This is less the difference between fortran and python and more the difference between run once for an experiment culture and run as part of a pipeline culture.
Languages are mostly funglible, coding culutre is not.
The great thing about Annoy is that you can write the index to disk and thus do big data work on tiny workers at the edge. I've never really seen anything else do the same.
No matter what you do, someone will use your dashboard to post-hoc justify a pre-made decision. When it all goes wrong you'll be blamed for making a bad dashboard.
First: It's a power issue. Employment is at will so ceos feel they have more power (or at least leverage) and can say they're firing ypu for a reason. Leases have the power with the landlords so ceos feel they need to be more circumpect.
Second: it's a positioning issue. Ceos are usually thinking about their next gig. Layoffs because we overhired: agressive, good ceoing. Too much real estate: bad ceoing, doesn't look great on the next job search.
DS was always an overloaded title - speciation into various other titles is ultimately good and indicates a healthy and maturing ecosystem. You still need DS though, in the multi-armed bandit that is your organization your real DS are your explore function - they figure out what to do. The other roles are exploit - they do it.
Good read - historically the railroads depended on a system of demurage to make money (deliberate oversimplification alert): this included three pots of money paid by the shipper, one to the originating railroad, one to the terminating railroad, and a per-mile fee to earch railroad that moved the car in between. Railroads could even specialize in different types of traffic, the NKP in the midwest was a mover of fast freights between various eastern and western systems. Many major cities would have a terminal railroad jointly owned by the larger systems who's major job was to interchange traffic between the major roads.
Demuragr was a regulated system under the ICC.Come the end of the ICC and deregulation this system changed unit traffic, whole blocks of cars or even whole trains just for a shipper, became more important then single car load demurage system. Infrastructure (tracks, yards, the physical stuff of railroading) changed to support this mainly via abandonment or spin off (the spin offs are usually called shortlines or class 3s). New stuff is rarely built but refurbishment or reconstruction of old infra is fairly common. And all that leads into the situation the article talks about.
The merger of NYC and the Pennsylvania - the Penn Central - was the biggest bankruptcy in US history before Enron. <i>The Wreck of the PennCentral</i> is a great business book on why.
The audience of the site are railfans - and these terms are common in the jargon of that hobby. We don't define cpu on pages about speculative execution, do we?
New York has a law to cover exactly this - the landlord has to provide acess through the building. This (and other zoning shenanigans) is why so many buildings in NYC have public atriums or plazas attached. Of course many of those are also conveniently locked all the time because the landlords "forget" that they're public space.
I think it's increasingly clear that Musk has drunk his own kool aid. I'll grant that he is good at seeing opportunities for shaping the future albeit mostly other people's ideation that he takes over. But when it comes to executing those ideas his great successes have been where he gets out of other brilliant peoples way (see Gwen Shotwell). Twitter is going to end up being his downfall.
Russia is ultimately a kleptocracy with the real money made from resource extraction - oil, natural gas, metal, etc. From that point of view any other industry is extranious because it doesn't add to the oligarchs bottom line.