Hopefully forgefed (based on activity pub) helps with this - in theory you could use your codeberg account to open issues on repos hosted on other instances. I believe forgejo is working on implementing it.

If it still boots from the internal disk then you may just need to set the boot priority to prefer your external drive. That’ll be mobo specific unfortunately so I can’t give any tips. I’ve had systems set up to boot from external media when plugged in so it should work.

Back in the day there was also an issue with running full windows installs from USB drives where you needed to prevent it from reinitializing USB devices during bootup since that would interfere with itself, but I’m not seeing anything recent about that so hopefully that’s not an issue anymore.

I don’t think you need to involve Linux at all if you boot the official windows installer. I would just install the SSD as the only drive internally and install to it, then put it back in its enclosure.

It looks like it’s about helping to audo deploy docker-compose.yml updates. So you can just push updated docker-compose.yml to a repo and have all your machines update instead of needing to go into each machine or set up something custom to do the same thing.

I already have container updates handled, but something like this would be great so that the single source of truth for my docker-compose.yml can be in a single repo.

I use gluetun to connect specific docker containers to a VPN without interfering with other networking, since it’s all self contained. It also has lots of providers built in which is convenient so you can just set the provider, your password, and your preferred region instead of needing to manually enter connection details manage lists of servers (it automatically updates it’s own cached server list from your provider, through the VPN connection itself)

Another nice feature is that it supports scripts for port forwarding, which works out of the box for some providers. So it can automatically get the forwarded port and then execute a custom script to set that port in your torrent client, soulseek, or whatever.

I could just use a wireguard or openvpn container, but this also makes it easy to hop between vpn providers just by swapping the connection details regardless of whether the providers only support wg or openvpn. Just makes it a little more universal.

Supposedly comaps has carplay support as of like 2 months ago, according to a page on their website

I use slskd connected to a VPN and it works great. I just run a gluetun container and then attach the slskd container to it with network mode service, same as you would connect transmission to gluetun.

Sounds like a job for a pair of second hand nanobeams or something similar.

I second the other commenter who suggested using WISP gear. If you have clear fresnel zones it should work a treat.

I second this. Gluetun makes it so easy, working with docker’s internal networking is such a pain.

You are the perfect example of someone who is knowledgeable and gets offended when everyone else doesn’t know

So you saw me use some acronyms and then projected your idea of an unhelpful knowledgeable person onto me. That shit is so annoying dude, knock it off. If you go around assuming bad faith of everyone just because they know shit, then you’re only causing yourself to have the experience of nobody wanting to help.

Stop acting like it’s so easy to do

You’re literally making this up. Again, I never claimed it was easy to do. You’re just so eager to hate on a certain community that you’ve decided anyone who appears to know anything is automatically an unhelpful asshole. And it’s making you an annoying asshole.

This place is such a bubble of people who think the entire world thinks just like them.

Your attitude notwithstanding, you’re literally the one who came in hot acting like you’re enlightening us with the revelation that the cheaper open source alternatives are harder to set up. No shit. If you haven’t invented the idea that I’m saying it’s just as easy, then how do you figure that we live in a bubble when I literally agree with you? Spare us the condescension, please.

Jesus, get offended a little?

You’re literally doing the “triggered?” meme where you behave like a jerk and then act surprised when people don’t put up with it.

Well then maybe you should whine to DeathsEmbrace that they are wrong for only complaining about the price then.

I never claimed it was easier and you shouldn’t assume that was my claim or had anything to do with what I was saying. You’re literally just making up things that you think I said so that you can get mad about it.

If DeathsEmbrace had said that setting up your own is harder, I literally would have said yeah, it’s harder. But that’s not what they said. They said it was unaffordable. And you seem to agree with me that it’s not, since your point is that it’s about ease of use and not price - which is exactly my view.

Generic onvif/rtsp cams are a dime a dozen and work with any NVR program that supports open standards. We’re talking $30ish for stuff that’s weatherproof, wifi, some with backup batteries, pan tilt zoom, 2 way audio. Cheap indoor models are like $20. It all runs locally if you install one of the several free NVR programs on a computer on your LAN.

Article text:

The Zipper Is Getting Its First Major Upgrade in 100 Years Amy Francombe 7 - 8 minutes

For more than a century, the zipper has stayed more or less the same: two interlocking rows of teeth, a sliding pull, and the fabric tape that holds it together. It’s one of those inventions that conquered the world by blending into it. Billions are used every day, yet few people ever stop to think about how they work.

Now, after a hundred years of stasis, YKK, the Japanese company that makes roughly half the world’s zippers, has decided it’s time to rethink the mechanism that holds much of modern clothing together. Their new AiryString zipper looks ordinary at first glance. Then you realize what’s missing: there’s no tape.

That absence transforms everything. Without the woven fabric that normally flanks the teeth, the AiryString is lighter, sleeker, and far more flexible. It’s a small but important redesign that feels almost futuristic in its simplicity, a fastening system that sinks into a garment instead of sitting on top of it.

Photo caption: YKK probably makes the zippers on the clothes you’re wearing right now. But this is the all-new version. Photograph: Courtesy of AiryString

“We wanted to address the challenges involved in zipper sewing,” says Makoto Nishizaki, vice president of YKK’s Application Development Division. The idea grew out of a collaboration with JUKI Corporation, a leader in industrial sewing machines. Together, the two companies reconsidered how a zipper could be made and how it could merge more seamlessly with fabric. The partnership began in 2017 and made its public debut at the JIAM 2022 Osaka trade show—a detail that hints at how long YKK plays the long game.

If YKK’s name doesn’t ring a bell, check the pull tab on your jackets or pants, because you probably already wear their work. In 2023, the company had more than $6 billion in revenue. Founded in Japan in 1934, the company makes zippers for everyone from Prada and Arc’teryx to Patagonia and The North Face.

Its dominance comes from an unusual level of control: YKK manufactures its own machines, designs its own molds, and even spins its own thread. That self-sufficiency lets it experiment in ways competitors can’t, turning a mundane component into a field for continuous innovation.

Reinventing an Everyday Mechanism

The zipper, as we know it, hasn’t had a real overhaul since the 1910s. Its long reign owes much to reliability—it’s sturdy, inexpensive, and easy to sew. For most of the 20th century, that was enough. But materials have evolved. Designers now work with featherlight nylons, stretch fabrics, and technical blends that behave more like skin than cloth. The old zipper, with its woven borders and stiff seams, has started to feel out of sync with what surrounds it.

“There has been a growing demand from the market for lighter and more flexible garments,” Nishizaki says. “And similar expectations have extended to zippers.” However, removing the tape introduced a host of engineering problems. Those strips of fabric give a zipper its structure and provide the surface tailors sew through. Without them, YKK had to rethink every step of production.

Photo caption: The North Face has selected YKK’s new AiryString zipper system for its new Summit Series Advanced Mountain Kit. Photograph: Courtesy of North Face

The teeth were redesigned, the manufacturing process rewritten, and new machinery developed to attach the closure to garments. “The absence of the tape posed various production challenges,” Nishizaki says. “We had to develop new manufacturing equipment and a dedicated sewing machine for integration.” The result: a lighter, more flexible system that reduces material use and environmental impact compared with a standard Vislon zipper.

Early adopters are already experimenting. Descente Japan, known for technical sportswear, was among the first to prototype AiryString in 2022. The North Face has selected the system for use in its new Summit Series Advanced Mountain Kit. Smaller brands like Earthletica, an eco-conscious swim and performance label, have also tested it, describing the zipper as “soft, flexible, and almost silent.”

The effect is apparently tactile. Garments move more naturally, lie flatter against the body, and feel less mechanical. “We repeatedly conduct durability and strength tests by sewing AiryString and conventional zippers into various fabrics,” Nishizaki says. “In terms of usability, AiryString offers much smoother operability.” That translates to a softer, slicker glide—the satisfying pull that separates a well-made jacket from a cheap one. Little Parts, Big Change

On the factory floor, the benefits add up, too. Traditional zippers consume extra fabric and dye and require multiple sewing passes. By removing the tape, YKK says it trims both material and labor. “It contributes to reducing work in customers’ sewing processes,” Nishizaki says. “It also reduces fiber use and water consumption in the dyeing process, lowering CO₂ emissions.”

The math adds up fast. YKK offers a 100 percent recycled-material version of AiryString and claims measurable cuts to greenhouse gas emissions and water usage. The impact is magnified by scale: The company operates in 71 countries and regions, and its trademark is registered in 177. When you make billions of zippers a year, these small efficiencies ripple globally.

Photo caption: Tape takeaway: YKK’s new zipper design completely removes the fabric strip on either side of the teeth, making the AiryString lighter, sleeker, and far more flexible. Photograph: Courtesy of AiryString

That incremental progress mirrors YKK’s founding philosophy, the “Cycle of Goodness.” The principle—that no one prospers without benefiting others—has supposedly guided the company for decades. It’s visible in its other micro-improvements: corrosion-resistant alloys, sound-dampened sliders, recyclable polyester tapes. AiryString continues that tradition, shrinking the zipper’s physical and environmental footprint at once.

Adoption, though, will take time. AiryString can fit into existing workflows, but to unlock its full potential, factories will apparently need specialized sewing equipment. That limits early use to design-led and performance-oriented brands, such as The North Face, willing to retool. Once those experiments prove successful, the technology could spread quickly, especially in an industry where efficiency drives everything from pricing to sustainability.

When asked what zippers might look like in 50 years, Nishizaki doesn’t talk about smart fabrics or AI-assisted closures. He returns to YKK’s mantra: “Little parts. Big difference.” AiryString embodies that principle. It’s not a flashy reinvention, it’s a recalibration. A century-old mechanism made lighter, cleaner, and almost invisible. In a world addicted to louder, faster innovation, YKK’s breakthrough succeeds by subtracting rather than adding.

FYI the codename for the Xiaomi Redmi Note 13 5G is “gold”. You’ll usually see stuff for your phone labeled with that codename since it’s much shorter and easier to check than the whole name where you have to check pro vs non-pro, 5G version, etc as other variants will have completely different codenames.

If roms don’t have official support, then basically your other main option is to look for unofficial builds made by random people on XDA. I’ve used unofficial builds for many years in the past and they’re generally fine, but it’s up to you.

I don’t see any rom threads in the XDA forum for gold, so unfortunately I can’t really help any more. Good luck!

(Skimming around the XDA threads, it appears that the lack of roms is due to mediatek not releasing necessary source code, so if you want custom roms, it’ll be a lot easier to find them for a different phone)

Hdcp bypass splitters seem easy to find, have you tried one? There are also hdcp converters so if you have a splitter that only bypasses 1.4, you can try hooking it up to a 2.whatever to 1.4 converter.

I also can’t remember how they work exactly but you might need an hdcp compliant display connected to the main output of the splitter so the CC can establish an hdcp handshake. Idk if that’s only a thing with some of them. Good luck!

I had the same dilemma after mullvad stopped allowing you to create port forwards. I switched to Proton which works fine but I’m curious what other options are out there. It can be hard to find the details about port forwarding, especially if it only works when using their app and not with openvpn/wireguard which is easier for running containers.

I love to see this. It is kinda weird to have to use rolls, but I guess the mechanical complexity of separating sheets and feeding them reliably is not fit for an MVP. I wonder how accurately the cut sheets would stack with individual sheets of another brand.

Luckily they are on 2.0.1 now so there has been 2 stable version by now

Tesla Robotaxi Reports 3 Crashes In Austin In July, Hides Details

By Brad Templeton, Senior Contributor.

Brad Templeton, who was early at Waymo, covers transportation’s future

Sep 18, 2025, 04:43pm EDT

Sep 22, 2025, 01:24pm EDT

(Photo alt text: Musk Self Driving Promises)

A rider boards a driverless Tesla robotaxi, a ride-booking service, Sunday, June 22, 2025, in Austin, Texas. (AP Photo/Eric Gay) Copyright 2025 The Associated Press. All rights reserved

Tesla’s crash report for self-driving vehicles to the federal government lists 3 crashes involving the Tesla robotaxi, in July, shortly after launching their pilot service in Austin, TX. Tesla redacted much of the relevant data about the crashes, claiming they reveal important proprietary information. By this date, Tesla’s approximately dozen cars had done fairly few 7,000 operational miles. Let’s unpack the details.

UPDATE: All Crashes in the government database were listed as on July 1, but it is likely this date is used for all crashes in July. An earlier version of this story presumed the listed date was the real date.

The report is current as of August first, suggesting there were no more crashes in July. It’s not clear how many miles the cars drove: During the Tesla earnings call on July 23, it was reported they had driven 7,000 miles. That might have been in the first 30 days, or it might have covered just driving in the second quarter, ie. from June 22 to June 30. Either way it’s a small amount of driving to have any crashes.

This is particularly true because these Tesla “robotaxis” aren’t actual robotaxis, they have a safety driver on board, located in the passenger seat. Tesla defies industry convention and calls the safety driver a “safety monitor” while they are in that right hand seat, but, like a driving school instructor they have an emergency stop button they keep their finger on, and can access the wheel, they are the responsible driver for legal reasons. (This is what a safety driver means, they are not expected to actually drive the car, they are the legal, licensed driver who can intervene if the car makes a mistake.) The crash rate with a safety driver should be very low. Tesla claims its Autopilot (mainly freeways) system with a human monitoring it has an airbag deployment every 5 million miles, for example, a rate probably modestly better than the drivers would have alone. (Tesla claims 10x better but this is highly inaccurate–people in the same demographic have airbag deployments on freeways probably every 3-4 million miles, though this number is not easy to determine.)

With the crash description and other important details like location redacted, it is hard to really determine what happened.

1. 3:45am The Tesla was stopped (while going straight) and damaged on the rear-right by an SUV front right. Police were called.
2. 12:20pm: Tesla hit a stationary object with front-right at 8mph. Minor injuries, no hospital. Police called. Tesla was towed away
3. 3:15pm: Tesla rear-right contacted front-right of an SUV while Tesla was making right turn, going 2mph. No police. (Report appears twice due to update.)

Crash #1 looks like the Tesla was rear ended while stopped which would be no fault of the vehicle or safety driver. Crash #3 is harder to tell–without the details, it could be the Tesla backing up, or it could be a rear-ending. Crash #2 is the most serious. Even one crash of this nature in the first 7,000-25,000 miles is cause for significant concern, especially with a safety driver on board.

During this period, Waymo had many crash reports, Zoox had 7 and May had 2, others had 1. The other companies do not redact the details as Tesla did. Waymo had a famous crash into a lighting pole that might be similar to crash #2 above, but this took place in a vehicle that’s giving 250,000 rides/week and just reported 96 million miles–their crash rate is actually better than expected. Analysis of the reports for Waymo suggest they are not at fault for the vast majority of their reported crashes. Even one at fault crash, especially an injury crash, in under 25,000 miles is an extremely poor rate. You can’t extrapolate well from a single data point, the strong implication is that Tesla has to get much better – perhaps 300x better, to match Waymo. The presence of the safety driver implies the improvement goal might be much greater than 100x.

It is unclear why Tesla redacted most of the important details, or what value there is in hiding data which might paint them in a better light (for example, confirming they were rear-ended.) The reports claim there was no safety driver in all 3 crashes, but that’s very unlikely, it’s more likely Tesla just trying to pretend their right side safety driver is not a safety driver.

Not listed is an event that was shown on video where the Tesla’s tire hit the front side of a parked passenger car in a parking lot on day #1. It is possible it did not need to be listed because damage was limited to tire marks, or because it was on private property. Either way, it’s at least two at-fault crashes for the Teslas, possibly three.

Let’s hope that when August reports come out, we’ll not see any from Tesla, unless they are doing a lot more miles. In California they keep the safety driver in the left seat, and they have started doing that in Texas for at least some rides, due to new regulations. Crashes with safety drivers should be ridiculously rare in a mature product–they require the system to make a major mistake, and for the human to also not handle it at the same time. When Tesla Autopilot and FSD were less mature, they made mistakes very frequently, every few miles, but even with amateur safety drivers, the resulting crash rate was low. Professional safety drivers do even better.

It’s odd that these crashes didn’t end up online. Back in July, only invited influencers were able to ride in Tesla robotaxis, and many of the rides were recorded on video. Perhaps these crashes took place during empty vehicle moves. They just say that “all passengers were belted” but that would include the safety driver. For other vehicles, there are no passengers when the vehicle is moving between rides. It’s also surprising that a crash at noon which involved the Tesla being towed away didn’t get widely reported, even in social media, considering the scrutiny and public interest in the project. It’s unclear what else we are missing.