In defense of microformats

Microformats LogoI’d never received an Open Letter until Alan Morrison posted one earlier today in response to an interview I gave to Straight.com about microformats and the (lowercase) semantic web. For the sake of completeness, here’s what he wrote:

Chris, judging from your interview in Straight.com, you seem like a thoughtful guy. But you don’t seem to understand that the Microformat and Semantic Web folks aren’t that far apart. You cite the prevalence of non-standard HTML to support your contention that we’ll never use ontologies. But in the same article, you say the comic book store you frequent has its own iPhone app. So people can write their own iPhone apps (or at least have friends write apps for them), but they can’t put together their own ontologies?

Simple tagging has obvious benefits–just look at popularity of folksonomies. I don’t disagree with you at all there. But one of the advantages of the RDF/RDFS/OWL family of standards is that it’s a metadata umbrella–it can make use of various kinds of metadata, and then add to these. But it certainly helps if the metadata are consistent.

The big advantage of RDF, which you seem to miss entirely, is that it’s a data model that improves on RDBMSes from a data integration standpoint. It’s a data model truly designed for the Web. Have you thought about this at all from the data model level?

I’m not a religious zealot when it comes to standards. Microformats sounds as reasonable as RDFa to me, except that the former have no infrastructure underneath them and aren’t consistent.

PwC devoted an entire issue of its Tech Forecast to describing the necessity for this infrastructure and how companies are now using the one the W3C’s developed. If you read this, it might fill in some knowledge gaps for you. It does seem to make good sense for you to build on what others have started, even if you quibble with bits and pieces of it.

I responded to his post with the following comment:

Thanks Alan. I’m happy to take all criticism, corrections and feedback on my perspective. I certainly don’t think that I have all the answers, but I do try to be pragmatic.

I think that I do understand the value of RDF — in theory — but in my world — the social web — I’ve seen very few success stories, or examples in the wild, where RDF and its sibling technologies have made anything demonstrably easier or more ubiquitous. I’ve had the praises of RDF et al sung to me for many years, and yet I consistently see companies large and small run for the hills when it’s mentioned.

Meanwhile, microformats have seen much wider adoption in the wild on the open web — not least of which came in recent successes as Microsoft, Google and Yahoo all have shipped products that leverage various microformats (imperfect though they are, they work with the HTML-based web that people know how to develop for).

Now, I do think that there are success stories out there for RDF et al… namely in the medical and pharmaceutical industries. But what I’ve heard is that those companies are loathe to share the fruits of their labor with the wider community, resulting in non-interoperable ontologies. I thought interoperability was the whole point!

As with most of the things I work on, I can be convinced of most anything if you can demonstrate successes that make sense to me and that resonate beyond me — to unfamiliar audiences. Part of the work of a designer-slash-web-evangelist is listening to the problems that people are experiencing, synthesize what they’re saying, and then putting together the people who are all having the same issues [so that they can collaborate on solutions].

Outside of academic circles, I’ve just not seen the kind of human-scale successes that convince me that the world at large is ready to contemplate the intricacies of getting involved with the semantic web. I’d love to be proven wrong here, so if you have examples to the contrary (besides arguments), I’d be happy to check them out!

So, am I wrong or misguided? I’m waiting for the social network that’s built on RDF that my mom will use, but I’ve just not seen it yet! (And yes, she is on Facebook now!).

Also, by “human-scale”, what I mean is technology that can be authored at the level of the individual — with little depth of learning. HTML is what I would consider “human-scale”, since a lot of people figure out how to write it without formal computer science training. Microformats nestle nicely into HTML writing skills, and so I consider them human-scale.

The Fall of Vidoop

Vidoop logoWhen I left Flock in 2006, I blogged the occasion, having helped start the company by contributing a vision for what I thought the web needed: a social browser.

When I was laid off from Vidoop last month, I didn’t so much as tweet about it. The circumstances were different this time. But because the lack of information coming from the company is disappointing (if not frankly irresponsible) it seemed time that I wrote down my recollection of what went down.
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Michael Moore’s advice to Obama on General Motors

Roger & meMichael Moore is a polarizing figure with a mild-mannered way of suggesting some rather far-fetched, ultra-liberal ideas. I find myself often feeling swayed by his emphaticness but more often than not, unconvinced by the logic of his arguments.

That said, he does from time to time incite a good deal of discourse and discussion, and on the cusp of the bankruptcy of General Motors, he sent around his suggestions to Barack Obama on what should be done with the company, and so I thought I’d reproduce his nine points here, since I largely agree with them:

  1. Just as President Roosevelt did after the attack on Pearl Harbor, the President must tell the nation that we are at war and we must immediately convert our auto factories to factories that build mass transit vehicles and alternative energy devices. Within months in Flint in 1942, GM halted all car production and immediately used the assembly lines to build planes, tanks and machine guns. The conversion took no time at all. Everyone pitched in. The fascists were defeated.

    We are now in a different kind of war — a war that we have conducted against the ecosystem and has been conducted by our very own corporate leaders. This current war has two fronts. One is headquartered in Detroit. The products built in the factories of GM, Ford and Chrysler are some of the greatest weapons of mass destruction responsible for global warming and the melting of our polar icecaps. The things we call “cars” may have been fun to drive, but they are like a million daggers into the heart of Mother Nature. To continue to build them would only lead to the ruin of our species and much of the planet.

    The other front in this war is being waged by the oil companies against you and me. They are committed to fleecing us whenever they can, and they have been reckless stewards of the finite amount of oil that is located under the surface of the earth. They know they are sucking it bone dry. And like the lumber tycoons of the early 20th century who didn’t give a damn about future generations as they tore down every forest they could get their hands on, these oil barons are not telling the public what they know to be true — that there are only a few more decades of useable oil on this planet. And as the end days of oil approach us, get ready for some very desperate people willing to kill and be killed just to get their hands on a gallon can of gasoline.

    President Obama, now that he has taken control of GM, needs to convert the factories to new and needed uses immediately.

  2. Don’t put another $30 billion into the coffers of GM to build cars. Instead, use that money to keep the current workforce — and most of those who have been laid off — employed so that they can build the new modes of 21st century transportation. Let them start the conversion work now.
  3. Announce that we will have bullet trains criss-crossing this country in the next five years. Japan is celebrating the 45th anniversary of its first bullet train this year. Now they have dozens of them. Average speed: 165 mph. Average time a train is late: under 30 seconds. They have had these high speed trains for nearly five decades — and we don’t even have one! The fact that the technology already exists for us to go from New York to L.A. in 17 hours by train, and that we haven’t used it, is criminal. Let’s hire the unemployed to build the new high speed lines all over the country. Chicago to Detroit in less than two hours. Miami to DC in under 7 hours. Denver to Dallas in five and a half. This can be done and done now.
  4. Initiate a program to put light rail mass transit lines in all our large and medium-sized cities. Build those trains in the GM factories. And hire local people everywhere to install and run this system.
  5. For people in rural areas not served by the train lines, have the GM plants produce energy efficient clean buses.
  6. For the time being, have some factories build hybrid or all-electric cars (and batteries). It will take a few years for people to get used to the new ways to transport ourselves, so if we’re going to have automobiles, let’s have kinder, gentler ones. We can be building these next month (do not believe anyone who tells you it will take years to retool the factories — that simply isn’t true).
  7. Transform some of the empty GM factories to facilities that build windmills, solar panels and other means of alternate forms of energy. We need tens of millions of solar panels right now. And there is an eager and skilled workforce who can build them.
  8. Provide tax incentives for those who travel by hybrid car or bus or train. Also, credits for those who convert their home to alternative energy.
  9. To help pay for this, impose a two-dollar tax on every gallon of gasoline. This will get people to switch to more energy saving cars or to use the new rail lines and rail cars the former autoworkers have built for them.

Well, that’s a start. Please, please, please don’t save GM so that a smaller version of it will simply do nothing more than build Chevys or Cadillacs. This is not a long-term solution. Don’t throw bad money into a company whose tailpipe is malfunctioning, causing a strange odor to fill the car.