Business Directories on the Internet – A Lesson in Business Control

I’ve helped a client recently with their business directory listings on the internet. This particular client has just moved premises due to a change of circumstances. Starting fresh with the same business but in a new home.

The web site for the previous establishment has been closed and most electronic assets have evaporated into the ether. Nothing mystical about any of this – this is  a case of stock standard transitioning, specific to the circumstances of this client.

As the service provider helping this client build a new web presence and improve their business value, I’ve looked at a number of broader strategies. The building blocks I use to help my clients always include a complete social media strategy. I do this by building on what social channels my client already has, and by creating new channels when they are relevant to the client’s enterprise. In this case, my client has facebook, but no other social media outlets. Almost a blank slate.

As part of an over-reaching SEO strategy, I also made sure that I did a search on business listings on the internet.

Always Be Auditing

I found out that my client’s business had been listed in an astonishing 28 different business directories. None of which were under control. And almost none of which my client was even aware of.

First the good news:

  • The business’s contact phone number was correct across all directory entries.
  • The minority showed the previous and expected address and no major inaccuracies.

And now the bad news:

  • Most entries were showing a very old address – these would have been current ten years ago.
  • Some of the entries were showing incorrect web site information.

Luckily, the cases where incorrect addresses were in the majority. And, since the phone number never changed, there was every chance that a potential customer could get in contact with my client. But those doing “drive bys” because they were in the neighbourhood might have simply assumed the business was long gone, and moved on to a competitor.

In some cases – on the more advanced business directory sites that allow links to web sites, facebook pages etcetera – there were bigger issues. I found that some business directory links included a web site which linked to competitor businesses. Without querying the business directories themselves, it’s difficult to know how this happened. The records for these changes may no longer even be in their change logs due to age. It is also unclear how much business may have ‘walked’ due to this type of listing error. The point is: don’t let this happen to you.

But How?

How did so many directory listings become created? Don’t forget, my client was unaware that many of these entries even existed.

In this particular case the reasons are complicated. One is that there have been changes in employees, so a possible explanation is that a previous employee may have created the original records. Some may have been created by loyal customers. There’s a number of possible reasons that bogus web links were assigned to some of these records. The first priority is to make a record of what links are broken (take screen shots too). Then make changes to resolve such issues, and then make inquiries.

Some of the entries will have been created by the business directories themselves. Some business directories attempt to stay relevant by extracting data from directories such as Google and Yellow Pages. Then they coerce you to ‘claim your business listing’. Sometimes this process is free. Sometimes they’re trying to get you in the door to offer and sell you premium services. It’s a bait tactic. It’s also a hassle when there’s this many.

Lessons

So, here is today’s lesson plan.

Ask yourself these questions:

  1. Do you know how many business directories your business is listed in?
  2. Are you sure?
  3. Is your current service provider or IT department helping you with this?

Do the following:

  1. Check your business directory listings on Google Maps and Bing Maps. Do it now!
  2. Check your business directory listings on other directories such as PinkPages and Yellow Pages. Correct anything that needs correcting.
  3. Make sure that in each directory listing that the contact and address information is current and correct.
  4. Make sure that all links in all directory listings are links to your business. That includes facebook, twitter, other social media, plus any web site links.
  5. Do this once per week.

Lost?

If you’re not sure if you have the time to do this, or you don’t know where to start, that’s OK. The Creature is here to help.

Ready Right Now!

I’ve created a list of free (and some not-so-free) business directories to help you advertise your business more effectively. You can use this list to check against the points I’ve raised above. And it might give you ideas about where you can further market your own enterprise. It may even help you discover serious listing errors that are hurting your business right now. For more details, click here.

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Part Three of Three – The Future For Delivery: Autonomous Trucking

Driverless Trucking

This is Part Three in a three part analysis of the evolving transport industry. The first part of this series is set around a broad-brush-stroke analysis of the logistics of delivery-by-drone, and whether or not there is considered to be potential for this fledgling idea to become commercially viable in any sort of sense. The second part in the series discusses driver-less cars and potential side effects should the technology become mainstream.

This third part of this series discusses driver-less trucks, and the advancements being made in this area.

Background

Daimler is cited in various reports to be getting ready to have an autonomous truck certified for European roads around 2025, and are currently testing prototypes on the German autobahn. Daimler asserts that an autonomous truck will be more efficient, provide better safety, and improved connectivity. Connectivity?

In Daimler’s case, the vision is to displace the driver into a new and improved role of ‘pilot’. Kind of like a pilot on an airplane. But no need for a co-pilot or a navigator.

In the case of the autonomous truck, the goal is to displace the dispatch manager role. Someone’s got to go.

The upside is that there is already a shortage of truck drivers in Europe, so job evolution rather than job displacement may be the real outcome in relation to this advancement of technology, should autonomous trucking become part of daily life.

Roles and Responsibilities

So what will the pilot of an autonomous truck do?

Since the truck will need to fuel, filling up the vehicle may remain on the cards.

Real-time and in-depth monitoring the truck’s operation will also become part of the norm of daily work requirements. Sleeping on the job will no longer be as dangerous as it once was, and sadly, the market for stimulants and energy drinks will no doubt plummet as an unintended side affect of work-life re-balancing afforded by autonomous trucking.

Social Evolution

Assuming these heavy missiles are allowed onto European roads, the predicted short-term outcome is that any addition of these vehicles will go largely unnoticed after the fanfare of their introduction. Sure, there will be people cooing at the new bright shiny – at first. After the novelty wears out, it will be business as usual. People won’t even blink when they see a ‘trucky’ downloading porn on their control module (with its tablet form factor) whilst in the pilot’s seat. The assumption will be that the person is instead checking tire pressure or fuel consumption. Or something not as titillating. As if we’re going to know from our vantage point from our driver-less car whilst sipping our champagne.

The real question is going to be: “why should the driver stay awake?” The best idea would be to set audible alarms for any functional limits being met (for example, set an alarm for when there is twenty-five percent fuel left, and in the meantime, watch the Jerry Springer show in peace).

It is difficult to imagine staying alert for a four hour period whilst the truck meanders its way deftly down a highway with nothing to do except check that all systems are reporting as operating within normal limits. Just like they were fifteen minutes ago. Time for a refreshing porn break.

Really though, wouldn’t it be more efficient to centralize the pilot’s job by setting them up with a remote control and a home office? Perhaps this will become a longer term solution as automation improves along the trucking ecosystem and people feel less attached to their big rigs.

On long hauls, instead of changing drivers (or pilots now) at a point along the delivery route, the current pilot could simply “log off” after handing rig control to the replacement pilot. And both pilots could be at their separate houses, or perhaps in different cities, or even countries. And just as easily they could be in the same office whilst the truck is two countries over and almost pulling up to the delivery warehouse.

Perhaps though there will always be occasion when a pilot will be required to sit up and become the driver, such as when the driving surface becomes or is predicted to become hazardous. Even though these vehicles are currently planned to be limited to a top functional speed of about eighty kilometers an hour, it may well prove better to have a human control a circa-50,000 kilogram vehicle when the road surface is impaired by black ice, or oil, or some other hazard where a trip computer might have difficulty keeping up because driving conditions are in a high state of flux.

In Australia, where many important trade routes are not even sealed, and many more are used as often as not as stock routes, it is difficult to imagine a time that autonomous trucks could become the norm, except within cities. Except for the Sydney Harbour Bridge. It’s still a recognized stock route.

Wherever they are introduced, autonomous trucks will certainly create some interesting social challenges.

Social Challenges

Imaging a time where “pilots” of autonomous vehicles will no longer be permitted to drive “old-school” trucks and vice versa, unless certifications for each are kept up to date.

Driving certifications for handling autonomous trucks is likely to be required at greater frequency and be far more technical than that required for “old school” trucks.

It is predicted that there will be a time where pilots of autonomous vehicles will simply let their manual licenses waver.

Further, a class system may develop where certain drivers simply will either not have the financial capacity and / or the necessary personal educational faculties to undertake autonomous vehicle piloting. Having a decent education coupled with a certain level of financial independence may be the difference between receiving a license to drive an autonomous truck versus standing in the queue to drive the last few remaining manually controlled vehicles.

The “real” truckers will have their beer bellies and their working class diner and bar, and the “pilots” will have their restaurants and cocktail bars.

One thing remains absolutely certain.

An entirely new sub-genre of autonomous trucking songs will need to be invented.

 

Image by Graham Richardson, used under License.

Part Two of Three – The Future For Delivery: Autonomous Passenger Vehicles

autonomous car

Driver-less Car

This is Part Two in a three part analysis of the evolving transport industry. The first part of this series is set around a broad-brush-stroke analysis of the logistics of delivery-by-drone, and whether or not there is considered to be potential for this fledgling idea to become commercially viable in any sort of sense. This second part in the series discusses driver-less cars and potential side effects should the technology become mainstream!  And the third part of this series will discuss driver-less trucks, and the advancements being made in this area.

Delivery-by-autonomous-vehicle is currently receiving heavy investment by a number of high profile private enterprises and universities around the world. There are a surprising number of interested parties developing their own versions of autonomous vehicles. Presumably, somebody thinks these things are going to sell.

So what types of applications could an autonomous vehicle be put to? Let’s explore some civilian and military possibilities.

 

Military Value

In combat engagements, driver-less personnel vehicles have the potential to save lives. How? By reducing the need for a pilot, a driver-less vehicle can use sensors around the vehicle to see instead of glass for vision. This means that one of the key access points into a vehicle – being glass or open air – can instead be replaced by armor plating. There is no need for windows on an autonomous vehicle. With on-board computer, lasers, sonar, cameras and GPS to guide a vehicle, more personnel on board can be immediately combat ready at the point of destination, and be more comprehensively shielded on their way there.

Conventional transport requires at least one driver and possibly a co-pilot. That’s at least two people who will need some additional time to exit the vehicle and join their comrades should they need to collect belongings from within the vehicle prior to egress. The space taken up by the seating positions of the pilot and co-pilot could instead by used for additional combat troops and their gear. A vehicle that did not need forward facing seats could seat additional people in the space taken up by two forward facing people.

In cases where the vehicles’ autopilot system failed, a manual override could be to use a tablet device to manually drive the vehicle – a system that could be used by any one of the passengers from any seating position.

 

Civilian Uses

In civilian use, autonomous vehicles will either be used by private enterprise to transport employees, contractors and customers, or by private households to transport family members and friends. Kind of like now.

The biggest benefit for consumers will be taxis that are no longer driven by people. Who amongst us hasn’t had the unpleasant experience of being chauffeured by a person who does not know the way or does not speak the language or has poor hygiene? Most of us will experience the trifecta on at least one Friday night of our lives in the big city.

Thankfully, Johnny Cab has impeccable hygiene, speaks at least five languages, and not only knows every possible route, but which of these routes are currently impassable. However, even with its poly-linguistic capability, your autonomous driver is rubbish at conversation, and it has no idea that the previous fare puked all up and down the back seat and floor. Because Johnny has no nostrils, and isn’t programmed to notice. And don’t forget that entering an autonomous vehicle means paying at destination, or face being locked into the vehicle and driven to a police station and charged with a crime. On the other hand, no more arguments with that driver who claims their EFTPOS is not working. Or not.

Predicted Outcome:

At first the well-healed will flock to autonomous vehicles, as it will be seen as a status symbol briefly. At a later point, by which time autonomous vehicles have become commonplace, a niche market will develop where the well-healed will choose to use limousine style services which again include a human driver. Even if that person is in fact never going to steer.

 

Side Affects

  • Accidents – who is at fault?
  • Security – who hacked my ride?
  • Crime – the evolution of the getaway car?
  • Value – manufacturers with fewer recorded accidents will charge more for their vehicles (and people will gladly pay).

 

Accidents

In the not-too-distant future, there will be a transition from conventional vehicles only on the road, to sharing the road with autonomous vehicles. It is not anticipated in any future that autonomous vehicles will either contribute to or prevent accidents that otherwise could occur between conventional vehicles. That simplistic statement aside, there will be interesting fluctuations in perceptions. In the beginning, autonomous transport will be grossly out-numbered by conventional vehicles piloted by humans. Any accident in the period of time where autonomous vehicles make up less than 30 percent of the overall vehicle population will be seen to be the fault of the driver-less car (guilty until proven innocent). This will be regardless as to how advanced the navigation system of the autonomous vehicle actually is.

As driver-less cars become more pervasive and evolve even better navigational systems, a tipping point will be reached where government will effectively become compelled to discourage the sale of conventional vehicles, opting instead to encourage only the sale of autonomous vehicles. The reasons will be complex and will take time to garner momentum, but eventually one too many deaths will be attributed to a drunk driver – something that simply cannot happen in an autonomous vehicle. Yes, the freedom to drive ourselves will eventually be lost. That freedom will be lost because one too many people will not be able to control themselves. But in this future, where everyone is a passenger, it will be legal to drink and text at the same time (just like it is for any chauffeured passenger today).

Predicted Outcome:

Insurance, when comparing between an autonomous vehicle and an otherwise similar conventional vehicle, the conventional vehicle’s insurance will become more expensive (due to accident potential), before government acts to outlaw conventional vehicles altogether, making this problem moot.

 

Security and Crime

Will downloading the latest virus protection software for the car be part of our dystopian future? Maybe.

Will it be illegal not to have security measures in place to prevent vehicles from being stolen? Maybe.

Will it be possible to use an autonomous car as a getaway vehicle, or in a drive by shooting? Maybe.

Predicted Outcome:

New industries will develop to combat cyber crime specifically targeting vehicle control. Manufacturers will be forced to develop anti-terrorism technologies to prevent vehicles from being used to ram-raid stationary objects (eg. ATMs) or to leave a crime scene. Remember “hit and runs”? Nope.

Vehicle navigational code will require libraries of custom logic to satisfy local, state and federal legislation for and within every country a vehicle is to be sold into. And these codes will be rigorously tested prior to permitting sale.

 

Value

There will be the usual prestige vehicles – sporty coupes with gull wing doors and exceptionally unnecessary power to weight ratios. There will be luxury wagons with all-leather interior with the last maple’s wood trimming the consoles. And so forth.

But for the rest of us, we’ll now be interested in buying from the vehicle manufacturer that boasts the fewest accidents and the best algorithms for getting there safely. We’ll also want to know that, in the unlikely event of an accident, that the vehicle will predict an outcome which causes the fewest injuries and the fewest fatalities (based on past performance). We will want to purchase the car that will purposefully head to the ‘least cost’ scenario (even if that means sacrificing the occupants of the vehicle in order to save a greater number of people external to the vehicle).  Ooh. Grim.

Conversations at the pub will now be: “Yeah, I was in a near-head-on the other day in my car. Thankfully only a kid on the sidewalk was killed because our respective cars swerved away from each other. There’s a court case now to decide whether or not the vehicles should have crashed into each other, causing injury certainly, but maybe not death to any occupants. I’ve already handed over the on-board logs as evidence.” And the guy next to him will say, “Should’ve bought a Google car”.

 

For Governments

The biggest headache for government will be that taxis are no longer driven by people. How many cabs are there in your country? Guess which queue these newly unemployed drivers will be joining. The cost to support the overall number of unemployed is predicted to go up.

The good news is, there will be more leisure time for many (just forget that those whose jobs are displaced by autonomous vehicles won’t be able to afford to enjoy their new found leisure).

 

Conclusion

Will driver-less cars become mainstream? Almost certainly.

It is expected to take decades to transition from conventional ‘drive yourself’ vehicles to a future where only autonomous vehicles will be available to purchase. Maybe by then flying cars will have started to hit the mainstream.

 

Image by Steve Jurvetson, used under License.

Part One of Three – The Future For Delivery: Delivery-By-Drone

drone

Drone

This is Part One in a three part analysis of the evolving transport industry. This first part is a broad-brush-stroke analysis of the logistics of delivery-by-drone, and whether or not there is considered to be potential for this fledgling idea to become commercially viable in any sort of sense. The second part in this series will discuss driver-less cars, when it will be legal to text-and-drive at the same time (oh, heaven)!  And the third part of this series will discuss driver-less trucks, and the advancements being made in this area.

Delivery-by-Drone certainly has the attention of some major and as well as some minor businesses. In America, Amazon is rumored to be running at full pace towards a drone-friendly delivery paradigm. In Australia some small players are considering textbook and fast food delivery as viable markets for their drones to enter into according to some press.

There are a number of barriers to entry for delivery-by-drone, least of which are the buildings and trees that the drones will need to navigate around or within. This writer can’t wait for the day that – instead of wandering down to ground level and walking to a café, that I can instead flick an SMS to a delivery-drone-food-outlet and have some tasty morsel cannily delivered through the maze of my building’s vestibule, up the lift and around the corner, past the security door – wait, this is really never going to happen. OK, well, what about a burger to my home? Let’s explore further…

The most challenging barriers to entry for deliver-by-drone of small packages are considered to be as follows:

  • range of the drone
  • air space licensing
  • security
  • fail safes in case of engine failure
  • evidence of delivery

 

Range

To be most cost effective, a drone will need to be able to travel a reasonable distance with a potentially heavy payload on board. In order to achieve range, motors will need to be efficient, and on-board fuel will need to be as light as possible (or as energy dense as possible).

To combat limited range, distribution centers could be built at higher density intervals.  This option by itself would likely put pressure on zoning restrictions in some areas. The cost of additional real estate would also need to be factored into any cost benefit analysis as soon as additional satellite distribution centers are required.

Considering that one of the challenges of owning delivery drones will be storing the drone itself when it is not in use, it is anticipated that additional warehouses will need to be built to house drones that are being serviced as well as to store drones that are not on active duty. For highest efficiencies, drones would be running twenty-four hours a day, but would still need to land and fuel, take on cargo and undergo maintenance. If the fuel is electricity which is stored in a battery, the best option would be to swap out the spent batteries and leave them to charge. All of these requirements will demand expensive and possibly additional real-estate space.

 

Air Space

Assuming delivery-by-drone takes off as an industry, air space will become a concern as fast moving virtual missiles take to the sky with competing trajectories. And this means lobbying for and gaining permission from regulators as to what can fly where, how high, how often and, importantly, with no human intervention.

Potentially there will be a future need to separate out some vertical air space to one carrier and some vertical air space to another carrier to assist with reducing the likelihood of collision – but even then drones of the same carrier would need to be aware should another drone or a bird come within its minimum separation space. And considering the quantity of air space licensing and regulation required, it may fall to local governments to manage drone air space zoning in addition to the current centralized national approach utilized for conventional aircraft. This in turn would lead to programming complexities as drones attempt to pass into neighboring local zones and suddenly need to change height as it passes into a neighboring air space. As if local regulators will bother to check with their neighbors as to what air space ACME was given across the border – check Australia’s random rail gauges as a current example of the value of moderately decentralized regulation when it comes to standards adoption.

It is also considered highly likely that a requirement for new taxes and legislation will need to be organized to pay for the people required to regulate the new and increasing air-space controls.  At least we know what jobs a percentage of any of the displaced couriers will be able to apply for once their current delivery jobs are eroded away by lightweight flying robots.

 

Security

Keep in mind that these virtual missiles will be controlled by computer.  This means that drones will have the potential to be hacked and manipulated by – shall we say – unauthorized personnel. A drone controlled by a business competitor would likely ground a drone or send it to the wrong destination, or abandon payload, limiting damage to financial and reputation to the drone’s owner organization. Meaner people might use their newly acquired drone to deliver a different kind of payload than that which was ordered, and then send that drone to a more populated area, rather than to a single residence, which has the potential to cause damage to reputation to the drone’s owning organization, in addition to whatever damage the payload has at its intended destination.

Or maybe it will be all roses, no need to be concerned.

 

Safety

Drones themselves need to be able to hold their package and maneuver with it, including maintaining a safe trajectory during sudden changes in air pressure (think gusts of wind – breezes happen).

In general, a drone will need to be physically larger than its package in order to safely carry its cargo. It also follows that each drone would need a strong motor in order to carry the overall weight of the drone plus the weight of its payload. Or, a drone can have many small motors that provide enough thrust and range when used together, plus sufficient redundancy should one or two fail (that is, if one or two motors fail during flight, the drone can either continue to safely fly or can at least land safely).

For stability as well as redundancy, it is considered most likely that a drone with multiple motors would be safer and more resilient than a drone with fewer motors. A drone with four or fewer motors would likely fall to the ground should one motor fail due to the associated strains placed on the remaining motors. Drones of six or more motors would require more power to cater to the demands of the motors, and may have a reduced range due to size-to-weight ratios forced by safety requirements. A drone with more motors would be more resilient to wind gusts and bird strike and other potential mishaps which would at least offset some of these associated downsides.

 

Where’s My Package?

The final major challenge will be providing evidence that a delivery was even made. At this point in time we might all be familiar with providing a signature to the person who has made the delivery – even if it the signature is now made on an electronic tablet of some type instead of on a sheet of paper with pen in hand. To overcome this evidence obstacle, drones will need to be fitted with a video recording device and be able to receive some form of signature from the person collecting the package. But this still begs the question – will people accept video surveillance snippets taken of them in order to wolf down their burger? And, if they don’t, will a delivery continue to its conclusion, and just how do you sign for something when the pad you’re signing on keeps hovering erratically under the weight of your pen-hand? If I ate my burger and I didn’t sign for it (and obscured my face) – or somebody else signed for it, did the delivery occur?

 

Conclusion

At first glance, it appears that there are too many challenges to overcome in order to make delivery-by-drone a commercially viable option for warehouse supply chains, even in the medium to long term. It is fun to dream though.

 

Image by Matt Brown, used under License.

Silos

Silos

Silos

It occurred to me the other day that a great deal of the functional requirements I have to go about my daily life (from an app perspective) are covered by a growing – rather than shrinking – number of personal apps.

And I don’t like it.

The reason being is that my iPad is jam packed full of little apps. Little apps that each do a little bit. Some that connect to each other (a little bit) and some that connect not at all. I still have plenty of disk space on my iPad for more apps. But what I would really like is less apps that do more stuff. I admit that there are a great deal of apps available out there that connect back to facebook or to twitter or to linkedin or to that other one. And that’s fine. But that’s assuming there’s a need to tell the world that I went on a 10 kilometer run.

Why this is a new and emerging first world problem!

As an example, I’ve offered to perform a letterbox drop of about 100 or so pamphlets to my neighborhood in support of my friend’s business. Because I’m a huge nerd, I want to record the event. But not in a video or a sound-bite. I might write about the experience in a later blog…

Anyway, what I want to record is a map of where I’ve been. The reason isn’t creepy, but pragmatic. You see, I want to record where I’ve been so that if I do another letterbox drop of the same pamphlets, I won’t accidentally hit the same letterbox twice – thus limiting the reach of the distribution (and potentially annoying people who got the same pamphlet but on different days). Another useful factor is that I can show my friend where I’ve been, by sharing the coordinates of each letterbox drop. As proof. Not that he’s asked for it, but because I like to try to provide additional and delightful service.

So.  How to do this thing? It sounds easy right? Maybe not. Here’s what I found:

  • every app I have (except for one) doesn’t do what I want it to
  • I didn’t realize that an app I already have does what I want (I think, anyway)
  • performing a search in the iTunes App Store and performing an internet search didn’t help (keywords utilized included ‘breadcrumbs’, ‘gps’, ‘ios’, ‘waypoint’, and ‘tracking’)
  • searching eventually led me back to an app that I have already
  • the app I have that will do what I want (I think) doesn’t do everything I want (arrgh)

So what is the solution? Well, I think I have an app that will save the day. It runs on my iPhone, and has a couple of options, one of which I’ll use. The app in this case is called “Maps n Trax” (it’s an excellent app by-the-way, and in case you’re wondering, no, I don’t have any affiliation with the author of the app). Whilst Maps n Trax can create a track of automatically recorded breadcrumbs (plus other really cool mapping-type stuff), that’s not what I want to do in this case. But that’s OK. Because what I want it to do has so far worked quite nicely in a ‘proof of concept’ kind-of-way in a beta test I have already conducted. What I’m going to do is lay down waypoints manually at every letterbox I drop a pamphlet into. That will generate something that I can export from Maps n Trax. And where my frustration begins anew. Instead of directly connecting to Google Earth or OpenStreetMaps or any other mapping service on the internet, I get to research which format to export to from Maps n Trax in order to best share the data.

I hope it’s worth it.

Which brings us back to the point of this entry. Too many apps doing one or two things. And when they connect to back-ends, it might not be to one I’m yet a member of. Or, the app may not be connected at all to a back-end service. And some vendors build useful apps that one would think should connect to an existing service that they actually own, but don’t. I might talk about an example in a later blog.

We are already at a point in consumer app-ery where an app for that is ‘one too many’. The day has come where vendors of app software need to integrate into existing services as much as is feasible. It doesn’t have to be in an imaginative or an innovative way. It just needs to be practical. Why am I recording a map? In order to share it with a friend in a nerdtastic kind of way. Being able to connect to a service I’m already a member of would be grand. I just don’t want another app for that, OK?

 

Image by David Lenker, used under License.