There’s also a “why clojure is the best langage for Ai” floating around (and it specifically dumps on go): https://felixbarbalet.com/simple-made-inevitable-the-economi...

AFAIK ARM is generally bi-endian, though systems using BE (whether BE32 or BE8) are few and far between.

It started as LE and added bi-endian with v3.

And BEAM was the reimplementation of the Erlang runtime, the actual model is part of the language semantics which was pretty stable by the late 80s, just with a Prolog runtime way too slow for production use.

> Does such thing even exist?

AFAIK no. There are default stack sizes, but they're just that, defaults, and they can vary on the same system: main thread stacks are generally 8MiB (except for Windows where it's just 1) but the size of ancillary stacks is much smaller everywhere but on linux using glibc.

It should be possible to get the stack root and size using `pthread_getattr_np`, but I don't know if there's anyone bothering with that, and it's a glibc extension.

.NET bothers with it, to support RuntimeHelpers.EnsureSufficientExecutionStack [1] and other things. See the pthreads calls used to here [2].

[1]: https://learn.microsoft.com/en-us/dotnet/api/system.runtime....

[2]: https://github.com/dotnet/runtime/blob/b6a3e784f0bb418fd2fa7...

Of course, how could a writer writing have writing chops and use writing techniques? It boggles the mind that anyone thinks that would ever happens. Must have been aliens.

A good writer knows when to use literary techniques.

They work just fine in this post.

Yeah, it's perfectly reasonable device that I often use. I love the circle reasoning being displayed:

  "this sounds like AI"
  "professional writers use this technique"
  "they can't be a professional writer, they're using AI"

> Kuda on the UK allowing higher loads, and therefore benefiting from extra wedge devices on the top of the cab.

Cab-top deflectors are extremely common on every truck where the cab is not tall enough to cover a standard trailer (which is common, usually only the highest end sleepers are that tall e.g. Scania's highline cab on the R and S, Volvo's globetrotter xl and xxl, ...)

For instance on this hero image from scania's site every truck but the very shortest and the very tallest have a deflector: https://www.scania.com//group/en/home/products-and-services/...

Obviously if you run higher than standard trailers, you need a custom deflector.

AFAIK nothing precludes having air bags on conventionals, it’s just optional / uncommon whereas it’s completely expected on euro trucks.

To clarify, the air bags isolate the cab from the chassis.

There is also suspension between the axles and the chassis which is 99% of the time air on the rear, leaf spring front.

I haven't come across a cab that is suspension isolated from the frame of a conventional, even though the axles are on air. Theoretically as the driver is in the sweet spot of a much longer wheelbase, rather than sitting directly over an axle.

> I haven't come across a cab that is suspension isolated from the frame of a conventional, even though the axles are on air.

They are very often on a simple suspension. The cab will have a pivoting mount at the front and sit on air springs in the back.

It’s not hard. There are European cabovers in the US (see the Bruce Wilson YouTube channel).

An other important regulation is truck speed limits, because drag grows to the square of speed.

The energy of a potential impact is the main driver of that regulation. Also increasing with the square of the speed, and with the (sizable) mass.

That does not change the result: drag is much less of a concern for trucks in Europe than it is in the US.

> important regulation is truck speed limits, because drag grows

No I just meant that drag was a second thought when the regulation was conceived on either side of the ocean. The regulation was not created "because of drag". The main driver was road safety. Efficiency and pollution were secondary. There are other ways to achieve them like improving aerodynamics or power trains, and much of this cost is paid by the freighter alone. This is why speed limits didn't increase as trucks got more efficient and drag went down. Because there's no way to reduce the potential energy of a 40-50t vehicle (or up to almost 90t Finland) travelling at 130km/h.

> No I just meant that drag was a second thought when the regulation was conceived on either side of the ocean.

Again, not relevant.

> The regulation was not created "because of drag".

That is not a claim I made. Please do not involve me in your fights against the ghosts you made up.

Europe has length limits on the entire thing, so US trucks would require shorter trailers, which nobody really wants. Euro trucks also have significantly smaller turning radii, which makes navigating european cities and country roads… feasible.

Furthermore Europe has relatively strict speed limits on trucks, which makes aero something of a lesser factor since drag grows to the square of speed: european trucks at european speeds have a pretty significantly higher efficiency than US trucks at US speeds.

I could be wrong, but I thought the US had a mostly-national speed limit of 55mph, while the UK truck speed limit is 60mph, and the French truck speed limit appears to be 90kmh (56mph)

US speed limits are highly variables, they’re generally 55 in the north-east but on the western half they’re 65 to 70, and 75 in TX.

And that assumes the speed limits are respected at all, but the EU has required a hard 90kph limiter since 2005, tampering with the limiter is a criminal offense, so is tampering with the (also mandatory) tachograph which would reveal the first.

So while nothing prevents speeding up to that (and it very much happens) going higher becomes extremely dicey.

> US speed limits are highly variables, they’re generally 55 in the north-east but on the western half they’re 65 to 70, and 75 in TX.

I fear even that is misleading. Yes, the speed limits on undivided highways are often 55 in the north-east (or even 50 in a couple), but the speed limits on divided highways are all higher, ranging from 65-75 mph. See the two maps on the top right: https://en.wikipedia.org/wiki/Speed_limits_in_the_United_Sta.... I suspect that the majority of truck miles are on divided highways.

A number of the major freeways immediately around Boston are 55. Almost nobody actually drives slower than +10 mph. If you go 55 in the slow lane you'll get passed by other people in the slow lane!

I've seen truck speed limits of 55 pretty much everywhere I've been except Texas, though.