1. 13:31 6th Oct 2008

    notes: 2

    tags: Blog

    Novices learn a process; experts live the process

    …or why you can’t make your Nanna’s banana cake they way she does.

    My Nanna makes an amazing banana cake. It’s light, fluffy and moist. It has a very thin, delicate, dark brown crust and is pale yellow inside. My mum has tried for years to make this cake. She has a recipe, written down by my Nanna, that she follows. The cake that the recipe makes is not the cake that comes out of my Nanna’s oven, even though my Nanna says it’s the recipe that she follows. My mum’s cake is not the same colour and has a different texture. From the same recipe!

    It’s a basic principle of “expertise” that experts don’t follow explicit rules when they’re acting as an expert. Instead they act “intuitively” and they make decisions in a blink. The action of an expert and the decisions they make are guided by their recognition of the salient features of a situation. Gary Klein calls this the “recognition primed decision model”.

    Novices, on the other hand, do follow explicit rules. It’s a characteristic of a novice’s interaction with a system that they will follow rules to achieve an end. This works when you’re learning or when you’re doing something simple.

    When an expert explains something to a novice, they’ll often use a rule of thumb or some other aphorism that explains how to acheive some end. “Keep your eye on the ball”. “Keep your head down”.

    When I’d work on cars with my Dad I’d ask how tight a particular fastening should be. “Finger tight”. (My dad has never owned a torque wrench.) I’d always get him to check my bolt tightness, until one day I was confident enough to just do it finger tight myself. How tight is finger tight? I’ve no idea.

    Experts talk in this sort of gobbledygook because they’re not following rules. They’ve completely internalised the process they follow and they quite literally can’t explain it. If you get an expert to write down the rules they follow, at best, you get a set of rules that allow competence and little more. The differences that make the difference in an expert’s performance are so subtle and so tacit that even they are unaware of them.

    This was a problem encountered often in the days of much excitement over expert systems. You’d get a doctor in a room and ask him how he diagnosed, say, lung cancer. You’d encode the rules and steps he gave into software and then you’d pronounce that you had a machine that could diagnose lung cancer. Except you’d rapidly find that your machine was wrong sometimes, not just missing diagnoses but misdianosing. Because the doctor was explaining the rules, rather than being able to explain his tacit knowledge.

    Nanna’s recipe is a description of a competent cake, so when you follow the recipe, all you get is a competent cake. If you want an excellent cake, you’d need to stand and watch my Nanna make a cake, and even then you’d probably not get it, because as a novice, or even competent banana cake maker, you’d be looking for all the wrong things. You’d need to stand and watch, and watch and watch and watch, for ages until you started to see the differences that made the difference.

    And that’s the problem with Nanna’s recipe. It’s not that my mum is a poor cook — far from it. And it’s not that the recipe is a bad, or even just inaccurate, recipe. It’s that my Nanna is too good at cooking that Banana cake.

     
  2. What I like in cars

    Great controls

    More than anything, great controls are the thing that is most important in a car. If the steering is great, by which I mean it feels like there is an almost direct connection between my hands, the front wheels, and the road, everything else is secondary. With the possible exception of how the gear-shift and pedals work together. Bad steering and a good gear change would be suboptimal.

    Handling

    A great handling car is one where the experience of driving is fun. Great handling does not mean hard suspension; great handling is sympathetic. That is, great handling is about the connection between the driver and the car.

    Vibe

    Vibe is a bunch of things.

    Vibe is how much the car annoys purists or how much it bucks current trends. Sometimes vibe is in the detail. Sometimes vibe is the gestalt.

    Vibe is how mich fun you could have with the car. Or, if you’re Dr Dave, how much louting about the car let’s you get away with.

    What this means

    Depressingly, this short list seems to point to the Porsche 911. 911’s have amazing steering and handling and the regard that car dudes have for them would seem to indicate that they have vibe in spades.

    That the 911 is the archetype of my three points is depressing because I’ve never really been a huge fan.

     
  3. 09:39 22nd Sep 2008

    notes: 13

    reblogged from: inky

    tags: blog

    inky:

    marc:

    A software engineer that has first hand understanding of the vagaries of pointers, type casting, memory management (and fragmentation), and even OS internals (whatever the OS) will be better able to appropriately research and choose from PHP, perl, ROR, or even Ada. C (or some other suitably “dangerous” language) can facilitate learning these.

    BUT, what about the CS major that is focused on human-computer-interaction, math theory, or other research-oriented areas? Then whatever languages that compliment those goals are the “right” ones.

    marco:

    Learning C doesn’t just teach you syntax or a particular library. It teaches the fundamentals on which nearly all other languages are built. It’s as close as you can get to what the hardware actually does and still remain productive. […]

    You can get along just fine without knowing C and its concepts. But your skills and knowledge reach an entirely new level when you fully understand what the computer is really doing.

    I agree with Marco.

    Back in the day, when I was doing my undergrad CS degree, we were started on Smalltalk (Java was “out” but only the postgrads knew what it was). I think this was the department’s way of making us into object-oriented thinkers without having to make us struggle through the whole procedural to OO transition thing.

    In our second year we were taught, and had to use, Ada. Yes, really. As a friend of my says about Ada: Array slices! Ada is pretty cool. If I recall we were also compelled to learn a couple of functional languages too. I seriously sucked at functional programming.

    In our third year were were finally taught C, which we were compelled to use. Up until this point we had done data manipulation stuff in Smalltalk and Ada. In C, the big assignment was to rewrite malloc and calloc. I did well, but I barely understood it. I think we also had to learn assembler during third year. I was very bad at assembler.

    In my honours year I did not write code at all. This is why I am now a design researcher and not a programmer or software designer.

    My first job out of uni I was compelled to learn Java. Actually PwC flew me from Australia to Tampa, FL to learn Java with 40 other Australian grads. I am not a great programmer but I did not suck at Java. I was certainly in the top quartile of my cohort for PwC. After a while of not coding because of the tech crash, I was put on a project using SAP/ABAP. ABAP is basically FORTRAN, so it is easy once you’ve seen a few other languages.

    In fact, every language is easy, once you’ve used a few other languages (for given values of “easy”). And, I would say, every language is even easier once you’ve used C.

    Now I (still) write no code and I am glad. There are other people who get much more pleasure from writing code and are much better at it than I could ever be. This is OK, as I am pretty good awesome at some other things. But, quite a lot of what I do is mediated by technology, be it computers or other hardware. I like to think that one reason it is so easy for me to understand new technologies and devices and integrate them into the work I want to do is because I did CS as an undergrad which lets me see, just a little bit, the internal workings, which means it’s easier for me to see the metaphorical shape of what the software or device really does.

     
  4. 10:06 17th Sep 2008

    notes: 8

    reblogged from: talby

    tags: blog

    talby:

    squashed:

    “The Volt should cost less than 2 cents per mile to drive on electricity, GM said, compared to 12 cents a mile on gasoline at a price of $3.60 a gallon.”

    (via muppetpants, and sds.)

    There is a bit of a catch on this one.  It can run 40 miles on a charge. After that, a gas-powered generator turns on, which can take it another 400 miles on a tank. While it uses gas to generate, the car is truly an electric car. The gas tank and generator are sort of like a large battery.

    Based on Squashed’s description of this (haven’t bothered to research it myself) this isn’t an “electric car” as much as it is a plug-in hybrid. Current hybrids are basically electric cars in that they are run by electric motors. The gas motor drives a generator rather then directly driving the wheels.

    Electric cars are still not viable due to current battery technology. The Li-ion batteries used in laptops (and the Tesla) have fairly short life spans and are made with very dangerous materials. Until we can solve the problem of modern batteries we can’t have a viable truly electric car.

    I’m not sure what Squashed is getting at. Energy is stored in the fuel and used by the generator motor to charge the Volt’s batteries, which power the car. This is analogous to a battery in the same way that petrol (or gas, if you prefer) stored in the tank of a ‘65 Mustang is like a battery — its energy stored in a useful form for later use.

    In the Volt, the engine is not connected to the wheels. Only the electric motor is connected to the wheels. In something like the Prius, which can be though of as the previous generation of Hybrid technology, the engine can be used to charge the batteries, the electric motor can be used to drive the car or the motor can be used to drive the car.

    In inner-urban commuting situations, the Prius and Volt are probably equally efficient, as they are both running solely from battery power. In highway driving, the Volt will theoretically be more efficient as once the batter power runs out the generator motor can produce electricity, running at peak efficiency. The Prius needs to rely on its engine to have enough power for sustained highway driving which means in that situation it’s no more efficient than any other small petrol engined car.

    The Volt is the more efficient choice if your commute is such that you can get too and from work only on battery power and you plug it in at home and charge it from the grid. (This ignores the green cost of the power you get from the grid, but we can safely assume it’s probably greener than petrol.)

    The Prius is a fashion statement in the same way that a Mini is. Unless all you do is inner-urban stop-start driving, something like a Honda Jazz (or Fit in North America) is almost as efficient and 50% of the price. Spend some money on Carbon Credits and pocket the change.

    Even the Volt is as much a fashion statement as it is a mode of transport. And it’s still a car. If you were really concerned about the impact of your personal commute you’d rearrange your life so you didn’t need a car at all.

     
  5. An observation on the differences between inner and outer suburban living with regard to public transport and other factors.

    Outer suburban households are under the greatest stress from petrol prices and mortgage levels as a percentage of income, according to the Griffith University’s urban planning unit report.

    “The households that will have the greatest (problem) coping with higher transport and housing costs are among those with the least resources and weakest access to local infrastructure,” authors Jago Dodson and Neil Sipe said.

    They warn of a greater social divide between inner Melbourne, which has better access to public transport, and outer suburbs where residents have little option but to drive.

    I’ve noticed the difference moving one zone closer to the CBD makes to my public transport use. When I lived at the outer edge of zone 4, my travel time was about 1hr 10 minutes on an express train (ie skipping some stations) and I had to drive to the train station, a trip of about 10 minutes if the traffic was with me. Now I live in the middle of zone 3, my door-to-door travel time is a smidge under 50 minutes on a stopping-all-stations train.

    Residents of inner and middle suburbs use their cars less and take far shorter trips, the study found.

    Yup. Where I live now I can walk to the station, walk to two bakeries, a butcher, the local doctor, two chemists, two local supermarkets, a newsagent and a bottle shop. That is, if I wanted, I could do without a car. Where I used to live, everything was a car trip away.

    State governments, including the Victorian Government, were focused on “big-ticket” solutions such as underground rail tunnels. But these would merely strengthen the transport advantages of inner-city residents.

    I am seeing more than a few calls for light rail for inner Brisbane to alleviate the traffic “crisis”. The problem with light rail, in this context, would seem to be that it would strengthen the ease of using public transport for people who can afford to live in the inner city and leave people who have to live in the outer suburbs just as disadvantaged as they are now.

    E.g. in Melbourne:

    Inner-eastern residents in areas such as Hawthorn, Toorak, Fitzroy, Collingwood and St Kilda had higher incomes, access to better infrastructure and were less reliant on cars.

    “Residents of these areas are typically wealthier than average and are far more likely to use public transport, walk or cycle, because these areas have some of the best public transport,” the report said.

    Seems to me, that the cheapest and most sustainable form of transport is shanks pony and that regardless of suburb location, one of the simplest ways to stop people using their cars is to have more walkable suburbs with services easily accessible by foot.

    In Brisbane, and I’m sure elsewhere, the further out you go the more dormitory-like the suburbs get, with nothing but houses. The closer in you are the more likely it is that you’ll have a corner shop (or three!) nearby.

     
  6. 15:39 12th Sep 2008

    notes: 13

    reblogged from: danhacker

    tags: carsblog

    danhacker:

    Mini’s New SUV Concept

    “The much-rumored Mini SUV is here. Dubbed the Mini Crossover Concept, this 4x4 vehicle is the biggest Mini yet, measuring more than 4 meters long (that’s more than 156 inches for those of us not on the metric system). That’s just slightly longer than the new Mini Cooper Clubman, but still nearly 20 inches shorter than your standard Honda Civic sedan.”

    (via:car.com)

    I wish BMW would stop with the Minis. A mini is not an SUV.

    Let’s review: at more than 4 metres long, there’s no way this Mini Crossover Concept could weigh less than 1300kgs. It will probably be closer to 1500kgs, wet, with passengers. The real Mini was a masterpiece of product design in the early 60s, innovatively packaged and inexpensively priced. It was intended to be an ordinary car for everyone. It was of its time.

    This monstrosity is a pastiche of styling cues that arose by necessity from a design that was almost completely minimal. This concept is not minimalist, it’s baroque. It’s not small, it’s big. It’s not an ordinary car, it’s a fashion accessory. Perhaps the only thing this concept has in common with the real Mini is that it, too, is of its time, however this thing captures the absolute worst of the zeitgeist, rather than the best.

    As Mr Jalopy once said:

    Everything you love, everything meaningful with depth and history, all passionate authentic experiences will be appropriated, mishandled, watered down, cheapened, repackaged, marketed and sold to the people you hate.