Unlike Java, Python does not have a string contains method.  Instead, use the in operator or the find method.  The in operator finds treats the string as a word list whereas the find method looks for substrings.  In the example shown below, 'is' is a substring of this but not a word by itself.  Therefore, find recoginizes 'is' in this while the in operator does not.

s = "This be a string"
if s.find("is") == -1:
    print "No 'is' here!"
else:
    print "Found 'is' in the string."
    
if "is" in s:
    print "No 'is' here!"
else:
    print "Found 'is' in the string."

#prints out the following:
Found 'is' in the string
No 'is' here!

This section of our beginning python training class always stumps students.  Firstly, because they need to know the difference between a function and a method.  Secondly, they need to understand object oriented programming concepts.  Thirdly, they need to realize that python has three types of methods.  Then they need to know how to use each method, which means they need to know the purpose of each method type.  Then they have to understand mutable versus non-mutable types.  The list goes on.  As part of our python tutorial, I hope to shed some light on this confusing topic.

To begin, the difference between a function and a method in python is that a method is defined within a class.  Here is an illustration:

#function

	def greeting():
	                print "Hello, I hope you're having a great day!"

	class HSGPrinter(object):
	                #method
	                def greeting(self): 
	                                print "Hello, I hope you're having a great day!"

As should be obvious, the second definition of greeting is encapsulated within the HSGPrinter class and is , therefore, refered to as a method.

The astute reader will notice that the greeting method contains one parameter named self.  For those who know C++ , Java or C#, self is equivalent to this i.e. it is a reference to the invoking object:

A business rule is the basic unit of rule processing in a Business Rule Management System (BRMS) and, as such, requires a fundamental understanding. Rules consist of a set of actions and a set of conditions whereby actions are the consequences of each condition statement being satisfied or true. With rare exception, conditions test the property values of objects taken from an object model which itself is gleaned from a Data Dictionary and UML diagrams. See my article on Data Dictionaries for a better understanding on this subject matter.

A simple rule takes the form:

if condition(s)

then actions.

An alternative form includes an else statement where alternate actions are executed in the event that the conditions in the if statement are not satisfied:

if condition(s)

then actions

else alternate_actions

It is not considered a best prectice to write rules via nested if-then-else statements as they tend to be difficult to understand, hard to maintain and even harder to extend as the depth of these statements increases; in other words, adding if statements within a then clause makes it especially hard to determine which if statement was executed when looking at a bucket of rules. Moreoever, how can we determine whether the if or the else statement was satisfied without having to read the rule itself. Rules such as these are often organized into simple rule statements and provided with a name so that when reviewing rule execution logs one can determine which rule fired and not worry about whether the if or else statement was satisfied. Another limitation of this type of rule processing is that it does not take full advantage of rule inferencing and may have a negative performance impact on the Rete engine execution. Take a class with HSG and find out why.

Rule Conditions

Another blanket article about the pros and cons of Direct to Consumer (D2C) isn’t needed, I know. By now, we all know the rules for how this model enters a market: its disruption fights any given sector’s established sales model, a fuzzy compromise is temporarily met, and the lean innovator always wins out in the end.

That’s exactly how it played out in the music industry when Apple and record companies created a digital storefront in iTunes to usher music sales into the online era. What now appears to have been a stopgap compromise, iTunes was the standard model for 5-6 years until consumers realized there was no point in purchasing and owning digital media when internet speeds increased and they could listen to it for free through a music streaming service.  In 2013, streaming models are the new music consumption standard. Netflix is nearly parallel in the film and TV world, though they’ve done a better job keeping it all under one roof. Apple mastered retail sales so well that the majority of Apple products, when bought in-person, are bought at an Apple store. That’s even more impressive when you consider how few Apple stores there are in the U.S. (253) compared to big box electronics stores that sell Apple products like Best Buy (1,100) Yet while some industries have implemented a D2C approach to great success, others haven’t even dipped a toe in the D2C pool, most notably the auto industry.

What got me thinking about this topic is the recent flurry of attention Tesla Motors has received for its D2C model. It all came to a head at the beginning of July when a petition on whitehouse.gov to allow Tesla to sell directly to consumers in all 50 states reached the 100,000 signatures required for administration comment. As you might imagine, many powerful car dealership owners armed with lobbyists have made a big stink about Elon Musk, Tesla’s CEO and Product Architect, choosing to sidestep the traditional supply chain and instead opting to sell directly to their customers through their website. These dealership owners say that they’re against the idea because they want to protect consumers, but the real motive is that they want to defend their right to exist (and who wouldn’t?). They essentially have a monopoly at their position in the sales process, and they want to keep it that way. More frightening for the dealerships is the possibility that once Tesla starts selling directly to consumers, so will the big three automakers, and they fear that would be the end of the road for their business. Interestingly enough, the big three flirted with the idea of D2C in the early 90’s before they were met with fierce backlash from dealerships. I’m sure the dealership community has no interest in mounting a fight like that again. 

To say that the laws preventing Tesla from selling online are peripherally relevant would be a compliment. By and large, the laws the dealerships point to fall under the umbrella of “Franchise Laws” that were put in place at the dawn of car sales to protect franchisees against manufacturers opening their own stores and undercutting the franchise that had invested so much to sell the manufacturer’s cars.  There’s certainly a need for those laws to exist, because no owner of a dealership selling Jeeps wants Chrysler to open their own dealership next door and sell them for substantially less. However, because Tesla is independently owned and isn’t currently selling their cars through any third party dealership, this law doesn’t really apply to them. Until their cars are sold through independent dealerships, they’re incapable of undercutting anyone by implementing D2C structure.