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When I visited the Upheaval Dome in 1987, I was sure it was an impact crater. But roadside displays and printed literature from Canyonlands National Park said otherwise. Clearly, they reported, this was collapsed salt dome. Since then German researchers have found evidence, through shocked quartz, of an impact. That now appears to be the prevailing theory. The crater is approximately 5 km in diameter and must be Jurassic in age or younger, given the ages of the rock it hammered. From bottom to top, those rocks are:

Navajo Sandstone also stars in Zion and Capitol Reef National Parks, in Comb Ridge, San Rafael Reef and the Red Rock country overlooking Las Vegas from the west (where it is called Aztec Sandstone). Its cross-bedding strata suggests windblown sand, which is exactly what comprises the rock. The whole formation is the fossilized remains of a Sahara that once covered much of  The West. Think of it as a fossil desert within a desert.

So I was flying over the area last week, and got some good shots of the thing, including the one above. There are many more in that series, which stretches from Boston to San Francisco, by way of Newark. I’ll put up other segments soon, I hope.


Newtown Creek

Thanks to Jeff Warren (also here) of GrassRootsMapping and  Public Laboratory, I now know — and am highly turned on by — the possibilities of mapping in the wild. That is, mapping by the of us who are not in the mapping business, and are in the best multiple positions to map the world(s) in four running dimensions.

Check Jeff’s latest post at MapKnitter for what extra good can come from the series of shots I took of New York from altitude recently, and blogged about here. Pretty damn cool.

The thought now of what can be done with my many thousands of aerial photos is both exhiliarating and daunting. Fortunately, the work won’t be just mine — or any one person’s. And that’s what’s most cool about it.

So I’m at Micah Sifry’s Politics of the Internet class at the Kennedy School, and risk live-blogging it (taxing my multitasking abilities…)

Some questions in the midst of dialog between Micah (@Mlsif) and the class (#pol-int)…

  • Was there a $trillion “internet dividend” over the old phone system, and was it a cost to the old system?
  • Did the Internet have to happen?
  • Is the IETF‘s “rough consensus and running code” still a prevailing ethos, or methodology?
  • Is it an accident that the rough consensus above is so similar to the #Occupy methods?
  • When you add value, do you also subtract value? (And did I — or David Weinberger and I) actually say that in World of Ends?)
  • Does this new un-owned decentralized medium cause or host culture?
  • How is the Internet used differently in different societies? (Assertion: it’s not monolithic.)
  • What is possible in a world where we assume connectivity?
  • What are the major disruptive effects?
  • What is the essence of the starting point in the early connection of computers? (What is the case for the Net, and how would you make it to, say, a legislator? Or you’re in an elevator with your boss, and you want to make the case against legislating how the internet is structured?)

Topics brought up:

  • Net-heads vs. bell-heads (the Net as its transcendant protocols vs. the Net as a collection of owned and controlled networks)
  • Commercialization
  • Authentic voice
  • Before and after (what if Compuserve and AOL had won?)
  • How can we speak of a giant zero when companies and governments are being “smart” (either through government censorship or carrier limitations, including the urge to bill everything, to pick a couple of examples)

My Linux Journal collection on the topic (from a lookup of “giant zero”):

Well, I wrote down nothing from my own talk, or the Q & A following. But there are clues in the tweet stream (there’s some funky html in the following… no time to fix it, though):

dskok David Skok
 An excellent read re: the battle @dsearls was referring to. I recommend @scrawford‘s @nytimes op-Ed:… #pol-int
NoreenBowden Noreen Bowden

 @dsearls! #pol-int Death From Above – 1995 essay by John Barlow on future of internet.…
dskok David Skok

 .@dcsearls reading list: Death from above by John Perry Barlow:… #pol-int
NoreenBowdenNoreen Bowden
Stanford prof leaves to start online university.… #pol-int
dsearls Doc Searls
My live blog from @mlsif‘s #pol-int class: #politics #internet
NaparstekAaron Naparstek

 Tweet “+1” if you think @MlSif should slide over 3 feet to his left or right so the classroom projector isn’t shining on his face. #pol-int
dskokDavid Skok

 Listening to @docsearls referring to the Internet Protocol Suite:… #pol-int
NaparstekAaron Naparstek

 “Anyone can join it and work to improve it.” @Mlsif: Is it a coincidence that #OWS and the Internet are structured so similarly? #pol-int
NaparstekAaron Naparstek

 Testing live classroom Twitter feed @Mlsif‘s new @Kennedy_School course, “The Politics of the Internet.” #pol-int
dsearlsDoc Searls

 Fun to be sitting in on @Mlsif‘s #pol-int class, described here:
 MlsifMicah Sifry
I hadn’t realized up til now just how much the IETF and its working groups resemble Occupy Wall St and its working groups. #pol-int

Enjoyed it. The class will be blogging. Look forward to reading those too.

So here’s the storm happening right now over Boston:

Also watching lightning strikes on Lightning Finder, as well as out my window, before I go outside for a better view.

Check out FlightAware‘s view of KBOS (Logan airport) flight activity map:


You can see flights avoiding the storm as it approaches the airport, which is just above the “BO” in KBOS.

It’s just a summer thunderstorm. Nothing exceptional. It’s just fun to watch it online in all these places as well as from a chair on my front porch.

… And now, a few minutes later,  the sun is out and we have rainbows in Cambridge. Meanwhile, flights are taking off from Logan, while inbound flights circle in the sky to the east:

By the way, also at FlightAware, there’s this notice: “Boston Logan Intl (KBOS) is currently experiencing inbound flights delayed at their origin an average of 1 hour 33 minutes due to thunderstorms.” So if you’re coming here for the weekend, good luck.


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Gibraltar Reservoir

One hundred and fifty years ago yesterday, the scene above had no water in it, besides the Santa Ynez river, which barely flowed most of the year. Looking down on that scene was William Brewer, who led a survey sent out by Josiah D. Whitney, who had recently been named California’s state geologist, and whose surname was later given to the state’s highest mountain. Brewer wrote many letters from the survey, which are collected and parsed out, exactly 150 years after they were written, by Tom Hilton in Up and Down California. Tom has been using a few of my many photos to illustrate Brewer’s blog posts. Yesterday’s contained the picture above.

Tom’s own shots are here. He explains the project here and here. It’s a cool thing. Check it out.

says we’re overdue for a plasma bullet from the Sun. In Saturday issue (at that last link) they have a movie of a plasma blast coming out of sunspot 1147, on the eastern (left) edge of our nearest star.

Yesterday they reported this:

SOLAR FLARE: Sunspot 1158 has just unleashed the strongest solar flare of the year, an M6.6-category blast @ 1738 UT on Feb. 13th. The eruption appears to have launched a coronal mass ejection (CME) toward Earth. It also produced a loud blast of radio emissions heard in shortwave receivers around the dayside of our planet. Stay tuned for updates!

BEHEMOTH SUNSPOT 1158: Sunspot 1158 is growing rapidly (48 hour movie) and crackling with M-class solar flares. The active region is now more than 100,000 km wide with at least a dozen Earth-sized dark cores scattered beneath its unstable magnetic canopy. Earth-directed eruptions are likely in the hours ahead.

And today they say,

EARTH-DIRECTED SOLAR FLARE: On Feb. 13th at 1738 UT, sunspot 1158 unleashed the strongest solar flare of the year so far, an M6.6-category blast. NASA’s Solar Dynamics Observatory recorded an intense flash of extreme ultraviolet radiation, circled below:

The eruption produced a loud blast of radio waves heard in shortwave receivers around the dayside of our planet. In New Mexico, amateur radio astronomer Thomas Ashcraft recorded these sounds at 19 to 21 MHz. “This was some of the strongest radio bursting of the new solar cycle,” he says. “What a great solar day.”

Preliminary coronagraph data from STEREO-B and SOHO agree that the explosion produced a fast but not particularly bright coronal mass ejection (CME). The cloud will likely hit Earth’s magnetic field on or about Feb. 15th. High-latitude sky watchers should be alert for auroras.

The shot above is one I took on a flight from San Francisco to London in 2007. For some reason it flew far south of the usual route, giving me a somewhat distant view of the aurora that showed up outside my window on the left side of the plane. It was my first good view of one.

I shot another set here on a later flight a few weeks later. When flying to and from Europe, always get a seat on the north side if you want to see the show.

Meanwhile, watch SpaceWeather for more developments. Also NOAA’s Space Weather Service, which yesterday said this:

February 11, 2011 — Region 11153 has rotated on to the far side of the Sun, having given us an M class flare and a handful of small C class flares over the past few days. Recently, there have been some small active regions appearing and disappearing that haven’t bothered to produce any interesting activity and there are currently 4 of them on the disk. What has the attention of forecasters is the Sun’s East limb, where old Region 11149 is just beginning to reappear having transited the far side of the Sun. During that transit, multiple coronal mass ejections were observed that were directed away from the Earth. If that region stays active, we could be in store for some interesting space weather in the days ahead as it moves towards the center of the solar disk.

I have a feeling we’ll be taking a plasma bullet in the next few days.

[This piece was written for (in Raleigh, North Carolina ) and published twenty-five years ago, on February 10, 1986. Since it might be worth re-visiting some of the points I made, as well as the event itself, I decided to dust off the piece and put up here. Except for a few spelling corrections and added links, it’s unchanged. — Doc]

I can remember, when I first saw the movie , how unbelievable it seemed that and could fly their spacecrafts so easily. They’d flick switches and glance knowingly at cryptic lights and gauges, and zoom their ways through hostile traffic at speeds that would surely kill them if they ran into anything; and they’d do all this with a near-absolute disregard for the hazards involved.

That same night, after I left the movie theatre, I experienced one of the most revealing moments of my life. I got into my beat-up , flicked some switches, glanced knowingly at some lights and gauges, and began to zoom my way through hostile traffic at speeds that would surely kill me if I ran into anything; and I did all this with a near-absolute disregard for the hazards involved. Suddenly, I felt like Han Solo at the helm of the . And in my exhilaration, I realized how ordinary it was to travel in a manner and style beyond the dreams of all but humanity’s most recent generations. I didn’t regret the likelihood that I would never fly in space like Han and Luke; rather I felt profoundly grateful that I was privileged to enjoy, as a routine, experiences for which many of my ancestors would gladly have paid limbs, or even lives.

Since then I have always been astonished at how quickly and completely we come to take our miraculous inventions for granted, and also at how easily we use those inventions to enlarge ourselves, our capabilities, and our experience in the world. “I just flew in from the Coast,” we say, as if we were all born with wings.

I think this “enlarging” capacity, even more than our brains and our powers of speech, is what makes us so special as creatures. As individuals, and as an entire species, we add constantly to our repertoire of capabilities. As the educator said, our capacity to learn is amplified by our ability to develop skills. Those skills give us the power to make things, and then to operate those things as if they were parts of ourselves. Through our inventions and skills, we acquire superhuman powers that transcend the weaknesses of our naked, fleshy selves.

One might say that everything we do is an enlargement on our naked beginnings. That’s why we are the only animals that not only wear clothes, but who also care about how they look. After all, if we were interested only in warmth, comfort and protection, we wouldn’t have invented push-up bras and neckties. Or other non-essentials, like jewelry and cosmetics. It seems we wear those things to express something that extends beyond the limits of our bodies: the notions of our minds, about who we are and what we do.

But clothes are just the beginning, the first and most visible layer in a series that grows to encompass all our tools and machines. When we ride a bicycle, for example, the bike becomes part of us. When we use a hammer to drive a nail, we ply that tool as if it were an extra length of arm. Joined by our skills to tools and machines, our combined powers all but shame the naked bodies that employ them.

I remember another movie: a short animated feature in which metallic creatures from Mars, looking through telescopes, observed that the Earth was populated by a race of automobiles. Martian scientists described how cars were hatched in factories, fed at filling stations, and entertained at drive-in movies.

And maybe they were right. Because, in a way, we become the automobiles we drive. Who can deny how differently we behave as cars than as people? It’s a black that cuts us off at the light, not Mary Smith, the real estate agent. In traffic, we give vent to hostilities and aggressions we wouldn’t dare to release in face-to-face encounters.

Of course, we have now metamorphosed into entities far more advanced than automobiles. As pilots we have become airplanes. As passengers we have become creatures that fly great distances in flocks.

If those Martian scientists were to keep an eye on our planet, they would note that we have now begun to evolve beyond airplanes, into spaceships. In their terms we might note the Tragedy as the metallic equivalent of a single failure in the amphibians’ first assault on land. Evolution, after all, is a matter of trial and error.

But as we contemplate the price of our assault on the shores of space, we need to ask ourselves some hard questions. For example: is the Challenger tragedy just a regrettable accident in the natural course of human progress, or evidence of boundaries we are only beginning to sense?

On January 28th, Challenger addressed that question to our whole species. We all felt the same throb of pain when we learned how, in one orange moment, seven of our noble fellows were blown to mist at the edge of the heavens they were launched to explore.

Most of us made it our business that day to visit the TV, to watch the Challenger bloom into fire, and to share the same helpless feeling as we saw the smoking fragments of countless dreams rained down in white tendrils, like the devil’s own confetti, to the ancestral sea below. The final image — a monstrous white Y in the sky — is permanently embossed in the memories of all who witnessed the event.

It was so unexpected because the shuttle had become exactly what NASA had planned: an ordinary form of transportation, a service elevator between Earth and Space. NASA’s plan to routinize space travel succeeded so convincingly that major networks weren’t even there to cover the Challenger liftoff. Instead they “pooled” for rights to images supplied by Ted Turner‘s Cable News Network. Chuck Yeager, the highest priest in the Brotherhood of The Right Stuff, voiced the unofficial NASA line on the matter. “I see no difference between this accident and any accident involving a commercial or military aircraft,” he said.

Would that it were so.

“Fallen heroes” is not a term applied to plane crash victims. In fact, the technologies of space travel are still extremely young, and the risks involved are a lot higher than we like to think. “Since NASA made it look so easy, people thought it would never happen. Those of us close to the program thought it could happen a whole lot sooner. We’re glad it was postponed this long,” said , a former astronaut and pilot of the .

The fact that the shuttle program was so vulnerable, and we failed to recognize the fact, says unwelcome things about our faith in technology, and now is when we should listen to them. Because the time when flying through space becomes as easy as flying down the road, or even through the air, is still a long way off. In the meantime, it might be best to leave the exploring to guys like Lousma, who are blessed with the stuff it takes to push the risks out of the way for the rest of us.

And we’re talking about the kind of risks that were built into the shuttle from its start.

Consider for a moment that the shuttle program is, after all, the bastard offspring of a dozen competing designs, and constrained throughout its history by a budgetary process that subordinates human and scientific aspirations to a variety of military and commercial interests. And consider how, as with most publicly-funded technologies, most of the Shuttle’s components were all produced by the lowest bidder. And consider the fact that many of the Shuttle’s technologies are, even by NASA’s admission, obsolete. If we had to start at Square One today, we’d probably design a very different program.

A new program, for example, would probably take better account of the Perrow Law of Unavoidable Accidents. A corrolary of Murphy’s Law — “Anything that can go wrong, will go wrong” — the Perrow Law is modestly named after himself by , Professor of Sociology and Organizational Analysis at Yale University. According to Perrow, the shuttle program has succeeded mostly in spite of itself. Its whole design is so detailed, so complex, so riddled with interdependent opportunities for failure, that we’re lucky one of the things didn’t blow up sooner, or worse, suffer a more agonizing death in space.

“The number of interconnections in these systems is so enormous,” he says, “that no designer can think of everything ahead of time. It may be that this was one major valve failing on one of the tanks, but I rather suspect that that’s not the case. NASA tests and is very concerned about those valves. They have back-ups for every major system. The problem is more likely to have been a number of small things that came together in a mysterious way — a way that we may never learn about.”

He continues, “The chances for an accident will be only marginally reduced if we find the cause of this, and harden something or increase the welds, and eliminate this one thing as a source of an accident. But right next to it will be a dozen other unique sources of accidents that we haven’t touched. But by touching the components next to it, we may increase the possibility of other accidents.”

, who wrote , and invented the term, suggests that NASA may have snowed itself into believing that space travel is past the pioneering stage, and that, as a concept, the shuttle’s “coach & freight service — a people’s zero-G express” was premature. Of the martyred teacher, , he says “Her flight was to be the crossover, at last, from a quarter of a century in which space had been a frontier open only to pioneers who lived and were willing to die by the code of ‘the right stuff’ — the Alan Shepards, s and Neil Armstrongs — to an era when space would belong to the entire citizenry, to Everyman. The last role in the world NASA had in mind for Crista McAuliffe and the rest of the Challenger crew was that of pioneer or hero.”

This was because NASA had labored long and hard to break the political grip of what Wolfe calls “Astropower,” the “original breed of fighter-pilot and test-pilot astronaut — the breed who had been willing, over and over again, to sit on top of enormous tubular bombs, some 36 stories high, gorged with several of the most explosive materials this side of nuclear fission, and let some NASA GS-18 engineer light the fuse.”

The fact was, Wolfe suggests, that McAuliffe and her companions “hurtled for 73 seconds out on the edge of a still-raw technology” before they perished. Which is why he asks “If space flight still involves odds unacceptable to Everyman, then should it be put back in the hands of those whose profession consists of hanging their hides, quite willingly, out over the yawning red maw?”

If the answer is yes, then what will need to happen before Everyman is really ready to fly the zero-G express?

In a word, simplification. Right now there is no way for a single pilot’s senses to stretch over the entire shuttle system, and operate it skillfully. A couple of years ago, the Director of Flight Operations for NASA said “this magnificent architecture makes it that much harder to learn to use the system.” According to Professor Perrow, “because the Shuttle system was designed in so many parts by a phalanx of designers, when it’s all put together to run, there is nobody, no one, who can know all about that system.”

Perrow says “It requires simplification for a single person, a pilot, to know everything that’s happening in such a hostile environment as space.” One of the great simplifications in aviation history was the substitution of the jet engine for the piston engine. That’s what we need to make space travel agreeably safe.”

It is ironic that on the day the Challenger blew up, , a space industry consultant and a former NASA administrator, was about to mail the first draft of a commission report to the president on the future of the U.S. space effort. That report advanced two recommendations: 1) a unmanned cargo-launching program to deliver cargo to space at a fraction of current shuttle costs; and 2) an improved shuttle or a new-generation system like the “hypersonic transportation vehicle” the Air Force has wanted ever since NASA beat the rocket airplane into space. The hypersonic transport would simply be an airplane that can fly in space. By contrast, the shuttle is a spacecraft that can glide to earth. Already, hypersonic transport technology has been around for years. Reports say the first “space plane” could be ready to fly in the 1990s. The thing would cruise along at anywhere from Mach 5 to Mach 25, which would mean, theoretically, that no two points on the earth would be more than three hours apart.

But it will have to fight the inertia behind the shuttle program, which is substantial, and slowed only momentarily by the Challenger explosion.

I fear we can only pray that future missions will continue to dodge Murphy’s law.

Over time, however, our sciences will need to face Perrow’s Corollary more soberly. We need to recognize that there are limits to the complexities we can build into our technologies before accidents are likely to occur. Thanks to Fail Safe, Doctor Strangelove , and other dramatic treatments of the issue, we are already familiar with (and regretably taking for granted) the risks of nuclear catastrophe to which we are exposed by our terribly complicated “defensive shields.”

And this hasn’t stopped us from committing to even more dangerous and complicated “defensive” projects, the most frightening of which is the euphemistically titled , better known by its nickname: Star Wars. Professor Perrow says “Star Wars is the most frightening system I can think of.” In fact, Star Wars is by far the most complex technology ever contemplated by man. And possibly the most expensive.

There are cost projections for Star Wars that make NASA’s whole budget look like pocket change. Portentiously, the first shuttle experiment with Star Wars technology failed when shuttle scientists pointed a little mirror the wrong way. We can only hope that the little mirrors on Soviet Warheads are aligned more cooperatively.

Complexity is more than a passing issue. It is science’s most powerful and debilitating intoxicant. We teach it in our schools, confuse it with sophistication and sanction it with faith. In this High Tech Age, we have predictably become drunk on the stuff. And, as with alcohol and cocaine, we’ll probably discover its hazards through a series of painful accidents.

Meanwhile, there is another concern that ironically might have been illuminated by a teacher, or better yet a journalist, in space. Its advocates include a recently-created organization of space veterans whose non-political goal is to share their singular view of our planet. That view sees a fragile ball of blue, green and brown, undivided by the lines that mark the maps and disputes on the surface below. It is an objective view, and we need it badly.

The implications of that view are made more sober by recent discoveries suggesting limits to the viability of human life in the environments of space. Outside the protective shield of our atmosphere, travelers are bombarded constantly by cosmic radiation that produces cancer and other ailments.

Weightlessness also has its long-term costs. While there may be ways to reduce or eliminate the risks involved with space travel, we are still, at best, in the zygote stage of our development as space creatures. It might be millennia before we are finally ready to leave Earth’s womb and dodge asteroids in the manner of Han Solo.

Until then, it would be nice if we didn’t have to discover our limits the hard way.

As you can tell, if you read the small print in this StrikeStar map, we’re being hit by lightning (and therefore thunder) here in the Boston area, right now. After nothing but snow, over and over, for a month and a half, we get a day of rain with a Summer encore. Very strange.


I’ve been looking gratefully and often, over the past few years, at Louis J. Maher, Jr.’s . The shots themselves date from 1956-1966, and he put the page up in 2001; but their subjects are the sort that don’t change much over a span of time so short as the last thirty-five years. Dr. Maher is an Emeritus Professor in the Department of Geoscience at the University of Wisconsin-Madison, and specializes in the Quarternary Period, which also happens to be the one in which we  live. (More specifically, we operate in the Holocene epoch, which is the name geologists give to the last dozen millennia or so.)

Explains Dr. Maher,

I was working on a closed-circuit educational television class in geology in 1966. A problem arose while I was planning the outline of some 43 lectures. Many of the available photographs and films that I wanted to use were copyrighted. Although they could be shown free to normal classes, royalties were required once they were put on video tape. I decided to solve the problem by getting a couple of cameras and spending a month in the West filming my own material. Then a happy thought occurred to me. Why not take some of the pictures from the air? I had earned a private pilot rating in 1964 and had logged about 90 flight hours. It happened that the Geophysics Section of our Geology Department owned a Cessna 170B that had been purchased for aeromagnetic research. At the time N2398D was sitting empty at a local airport, and the University of Wisconsin agreed to absorb 100 hours of flight time for the project. Graduate student and project assistant Charles F. Mansfield indicated he was willing to come along as photographer; I could not have found a more able colleague.

I have used the color film taken during the flights of 1966 long after the black and white video tapes were discarded, and I have added to the collection over the years. While it is important to have detailed ground-based slides to illustrate geological features for introductory classes, a few shots from the air help to establish their overall relationship.

These air photos have been very useful in my teaching. I think they can be useful teaching aids for others. I have copyrighted the digital image files, but I am making 360 of them available at no cost for noncommercial educational use.

That’s also the idea behind all the photos described or tagged geology in my Flickr photo collection. Only a few of those were taken by lightplane. (Those are in this set of the San Andreas Fault, in the Carrizo Plain of California. The pilot was @DougKaye) The rest were all shot from heavyplane, at altitudes of up to forty thousand feet and more. (I think the highest was this one.) Some were shot from the ground, such as during this cross-country road trip. Here’s one sample, from a flight over Greenland:

So here’s a belated thanks to Dr. Maher for his generosity. As did he, I grant permission to anybody teaching or learning geology to use any of my shots, any way they please. All of them should be CC licensed to permit that. If you find any that aren’t, let me know and I’ll fix them.

When I was walking to school in the second grade, I found myself behind a group of older kids, arguing about what subjects they hated most. The consensus was geography. At the time I didn’t know what geography was, but I became determined to find out. When I did, two things happened. First, I realized that I loved geography (and along with it, geology). Second, I learned that popularity of anything often meant nothing. And I’ve been passionate about geography ever since.

But not just for myself. Instead I’m interested in feeding scholarship wihin subjects that interest me. For both geography and geology I do that mostly through photography. Toward that end, here are a few recent sets I’ve posted, or updated:

Meanwhile, close to 200 of my shots are now in Wikimedia Commons. Big thanks to the Wikipedians who have put them there. I can’t begin to count how many Wikipedia articles many of these illustrate. currently accompanies eighteen different articles in fourteen different languages.

While we’re on the subject of , I’ll commend to you the new book Good Faith Collaboration by , a fellow at this year. His first chapter is online.

You may notice that most of my links to subjects, both in my online writings and in my photo captions, go to Wikipedia entries. Sometimes people ask me why. One reason is that Wikipedia is the closest we have come, so far, to a source that is both canonical and durable, even if each entry changes constantly, and some are subject to extreme disagreement. Wikipedia is, like the , a set of . Another reason is that Wikipedia is guided by the ideal of a neutral point of view (NPOV). This, Joseph says, “ensures that we can join the scattered pieces of what we think we know and good faith facilitates the actual practice of fitting them together.”

The nature of the Net is to encourage scatterings such as mine, as well as good faith about what might be done with them.

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