# What makes an expert an expert?

Maybe you’ve been here:

You get a phone call in the middle of the night. The new sysadmin (whom you hired straight out of college) is flipping all of her shits because web app performance has degraded beyond the alert threshold. She’s been clicking through page after page of graphs, checking application logs all the way up and down the stack, and just generally cussing up a storm because she can’t find the source of the issue. You open your laptop, navigate straight to overall performance graphs, drill down to database graphs, see a pattern that looks like mutex contention, log in to the database, find the offending queries, and report them to the on-call dev. You do all this in a matter of minutes.

Or here:

You’re trying to teach your dad to play Mario Kart. It’s like “Okay, go forward… no, forward… you have to press the gas – no, that’s fire – press the gas button… it’s the A button… the blue one… Yeah, there you go, okay, you’re going forward now… so… so go around the corner… why’d you stop? Dad… it’s like driving a car, you can’t turn if you’re stopped… so remember, gas is A… which is the blue one…”

Why is it so hard for experts to understand the novice experience? Well, in his book Sources of Power, decision-making researcher Gary Klein presents some really interesting theories about what makes experts experts. His theories give us insight into the communication barriers between novices and experts, which can make us better teachers and better learners.

# Mental Simulation

Klein arrived at his decision-making model, the recognition-primed decision model, by interviewing hundreds of experts over several years. According to his research, experts in a huge variety of fields rely on mental simulation. In Sources of Power, he defines mental simulation as:

the ability to imagine people and objects consciously and to transform those people and objects through several transitions, finally picturing them in a different way than at the start.

Klein has never studied sysadmins, but when I read about his model I recognized it immediately. This is what we do when we’re trying to reason out how a problem got started, and it’s also how we figure out how to fix it. In our head, we have a model of the system in which the problem lives. Our model consists of some set of moving parts that go through transitions from one state to another.

If you and your friend are trying to figure out how to get a couch around a corner in your stairwell, your moving parts are the couch, your body, and your friend’s body. If you’re trying to figure out how a database table got corrupted, your moving parts might be the web app, the database’s storage engine, and the file system buffer. You envision a series of transitions from one state to the next. If those transitions don’t get you from the initial state to the final state then you tweak your simulation and try again until you get a solution.

Here’s the thing, though: we’re people. Our brains have a severely limited amount of working memory. In his interviews with experts about their decision making processes, Klein found that there was a pretty hard upper limit on the complexity of our mental simulations:

• 3 moving parts
• 6 transitions

That’s about all we get, regardless of our experience or intelligence. So how do experts mentally simulate so much more effectively than novices?

# Abstractions

As we gain experience in a domain, we start to see how the pieces fit together. As we notice more and more causal patterns, we build a mental bank of abstractions. An abstraction is a kind of abbreviation that stands in for a set of transitions or moving parts that usually functions as a whole. It’s like the keyboard of a piano: when the piano’s working correctly, we don’t have to think about the Rube Golberg-esque series of yanks and shoves going on inside it; we press a key, and the corresponding note comes out.

Experts have access to a huge mental bank of abstractions. Novices don’t yet. This makes experts more efficient at creating mental simulations.

When you’re first learning to drive a car, you have to do everything step by step. You don’t have the abstraction bank of an experienced driver. When the driving instructor tells you to back out of a parking space, your procedure looks something like this:

• Make sure foot is on brake pedal
• Shift into reverse
• Release brake enough to get rolling
• Turn steering wheel (which direction is it when I’m in reverse?)
• Put foot back on brake pedal
• Shift into drive

It’s a choppy, nerve-racking sequence of individual steps. But once you practice this a dozen times or so, you start to build some useful abstractions. Your procedure for backing out of a parking space becomes more like:

• Go backward (you no longer think about how you need to break, shift, and release the brake)
• Get facing the right direction
• Go forward

Once you’ve done it a hundred times, it’s just one step: “Back out of the parking space.”

Now if you recall that problem solving involves mental simulations with at most 3 moving parts and 6 transitions, you’ll see why abstractions are so critical to the making of an expert. Whereas a novice requires several transitions to represent a process, an expert might only need one. The right choice of abstraction allows the expert to hold a much richer simulation in mind, which improves their effectiveness in predicting outcomes and diagnosing problems.

# Counterfactuals

Klein highlights another important difference between experts and novices: experts can readily process counterfactuals: explanations and predictions that are inconsistent with the data. This is how experts are able to improvise in unexpected situations.

Imagine that you’re troubleshooting a spate of improper 403 responses from a web app that you admin. You expect that the permissions on some cache directory got borked in the last deploy, so you log in to one of the web servers and tail the access log to see which requests in particular are generating 403s. But you can’t find a single log entry with a 403 error code! You refresh the app a few times in your browser, and sure enough you get a 403 response. But the log file still shows 200 after 200. What’s going on?

If you were a novice, you might just say “That’s impossible” and throw up your hands. But an experienced sysadmin could imagine any number of plausible scenarios to accommodate this counterfactual:

• You logged in to staging instead of production
• The 403s are only coming from one of the web servers, and it’s not the one you logged in to
• 403s are being generated by the load balancer before the requests ever make it to the web servers
• What you’re looking at in your browser is actually a 200 response with a body that says “403 Forbidden”

Why are experts able to adjust so fluidly to counterfactuals while novices aren’t?

It comes back to abstractions. When experts see something that doesn’t match expectations, they can easily recognize which abstraction is leaking. They understand what’s going on inside the piano, so when they expect a tink but hear a plunk, they can seamlessly jump to a lower level of abstraction and generate a new mental simulation that explains the discrepancy.

# Empathizing with novices

By understanding a little about the relationship between abstractions and expertise, we can teach ourselves to see problems from a novice’s perspective. Rather than getting frustrated and taking over, we can try some different strategies:

1. Tell stories. When Gary Klein and his research team want to understand an expert’s thought process, they don’t use questionnaires or ask the expert to make a flow chart or anything artificial like that. The most effective way to get inside an expert’s thought process is to listen to their stories. So when you’re teaching a novice how to reason about a system, try thinking of an interesting and surprising troubleshooting experience you’ve had with that system before, and tell that story.
2. Use the Socratic method. Novices need practice at juggling abstractions and digesting counterfactuals. When a novice is describing their mental model of a problem or a potential path forward, ask a hypothetical question or two and watch the gears turn. Questions like “You saw Q happen because of P, but what are some ways we could’ve gotten to Q without P?” or “You expect that changing A will have an effect on B, but what would it mean if you changed A and there was no effect on B?” will challenge the novice to bounce between different layers of abstraction like an expert does.
3. Remember: your boss may be a novice. Take a moment to look around your org chart and find the nearest novice; it may be above you. Even if your boss used to do your job, they’re a manager now. They may be rusty at dealing with the abstractions you use every day. When your boss is asking for a situation report or an explanation for some decision you made, keep in mind the power of narratives and counterfactuals.

# Kanban Highway: The Least Popular Mario Kart Course

I’ve been reading a really excellent book on product development called The Principles of Product Development Flow, by Donald G. Reinertsen. It’s a very appealing book to me, because it sort of lays down the theoretical and mathematical case for agile product development. And you know that theory is the tea, earl grey, hot to my Jean-Luc Picard.

But as much as I love this book, I just have to bring up this chart that’s in it:

This is the Hindenburg of charts. I can’t even, and it’s not for lack of trying to even. Being horrified by the awfulness of this chart is left as an exercise for the reader, but don’t hold me responsible if this chart gives you ebola.

But despite the utter contempt I feel for that chart, I think the point it’s trying to make is very interesting. So let’s talk about highways.

# Highways!

Highways need to be able to get many many people into the city in the morning and out of the city in the evening. So when civil engineers design highways, one of their main concerns is throughput, measured in cars per hour.

Average throughput can be measured in a very straightforward way. First, you figure out the average speed, in miles per hour, of the cars on the highway. The cars are all traveling different speeds depending on what lane they’re in, how old they are, etc. But you don’t care about all that variation: you just need the average.

The other thing you need to calculate is the density of cars on the highway, measured in cars per mile. You take a given length of highway, and you count how many cars are on it, then you repeat. Ta-da! Average car density.

Then you do some math:

$\frac{cars}{hour} = \frac{cars}{mile} \cdot \frac{miles}{hour}$

Easy peasy. But let’s think about what that means. Here’s a super interesting graph of average car speed versus average car speed:

Stay with me. Here’s a graph of average car density versus average car speed:

This makes sense, right? Cars tend to pack together at low speed. That’s called a bumper-to-bumper traffic jam. And when they’re going fast, cars tend to spread out because they need more time to hit the brakes if there’s a problem.

So, going back to our equation, what shape do we get when we multiply a linear equation by another linear equation? That’s right: we get a parabola:

That right there is the throughput curve for the highway (which in the real world isn’t quite so symmetric, but has roughly the same properties). On the left hand side, throughput is low because traffic is stopped in a bumper-to-bumper jam. On the right hand side, throughput is low too: the cars that are on the highway are able to go very fast, but there aren’t enough of them to raise the throughput appreciably.

So already we can pick up a very important lesson: Faster movement does not equate to higher throughput. Up to a point, faster average car speed improves throughput. Then you get up toward the peak of the parabola and it starts having less and less effect. And then you get past the peak, and throughput actually goes down as you increase speed. Very interesting.

# Congestion

Now, looking at that throughput curve, you might be tempted to run your highway at the very top, where the highest throughput is. If you can get cars traveling the right average speed, you can maximize throughput thereby minimizing rush hour duration. Sounds great, right?

Well, not so fast. Suppose you’re operating right at the peak, throughput coming out the wazoo. What happens if a couple more cars get on the highway? The traffic’s denser now, so cars have to slow down to accommodate that density. The average speed is therefore reduced, which means we’re now a bit left of our throughput peak. So throughput has been reduced, but cars are still arriving at the same rate, so that’s gonna increase density some more.

This is congestion collapse: a sharp, catastrophic drop in throughput that leads to a traffic jam. It can happen in any queueing system where there’s feedback between throughput and processing speed. It’s why traffic jams tend to start and end all at once rather than gradually appearing and disappearing.

The optimal place for a highway to be is just a little to the right of the throughput peak. This doesn’t hurt throughput much because the curve is pretty flat near the top, but it keeps us away from the dangerous positive feedback loop.

So what does all this have to do with product development workflow?

# Kanban Boards Are Just Like Highways

On a kanban board, tickets move from left to right as we make progress on them. If we had a kanban board where tickets moved continuously rather than in discrete steps, we could measure the average speed of tickets on our board in inches per day (or, if we were using the metric system, centimeters per kilosecond):

And we could also measure the density of tickets just like we measured the density of cars, by dividing the board into inch-wide slices and counting the tickets per inch:

Let’s see how seriously we can abuse the analogy between this continuous kanban board and a highway:

• Tickets arrive in our queue at random intervals, just as cars pull onto a highway at random intervals.
• Tickets “travel” at random speeds (in inches/day) because we’re never quite sure how long a given task is going to take. This is just like how cars travel at random speeds (in miles per hour)
• Tickets travel more slowly when there are many tickets to do (because of context switching, interdependencies, blocked resources, etc.), just as cars travel more slowly when they’re packed more densely onto the highway.
• Tickets travel more quickly when there are fewer tickets to do, just as cars travel more quickly when the road ahead of them is open.

There are similarities enough that we can readily mine traffic engineering patterns for help dealing with ticket queues. We end up with a very familiar throughput curve for our kanban board:

And just like with highway traffic, we run the risk of congestion collapse if we stray too close to the left-hand side of this curve. Since kanban boards generally have a limit on the number of tickets in progress, however, our congestion won’t manifest as a board densely packed with tickets. Rather, it will take the form of very long queues of work waiting to start. This is just as bad: longer queues mean longer wait times for incoming work, and long queues don’t go away without a direct effort to smash them.

# What we can learn from real-world queues

A kanban board is a queueing system like any other, and the laws of queueing theory are incredibly general in their applicability. So we can learn a lot about managing ticket throughput by looking at the ways in which other queueing systems have been optimized.

First off: you need metrics. Use automation to measure and graph, at the very least,

• Number of tickets in queue (waiting to start work)
• Number of tickets in progress
• Number of tickets completed per day (or week)

Productivity metrics smell bad to a lot of people, and I think that’s because they’re so often used by incompetent managers as “proof” that employees could be pulling more weight. But these metrics can be invaluable if you understand the theory that they fit into. You can’t improve without measuring.

### Control occupancy to sustain throughput

As we’ve seen, when there are too many tickets in the system, completion times suffer in a self-reinforcing way. If we’re to avoid that, we need to control the number of tickets not just in progress, but occupying the system as a whole. This includes queued tickets.

In some cities (Minneapolis and Los Angeles, for example), highway occupancy is controlled during rush hour by traffic lights on the on-ramp. The light flashes green to let a single car at a time onto the highway, and the frequency at which that happens can be tuned to the current density of traffic. It’s a safeguard against an abrupt increase in density shoving throughput over the peak into congestion collapse.

But how can we control the total occupancy of our ticketing system when tickets arrive at random?

### Don’t let long queues linger

If you’re monitoring your queue length, you’ll be able to see when there’s a sharp spike in incoming tickets. When that happens, you need to address it immediately.

For every item in a queue, the average wait time for all work in the system goes up. Very long queues cause very long wait times. And long queues don’t go away by themselves: if tickets are arriving at random intervals, then a long queue is just as likely to grow as it is to shrink.

One way to address a long queue is to provision a bit more capacity as soon as you see the queue forming. Think about supermarkets. When checkout lines are getting a bit too long, the manager will staff one or two extra lanes. All it takes is enough capacity to get the queues back down to normal – it’s not necessary to eliminate them altogether – and then those employees can leave the register and go back to whatever they were doing before.

The other way to address a long queue is to slash requirements. When you see a long queue of tickets forming, spend some time going through it and asking questions like

• Can this ticket be assigned to a different team?
• Can this feature go into a later release?
• Are there any duplicates?
• Can we get increased efficiency by merging any of these tickets into one? (e.g. through automation or reduced context switching)

If you can shave down your queue by eliminating some unnecessary work, your system’s wait times will improve and the required capacity to mop up the queue will be lower.

### Provide forecasts of expected wait time

At Disney World, they tell you how long the wait will be for each ride. Do you think they do this because it’s a fun little bit of data? Of course not. It helps them break the feedback loop of congestion.

When the wait for Space Mountain is 15 minutes, you don’t think twice. But when the wait is an hour, you might say to yourself “Eh, maybe I’ll go get lunch now and see if the line’s shorter later.” So these wait time forecasts are a very elegant way to cut down on incoming traffic when occupancy is high. Just like those traffic lights on highway on-ramps.

Why not use Little’s law to make your own forecasts of expected ticket wait time? If you’re tracking the occupancy of your system (including queued tickets) and the average processing rate (in tickets completed per day), it’s just:

$\text{Average Wait Time} = \frac{\text{Occupancy}}{\text{Average Processing Rate}}$

If you display this forecast in a public place, like the home page for your JIRA project, people will think twice when they’re about to submit a ticket. They might say to themselves “If it’s gonna take that many days, I might as well do this task myself” or “The information I’m asking for won’t be useful a week from now, so I guess there’s no point filing this ticket.”

Forecasts like this allow you to shed incoming ticket load when queues are high without having to tell stakeholders “no.”

# Queues are everywhere

If you learn a little bit about queueing theory, you’ll see queues everywhere you look. It’s a great lens for solving problems and understanding the world. Try it out.