis. Often, 20 ampere circuits are used for general purpose receptacles and lighting. Some electric traction systems provide regenerative braking that turns the train's kinetic energy back into electricity and returns it to the supply system to be used by other trains or the general utility grid. Disadvantages of electric traction include: high capital costs that may be uneconomic on lightly trafficked routes, a relative lack of flexibility (since electric trains need third rails or overhead wires), and a vulnerability to power interruptions.

"The point I stressed when I was having lunch with you," Cable says now, "is that it’s not just a Keynesian lack of demand, it’s not just a Budget deficit problem. "Sort of, yeah," he says. DC rolling stock was equipped with ignitron-based converters to lower the supply voltage to 3 kV. Different regions may use different supply voltages and frequencies, complicating through service and requiring greater complexity of locomotive power. This dispute ended with Cablevision offering MSG as a premium subscription service. On June 13, 2010, Cablevision announced that it would acquire Bresnan Communications for $1.37 billion. In 1970 the Ural Electromechanical Institute of Railway Engineers carried out calculations for railway electrification at 12 kV DC, showing that the equivalent loss levels for a 25 kV AC system could be achieved with DC voltage between 11 and 16 kV. DC voltages between 600 V and 750 V are used by most tramways and trolleybus networks, as well as some metro systems as the traction motors accept this voltage without the weight of an on-board transformer. While part of the SkyTrain network, the Canada Line does not use this system and instead uses more traditional motors attached to the wheels and third-rail electrification.

The additional rail carries the electrical return that, on third-rail and overhead networks, is provided by the running rails. It provided basic services for requesting responses to arbitrary commands and performing out-of-band status queries. This used four existing status pins, ERROR, SELECT, PE and BUSY to represent a nibble, using two transfers to send an 8-bit value. In Slovakia, there are two narrow-gauge lines in the High Tatras (one a cog railway). If slow electromechanical teleprinters are used, one-and-one half or two stop bits may be required. 7/E/1 (7E1) means that an even parity bit is added to the 7 data bits for a total of 8 bits between the start and stop bits. Stop bits sent at the end of every character allow the receiving signal hardware to detect the end of a character and to resynchronize with the character stream. The XON and XOFF characters are sent by the receiver to the sender to control when the sender will send data, that is, these characters go in the opposite direction to the data being sent. Later, after the receiver has emptied its buffers, it sends an XON character to tell the sender to resume transmission. When the receiver's buffers approach capacity, the receiver sends the XOFF character to tell the sender to stop sending data.

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