> Based on current internal deliberations, the company could launch its first touch-screen Mac in 2025
It looks like those leaks aren't too far off what I'm saying. Deadlines slipping by 1-2 years isn't way off especially for such a new/different product direction. And the rumor also said "could" which means even internally, it wasn't a strong claim.
Yes and it's an article about a leak 3 years ago. And there were more "leaks" before that. I just can't be bothered to research and link the obvious to argument against an "opinion".
I think the idea is that by creating these shared .claude files, you tell the agent how to develop for everyone and set shared standards for design patterns/architecture so that each user's agents aren't doing different things or duplicating effort.
> That means that when we close the issue, we believe it has a high chance of being fixed
I agree with this iff it's being done manually after reading the issue. stalebot is indiscriminate and as far as "owing" the user, that's fair, but I'd assume that the person reporting the bug is also doing you a favor by helping you make things more stable and contributing to your repo/tool's community.
I partially agree, but even with stalebots nobody is measuring the maintainers' productivity. So when they made the choice to use stalebots, they did that because they believe that's best for the project. It's different from corporate.
Nobody is measuring their productivity, but people definitely look at how many open issues they have and potentially how long those issues have existed. They’re likely incentivized to close issues for appearances.
With a popular open source project, you'll quickly get to a number of bug reports that you have no chance of ever solving. You will have to focus on the worst ones and ones affecting most users.
At the same time, you want to communicate to users that this is the case so they don't have wrong expectation. But also, psychologically it is demotivating to have a 1000+ open bugs queue with no capacity to re-triage and only two maintainers able to out a few fours in every month or every week.
In open source, "won't fix" means either "not in scope — feel free to fork" or "no capacity ever expected — feel free to provide a fix".
The optimization problem is how do you get the most out of very limited time from very few people, and having 1000+ open bugs that nobody can keep in their head or look for duplicates in is mentally draining and stops the devs from fixing even the top 3 bugs users do face.
The problem is that your users also have limited time and if it's clear you're not even looking at issues where someone has put in lots of effort to help you then you're only going to get lazy issues and it will actually take more effort from you to do all that work yourself if you want to reach the same software quality.
I think you are missing the point: a user putting in a lot of effort into a bug report is usually trying to help themselves get the bug fixed.
As a maintainer, you will obviously look at that bug with more appreciation: but if you estimate it will take you 3 months of active development to fix it that you will have to spread over a full year of your weekends (which you can't afford), what would you do?
And what would a reasonable user rather see? Yes, this is an issue, but very hard to fix, and I don't have the time, or just letting the bug linger?
Forgive me for assuming that the government owned service would be more transparent/serve the people better than a privately owned, closed source, platform that's explicitly funded by ads and so is transparently corrupt. Even your worst case scenario for this would be equivalent to what we already have.
Yes and no. I find the restaurant on Google maps but 9/10 times the menu is either outdated or not properly structured and having a link to the menu website is better. So Google maps is the top of the funnel but I still appreciate a website.
I can’t help but think what this means is just that the menu isn’t that’s important as a marketing tool. If having an up to date website and menu resulted in a noticeable boost in business, every restaurant would have it.
Average person either finds the place through google maps or a TikTok video, checks a few photos of the food or venue, then goes. Doesn’t matter what the exact menu is because there are plenty of options and something will be appealing.
Or it’s good for customers and bad for restaurants. There are such things, and menu can be easily one. Especially tourist focused restaurants infested with such tactics, and you can avoid most of them just looking on their menu.
Yeah that context matters significantly. What’s the turnover rate for restaurants in your area? What’s the variance in menu? “Success” in my neck of the woods is staying open more than 2 years, and menu availability plays a significant role.
We usually order by phone, then drive by and pick up the food. Can't do that w/o a menu. The solution is usually to take a printed menu with you when you're there. But that's a chicken-and-egg problem!
I think it's important for customers and they usuallly post the menu in google maps thing, basically the customers are doing the labor of the business owner and the business owner as he still gets the results he doesn't do it
The conversational context did not involve anyone making any claims about the viability of businesses operating sans info. You can check—nowhere does the person who you're responding to (or any of the ancestor comments in this thread) write in their comment that companies are losing business because of the lack of up-to-date information, whether on their own site on through Google Maps.
The context is people, very reasonably, making a plea that that info be published on the open web.
I think the parent is making the assumption that a business owner would be able (and willing) to update the menu on their own website, whereas random pictures on Google Maps/Instagram might not have the most recent menu.
In a functional org, the principal engineer's role would be to review designs to reduce complexity and new systems. The goal of the org (and engineers within the org by extension) is to deliver impact. The engineer who can ship the impact of 3 new features with simple implementations in the time that it takes one complex implementation to be build should be promoted.
By delivering, or helping the team deliver, outsized returns on engineering hours invested.
If a design is bloated, a good principal engineer should point out gaps, help simplify the solution and enable the team to deliver faster. That definitely gets noticed.
> "help" is always framed as my needing to be educated
For many users, this is often the case, and front line AI support like this can handle that pretty effectively while giving your case faster live support. Would you rather sit behind 4 people in the queue trying to figure out why their device doesn't work without batteries when it's not plugged in or have them deal with AI to solve the problem while you get your real issue sorted out quickly after dealing with a handful of basic prompts?
I agree that's why I would prefer to have AI if it does the job better and if it can be further trained to understand when to escalate in the case of a more technical user which I have found humans rarely do.
I wouldn't mind, if it ended up getting me a human at the end of the process.
It's not quite at the level of the "shibboleet" XKCD, but I did once manage to get a much higher support tier at Comcast who was able to verify that 1) I had a problem that was their fault and 2) fix it. Even that guy was halfway on a script. Y'know, after I've read you a ping timeout three times from the Windows command line, I probably shouldn't have to read it verbatim to you again. It hasn't changed.
The FF reader view here starts from "We just saw how a Decision Tree", gobbling up half the article. Simply disabling CSS works better. Though in both cases, it seems that ordering might be a bit mixed up.
> And this is why point-to-point transportation is almost always faster and more convenient
Point-to-point transportation is faster and more convenient because:
1. we don't have bus lanes so buses are forced to sit in the same traffic as cars and
2. buses are often underfunded so have slow/infrequent service.
Point to point transportation is often slower and less convenient if buses and public transit is done right. I can count on my fingers the number of times I used an Uber or drove a car in the 1 month that I stayed in Europe - this was going out every day, in multiple cities, rural and urban, and across different countries.
This is a good thing! If more people use public transit when it's possible, it opens up the roads for the handful of people who actually NEED to use a car.
Bus lanes still seem like the thing people who hate cars propose to intentionally screw over the people who have them. "Hey, we have this road with two or three lanes in each direction but it's fairly congested. Each of the lanes is carrying something like 50 cars per minute during the day! Why don't we impound one of them so we can have a bus carrying 40 people drive on it once every 15 minutes?"
If you have enough density to justify a bus lane, you have enough density to justify a subway.
> If you have enough density to support a bus lane, you have enough density to support a subway.
Not at all. Building a subway in most US cities right now is very expensive. Raising the tax revenue alone is probably a non-starter.
Moreover you're going to have to close the road down anyway to do any form of cut-and-cover or even deep bore construction, which means every business on the corridor and every person who lives on it is going to get angry for as long as the subway is being built.
There's no painless way to do infill public transport. The problem is that nobody in the US is willing to compromise.
> Building a subway in most US cities right now is very expensive.
This is true but seems like a problem worth solving. It's also true of more than subways; we have the same problem with bridges, housing and many other things. Better to get on with fixing it than use it as an excuse for doing something worse.
> Moreover you're going to have to close the road down anyway
That's a one-time cost, and you're not required to close a 500 mile stretch of road for years on end. Dig one block, install the tunnel, cover it, dig the next block.
I agree with you (and importantly you can't make a subway political football the way you can make a bus lane), but my experience doing transit advocacy points otherwise. Americans in dense areas are feeling the HCOL pinch and are not very willing to float extra taxes to fund transit expansion.
IMO it comes back to the fact that Americans are just not willing to accept change of any kind right now. The economy feels too shaky, the electorate too divided (even within states and municipalities), and there's too little faith in government to architect the kind of change you'd need to build subways, underground metros, or even BRT. We need a larger feeling of unity even at a state level to make the changes necessary, which is why municipalities continue to do bare minimum maintenance of roadways and pretty much nothing else. The last big set of constriction in dense urban areas was funded by the Obama stimulus from the GFC which was passed 17 years ago.
It was probably always a good idea to do it the other way around anyway: You don't start with transit, you start by building more housing. Tons of it. Then the cost of living starts to get back under control and the density increases some, which you need in order to make transit work regardless.
> If you have enough density to justify a bus lane, you have enough density to justify a subway.
That assumes a linear city, where everyone lives within a short walking distance of the same street.
In actual cities, bus lines from different neighborhoods converge on main streets. While individual lines may have 10–15 minute intervals, bus traffic on the main streets may be high enough to justify dedicated bus lanes.
Then, as the city grows, it can make sense to replace the bus lanes with light rail and direct bus lines with collector lines connecting to the rail line. Which should be cheap, as a dedicated lane is usually the most expensive part in building light rail.
But you generally want to avoid building subways until you have no other options left. Subway lines tend to be an order of magnitude more expensive than light rail lines. Travel times are also often higher, as the distances between stops are longer and there is more walking involved.
> That assumes a linear city, where everyone lives within a short walking distance of the same street.
Isn't that the assumption you're making? That there is a single primary street that everything converges and then diverges from which is common to every bus route? Meanwhile in practice any given person standing on the You Are Here dot could want to go in any of the eight directions from where they currently are.
A route that goes east-west isn't going to have much in the way of shared route with one that goes northeast-southwest except for the one point where they intersect, and isn't it better to have multiple routes intersecting in multiple places in terms of minimizing trip latency and maximizing coverage?
> Which should be cheap, as a dedicated lane is usually the most expensive part in building light rail.
But that's the thing that makes the bus lane so expensive!
By the time you have an area with enough congestion to be considering a bus lane, the problem is generally that you can't add a lane because the land adjacent to the existing road is already developed and not available, otherwise you would just add an ordinary lane that buses could use too. But converting one of the existing lanes in an area which is already congested makes the traffic exponentially worse than putting the new thing underground.
Essentially, if you can add a lane then you add an ordinary lane and if you can't add a lane but need one then it's time to dig.
Public transit depends on the assumption that some trips are more common than others. If any given person is equally likely to go to any direction, public transit becomes too expensive to build. And it becomes impossible to make the city dense without turning the traffic into a nightmare.
A typical direct bus line starts from somewhere, goes through a number of neighborhoods, reaches a major street, and follows it to a central location. The number of directions that need a bus line is typically much higher than the number of streets reaching the central location. (For example, you need ~10-degree intervals at 10 km from the center to guarantee a reasonable walking distance to the nearest bus stop.) Hence the bus lines eventually converge.
Once you have enough bus traffic that a dedicated lane makes sense, transforming an ordinary lane into a bus lane will make the traffic faster for the average person. It's not a Pareto improvement, as the traffic will become worse for those who drive on that route. But it's not a huge loss for them either. If you already have 20+ buses/hour making frequent stops during the rush hour, the throughput for that lane will already be much lower than for the other lanes.
> Public transit depends on the assumption that some trips are more common than others.
Public transit depends on the assumption that there is enough density along a given route to justify its existence. Take a look at the NYC subway map. In the highest density boroughs (Manhattan and Brooklyn) the routes basically go from everywhere to everywhere. Even more so for the Manhattan bus map. That's what you want in a large dense city.
In smaller cities, the "build a high density core surrounded by lower density areas" model is the thing that causes more congestion, because then the core ends up as a bottleneck but people don't want to take transit to get there because it doesn't have frequent service to the areas outside the core at one of the traveler's endpoints. For those cities it's better to have medium density everywhere than try to make transit work in a city where a large proportion of the population is coming from an area with density too low to make it viable.
And if the whole "city" is low density, i.e. it's a rural small town, then it's not likely you're going to make public transit work there whatsoever. The best option there is to use mixed zoning so people so inclined can live within walking distance of shops.
> It's not a Pareto improvement, as the traffic will become worse for those who drive on that route. But it's not a huge loss for them either.
It is though? The premise to begin with is that road is already too congested and is slowing down the buses. Removing a third to half of its capacity is going to make it dramatically worse. That's what many of the proponents of bus lanes are after -- they want to force people onto the bus by snarling the cars.
They refer to this as "induced demand" by inverting the sign when what they really mean is to suppress demand for driving by making it more miserable, but don't want to call it that because it would be unpopular.
High density over a large area is a rare exception. Public transit is mostly used in regions that are locally dense but have low-to-moderate population density over the entire region.
Consider a low-density urban area with 1500 people / square km (~4000 people / square mile). You could achieve that with a uniform sprawl of single-family homes on half-acre lots, or with a network of towns / villages / neighborhoods surrounding the city center. The former generates more car traffic, while the latter makes public transit useful for a large fraction of trips. And the latter also makes local services viable, as there will be enough population within a walking distance.
And if you have a 2+2 lane street with enough bus traffic to justify bus lanes, most of the capacity is in the inner lanes not used by the buses. Urban buses stop frequently, making the traffic flow much worse than in lanes without buses.
Heavy rail and light rail costs are very comparable unless you want to bury them. But it doesn't matter which you bury, they still cost about the same.
We did that with computer networks. We had this high-quality voice call service, and then someone thought it should be switched to transmit data instead, of which voice calls were just one type. Now you have a minimum voice latency of a few hundred ms because voice traffic is competing with data traffic, and you didn't actually get much more data throughput because it was only one wire pair.
> Point to point transportation is often slower and less convenient if buses and public transit is done right.
Only if you're also intentionally making point-to-point worse.
Note that I'm not comparing to "get in your own car and drive", which has the disadvantage of having to park. I'm comparing the ideal taxi-shaped thing to the ideal bus-and-tram-and-train-shaped thing.
> Only if you're also intentionally making point-to-point worse
I feel like you missed my last paragraph. If public transit is better then more people would use it and there would be fewer cars on the road. Can you imagine how terrible point-to-point traffic in SF would be if everyone was driving to work instead of relying on Caltrain or BART?
No, I didn't miss it. I'm saying that public transit can be better than it currently is, but it would take much more to make it better than point-to-point transit.
I'm not a copyright expert and if you told me that Harry Potter was common domain then I'd probably be a bit surprised but wouldn't think it's crazy. The first book came out 30 years ago after all. On further research the copyright laws are way more aggressive than that (a bit too much if you ask me) but 30 years doesn't seem quick. Patents expire after 20 years.
I find this fascinating, as I keep observing that there are pretty widespread differences between what people believe copyright does and what the law actually says.
The Berne Convention (author's life + 50 years) is the baseline for the copyright laws in most countries. Many countries have a longer copyright period than Berne.
I think even people who don't care about how broken the copyright system is understand intuitively that huge commercial properties that are contemporaneous with themselves are protected. They don't need to know any details to know that these properties belong to massive companies and aren't free for the taking.
How many people think they can rip off Disney characters even if they don't know how much Disney lobbied to extend their ownership? People can observe that no one but Disney gets to use them and understand, even if not consciously, that those are Disney's to use.
^ Probably poorly written without time to proof cause time constraint.
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