#failures — Public Fediverse posts

🎉 BREAKING: GitHub accidentally leaks its own token in Actions logs! 🎉 It's like they finally decided to play hide and seek, but forgot the 'hide' part. 🤦‍♂️ GitHub devs now busy inventing new ways to accidentally leave the #backdoor open. 🚪🔓
https://github.com/composer/composer/security/advisories/GHSA-f9f8-rm49-7jv2 #GitHubLeaks #GitHubActions #SecurityBreach #DevOps #Failures #HackerNews #ngated

🎉 BREAKING: GitHub accidentally leaks its own token in Actions logs! 🎉 It's like they finally decided to play hide and seek, but forgot the 'hide' part. 🤦‍♂️ GitHub devs now busy inventing new ways to accidentally leave the #backdoor open. 🚪🔓
https://github.com/composer/composer/security/advisories/GHSA-f9f8-rm49-7jv2 #GitHubLeaks #GitHubActions #SecurityBreach #DevOps #Failures #HackerNews #ngated

🎉 BREAKING: GitHub accidentally leaks its own token in Actions logs! 🎉 It's like they finally decided to play hide and seek, but forgot the 'hide' part. 🤦‍♂️ GitHub devs now busy inventing new ways to accidentally leave the #backdoor open. 🚪🔓
https://github.com/composer/composer/security/advisories/GHSA-f9f8-rm49-7jv2 #GitHubLeaks #GitHubActions #SecurityBreach #DevOps #Failures #HackerNews #ngated

🎉 BREAKING: GitHub accidentally leaks its own token in Actions logs! 🎉 It's like they finally decided to play hide and seek, but forgot the 'hide' part. 🤦‍♂️ GitHub devs now busy inventing new ways to accidentally leave the #backdoor open. 🚪🔓
https://github.com/composer/composer/security/advisories/GHSA-f9f8-rm49-7jv2 #GitHubLeaks #GitHubActions #SecurityBreach #DevOps #Failures #HackerNews #ngated

🎉 BREAKING: GitHub accidentally leaks its own token in Actions logs! 🎉 It's like they finally decided to play hide and seek, but forgot the 'hide' part. 🤦‍♂️ GitHub devs now busy inventing new ways to accidentally leave the #backdoor open. 🚪🔓
https://github.com/composer/composer/security/advisories/GHSA-f9f8-rm49-7jv2 #GitHubLeaks #GitHubActions #SecurityBreach #DevOps #Failures #HackerNews #ngated

Whittier HATED slavery...

So fallen! so lost! the light
Which once he wore!
The glory from his gray hairs gone
Forevermore!
...
Oh, dumb be passion’s stormy rage,
When he who might
Have lighted up and led his age,
Falls back in night.

—John Greenleaf Whittier, "Ichabod"

Whittier opposed slavery totally, though he wrote this about Daniel Webster, who at the end, decided to compromise with slavers, to preserve the nation.
#AntiSlavery
#Poetry #Heroes are #Failures often.

https://www.europesays.com/iran/81158/ The Gulf War: Hidden Vulnerabilities and Strategic Failures | RUSI #Almost #april #australia #chain #Click #disruption #Donald #east #Failures #gulf #hidden #History #Iran #iranian #IRGC #Islanders #Japanese #Koreans #Leary #Michael #PersianGulf

https://www.europesays.com/iran/80066/ The Gulf War: Hidden Vulnerabilities and Strategic Failures | RUSI #Almost #april #australia #chain #Click #disruption #Donald #east #Failures #gulf #hidden #History #Iran #iranian #IRGC #Islanders #Japanese #Koreans #Leary #Michael #PersianGulf

I Demand That Jay-Z Perform All Of ‘Kingdom Come’ At His Yankee Stadium Concert

https://web.brid.gy/r/https://defector.com/i-demand-that-jay-z-perform-all-of-kingdom-come-at-his-yankee-stadium-concert

Инцидент с Unitree G1 — это не курьёз, а наглядная демонстрация системного риска киберфизических систем. Ошибка в софте, сенсорах или управлении в случае LLM остаётся на уровне текста; в случае роботизированной платформы она немедленно материализуется в силу, импульс и травму.

По мере масштабирования внедрения человекоподобных машин плотность таких инцидентов будет расти — это статистика, а не предположение. Следовательно, ключевой вектор — не «запретить», а ужесточить инженерные практики: fail-safe архитектуры, ограничение усилий (force limiting), безопасные режимы по умолчанию, стандарты сертификации и протоколы взаимодействия с человеком.

Иначе рынок получит не «умных помощников», а источник регулярных травм с предсказуемым репутационным и регуляторным откатом.

#роботы #искусственныйинтеллект #технобезопасность #Unitree #робототехника #AIриски #человекомашинное_взаимодействие #киберфизические_системы #автоматизация #инциденты #безопасность #технологии #будущее #LLM #AI #роботика #рискиИИ #humanrobotinteraction #safetyengineering #failures

https://bastyon.com/svalmon37?ref=PJ51iZCUEtcVrCj4Wof8Am7FbKLgbAJ7PS

Your #QA isn’t slow.
It’s overloaded😐

Too many test cases.
Too many #failures.
Too little insight.

#AI testing tools don’t just #automate
They decide what actually matters

But most teams still pick #tools the wrong way.

Read More: https://www.testrigtechnologies.com/ai-tools-for-software-testing-insights-for-smarter-qa/

The Failed City: I Wrote a Book About What We Bury

I have been staring at a patch of asphalt in Jersey City for thirteen years. That is not a figure of speech. I mean that in late September 2013, I watched a road crew roll fresh blacktop over 150-year-old granite cobblestones on Baldwin Avenue in the Heights, and the image has not released me since. The cobblestones were ballast stones, carried across the Atlantic Ocean in the holds of empty cargo ships and dumped on American docks because the ships needed the weight for the crossing and needed to shed it to load American exports for the return trip. Those stones were repurposed as paving. They became streets. They outlasted the ships, the shipping companies, the trade routes, the empires that commissioned them. And in 2013, a man in a road roller buried them under asphalt because, as he told me with the patience of someone explaining gravity, cobblestones eat up tires.

That exchange is where the book starts. It is also where the book’s argument starts, because what happened on Baldwin Avenue is a precise physical enactment of a larger institutional habit: the preference for covering failure rather than studying it, for smoothing the surface rather than examining what lies beneath.

The Failed City: An Autopsy of Urban Collapse is now available from David Boles Books.

What the Book Does

The book conducts autopsies. Twenty of them, organized into five taxonomies of urban failure, spanning two millennia, three continents, and one diagnostic framework that I built to answer a question nobody in the urban planning literature seemed to be asking: why do we refuse to study the cities that died with the same rigor we bring to the cities that worked?

The five taxonomies are catastrophic erasure, economic exsanguination, the utopian misfire, slow municipal death, and the never-built city. Each describes a distinct mode of urban death. Each contains case studies drawn from published sources, government records, journalistic accounts, and in several cases my own observation. I have walked the streets described in this book. I have taught at the universities that serve them. The Jersey City Heights, Camden, Newark: these are places I know from the sidewalk, not from the satellite view.

Pompeii is in the book because it is the oldest and most complete case of catastrophic erasure in the Western record. Pripyat is in the book because it is the newest, a city of 49,000 people evacuated in thirty-six hours after Chernobyl and never reoccupied. Centralia, Pennsylvania, is in the book because the coal mine fire that started beneath it in 1962 is still burning, and because the state’s decision to bury Graffiti Highway under dirt is the most literal act of concealment I have encountered in any case study. Galveston is in the book because it was the largest city in Texas in 1900 and it is not anymore, and the reason it is not anymore is that Houston built a ship channel and absorbed Galveston’s port function, which meant that the hurricane that destroyed Galveston was fatal precisely because the economic function that would have justified rebuilding had already migrated fifty miles inland.

Gary, Indiana, is in the book because U.S. Steel built it in 1906 and then left. Cairo, Illinois, is in the book because its own governing class burned it down through a sustained campaign of racial violence so thorough that the city lost ninety percent of its population. Flint is in the book because the governance structure appointed to save money ended by poisoning the water. Pittsburgh is in the book because it did not die, and the reasons it survived expose the reasons the others did not.

Laurent, South Dakota, is in the book because it is the most instructive failure I have ever encountered. A planned Deaf community where more than a hundred families signed reservation forms and zero relocated. The idea was serious, the enthusiasm was real, and the distance between signing a form and packing a truck turned out to be the distance between a vision and a life. I have worked in the Deaf community for decades through HardcoreASL.com, ASL-Opera.com, and the CUNY-SPS ASL Program, and Janna Sweenie’s characterization of Laurent as a “Deaf Utopia” captures the arc perfectly: enthusiastic communal aspiration followed by collective inaction.

Where the Argument Came From

A colleague of mine at Rutgers-Newark, years ago, made a case for the publication of failure that I have carried forward as an intellectual commitment ever since. His field was research methodology, and his contention was that failed scholarship, research rigorously conducted that ended by disproving its own thesis, deserved publication with the same velocity and seriousness as research that confirmed its hypothesis. Journals published findings. Careers advanced on discoveries. The experiments that did not find what they were looking for were filed away, and the filing-away constituted a loss of the knowledge that the failure itself contained.

He was not a person I admired, and the reasons for that are his own business. But the argument he made that day was better than the person who made it. That fact is itself a version of the thesis this book advances: useful knowledge does not confine itself to attractive sources.

The Failed City applies that principle to urban collapse. Failed cities generate data. Abandoned plans produce evidence. Collapsed communities contain information about what went wrong, when it went wrong, and what the conditions were that made the failure possible. That data is as valuable as the data generated by the cities that succeeded. Our refusal to publish it, to study it, to assemble it into a systematic account, guarantees the repetition of errors that have already been committed and documented and then filed away.

The Diagnostic

The book builds a diagnostic framework with three levels: the baseline condition (what the city had before the crisis), the triggering condition (what initiated the decline), and the cascade (the self-reinforcing cycle that follows). The framework is offered as a tool. It works for every case study in the book, and I suspect it works for cases the book does not examine. The Prairie Voice article I published alongside this book, “The Other Side of the Blacktop,” argues that the same framework applies to rural collapse with equal precision. Any rancher in western Kansas who has watched the feedlot close and the equipment dealer follow it and the diner follow that can diagram the cascade on a napkin.

Jane Jacobs and the Missing Half

Jane Jacobs wrote The Death and Life of Great American Cities in 1961. The title promises a study of death and life. The book delivers overwhelmingly on the life. It is one of the great books of the twentieth century, and I assign it in every course I teach that touches urban questions. It is also a book that does not deliver on the first word of its own title. Jacobs studied what makes cities work. She did not study what makes them die.

The Failed City is the death half of the equation, the book that Jacobs’ title promises and her text does not deliver. Jacobs remains one of the great urbanists. The gap in the literature remains real. No comparable book exists. The field has single-city studies (Sugrue on Detroit, Gillette on Camden, Gordon on St. Louis) and academic shrinking-cities literature, but no cross-taxonomic diagnostic framework for a general readership. The Failed City is, as far as I have been able to determine, the first.

The Cobblestones

The cobblestones are still there. Under the asphalt on Baldwin Avenue, under the dirt that covers Graffiti Highway in Centralia, under the grass that grows over the graded roads of California City. The evidence of failure is more durable than the surfaces we lay on top of it. Asphalt cracks. Dirt erodes. Grass thins. And the substrate will still be there, waiting to be examined by anyone willing to look at what lies beneath the blacktop.

The answer is beneath the blacktop. It has been there the whole time.

The Failed City: I Wrote a Book About What We Bury

I have been staring at a patch of asphalt in Jersey City for thirteen years. That is not a figure of speech. I mean that in late September 2013, I watched a road crew roll fresh blacktop over 150-year-old granite cobblestones on Baldwin Avenue in the Heights, and the image has not released me since. The cobblestones were ballast stones, carried across the Atlantic Ocean in the holds of empty cargo ships and dumped on American docks because the ships needed the weight for the crossing and needed to shed it to load American exports for the return trip. Those stones were repurposed as paving. They became streets. They outlasted the ships, the shipping companies, the trade routes, the empires that commissioned them. And in 2013, a man in a road roller buried them under asphalt because, as he told me with the patience of someone explaining gravity, cobblestones eat up tires.

That exchange is where the book starts. It is also where the book’s argument starts, because what happened on Baldwin Avenue is a precise physical enactment of a larger institutional habit: the preference for covering failure rather than studying it, for smoothing the surface rather than examining what lies beneath.

The Failed City: An Autopsy of Urban Collapse is now available from David Boles Books.

What the Book Does

The book conducts autopsies. Twenty of them, organized into five taxonomies of urban failure, spanning two millennia, three continents, and one diagnostic framework that I built to answer a question nobody in the urban planning literature seemed to be asking: why do we refuse to study the cities that died with the same rigor we bring to the cities that worked?

The five taxonomies are catastrophic erasure, economic exsanguination, the utopian misfire, slow municipal death, and the never-built city. Each describes a distinct mode of urban death. Each contains case studies drawn from published sources, government records, journalistic accounts, and in several cases my own observation. I have walked the streets described in this book. I have taught at the universities that serve them. The Jersey City Heights, Camden, Newark: these are places I know from the sidewalk, not from the satellite view.

Pompeii is in the book because it is the oldest and most complete case of catastrophic erasure in the Western record. Pripyat is in the book because it is the newest, a city of 49,000 people evacuated in thirty-six hours after Chernobyl and never reoccupied. Centralia, Pennsylvania, is in the book because the coal mine fire that started beneath it in 1962 is still burning, and because the state’s decision to bury Graffiti Highway under dirt is the most literal act of concealment I have encountered in any case study. Galveston is in the book because it was the largest city in Texas in 1900 and it is not anymore, and the reason it is not anymore is that Houston built a ship channel and absorbed Galveston’s port function, which meant that the hurricane that destroyed Galveston was fatal precisely because the economic function that would have justified rebuilding had already migrated fifty miles inland.

Gary, Indiana, is in the book because U.S. Steel built it in 1906 and then left. Cairo, Illinois, is in the book because its own governing class burned it down through a sustained campaign of racial violence so thorough that the city lost ninety percent of its population. Flint is in the book because the governance structure appointed to save money ended by poisoning the water. Pittsburgh is in the book because it did not die, and the reasons it survived expose the reasons the others did not.

Laurent, South Dakota, is in the book because it is the most instructive failure I have ever encountered. A planned Deaf community where more than a hundred families signed reservation forms and zero relocated. The idea was serious, the enthusiasm was real, and the distance between signing a form and packing a truck turned out to be the distance between a vision and a life. I have worked in the Deaf community for decades through HardcoreASL.com, ASL-Opera.com, and the CUNY-SPS ASL Program, and Janna Sweenie’s characterization of Laurent as a “Deaf Utopia” captures the arc perfectly: enthusiastic communal aspiration followed by collective inaction.

Where the Argument Came From

A colleague of mine at Rutgers-Newark, years ago, made a case for the publication of failure that I have carried forward as an intellectual commitment ever since. His field was research methodology, and his contention was that failed scholarship, research rigorously conducted that ended by disproving its own thesis, deserved publication with the same velocity and seriousness as research that confirmed its hypothesis. Journals published findings. Careers advanced on discoveries. The experiments that did not find what they were looking for were filed away, and the filing-away constituted a loss of the knowledge that the failure itself contained.

He was not a person I admired, and the reasons for that are his own business. But the argument he made that day was better than the person who made it. That fact is itself a version of the thesis this book advances: useful knowledge does not confine itself to attractive sources.

The Failed City applies that principle to urban collapse. Failed cities generate data. Abandoned plans produce evidence. Collapsed communities contain information about what went wrong, when it went wrong, and what the conditions were that made the failure possible. That data is as valuable as the data generated by the cities that succeeded. Our refusal to publish it, to study it, to assemble it into a systematic account, guarantees the repetition of errors that have already been committed and documented and then filed away.

The Diagnostic

The book builds a diagnostic framework with three levels: the baseline condition (what the city had before the crisis), the triggering condition (what initiated the decline), and the cascade (the self-reinforcing cycle that follows). The framework is offered as a tool. It works for every case study in the book, and I suspect it works for cases the book does not examine. The Prairie Voice article I published alongside this book, “The Other Side of the Blacktop,” argues that the same framework applies to rural collapse with equal precision. Any rancher in western Kansas who has watched the feedlot close and the equipment dealer follow it and the diner follow that can diagram the cascade on a napkin.

Jane Jacobs and the Missing Half

Jane Jacobs wrote The Death and Life of Great American Cities in 1961. The title promises a study of death and life. The book delivers overwhelmingly on the life. It is one of the great books of the twentieth century, and I assign it in every course I teach that touches urban questions. It is also a book that does not deliver on the first word of its own title. Jacobs studied what makes cities work. She did not study what makes them die.

The Failed City is the death half of the equation, the book that Jacobs’ title promises and her text does not deliver. Jacobs remains one of the great urbanists. The gap in the literature remains real. No comparable book exists. The field has single-city studies (Sugrue on Detroit, Gillette on Camden, Gordon on St. Louis) and academic shrinking-cities literature, but no cross-taxonomic diagnostic framework for a general readership. The Failed City is, as far as I have been able to determine, the first.

The Cobblestones

The cobblestones are still there. Under the asphalt on Baldwin Avenue, under the dirt that covers Graffiti Highway in Centralia, under the grass that grows over the graded roads of California City. The evidence of failure is more durable than the surfaces we lay on top of it. Asphalt cracks. Dirt erodes. Grass thins. And the substrate will still be there, waiting to be examined by anyone willing to look at what lies beneath the blacktop.

The answer is beneath the blacktop. It has been there the whole time.

The Failed City: I Wrote a Book About What We Bury

I have been staring at a patch of asphalt in Jersey City for thirteen years. That is not a figure of speech. I mean that in late September 2013, I watched a road crew roll fresh blacktop over 150-year-old granite cobblestones on Baldwin Avenue in the Heights, and the image has not released me since. The cobblestones were ballast stones, carried across the Atlantic Ocean in the holds of empty cargo ships and dumped on American docks because the ships needed the weight for the crossing and needed to shed it to load American exports for the return trip. Those stones were repurposed as paving. They became streets. They outlasted the ships, the shipping companies, the trade routes, the empires that commissioned them. And in 2013, a man in a road roller buried them under asphalt because, as he told me with the patience of someone explaining gravity, cobblestones eat up tires.

That exchange is where the book starts. It is also where the book’s argument starts, because what happened on Baldwin Avenue is a precise physical enactment of a larger institutional habit: the preference for covering failure rather than studying it, for smoothing the surface rather than examining what lies beneath.

The Failed City: An Autopsy of Urban Collapse is now available from David Boles Books.

What the Book Does

The book conducts autopsies. Twenty of them, organized into five taxonomies of urban failure, spanning two millennia, three continents, and one diagnostic framework that I built to answer a question nobody in the urban planning literature seemed to be asking: why do we refuse to study the cities that died with the same rigor we bring to the cities that worked?

The five taxonomies are catastrophic erasure, economic exsanguination, the utopian misfire, slow municipal death, and the never-built city. Each describes a distinct mode of urban death. Each contains case studies drawn from published sources, government records, journalistic accounts, and in several cases my own observation. I have walked the streets described in this book. I have taught at the universities that serve them. The Jersey City Heights, Camden, Newark: these are places I know from the sidewalk, not from the satellite view.

Pompeii is in the book because it is the oldest and most complete case of catastrophic erasure in the Western record. Pripyat is in the book because it is the newest, a city of 49,000 people evacuated in thirty-six hours after Chernobyl and never reoccupied. Centralia, Pennsylvania, is in the book because the coal mine fire that started beneath it in 1962 is still burning, and because the state’s decision to bury Graffiti Highway under dirt is the most literal act of concealment I have encountered in any case study. Galveston is in the book because it was the largest city in Texas in 1900 and it is not anymore, and the reason it is not anymore is that Houston built a ship channel and absorbed Galveston’s port function, which meant that the hurricane that destroyed Galveston was fatal precisely because the economic function that would have justified rebuilding had already migrated fifty miles inland.

Gary, Indiana, is in the book because U.S. Steel built it in 1906 and then left. Cairo, Illinois, is in the book because its own governing class burned it down through a sustained campaign of racial violence so thorough that the city lost ninety percent of its population. Flint is in the book because the governance structure appointed to save money ended by poisoning the water. Pittsburgh is in the book because it did not die, and the reasons it survived expose the reasons the others did not.

Laurent, South Dakota, is in the book because it is the most instructive failure I have ever encountered. A planned Deaf community where more than a hundred families signed reservation forms and zero relocated. The idea was serious, the enthusiasm was real, and the distance between signing a form and packing a truck turned out to be the distance between a vision and a life. I have worked in the Deaf community for decades through HardcoreASL.com, ASL-Opera.com, and the CUNY-SPS ASL Program, and Janna Sweenie’s characterization of Laurent as a “Deaf Utopia” captures the arc perfectly: enthusiastic communal aspiration followed by collective inaction.

Where the Argument Came From

A colleague of mine at Rutgers-Newark, years ago, made a case for the publication of failure that I have carried forward as an intellectual commitment ever since. His field was research methodology, and his contention was that failed scholarship, research rigorously conducted that ended by disproving its own thesis, deserved publication with the same velocity and seriousness as research that confirmed its hypothesis. Journals published findings. Careers advanced on discoveries. The experiments that did not find what they were looking for were filed away, and the filing-away constituted a loss of the knowledge that the failure itself contained.

He was not a person I admired, and the reasons for that are his own business. But the argument he made that day was better than the person who made it. That fact is itself a version of the thesis this book advances: useful knowledge does not confine itself to attractive sources.

The Failed City applies that principle to urban collapse. Failed cities generate data. Abandoned plans produce evidence. Collapsed communities contain information about what went wrong, when it went wrong, and what the conditions were that made the failure possible. That data is as valuable as the data generated by the cities that succeeded. Our refusal to publish it, to study it, to assemble it into a systematic account, guarantees the repetition of errors that have already been committed and documented and then filed away.

The Diagnostic

The book builds a diagnostic framework with three levels: the baseline condition (what the city had before the crisis), the triggering condition (what initiated the decline), and the cascade (the self-reinforcing cycle that follows). The framework is offered as a tool. It works for every case study in the book, and I suspect it works for cases the book does not examine. The Prairie Voice article I published alongside this book, “The Other Side of the Blacktop,” argues that the same framework applies to rural collapse with equal precision. Any rancher in western Kansas who has watched the feedlot close and the equipment dealer follow it and the diner follow that can diagram the cascade on a napkin.

Jane Jacobs and the Missing Half

Jane Jacobs wrote The Death and Life of Great American Cities in 1961. The title promises a study of death and life. The book delivers overwhelmingly on the life. It is one of the great books of the twentieth century, and I assign it in every course I teach that touches urban questions. It is also a book that does not deliver on the first word of its own title. Jacobs studied what makes cities work. She did not study what makes them die.

The Failed City is the death half of the equation, the book that Jacobs’ title promises and her text does not deliver. Jacobs remains one of the great urbanists. The gap in the literature remains real. No comparable book exists. The field has single-city studies (Sugrue on Detroit, Gillette on Camden, Gordon on St. Louis) and academic shrinking-cities literature, but no cross-taxonomic diagnostic framework for a general readership. The Failed City is, as far as I have been able to determine, the first.

The Cobblestones

The cobblestones are still there. Under the asphalt on Baldwin Avenue, under the dirt that covers Graffiti Highway in Centralia, under the grass that grows over the graded roads of California City. The evidence of failure is more durable than the surfaces we lay on top of it. Asphalt cracks. Dirt erodes. Grass thins. And the substrate will still be there, waiting to be examined by anyone willing to look at what lies beneath the blacktop.

The answer is beneath the blacktop. It has been there the whole time.

The purpose of Continuous Integration is to fail

https://blog.nix-ci.com/post/2026-02-05_the-purpose-of-ci-is-to-fail

#HackerNews #ContinuousIntegration #CI #Failures #SoftwareDevelopment #DevOps #Agile

The year is 2027. Email is #unreliable; little gets past #Gmail filters without a contract to receive your #email. #Governments don't stop it because (a) they have a contract, and (b) they don't understand how email works. Or worked.

#Tech companies finally realize that #SS7 is #insecure. Phone calls and texts can't be #trusted. Machine-learning-generated ("AI") audio and video means video and voice calls are doubly cursed - too many #FAANG executives have had embarrassing public #failures, falling #victim to the corporate equivalent of the grandparent #scam.

Few people use #TOTP, because the tech #companies don't promote it, they each call it something else and make it work differently, and they all want you to use their "app" rather than the standard 3-line script that can generate the correct code given a key and the current timestamp. The technically-minded try to educate their relatives and friends as part of the free-tech-support assumption, but no one cares.

#Account #recovery now involves waiting at home to sign for an envelope delivered by the lowest-cost (and therefore bribe-able) courier to the #registered home address of the account. Millions each year lose their email, #photos, videos, "purchased" digital #content, password vaults, etc because they've moved since they set up the account, or they have a P.O. box and companies don't believe those #exist.

The #internet is a vast digital #wasteland - wait, a saviour onstage: "Walled Garden-Net!".

Burn it.

🚨Breaking News: #Google launches yet another experiment with a pretentious gemstone name!💎😆 The "Opal" #project is here to add to Google's glittering collection of half-baked ideas—they must be aiming for a rainbow in failed prototypes. 🌈 Keep an eye out for this one's disappearance into the #digital #abyss of forgotten #tech #novelties. 🙄
https://opal.google/landing/ #Opal #Prototype #Failures #HackerNews #ngated

SWOT Satellite - A New Tool for Fluvial Geomorphology
--
https://doi.org/10.1130/GSATG630A.1 <-- shared technical article
--
#GIS #spatial #mapping #water #hydrology #SWOT #remotesensing #fluvial #geomorphology #earthobservation #satellite #spatialanalysis #spatiotemporal #surfacewater #inSAR #radar #elevation #USA #braided #rivers #dams #failures #kickpoints #monitoring #change #dynamics

SWOT Satellite - A New Tool for Fluvial Geomorphology
--
https://doi.org/10.1130/GSATG630A.1 <-- shared technical article
--
#GIS #spatial #mapping #water #hydrology #SWOT #remotesensing #fluvial #geomorphology #earthobservation #satellite #spatialanalysis #spatiotemporal #surfacewater #inSAR #radar #elevation #USA #braided #rivers #dams #failures #kickpoints #monitoring #change #dynamics

SWOT Satellite - A New Tool for Fluvial Geomorphology
--
https://doi.org/10.1130/GSATG630A.1 <-- shared technical article
--
#GIS #spatial #mapping #water #hydrology #SWOT #remotesensing #fluvial #geomorphology #earthobservation #satellite #spatialanalysis #spatiotemporal #surfacewater #inSAR #radar #elevation #USA #braided #rivers #dams #failures #kickpoints #monitoring #change #dynamics

SWOT Satellite - A New Tool for Fluvial Geomorphology
--
https://doi.org/10.1130/GSATG630A.1 <-- shared technical article
--
#GIS #spatial #mapping #water #hydrology #SWOT #remotesensing #fluvial #geomorphology #earthobservation #satellite #spatialanalysis #spatiotemporal #surfacewater #inSAR #radar #elevation #USA #braided #rivers #dams #failures #kickpoints #monitoring #change #dynamics

SWOT Satellite - A New Tool for Fluvial Geomorphology
--
https://doi.org/10.1130/GSATG630A.1 <-- shared technical article
--
#GIS #spatial #mapping #water #hydrology #SWOT #remotesensing #fluvial #geomorphology #earthobservation #satellite #spatialanalysis #spatiotemporal #surfacewater #inSAR #radar #elevation #USA #braided #rivers #dams #failures #kickpoints #monitoring #change #dynamics

@AstroMancer5G

Bummed that I can't quote this, as I wanted to contribute.

Agree. 💯

And maybe there's another point here, that religious folk want these benefits to ONLY come from religion so they'll block the work to provide these to everyone. "Social policies don't work!" "Non-profits can do that!"

But do they? Are they actually effective at providing the services? Or do they function as marketing with a small side-benefit?

#positive #OrganizedReligion #religion #failures #secular #organize #space #philosophical #discussion #collective #emotional #healing #childcare #BasicNeeds #intergenerational #community #traditions #existence #working #money #church #hierarchy #priority #atheist #movement

@AstroMancer5G

Bummed that I can't quote this, as I wanted to contribute.

Agree. 💯

And maybe there's another point here, that religious folk want these benefits to ONLY come from religion so they'll block the work to provide these to everyone. "Social policies don't work!" "Non-profits can do that!"

But do they? Are they actually effective at providing the services? Or do they function as marketing with a small side-benefit?

#positive #OrganizedReligion #religion #failures #secular #organize #space #philosophical #discussion #collective #emotional #healing #childcare #BasicNeeds #intergenerational #community #traditions #existence #working #money #church #hierarchy #priority #atheist #movement

@AstroMancer5G

Bummed that I can't quote this, as I wanted to contribute.

Agree. 💯

And maybe there's another point here, that religious folk want these benefits to ONLY come from religion so they'll block the work to provide these to everyone. "Social policies don't work!" "Non-profits can do that!"

But do they? Are they actually effective at providing the services? Or do they function as marketing with a small side-benefit?

#positive #OrganizedReligion #religion #failures #secular #organize #space #philosophical #discussion #collective #emotional #healing #childcare #BasicNeeds #intergenerational #community #traditions #existence #working #money #church #hierarchy #priority #atheist #movement

@AstroMancer5G

Bummed that I can't quote this, as I wanted to contribute.

Agree. 💯

And maybe there's another point here, that religious folk want these benefits to ONLY come from religion so they'll block the work to provide these to everyone. "Social policies don't work!" "Non-profits can do that!"

But do they? Are they actually effective at providing the services? Or do they function as marketing with a small side-benefit?

#positive #OrganizedReligion #religion #failures #secular #organize #space #philosophical #discussion #collective #emotional #healing #childcare #BasicNeeds #intergenerational #community #traditions #existence #working #money #church #hierarchy #priority #atheist #movement

@AstroMancer5G

Bummed that I can't quote this, as I wanted to contribute.

Agree. 💯

And maybe there's another point here, that religious folk want these benefits to ONLY come from religion so they'll block the work to provide these to everyone. "Social policies don't work!" "Non-profits can do that!"

But do they? Are they actually effective at providing the services? Or do they function as marketing with a small side-benefit?

#positive #OrganizedReligion #religion #failures #secular #organize #space #philosophical #discussion #collective #emotional #healing #childcare #BasicNeeds #intergenerational #community #traditions #existence #working #money #church #hierarchy #priority #atheist #movement

Thursday, September 18, 2025

https://activitypub.writeworks.uk/2025/09/thursday-september-18-2025/

"This is a confession. I love daytime TV. I smoke, even though I officially gave up years ago. I’m often late, and usually lie about why. And sometimes I feel good when others feel bad.

"The Japanese have a saying: “The misfortunes of others taste like honey.” […] In Hebrew enjoying other people’s catastrophes is 'simcha la‑ed'."

Excerpts from the #book #Schadenfreude by Tiffany Watt Smith: https://web.archive.org/web/20190606171225/https://lithub.com/not-just-a-german-word-a-brief-history-of-schadenfreude/ @psychology @bookstodon

#pity #failures #empathy #envy #emotionality #frustration #discomfort #tonePolicing #languagePolice #conversations #debates #blameTheVictim #grievability #mentalHealth #sadism #bondage #failures #joy #psychology #TiffanyWattSmith #bookStodon #wickedness

https://www.evshift.com/258490/whats-causing-all-these-electric-car-battery-failures/ What’s Causing All These Electric Car Battery Failures? #Battery #car #Causing #ELECTRIC #ElectricCars #ElectricVehicle #ElectricVehicles #EV #Failures #whats

Once again this is not surprising - #Jan6th panel downplayed #socialmedia #failures despite finding stunning details. The #HouseCommittee investigating the #riot avoided detailed discussion in its report for fear of #offending #Republicans and tech companies, sources say. #unacceptable #failure in #transparency #accountability #facts #truth #risking #Democracy for #expediency #BigTech #StopTheSteal #Lies #DisinformationCampaign #DomesticTerrorism #ViolentExtremists https://www.washingtonpost.com/technology/2023/01/17/jan6-committee-report-social-media/

Once again this is not surprising - #Jan6th panel downplayed #socialmedia #failures despite finding stunning details. The #HouseCommittee investigating the #riot avoided detailed discussion in its report for fear of #offending #Republicans and tech companies, sources say. #unacceptable #failure in #transparency #accountability #facts #truth #risking #Democracy for #expediency #BigTech #StopTheSteal #Lies #DisinformationCampaign #DomesticTerrorism #ViolentExtremists https://www.washingtonpost.com/technology/2023/01/17/jan6-committee-report-social-media/

Once again this is not surprising - #Jan6th panel downplayed #socialmedia #failures despite finding stunning details. The #HouseCommittee investigating the #riot avoided detailed discussion in its report for fear of #offending #Republicans and tech companies, sources say. #unacceptable #failure in #transparency #accountability #facts #truth #risking #Democracy for #expediency #BigTech #StopTheSteal #Lies #DisinformationCampaign #DomesticTerrorism #ViolentExtremists https://www.washingtonpost.com/technology/2023/01/17/jan6-committee-report-social-media/

The Edinburgh & Leith Atmospheric War: the thread about the fight to build an improbable and impossible railway

An initial version of this thread was written in December 2020.

In 1844, Britain was in the grip of a stock market bubble called the “railway mania”. Rival companies vied to build lines here, there and everywhere, and attracted ever increasing financial speculation. In Edinburgh, three principal schemes were converging at a central locus that would later become known as Waverley Station; the Edinburgh & Glasgow – running between those two cities – the Edinburgh, Leith & Granton – running north to a ferry terminal at Granton through the Scotland Street tunnel, with a branch to Leith – and the North British Railway – entering the city from the east and Berwick-upon-Tweed.

These railways favoured orthodox steam locomotives to provide their motive power, with occasional assistance by rope haulage for steep gradients,e.g. the Scotland Street Tunnel. However there was an exciting new technology which promised cleaner, faster and more economical railways that would be cheaper to build; the “Atmospheric Railway”.

This name does not come from them having a particularly romantic ambience, it is because they are propelled – in theory – by atmospheric pressure. In principal the scheme was simple; a slotted tube was laid between the railway tracks and every few miles there was a pumping house which exhausted the air from the pipe, creating a vacuum. A piston in the pipe was pushed along by the atmospheric pressure behind it; if you attached a train to that then you could propel it too. The trick to get it working was how to connect the train and the piston without breaking the vacuum. This required a longitudinal valve (in practice, long leather flaps) to seal the tube; a trick that nobody ever managed to pull off reliably.

The atmospheric railway system was patented in 1839 by Samuel Clegg and the Samuda brothers. They set up a demonstration of the system at Wormwood Scrubs in West London. This impressed the directors of the Dublin & Kingstown Railway in Ireland who felt it would be suitable for an extension of their line from Kingstown to Dalkey. This was a 1 3/4 mile branch and began operation on 19th August 1843. It persisted for a full 9 years until a small locomotive was brought in to do the same work. The Dalkey scheme attracted the attention of the London & Croydon Railway, who in 1844 built a short 1 1/4 mile atmospheric expansion of their mainline from London Bridge station to Bricklayers Arms. This was to try and reduce congestion on a steep section of the line with a number of stops and starts. The whole thing though was a “sad fiasco” which consumed a huge amount of capital and was terminated in 1847.

These were small schemes and most sensible railway engineers steered well clear of the obvious complexities of the system for larger scale application, but the great Isambard Kingdom Brunel was an exception. He was captivated by the promise of this modern and unconventional technology and proposed it for the 51 mile South Devon Railway, to help overcome the steep curves and gradients. The father of modern British railways, George Stephenson, denounced the idea as “a great humbug” before it even got going. Brunel’s own locomotive engineer, the eminently sensible Daniel Gooch, said he “could not understand how Mr. Brunel could be so misled. He had so much faith in his being able to improve it that he shut his eyes to the consequences of failure.” Brunel however remained convinced and the force of his reputation carried the scheme through; the South Devon opened its first atmospheric section in September 1847, at least a year later than planned. By September 1848 it was abandoned, having “rapidly disintegrated throughout its entire length“.

Despite these hiccups, for a brief period from 1845-1846, the “railway mania” investment bubble was briefly joined by “atmospheric fever.” And once again, Edinburgh and Leith were in on it, with not just one but two atmospheric schemes were proposed. And not just two schemes; two in direct competition, running from the same start and end points, less than 100m apart, each backed by a considerable array of the councillors, merchants and notable figures of both the City and its port. And so commenced the brief but petulant Edinburgh and Leith Atmospheric Railway War of 1845.

The rival Edinburgh & Leith atmospheric schemes were both formed at some point in June 1845; each claimed to be the original and genuine scheme and that the other was a pretender. In one corner was the Edinburgh & Leith Atmospheric Railway (which we shall call the Atmospheric Route) and in the other was the Edinburgh & Leith Atmospheric Direct Railway (which we shall call the Direct Route.) The engineer to the former was John Miller, who designed the Almond Valley Viaduct for the Edinburgh & Glasgow Railway and also Granton Harbour. The latter had George Gunn, also a railway engineer, but one who had hitherto acted in support of another, including Miller himself.

The Atmospheric Route proposed to run a railway from a terminus in the Low Calton – with a connection to the “Waverley” stations – through the Greenside Valley, under London Road and then through the market gardens parallel to Leith Walk. It then continued around the west of Leith Links to a principal terminus near the Assembly Rooms at Constitution Street. From here, branches ran to the docks, with one possibly a small passenger terminus for the Forth ferries and the other going over (or under) the river to the wet docks. A service every ten minutes was promised.

The Direct Route originated at a station near West Register Street, with an onward connection to one or more of the “Waverley” stations. It ran underground down Leith Street, possibly with an intermediate station in the vicinity of York Place, and continued underground in a “cut and cover” tunnel a few feet below the surface to Elm Row. Here it re-surfaced to run in a semi-recessed trench down the entirety of Leith Walk, the proposal being to provide regular bridges across this road.

While this proposal might seem absurd today – Leith Walk is almost end-to-end 4 storey tenements and is Scotland’s most densely populated neighbourhood by quite some margin – bear in mind that the street is all “made up ground”; it’s a former defensive feature, so easy to dig out, and that in the 1850s it was nothing like as built up as it is today. It was very lightly developed with few large or important buildings, and almost pastoral in character. It was intended to use an “inclined plane” (i.e. gravity) to provide downhill locomotion to Leith and the atmospheric principle to get back up the hill to Edinburgh. There would be two tracks but only the uphill would be powered, this would cut costs but greatly reduce operational flexibility; they did however hedge their bets and publicly did not preclude themselves from using normal steam locomotives “should they prove expedient.”

There two atmospheric schemes not only had each other to contend with, additional pressure placed on both by the conventional railway of the Edinburgh, Leith & Granton, – already building a line from Scotland Street to North Leith via Bonnington (yellow line on the route map below) – but were now also lodging a bill with Parliament to build an extension from Bonnington across the Water of Leith to South Leith (the pale yellow line). In November the North British Railway joined in and announced their intention to tunnel through the eastern end of the Calton Hill to get from their existing mainline at Croft-an-Righ to the top of Easter Road, down which they would run a horse-drawn tramway to a terminus in the vicinity of Queen Street (pale brown line).

The Atmospheric route got their preliminary announcement published first on October 7th 1845, a day before the Direct route. They were seeking a capitalisation of £100,000. The following day the Direct route announced they were seeking £200,000 and accused the Atmospheric route of financial impropriety by issuing considerably more shares to the public than they were actually available. The Direct route stated that they were proposing their scheme lest “the independence, usefulness and commerce of [Edinburgh & Leith] are gone forever”.

Initial invitations to purchase shares were made by both schemes in the Caledonian Mercury and Evening Courant in June 1845, but there was almost instantly a problem arose. One of the merchants listed as backing the Atmospheric Route denied any connection with it and that his name had been put against it without his knowledge. As did the stock exchange said to be dealing in the sale. As was the stock broker claimed to be acting for the railway! All three immediately took out their own personal adverts in the next days Scotsman to this effect. This pattern of disinformation and using the columns of the newspapers to fight a proxy war was one that was to continue.

By October, both schemes were ready to issue their shares. Adverts to this effect were placed in the Edinburgh papers and also in Glasgow too (each city having its own stock exchange at this time). The Direct route was careful to point out in their advert that all other railway schemes proposed to Leith were “inutile and insufficient“. Despite the improbability of two such rival schemes, with the railway investment boom being what it was the shares of both concerns were oversubscribed. Adverts were placed in newspapers seeking to buy and surplus share and each company seemed to spread gossip that their opponent had not allocated their shares in an equitable manner. As a result, the companies had to place further adverts in the newspapers to reassure investors of the fair nature of their allocation.

And then the “phoney war”, hitherto conducted through the newspaper columns alone, suddenly got a lot more real. In the early hours of October 19th 1845, Sunday, a representative of the Atmospheric route pinned copies of its parliamentary notices in public on the church doors of Edinburgh & Leith (this was actually a legal requirement as a way to circulate official notices around the public – it was not until the 20th century that churches would have dedicated public notice boards for this purpose). However, when the faithful came to worship on the Sabbath later that morning, it was found that the Direct route had also been out and had replaced all the notices with their own.

The Atmospheric route was outraged, offering a reward of £50 if the perpetrator could be apprehended. The Direct route denied all complicity and reiterated that they were the original scheme and the opposition were “plagiarists”, out to serve not the public but only their own interests.

The next task for both schemes was to collect the deposit money for their shares, complete their surveys, plans and engineering proposals and prepare their bills to go before parliament for approval. While this took place, after the outrage on the Sabbath, the skirmishing returned to tit-for-tat adverts placed in the newspapers by the solicitors of each scheme. The details of this are tiresome and childish, each consistently blamed the other for forcing its hand and making it respond. On October 29th, both companies took out extensive, self-important adverts in the Scotsman in side-by-side columns in which they each reiterated the authenticity of their own schemes and attacked that of their opponent. Both besmirched each other as not acting in the interests of the travelling public and merely being moneymaking schemes for their backers. Each also claimed to be the original railway proposal and that the other was a mere copycat.

The Direct route consistently positioned itself as the “bona fide” and original scheme, thereby having the right of putting forward their bill to Parliament. It said that its rival “thereby created in the public mind a just and general dissatisfaction” and that that the criticism of their scheme had been “inveterate and persevering“. However, they were repeatedly vague about the specific details of their proposed route – beyond it just being more “direct” than the competition. The reality differed; their route was less than 50m to the west and the distance saving marginal. By choosing the route down the middle of Leith Walk – rather than the sensible parallel one of its rival through undeveloped ground – they gave themselves a far more expensive and complex construction proposition.

Neither company was prepared to back down, and both published notices proclaiming their intent to lodge a bill with Parliament. When the notices of intent were made to Parliament, the Treasurer’s Committee of the Edinburgh Town Council made it known that they would act in dissent, “inasmuch as it was proposed by these companies to take possession of the whole of the public markets beneath the North Bridge.” On November 20th, the Direct route “[had] the pleasure to inform the Shareholders” that their engineer had assured them their plans and surveys were nearing completion in order that they could be lodged with Parliament.

The sparring continued over the festive season as both companies tried to get the other to withdraw their bills. And then on January 29th 1846, in a surprise notice in the Caledonian Mercury, the Direct route threw in the towel and indicated that they agreed to give the Atmospheric route their “cordial cooperation and support”. After seven months, the war was over. Two days later it was announced that the Atmospheric route had lodged their bill with Parliament.

But when the bill came to be read, the railway took the unusual action of immediately asking for more time. This was reluctantly given despite their opponents trying to use this as an excuse to have it thrown out; the Trustees of Heriot Hospital, who owned much of the land over which the railway was to run, and the competing Edinburgh, Leith & Granton having objected. The road ahead for the Atmospheric route was now clear, and with their focus back on the project and not fighting the competition, they evidently finessed their route, as the plans prepared for the bill are different from those described initially. A station has been inserted at Blenheim Place and at Duke Street, and the terminus is now at the harbour. The freight branches to the wet docks were still there, with an awkward approach over (or under) the lower drawbridge

The company pressed on, but despite its triumph in the “Atmospheric war”, all was not well. Over Christmas, the Bank of England had increased interest rates. It was becoming obvious to many that the railway bubble was exeactly that, and that the investments might not be a sure fire winner, and began to get cold feet. Indeed this may have been what caused the Direct route to withdraw; was it a strategic withdrawal rather than a tactical surrender? The Atmospheric route‘s investors were evidently getting unsettled, and on April 6th, at a Meeting in the Waterloo Hotel in Edinburgh, a general meeting was called at the demand of key backers.

Asked to account for its progress, the committee stated that they had spent £670 in Edinburgh and £2,000 in Leith on ground for the termini, and a further £250 towards the Town Council for rights to run through the ground in their ownership. Construction costs were estimated at £160,000 and £1,000 had been set aside to cover the costs to date of the Direct route in a conciliatory gesture for their co-operation. It was noted that a deputation from the committee had been on a fact-finding visit to the Croydon Railway’s atmospheric operation and found its principal to be “most admirably adapted for the projected line.” This is interesting considering the persistent difficulties of that undertaking. The committee estimated that running costs would be 4d per mile, which was challenged by a key shareholder who countered that in Parliament the respected railway engineer Joseph Locke had stated that ordinary locomotives were costing 10d per mile and that the Croydon atmospheric was running up the incredible amount of 2/10d per mile.

The shareholders went on the record to say they were unhappy that the recent changes in the financial markets had made the scheme far less attractive and that huge additional costs (these were not specified, but one assumes they were for engineering) had made themselves known. The complainants made a motion to circulate the full details of the undertaking’s most recent reports amongst the shareholders and return at a further General Meeting on April 16th once there had been a chance to read these. The shareholders were clearly having second thoughts, time was pressing as they were due in Parliament to have their bill read as soon as May 4th, and one wonders if they were just looking for an excuse to call the whole thing off.

The General Meeting meeting was duly held, with the engineer Mr Miller and the patentee of the atmospheric principal, Mr Samuda, in attendance. on the 16th. By a majority of 462 votes to 309, it was decided to proceed with the bill – but to have one more vote to confirm this before going in front of Parliament. The naysayers, led by a Mr Berry – probably George Berry esq., chairman of the Leith Chamber of Commerce – retired to the Cafe Royal to plot their next move, and took out an advert in the Caledonian Mercury asking their sympathisers to join them. Two days later they published a letter in the Scotsman challenging the vote, on the grounds that shareholders accounting for 2/3 of the stock had not been present at the General Meeting and it was not therefore quorate. The solicitor acting for this group invited those seeking to wind the company up to sign a petition to parliament, copies of which were held in various locations around Edinburgh, Leith and Glasgow. Within 24 hours, the holders of 2,000 shares, or 40% of all the stock, had signed. The race was on to end the Atmospheric route.

A final General Meeting was due for the 18th May, just 2 weeks before they were due in Parliament, for the shareholders to finally decide the fate of the scheme.

The meeting would never take place. On Saturday the 16th May, the “Committee of Management regre to announce to the Shareholders that the Select Committee of the House of Commons to whom the Bill for this Company referred, has found the preamble not proven“. Parliament would not read the bill. The Edinburgh & Leith Atmospheric Railway was dead. The shareholders now set about attempting to recover their investments, the management gave them 8 days to lodge their requests and set about winding up the company and liquidating their assets – the land at the Low Calton and behind the Leith Assembly Rooms that had been purchased for stations. The ground purchased for stations was quickly sold by public roup (the Scottish version of an auction).

On September 1st 1846, at a General Meeting held at the Waterloo Hotel, the company formally voted itself out of existence and agreed to return its remaining balances to the shareholders. Of the £20,000 raised by the Atmospheric route, £11,000 had been spent and little had been achieved apart from the acquisition of a few parcels of land and the creation of much bad blood amongst the merchant and political classes of Edinburgh and Leith. The subscribers at least got back 18s in the pound, or 90% of their investment. For all too many in the railway speculation boom, a failed scheme meant financial ruin. The engineer, John Miller, attempted to take legal action against the company in December 1846 for loss of dividends. I am unclear if he succeeded.

Although they promised so much, atmospheric railways were riddled with insurmountable technical and operational challenges. The problems included, but were not limited to:

• The leather flaps that were required to seal the vacuum wore out and froze as hard as wood in the winter
• The vacuum tube was constantly fouled by dirt and water, needing constant cleaning
• The pumping engines frequently failed; they were just not reliable enough to keep up the constant work required to provide the vacuum. If a steam locomotive failed, it could be uncoupled and replaced, if a large pumping engine suffered the same fate, every train on that section of line would fail
• Construction costs were far higher than promised
• Operating costs were far higher than promised, as a result of the fuel consumption of the stationary engines and the constant maintenance and replacement needs of the vacuum tube

Footnote. Little more was heard of either scheme ever again, although in 1868 when the engineer to the Atmospheric route – John Miller – was standing for parliament, he was charged in a letter to the Edinburgh Evening Courant by one James Aytoun of having acted with impropriety with regards the scheme and fundamentally having lined his own pockets at the expense of the investors. James Aytoun, esq. was an advocate who had at one time been a prominent supporter of the scheme, but who had become a dissenting voice within it and ended up losing money by his account. It was Aytoun who had seconded the formal motion winding up the company in September 1846.

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