jampekka

36 ms·

571.
by jampekka 2y ago
That forces dynamic imports (and is horrible ergonomics as discussed in the post). CJS requires can be statically analyzed to figure out whether a require can be static, as is done e.g. in all bundlers. ESM import runs side effects as well.
572.
by jampekka 2y ago
> In a limited way due to side effects from the require function. In a limited way that covers something like 99.9% of CJS usage. Bundling is based on static analysis. If by side effects you mean running code, not just declaring exports,
573.
by jampekka 2y ago
Static analysis and tree shaking have been done with CJS for about a decade. https://gist.github.com/joepie91/bca2fda868c1e8b2c2caf76af7d...
574.
by jampekka 2y ago
There are a few that kind of theories. You are probably referring to the Optical Acceleration Cancellation theory[1]. There are some similar later so called "direct perception" theories too. The problem with these is that they don
575.
by jampekka 2y ago
How is a toll urban design? Urban design would be something like turning roads into walking streets or turning car lanes into bike lanes. Those would reduce traffic and "penalize" people equally regardless of their wealth.
576.
by jampekka 2y ago
Done on many roads in many cities world wide.
577.
by jampekka 2y ago
Now it's for even wealthier. And with less congestion.
578.
by jampekka 2y ago
You can oppose congestion pricing but still support restricting driving. Funding MTA more in no way requires congestion pricing. The earmark is mostly a sharade.
579.
by jampekka 2y ago
You can ban or restrict private cars but still allow business related uses. This is how it's done in many places. It would actually clear the roads even more for the higher economic value activity!
580.
by jampekka 2y ago
And a car is even nicer in NYC now if you're not poor! Also AFAIK apart from being a bit better on schedule, there have been no material improvements for public transportation.
581.
by jampekka 2y ago
That's by design and maybe why congestion pricing is so popular in places like HN. Just don't say the quiet part out loud.
582.
by jampekka 2y ago
There are many quite obvious alternatives to congestion pricing. E.g. banning (private) vehicles from roads, or having fewer parking spaces or decreasing speed limits. These would also affect people quite equally regardless of how much mone
583.
by jampekka 2y ago
Cars are quite easy to get rid off by e.g. banning them from roads that are wanted more walkable. Less drastically you can e.g. have pedestrian priority on the road and very low speed limits. Both and more are used widely and successfully a
584.
by jampekka 2y ago
Yes, I meant the more general concept of goods that can be used without fees, for which there doesn't seem to be a great term. Very widely used methods are e.g. reducing lanes, reducing speed limits, banning (private) cars on some road
585.
by jampekka 2y ago
You can incentivize public transport without car tolls. You can disincentivize car travel in various eqalitarian ways, typically by making driving harder or impossible.
586.
by jampekka 2y ago
I think I know the basics. In the NYC implementation entering the toll area is $9 a pop during certain hours, and cheaper outside them. $9 maximum once a day. Low income residents get 50% off. In general the primary purpose of these pricing
587.
by jampekka 2y ago
The underlying question indeed is what should be public goods for wider public and what should be privileges for the well off.
588.
by jampekka 2y ago
There are other ways to fund public transit than congestion fees. E.g. taxing (the rich).
589.
by jampekka 2y ago
> the vast majority of poor NYC residents do not own a car. And probably quite a bit larger majority after a while of congestion pricing.
590.
by jampekka 2y ago
I.e. get the less well off to bear the brunt.
591.
by jampekka 2y ago
I mean in general introducing and ramping up fees for basic public services to get poor people to use them less, and getting thus better service for us better off. Imagine how nice e.g. libraries would be with loitering pricing. I don'
592.
by jampekka 2y ago
> in fact, it is a progressive tax since reinvestments into public transit There could be, and are, (truly) progressive normal taxes that could be invested into public transit. And now there's a reduced pressure to use tax money for
593.
by jampekka 2y ago
I look forward for people emboldened by this coming up with more market based solutions to get the riffraff out of my sight.
594.
by jampekka 2y ago
Also a complex, difficult and wrong.
595.
by jampekka 2y ago
I have sent complaints to my DPA. As I said, they don't even answer. Sure there are some enforced cases, but the vast vast majority gets either stuck in bureaucracy or are simply ignored. https://noyb.eu/en/5-years
596.
by jampekka 2y ago
There are also things like mandatory arbitration, bans of reverse engineering, handover of copyrights and personal information etc etc hidden in the ToSs and EULAs and privacy policies (or in byzantine nagboxes). Often not even legally enfo
597.
by jampekka 2y ago
If the regulation has unworkable enforcement system, the regulation is to blame. E.g. that while around 2% want to be tracked while the majority is tracked is clearly a catastrophic failure in the design of the regulation. For the case of n
598.
by jampekka 2y ago
Aunts and uncles and grandparents rarely have to deal with MACs. Back in the day it was still quite common to have to manually enter some IP-addresses, although it was probably not common for "non-technical" people understand anyt
599.
by jampekka 2y ago
In practice the enforcement is not really working. Anecdotally I encounter illegal tracking nags every day. The compliance there is is often at most malicious in nature, and years and years of dragging feet to make a minor change that is th
600.
by jampekka 2y ago
At least my irritation comes from the increasing amount of "consents" and "agreements" that are obviously not designed to be read, let alone understood. Not only cookie nags, but things like EULAs and ToS and privacy pol

More ›