Fast Lane · Feb 22, 03:01 PM

Unlike my boss, I do not lead the optimised travel lifestyle, but I do travel to the US enough now that I’ve made some moves to optimise the items on my itinerary to make the semi-regular pilgrimage from Cambridge to our Cupertino office go more smoothly.

First up is luggage. Before my regular US trips I used to either end up taking a large, heavy suitcase with me, or try to spooge everything into hand luggage. The first option is usually down to poor optimisations why buying luggage (why spend lots on luggage if you don’t travel more than a couple of times a year?), and the second option is letting the airlines win at your expense. My aim these days is to make transitioning through Heathrow and SFO as little of a chore as possible, whilst not having to use a shoehorn when packing.

First things first: yes, I do take hold luggage. Yes, this adds some time at the other end that a lot of my colleagues would rather walk over hot coals than endure, but in practice it’s not nearly as much as variance in immigration takes, so I think this is a bit of a false optimisation (at least for mortals like myself who don’t get to use the magic electronic entry devices at SFO, like said boss). Also, my flowery shirt and tweed habit is at odds with trying to compress everything I need for a week into a tiny hand luggage bag. So I take a full size case and a shoulder bag, as seen here:

Prizes for those that recognise the carpet there.

The above pictured suitcase is the simply wonderful Salsa Air from Rimowa. It’s wonderful for two reasons: firstly, it’s so very, very light, being made of polycarbonate with no rigid frame; and secondly, it has four independent wheels on the bottom rather than two fixed ones. All of which means even fully loaded with a week’s worth of outfits that would make James May jealous, I’m hardly pushing 12 kg, and it glides smoothly alongside me rather than my having to drag it along behind me. It wasn’t cheap, but I have no regrets at all given how much more relaxed it is to move through an airport with.

I used to take on a wheeled hand luggage case too, but I’ve stopped doing that in favour of the Crumpler bag you see above. I can easily fit my laptop, magazines, kindle, etc. in the Crumpler, at the expense of giving up some bulky items like my DSLR. That trade off is mostly because I don’t yet have a sense for when flights will be insanely packed, and I don’t want the stress of the “will they make me put my bag in the hold with all this sensitive electronics in it” game. That’s happened to others on a couple of flights I’ve been on, and I want to avoid that scenario, and more importantly, I want to avoid worrying about that scenario. The Crumpler will easily slide under the seat in front of me in a pinch too, so I have zero stress about getting onto the plane and worrying about where my stuff will end up in flight.

All of which means my travel on foot at either end is a much more sedate experience, which is what I’m optimising for, with hardly any sacrifice in terms of time through the airport itself.

The other recent purchase I’ve made to make the ten hours sealed up in a loud metal tube pass more easily is a set of noise cancelling headphones. Until I’d tried some on, it really hadn’t occurred to me how spookily good these things are. If you’ve not tried any, go find a shop selling them and experience it for yourself – the noisier the shop the better. They really are quite spooky at first, almost unnerving.

The popular choice of my co-travellers in the United Economy Plus cabin are the Bose QC15 over ear headphones, but I prefer something more discrete, and opted for the in-ear QC20i instead.

If nothing else, I like to think Batman would approve of their design.

Whilst they don’t cut out the noise by 100%, they do cut down the in-plane sounds significantly, making it easier to think, read, or watch inflight movies. If I’m working I’ll often have them on and not be listening to anything, sat in my own bubble of calm. The battery pack claims to be 16 hours, but the most I need them for is the ten or so hours it takes to move between London and San Francisco, so they are more than adequate for my purposes. The only downside is you need to pay more attention to when the person next to you wants to get by (a problem for aisle seat people like myself).

The final thing I find that makes my trips to the US smoother is one that probably is hard to follow for most people: don’t drive a car in the UK. Living in Cambridge, where it takes twice as long to get anywhere by car compared to bicycle, and being a motorcyclist, means I don’t actually drive right handed cars that often. This has the handy side effect that my muscle memory remains intact when picking up the left hand drive hire car for the final 40 mile trek from SFO down to Cupertino whilst my body clock things I should have gone to bed a good handful of hours ago.


Titanfall Beta · Feb 16, 08:53 PM

I must confess I wasn’t paying much attention to Titanfall until I saw some footage of the open beta that came out this weekend, but now I have, I’m really enjoying it.

Titanfall is a multiplayer only game, and the pacing seems just pitch perfect. It reminds me a lot of the last multiplayer only FPS I played heavily, Unreal Tournament 2004 (shout out to the old #playpen clan). Not in terms of specifics, but in the general pace and tone of the game. Not very serious sci-fi, keep running, double jumping, and a lovely mix of weapons. It’s one of the few games I’ve played where it has parkour elements that just melt away so that you’re not aware you’re using them, and the smart pistol is a boon for people like me who don’t have enough free time to be come expert sharp shooters.

You can see the chaps at Hat Films give the PC version a spin here:

The beta lasts until Wednesday Feb 19th, so I recommend you give it a whirl before it vanishes, although it’ll be back for good in a month, at which point I’ll almost certainly pick it up.

Unfortunately, the main difference for me these days is my friends list on the Xbox One is much shorter, and a good amount of fun with UT2K4 was playing as a team. We were rubbish, but we were rubbish together, and that’s what counted.


Beautiful Science Fact · Feb 16, 04:45 PM

If you trawl websites dedicated to providing desktop background pictures, you’ll find a lot of pretty renderings of science fiction scenes. However, this week, NASA’s Mars Reconnaissance Orbiter just upped them all by producing this image from Mars:

It’s an impact crater that appeared some time in the last two years on the Mars surface, showing up between successive passes. The crater is 30 metres across, and debris spread out as far as 15 kilometres. The above image, which now graces my laptop’s desktop, is a composite of a large mono image and a small area RGB image produced by the HiRISE team at the University of Arizona. Wonderfully striking, and an example of fact trumping fiction for visual drama.

The HiRISE guys did make some desktops, but only of close ups of the crater; I much prefer the overview picture they put together, so I made some variations at different resolutions incase others want them: 1024×768, 1280×800, 1440×900, and 1600×1200.


Coding and elegance · Feb 2, 10:53 PM

I was very pleased to see that the headline feature in this weekend’s FT Life & Arts section was devoted to the idea of artistic elegance in code – something familiar to those of us who do this for a living, but perhaps not to those who don’t practice.

I’m not sure coding can lay claim to this alone; all engineers I think are looking for elegance in their solutions. But I think the metrics by which elegance is measured is probably hard to comprehend outside each discipline, what is elegant takes domain knowledge to spot that elegance. I imagine most people who see a modern Ducati motorbike don’t see that the engine is actually also a load bearing part of the structure, reducing the need for an explicit frame, saving materials and thus weight and cost, and this is an elegant engineering solution. They just see a motorbike that looks like most others. And if they can’t see the elegance in physical engineering what hope have we that they’ll see it in something as abstract as code? To the lay person one screen of gobbledy gook is as weird looking as another.

A good example from another engineering discipline might be the Millau Viaduct, where the bridge is visually arresting due to the engineering, not because it was engineered to be so. In coding we’re always looking for a solution that functions perfectly, but is at the same time free of fat, complexity, corner cases. Programmers are famously lazy people, and as such we seek elegance as it makes our lives easier in the long term, whilst providing a satisfying intellectual challenge in the short term.

As computing enters more and more walks of life, it pleases me to have an article try and capture some of the more aesthetic sides of what I do for a living. The only time I’ve seen this done better is by the fictional Richard McDuff in Douglas Adam’s “Dirk Gently’s Holistic Detective Agency”, and that was probably only read by the kind of people who understood the argument in the first place. It’d be nice to think articles like this make computing a bit easier to relate to for those who’s lives are ruled by code but don’t understand how it comes to be.


I Like Trials · Jan 12, 09:49 PM

When we got the Xbox One I thought that that was it for new games for the Xbox 360, I’d play the existing games on the 360, but all new games would be on the Xbox One. And I was kinda right. I’ve not bought any new games for the Xbox 360, but I have got hooked on an old classic, Trials Evolution, which you can see demonstrated here by the chaps at Hat Films:

The premise is quite simple – you ride a dirt bike across a range of obstacles, trying not to fall off and do so as quickly as you can. The controls are very simple: you can go faster or slower, and you can shift your weight back and forward. That all there is to it, so it’s very easy to pick up and get started, but quite tricky to master to perfection; which sums up this game quite well.

I recall playing the demo for the precursor to this instalment, Trials HD, and being deeply unimpressed with it, due to it being very frustrating from the get go. This is why I avoided Trials Evolution until last week, but the new version gets it very right. It’s easy to pick up and play and have some fun; the basic bikes and tracks are easy to get to grips with, so you can have fun without frustration, blasting through the countryside on your dirt bike within moments of starting the game up. But, at the same time, there’s always the challenge to go one better and be a perfectionist on each track, so it can also be played as a very technical game. RedLynx did a good job of catering to both mindsets in a single game.

To add to the draw, if your friends have played at all, you get to see their ghosts as you play, so even though I’ve just been playing it single player, it’s got a competitive edge to it as I want to try and beat my friends. No doubt my friends are more hip than me and got the game when it was first released almost two years ago, but it matters not in this digital time shifted era – I can have fun challenging them even though I’m years late to the party.

It’s quite cheap as games go, and there’s hours of fun to be had here, so I do recommend it if you’ve not picked it up yet. Great pick up and play action.


Baby steps · Jan 3, 01:38 PM

The joke is that joining a hackspace is like joining a gym: you sign up, full of good intentions, then never go. I promised myself I’d do at least something at Makespace over the holidays, and I got it in just before the wire:

It’s not much, but I did the design and fabrication of this little cube here. For me the important thing wasn’t the cube, but that I sorted out a workflow that I was happy with; otherwise when I think of things I might build I tend to put them off as I don’t know how to get there, even if I have access to the equipment required.

One of the main bits I wanted to sort out was some CAD software that I didn’t despise. Most people I’ve talked to at Makespace tend to use Inkscape to do 2D designs for the laser cutter, but I detest Inkscape with a fashion. Although it runs on the Mac, it is not a native OS X application, so there’s a large amount of mental friction when using the tool for anything, which usually leads me to giving up.

I’ve tried various alternatives to Inkscape without much luck, but the one that I had success with this time round was ViaCAD. This has an OS X version, which still doesn’t really behave like a Mac application, but is less jarring to use than Inkscape. It doesn’t suit my mental model particularly, but I was able to easily design my cube on paper, draft it in ViaCAD with the correct dimensions for the wood I was using (finally an application of my technical drawing O-level), and export it in the right format for Makespace’s laser cutter. ViaCAD is not free, but it’s quite cheap for the 2D version, which is all I currently need.


Modern riding · Jan 1, 11:02 AM

I’ve been looking for a new motorbike for a little while now. Whilst I love my Buell Ulyssess, it’s starting to show its age, and as a technologist I’m keen to see what’s new out there. The Ulysses was a shining example of different engineering thinking when I got it, so what’s the modern equivalent?

For a while I looked the latest Ducati Multistrada, which on at the face of it is a perfect replacement for the Ulysses: similar adventure tourer design, but with all the latest bells and whistles, such as active suspension, multiple engine maps, and so forth. Unfortunately, trying to get a test drive from the nearest dealer proved a bit of a labour (I still haven’t had one) and then on learning of a four month wait (during which I’d not have a bike due to part exchange), I gave up and resigned myself to another year on the Ulysses.

However, although the Multistrada has all the technology I could want, it’s still a fairly conventional bike, in that it burns petrol. In the first half of 2013 I test drove a Zero S, which is a small 125cc equivalent electric motorbike. For 80% of my riding, the Zero S is too underpowered (for reference, the Ulysses is a 1200cc bike), but it did make me see that the petrol engine is really quite a stupid solution to the problem compared to electric motors. After the test ride I was trying to make my way across Cambridge in the Ulysses, and got stuck in traffic. The Ulysses doesn’t like this – it’s noisy at the best of times, and then the fans come on loud as the engine’s getting too hot, it really isn’t happy. But the Zero S simply isn’t on when you’re not moving, so it doesn’t care about these conditions. And yet when you’re going it’s fine.

The only thing that let the Zero down was the capacity equivalence. Being a 125cc equivalent it’s only really useful to me as a commuter, yet it cost more than my Ulysses. Given I typically peddle bike to work most days, and want a bike for fun trips out into the countryside two up, this didn’t make much sense.

What I really want is for electric bikes to get better so I can have something that’s going to be fun on the B roads as well as on the commute. Such bikes exist, just not yet in the UK, and given I know that you don’t buy a bike without riding it first, this put a bit of a stop to the electric bike dream.

Given all this, I was very fortunate when a couple of weeks ago, I happened to find myself test driving one of these electric bikes around San Francisco, courtesy of Scuderia Motorbikes:

This is the Brammo Empulse R, which is somewhat of a 650cc equivalent sports naked bike. I’d only stopped by to look at one, but on hearing my story Paul at Scuderia immediately recommended I take the bike out on the streets of San Francisco for a ride to understand what the bike was like (Ducati dealers take note).

This made me very happy, for two reason. Firstly, I was going to get to test drive a bike I’d been interested in ever since it launched, yet had remained tantalisingly out of reach. Secondly, this would be my first chance to ride a motorbike in the US, and I got to do it in a city full of iconic streets (thanks Bullitt). To say xmas had arrived early is an understatement.

Let’s start with the externals: the Empulse is a nice looking bike. It’s made a design feature out of it not having a conventional engine, and thanks to batteries being more easy to shape than engines, it’s actually more slim that the petrol equivalent bike would be. The older Brammo Enertia and the Zero S both look slightly odd to the eye, as we’ve become accustomed to motorbikes having certain shapes, but the Empulse manages to be both at once and look lovely as a result.

To sit on it was much more comfortable than I expected. I’m used to adventure touring bikes, where you sit up quite straight, and sports bikes as a rule tend to have you lent forward; this is great for B roads, but a real pain for anything else. But to my surprise the Empulse actually has quite a nice upright seating posture, albeit slightly lower to the ground than you’d find on an adventure bike. But this is a bike you could happily put miles on without crippling your wrists. It was also well balanced – I’ve been spoiled by the Buell, which are exceptionally well balanced bikes, and although I didn’t attempt a slow speed manoeuvres, the Empulse seemed to carry the weight from the batteries well.

Externals aside though, how the bike moves is the real make or break for a bike. If you’ve not driven motorbikes, it’s probably not apparent how much difference the engine makes to the character of a bike, much more so than with a car, as you have a much more direct relationship with it. I’ve rejected bikes that otherwise seemed perfect on paper for this reason. For instance, I love V-Twin based bikes, which tend to have high torque at low revs, so pull away well, but are less refined than say an inline-four, which will be much smoother across the power band. My Dad loved his VFR-800, which was of the later type, but I really found it dull to ride. This is what makes bikes interesting; it’d be boring if we all liked the same thing.

But this was the main reason I wanted to test drive the bike – would it’s character suit me, or would I just be disappointed when I got on the bike? You can’t tell this from specs or youtube videos, you need to ride it yourself.

Thankfully, the Empulse R’s character was right up my street. Electric engines are known for having their torque available at all speeds, but this actually needs to be limited if the bike is to be usable at low speeds, thus why I was worried. But no, as I zipped up and down the Mission district of San Francisco, the bike put a big smile on my face. Pulling away at traffic lights it was prompt with a pull that made you think if this was the open road I’d be a mile away by now.

Unusually for an electric bike it has a gearbox. Theoretically you don’t need this on an electric vehicle, but I find it makes sense (even if it’s just simulated through software, though the Empulse has the real deal); the advantage of a gear box is that it rations how much power you get for a full turn of the accelerator. In first gear, because top speed is only, say, 30 mph, you can have much more more nuanced control of the bike than if you only had one gear. This leads to a vehicle that’s equally as usable in town as on the open road. The other advantage is the Empulse felt much more natural to ride than it might otherwise, making it easier to quickly acclimate to.

So when going, it felt great, and yet when stopped it just shutdown and awaited the next burst of speed silently, just what I wanted. Speaking of silence, the bike is not silent when moving – it sounds a little like a space ship from an 80s movie. It’s not loud like my V-Twin, but it did mean I didn’t need to worry about pedestrians missing me (any more than I would normally).

Downsides? It’s not perfect – the pillion seat is adequate but not awesome, the dial cluster a little archaic compared to the ones Ducati puts out these days, and if you misjudge pulling away you get a bit of a jerk as the engine kicks in. But these are the kinds of complaints I’d level at any bike. The main thing is that when riding the Empulse R you just think of it as a bike, not a special beast to be categorised differently, which is great.

It’s also not ideal for me, it suits about 80% of what I use the Ulysses for. Due to range, there’s no way I’d be able to ride this up to Scotland for the week. But for that 20% of riding I can easily hire an adventure bike; for the bulk of things I used a bike for, the Empulse R would be fine.

So, that’s the review, but there’s still the issue of how do I get my hands on one over in the UK? If Scuderia had been UK based they’d have had an impulse buy there and then, but unfortunately it’s not that easy – Brammo have no official UK dealership, and even if I could import one I need to work out if it’d be road legal here.

Thankfully, all the spamming I did of Brammo in the last two weeks (apologies to Brammo, but I really do want one :) has yielded positive news – they plan on announcing a UK distributer for Brammo bikes in the next few weeks, with bikes available once compliance testing has finished, which they hope will be end of Q1.

So, I still have to wait for my next bike it seems, but here I have the satisfaction of knowing I’m waiting for something truly innovative that’ll both satisfy the biker and the geek in me. Now I just need to pick a colour…


Back in the saddle · Nov 29, 05:02 PM

I’ll rant more later about it if I remember, but I finally got time to sit down and enjoy the new Forza Motorsport 5, and it’s lovely. Lovely physics, lovely sound, lovely graphics, and some lovely cars, including now open wheeled cars, so I can finally charge around Laguna Seca in a KTM X-box like this:

And despite being sad that my lovely Fanatec wheel doesn’t work with the Xbox one, the force feedback triggers on the new controllers actually make it much easier to get a feel for. Loving it.


Lotus Driving Academy · Jul 20, 10:17 AM

After my PhD viva I swore to myself I’d never sit another exam again. Clearly a fib, but then at the time I didn’t think they’d be as fun as driving small cars around fast corners fast in deepest Norfolk…

Yesterday Laura and I took a day out from our hectic work schedules to do part one of Lotus’s driving school, over at their factory and test track location in Hethel, just outside Norwich. I love playing Forza Motorsport, and wanted to see what it was like for real, but in a way that was unlikely to get me in to trouble – so a day’s basic track tuition in a car that is famed for handling seemed just the trick.

The level one course is just your basics of car control on a track – no technical trickery, just getting used to handling a car at speed around a twisty track. And it’s the corners that are the things that terrify you at first. Anyone can go fast in a straight line – it’s carrying that speed through corners, or shedding that speed so that you can come out of corners fast, that is the trick, and this is where the real learning for the day was.

As a motorcyclist, you might expect that this is something I’d be used to. I’ve done the advanced motorcycling test, and a lot of that focussed on flowing your corners to maintain speed, but a bike behaves so differently in corners to a car you just can’t compare the two.

On a car I have (or rather, had) no understanding of how far you can push a car around a corner, and as such was quite apprehensive. It’s hard to articulate, but fundamentally it’s about a level of faith that what you’re doing will work before you do it. The idea of doing a tight hairpin at 50 mph is not something I trusted a car to do. But thanks to a safe space in which to learn and an expert to guide me, I now know better.

The north loop of the Hethel track superficially looks quite dull, but when you’re flat out in a car the 1.3 miles vanish quite quickly and you’re left with a series of quite tight turns: a twisty chicane, a wide hairpin, and a series of flowing corners at Clark that all need to flow well for you to take the incredibly tight Windsock.

The day was split into three sessions. Session one was mostly getting used to the car and the track, and the idea of travelling quickly through these bends. For the last six years I’ve mostly drive a semi-automatic car, so I was also getting used to using a manual shifter again: I have nothing but the deepest of sympathies for a little Elise with plate LDA 2 having to suffer my mangled shifting. I should probably send it a card or something.

But by the end of that first session I felt quite good. I’d even squealed the tyres in some corners. I was learning new things about the limits of how you can push a car in these circumstances (albeit in one that was designed for exactly these circumstances!). I was still struggling though with that trust in the car thing – at the speeds you’re going and the way you have to react you don’t have time to look at the dial before every corner to set your speed, you have to just feel how fast you’re doing. I know for a fact that the Elise dashboard has lights telling you the optimal time to shift, but that’s only because I’d read it before; never once did I see those lights on the track as I was too busy watching the road for my break/corner markers and reacting – I entered some weird tunnel vision where all my brain took in was the track.

Session two was very ragged. My gear changes were just all over the places, and I was messing up the very tight Windsock turn by going from 3rd to 4th rather than 3rd to 2nd, over and over. Terrible. The problem is everything happens so fast at that point – you need to turn, break, change, turn all within seconds, all with someone shouting advice at you at the same time. 3rd to 2nd for the chicane was not a problem, as there I had more space to think.

In session three I discovered part of my problem in session two was that having got used to a fast exit on Rindt, I was getting up to 5th rather than 4th on the long straight that followed, and this to me felt like progress. But actually, although there’s three corners between the end of that straight and my nemesis Windsock, the extra cognitive load of coming down that extra gear set me up badly mentally for that series of corners, leaving me feeling rushed all the way through to the end, and causing me to fluff it. By making a more relaxed entrance to that series of turns meant that at the end of it I was nailing Windsock every time, flying out of the tiny hairpin with a squeal of tyres and a big grin.

At no point in the day did I get a perfect lap, far from it. But by the end of the day I’d managed to get to a point where each part of the course I could do well several times over, and I was starting to be able to understand where coming on power early or late was upsetting my next state of the course. After three sessions, thanks to my instructor Tony, I’d gone from abject terror to only mild terror at flying up to Rindt hairpin.

But alas session three was the end of the day. We had one last lap though, this time with our instructors showing us how they took the lap. There the terror was back, though I had every faith in Tony not to leave us in a field of potatoes, but he was halving the breaking distances I’d used quite easily, and generally tearing up the track a lot faster – even with a similar top speed. Clearly I still have a lot to learn :)

The day as a whole was greatly educational, and greatly entertaining. Those little Lotus Elises may only have 134 bhp, but they let you wring their necks quite well, and dynamically they were wonderful. Now to work out where in our busy lives we can fit in the next two levels!

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