He tried to deal with the concept of love as distinct from possession, and couldn't separate them...if anything could help him to understand, it was the desert.
...He followed the movement of the birds, trying to read something into it. Maybe these desert birds could explain to him the meaning of love without ownership.
RENE: Tell me what we have. Of value.
GAEL: Whatever we've bought in cargo so far. I don't know what you want me—
RENE: Anyone can buy goods. What do we really have? What do we sell?
GAEL (realizing): The route.
RENE: Yes. The navigation is our property. To copy a man's route is to steal it.
The boundary between engineering, design, and product management is blurring. Some of us used to have a mental model in which roles and responsibilities dictated how things work—that designers do one thing and engineers do another, for example. Increasingly, more people are crossing team lines to problem solve together...Now, it’s not about who “owns” what—it’s more of a collective endeavor. And the roles have become more interlocked, and I think that’s fundamentally a good thing.
This walk across private land was not unusual. Thousands of distance walkers in Britain, regularly do the same thing , which is different from what people typically do in the United States. If you wanted to walk across America, you’d have to do it on a combination of public trails and roads and you certainly couldn’t cut across Madonna’s property.
In the United Kingdom, the freedom to walk through private land is known as “the right to roam.” The movement to win this right was started in the 1930s by a rebellious group of young people who called themselves “ramblers” and spent their days working in the factories of Manchester, England.
Always the eyes watching you and the voice enveloping you. Asleep or awake, working or eating, indoors or out of doors, in the bath or in bed—no escape. Nothing was your own except the few cubic centimetres inside your skull.
In the 1960s, the designer Robert Propst worked with the Herman Miller company to produce “The Action Office”, a stylish system of open-plan office furniture that allowed workers to sit, stand, move around and configure the space as they wished.
Propst then watched in horror as his ideas were corrupted into cheap modular dividers, and then to cubicle farms or, as Propst described them, “barren, rathole places”. Managers had squeezed the style and the space out of the action office, but above all they had squeezed the ability of workers to make choices about the place where they spent much of their waking lives.
...It should be easy for the office to provide a vastly superior working environment to the home, because it is designed and equipped with work in mind. Few people can afford the space for a well-designed, well-specified home office. Many are reduced to perching on a bed or coffee table. And yet at home, nobody will rearrange the posters on your wall, and nobody will sneer about your “dog pictures, or whatever”. That seems trivial, but it is not.
Images by Wolfgang Fröhling. Linked via kottke.org.
With the beginning of the exit from mining, the colliery apartments were gradually privatized. The houses, in which several families used to live, were divided into two semi-detached houses. At some point the new owners began - each for himself - to design their property. The result was a curious mix of styles in the semi-detached house.
It seems this transformation, from physical object to vector of data, is a general and oft-repeated process in the history of technology, where new inventions begin in an early experimental phase in which they are treated and behave as singular individual things, but then evolve into vectors in a diffuse and regimented system as the technology advances and becomes standardized.
In the early history of aviation, airplanes were just airplanes, and each time a plane landed or crashed was a singular event. Today, I am told by airline-industry insiders, if you are a billionaire interested in starting your own airline, it is far easier to procure leases for actual physical airplanes, than it is to obtain approval for a new flight route. Making the individual thing fly is not a problem; inserting it into the system of flight, getting its data relayed to the ATC towers and to flightaware.com, is.