SpaceX option package for 2020 Tesla Roadster could add more performance

SpaceX option package for 2020 Tesla Roadster could add more performance

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Seems a detail escaped our story on Tesla’s Annual Shareholder Meeting last week. Company CEO Elon Musk said the Roadster and semi introduced last year are merely the base versions, and that their production units would offer more performance. Concerning the open-top, Musk said, “What we unveiled with the Roadster was the base model performance. It’s going to have a SpaceX options package. It’s crazy.”

The comment adds more detail to a few tweets Musk wrote in November last year, one saying, “There will be a special option package that takes it to the next level.” Following tweets added, “Not saying the next gen Roadster special upgrade package *will* definitely enable it to fly short hops, but maybe …,” and, “Certainly possible. Just a question of safety. Rocket tech applied to a car opens up revolutionary possibilities.”

Some believe the SpaceX package could be no more than special badging and the Midnight Cherry color matching the Roadster Musk recently sent into space. However, the betting line leans heavily toward an even more potent Roadster. We’ve already been promised a 0-60 mile-per-hour time of 1.9 seconds – likely using the four-seater’s Plaid Mode, a quarter-mile time of 8.8 seconds, a top speed beyond 250 mph, and 620 miles of range on a single charge. That’s hypercar performance for around $200,000 to $250,000, less than one-sixth the usual hypercar price.

Yet Musk wants no question about the Roadster’s superiority, telling the audience at the shareholder’s meeting, “It’s important for us to show with the Roadster that an electric vehicle can outperform a gasoline car in every way. Because gasoline cars still have sort of a halo effect, and I think if we can show an electric car can outperform a gasoline car in every way, then we sort of get rid of that halo effect of gasoline cars.”

The semi and the Roadster are expected in production next year, so it shouldn’t be too long before we find out what the SpaceX package entails — perhaps a faster form of ground-based flight, or something with a bit more altitude.

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June 9, 2018 at 10:46AM

Star Wars and the Battle of the Ever-More-Toxic Fan Culture

Star Wars and the Battle of the Ever-More-Toxic Fan Culture

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So, I was at Comic-Con International in San Diego in 2008, the year of Twilight and True Blood. I’d never heard of either then—a blind spot, I admit—but that year something changed. Women have always attended SDCC, of course, but this year the lines switchbacking outside Hall H, the high altar of the annual nerd pilgrimage, were majority female for the first time I’d ever seen. The difference at the con was palpable, and the young men who at the time were the visible bulk of the con were audibly grumbling.

Then Kevin Smith took the lectern in Hall H, after the Twilight fest, and spoke truth to powerlessness. What is the matter with you nerds? he said (I’m paraphrasing here). Where else are you going to meet a bunch of girls who also like vampires? You like vampires! Go talk to them!

This wasn’t about dating. Well, OK, it was a little about dating, but Smith also knew that the nerd world was broader than SDCC’s stereotypical attendees would have you believe. There have always been every-type-of-human nerds, and in hopes of defusing their territoriality, Smith was telling the white boys it was time to acknowledge that. I thought it was going to work. I thought I was seeing the beginning of a profusion of nerddom—of both the canon and the people who could love it together, across spectra of gender and ethnicity. I thought: We are not alone. We are legion—united by honest love into an economic bloc that gets as much Wars, Trek, Who, Avengers, Halo, vampires, Ponies, or whatever else as we could ever have possibly hoped.

Today, when I look at the cast of the various Star Wars movies, at the fact that the new Doctor Who is a woman, at the every-kind-of-rainbow crew on the new Star Trek show, I think, yup, there it is. We did it.

But then, in the latest example of how wrong I am, Kelly Marie Tran got hounded off Instagram.

Tran is the actress who plays Rose in Star Wars: The Last Jedi. She’s a mechanic who, with John Boyega’s Finn, embarks on a B-plot side adventure to a casino planet that teaches Finn that he’s not just along for the Resistance ride, but is in fact a real Rebel—just like Rose. (We also get to see some of the class disparities in the Star Wars universe that fuel two-bit fascists like General Hux.)

A lot of people did not like that B-plot. A lot of people did not like the character of Rose. A lot of people did not like The Last Jedi. All of which is fine. People disagree about things!

Unfortunately people—mostly men, though not only—also sling misogynistic, racist slop on the internet. Tran apparently got so much of it on her Instagram feed that she quit. (Daisy Ridley, who plays Rey, quit last year for the same reason.) Now neither of them gets to have that presence, and their fans don’t get to interact with them. When Tran left, Last Jedi director Rian Johnson—himself a target of quite a lot of online rage—tried to push back against the harassment and distinguish it from critiques of the movie, to little avail.

Every longstanding universe in which I’m invested has had its ups and downs. I’m an avid Doctor Who fan. The Matt Smith era? Maybe you loved it; wasn’t my favorite. I’m an avid Star Trek fan. Enterprise? Well, I’m on to Discovery. Want to talk about why? Love to. That’s part of what’s great about being a nerd.

Somehow, though, the reasonable and just expansion of these universes to include the kinds of people who never used get past the turbolift doors has made a vocal slice of fandom lose its mind. You can find examples from videogames to comic books to every other medium imaginable.

In their minds, critiques of monochrome casting become criticism of people who liked those prior versions—critiques of them—landing at the exact moment they lose perceived centrality in a story they thought they owned.

How does the love at the heart of fandom curdle into something so caustic? These anti-fans see, in new casts and storylines, the agendas of blinkered Social Justice Warriors more interested in diversity quotas and Signaling Virtue than making good movies. The new versions come to seem like aggressive critiques of the older work and by extension an existential attack on people who love it. In their minds, critiques of monochrome casting become criticism of people who liked those prior versions—critiques of them—landing at the exact moment they lose perceived centrality in a story they thought they owned.

Those critiques are hard to untangle. If you think that Rey’s facility with a lightsaber and Jedi mind tricks happened too fast, does that make her a poorly developed character, or a Mary Sue? Or does it make you sexist, if, after all, you didn’t complain about how fast Luke Skywalker spun up his powers, too

One way to answer that question is this: if your opinion makes you say body-shaming things to Kelly Marie Tran on the internet, it’s the bad thing.

Johnson’s Last Jedi was explicitly about not being beholden to the rules of the past. It’s possible to enjoy new things while continuing to love flawed old things, not just despite those flaws but because of them. Acknowledging weaknesses and re-critiquing older work helps sustain it as art. That’s as true of a Da Vinci sketch as it is of Return of the Jedi.

Even if New Star Wars is somehow corrupted by politics—which I don’t think it is—Old Star Wars still exists. Nobody’s lovingly plastic-sleeved laserdiscs of the pre-special edition trilogy melted when The Last Jedi came out. When Donald Glover said that Lando Calrissian’s pansexuality included droids, nobody’s Thrawn books spontaneously erupted in flames.

Everyone has a right to opinions about movies. Everyone has a right, I guess, to throw those opinions in the face of the people who make those movies, though it does seem at minimum impolite. Everyone has the right to ask transnational entertainment companies to make the movies they want, and if those companies don’t respond, to stop giving the companies money. But harassment, threats, jokes about someone’s race or gender? A Jedi would fight someone who did that stuff. The Force binds us all together. Hatred and anger are the ways of the Dark Side; they may bring power, but at a cost. It harms individuals, debases the people who do it, and it breaks the Fellowship. In the end, the cost of that power will be powerlessness.


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June 6, 2018 at 02:27PM

Larry Page’s Flying Car Project Suddenly Seems Rather Real

Larry Page’s Flying Car Project Suddenly Seems Rather Real

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For all the talk of flying cars, you might be surprised to find yourself stuck as ever on the ground, commuting to work and trundling to the grocery store on old-fashioned wheels. The good news is that scores of companies are working to change that—and they’re making progress. Uber is working with manufacturers to meet its goal of starting a flying ride-hail service in Dallas and Los Angeles by the end of 2023. Plane builder Airbus is tackling technical and legislative details with Vahana, its flying car project.

And now, Larry Page’s Kitty Hawk has shown a vehicle that looks, well, real. The single-seat Flyer now looks like a glossy, professional, production-ready machine, a major upgrade over the slightly precarious prototype it showed last year. That first version had the pilot perched on what looked like a motorcycle seat, separated from eight spinning fans by a net. The whole thing resembled a flying trampoline, or, as we put it last June, something the Green Goblin would order from Skymall.

Now the Flyer has a sleek-looking cockpit passenger pod, with the (now 10) electric fans positioned on spines that extend from the side of the aircraft, where you might expect wings to be on a plane, for a total width of 13 feet. Slung underneath are slender pontoons, like you’d see on a seaplane. That’s because Kitty Hawk designed the Flyer to fly over water. It’s more pleasure craft than practical ride.

The 250-pound Flyer can hit 20 mph, between three and 10 feet above the water, and stay aloft for 20 minutes at a time. It fits into the FAA’s ultralight category, along with things like powered gliders. The FAA restricts it to uncontrolled airspace (typically remote areas away from people and planes) and places that don’t have people on the ground. The Kitty Hawk team decided lakes, bays, and other large bodies of water were the safest bets.

The ultralight classification limits speed and weight but has one major advantage: no pilot’s license required. The person onboard controls direction with a joystick in one hand and speed with a slider in the other. There are no other controls, instruments, or screens—the point is to make flying as intuitive and simple as possible. A computer quietly handles the complicated business of actually staying level, and, like with a small, modern drone, the pilot just has to push the control in the direction they want to go.

“In less than an hour, you can learn to fly,” says CEO Sebastian Thrun, the artificial intelligence pioneer who launched Google’s self-driving-car project a decade ago, in a newly released video.

Kitty Hawk employees have conducted more than 1,000 test flights over Nevada’s Lake Las Vegas, and the company is ready to start giving rides to business partners and other influencers who might drive sales. Along with wealthy people bored at their lake houses, you can expect early deliveries to go to fleet operators such as amusement parks. So maybe even if you can’t afford one (pricing remains TBA), you can probably take a ride.

For Thrun, this is just a starting point. He has bought into the whole concept of flying cars as a solution to urban traffic jams, allowing commuters to spread out into the third dimension. “For people who live in a congested area, it could be a fundamental game changer,” Thrun told Backchannel last year. “Having said this, this is a distant vision. Flyer is not intended to do this. Flyer is intended to be a very, very first vehicle that will let normal people without a pilot license experience safely the beauty of flight.”

Achieving the bigger ambition will require sign-off from the safety-obsessed FAA. At the recent Uber Elevate summit in Los Angeles, the FAA’s acting administrator, Dan Elwell, indicated his agency is onboard with the concept of flying cars but that the new machines must clear many a hurdle before being allowed over cities.

So even if Kitty Hawk never delivers on Thrun’s grand vision, at least it’ss letting us have some fun along the way.

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June 8, 2018 at 07:09AM

Space Photos of the Week: Jupiter’s Lightning Is Striking

Space Photos of the Week: Jupiter’s Lightning Is Striking

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June 9, 2018 at 09:09AM

Maybe we can afford to suck CO2 out of the sky after all

Maybe we can afford to suck CO2 out of the sky after all

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While avoiding the worst dangers of climate change will likely require sucking carbon dioxide out of the sky, prominent scientists have long dismissed such technologies as far too expensive.

But a detailed new analysis published today in the journal Joule finds that direct air capture may be practical after all. The study concludes it would cost between $94 and $232 per ton of captured carbon dioxide, if existing technologies were implemented on a commercial scale. One earlier estimate, published in Proceedings of the National Academies, put that figure at more than $1,000 (though it made the calculations on what’s known as an avoided-cost basis, which would add about 10 percent to the new study’s figures).

Crucially, the lowest-cost design, optimized to use the captured carbon dioxide to produce and sell alternative fuels, could already be profitable with existing public policies in certain markets (see “The carbon-capture era may finally be starting”). The higher cost estimates are for plants that would deliver compressed carbon dioxide for permanent underground storage.

Making direct air capture as cheap as possible is critical because a growing body of work finds it’s going to be nearly impossible to prevent global temperatures from rising more than 1.5 ?C without rolling out some form of the technology on a huge scale. By some estimates, the world will emit enough greenhouse gases to lock in that level of warming within a few years. At that point, one of the only ways to reverse the effects is to remove carbon dioxide from the atmosphere, where it otherwise persists for thousands of years.

David Keith, a Harvard physics professor and lead author of the paper, says the findings should shift the perception of direct air capture from “vaporware” to “something that can be built with current industrial technologies now.”

Keith is also the founder of Carbon Engineering, a Calgary-based startup that has spent the last nine years designing, refining, and testing a direct air capture pilot plant in Squamish, British Columbia. (See “Go inside an industrial plant that sucks carbon dioxide straight out of the air.”) The study, partially funded by the US Department of Energy, simulates a scaled-up version, based on the facility’s actual performance and cost data.

The demonstration facility is already producing small amounts of synthetic fuels.

Carbon Engineering

“I hope it’s a real change in the community’s view of the technology,” Keith says.

In 2011, a pair of influential papers all but sounded the death knell for direct air capture, concluding that the approach would cost nearly an order of magnitude more than capturing the greenhouse gas from power-plant stacks.

“It’d be such a great solution—if it were real,” MIT Energy Initiative senior researcher Howard Herzog, who coauthored the study that found costs could top $1,000 a ton, said at the time.

In an interview this week, Herzog complimented the detailed analysis in the new study, but said he remains skeptical of some of its financial assumptions. He expects that Carbon Engineering will face higher costs and challenges than it anticipates as the company moves to build larger plants.

“Until you really can confirm the costs and performance at scale, you’ve always got to take those costs with a grain of salt,” he says. “I still think a final number could be several times as much.”

The cost differences from the earlier studies arise mainly from different design choices. Those include the use of horizontally rather than vertically stacked structures, lower energy demands due to improved heat integration in the process, and the power sources selected to run the plant.

Carbon Engineering plans to combine the carbon captured at its plants with hydrogen to produce carbon-neutral synthetic fuels, a process the pilot facility has already been performing. Such fuels are more expensive than standard gasoline and diesel, so the size and stability of the market for them will depend largely on whether subsidies are in place.

Following successful tests at the pilot plant, Carbon Engineering is now planning to build a larger facility to sell fuels.

Carbon Engineering

Carbon Engineering has secured $30 million to date. It’s currently seeking additional funds to build a larger facility that will begin selling fuels, though still on a relatively small scale.

But those carbon-neutral fuels won’t directly help to reduce carbon in the atmosphere (unless they’re used in systems that capture carbon as well). To make real gains in removing greenhouse gases, the world may eventually need to permanently store massive amounts of captured carbon dioxide, rather than releasing it again when synthetic fuels burn. Doing that on a large scale would almost surely require significant cost reductions, a high price on carbon, or other public policy support.

Keith says producing synthetic fuels offers a sustainable business model that could help companies scale up and reduce the costs of the technology, easing the path to that eventual goal.

But Herzog, who has also studied the challenges of converting carbon dioxide into fuel, remains skeptical that the numbers will work even for that initial business model.

“It’s very tough, and even tougher if the CO2 is from your most expensive source, which is the air,” he says.

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June 7, 2018 at 10:07AM

Researchers have released the largest self-driving-car data set yet

Researchers have released the largest self-driving-car data set yet

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Researchers have released the largest self-driving car data set yet

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June 7, 2018 at 02:44PM

This algorithm can tell which number sequences a human will find interesting

This algorithm can tell which number sequences a human will find interesting

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One of the curious properties of mathematics is its beauty. But exactly what mathematicians mean by beauty is hard to capture.

Perhaps the most famous example is Euler’s relation, ei? + 1 = 0, which reveals a deep link between seemingly unrelated areas of mathematics. For example, ? comes from geometry, e and i come from algebra, and the primitives 0 and 1 along with the operations + and = come from number theory. That they are related in such a simple and unexpected way is one of the great wonders of the mathematical world.

And that points to another component of mathematical beauty: Mathematical patterns must be interesting in some way. Recognizing these interesting patterns has always been a uniquely human capability.

But in recent years, machines have become hugely capable pattern-recognition tools. Indeed, they have begun to outperform humans in face recognition, object recognition, and a variety of game-playing roles as well.

And that raises an interesting possibility: Can machine-learning algorithms identify interesting or elegant patterns in mathematics? Could they even be arbiters of mathematical beauty?

Today we get an answer of sorts thanks to the work of Chai Wah Wu at IBM’s TJ Watson Research Center in New York state. Wu has built a machine-learning algorithm that has learned to identify certain types of elegance in mathematical structures and used it to filter interesting sequences from entirely random ones.

The technique uses an unusual database called the Online Encyclopedia of Integer Sequences, originally created in the 1960s by the mathematician Neil Sloane and placed on the web in 1996.

An integer sequence is a series of numbers that are ordered according to a rule. Famous examples include the prime numbers—numbers that can be divided only by themselves and 1 (A000040); the Fibonacci sequence, in which each term is the sum of the previous two terms (A000045); and even trivial examples such as the sequence of odd numbers or the primes that start with a 7.

Indeed, the mathematicians who run the OEIS cast the net widely in search of “interesting” sequences and so have included a wide range of examples with purely cultural significance. These include prime numbers that contain the sequence 666, the so-called number of the beast.

The database even includes the sequence of prime numbers that contain the number 667 (A138563). This number was deemed significant because when fax machines were common, people would often have a fax number that was their telephone number plus 1. In other words, if their telephone number were 123-4567, their fax number would be 123-4568. By this way of thinking, 667 is the fax number of the beast, and so of cultural significance (the editors are human, after all). 

Today, the Integer Sequence database contains some 300,000 sequences, and new ones are submitted every day by amateurs and professionals alike, many of them hinting at new and interesting problems in mathematics.

The task that Wu took on was to find a way to distinguish these “interesting” sequences from randomly generated ones. And his idea was to find empirical laws that can act as measures of “interestingness” that could distinguish them from uninteresting ones.

“Empirical laws are not mathematical theorems per se but are empirical observations of relationships that seem to apply to many natural and man-made data sets,” says Wu. Examples include Moore’s Law in electrical engineering and the 80/20 Pareto principle in economics. Just why these “laws” hold isn’t fully understood, but they hold nonetheless.

One empirical principle that applies to many data sets is Benford’s Law. This was discovered by the Canadian mathematician and astronomer Simon Newcomb in 1881. Newcomb noted that the earlier pages in books of logarithm tables were more heavily thumbed than later pages, suggesting that logarithms starting with the digit 1 were more common.

This led him to formulate the principle that in any set of data, more numbers would begin with 1 than any other number. The same idea was rediscovered and popularized by Frank Benford in the 1930s.

Benford’s Law applies to a wide range of data sets, such as electricity bills, street addresses, stock prices, and so on. It is so predictable that it can be used to spot fraud in financial accounts. But it does not apply to random sequences. Exactly why is not clearly understood.

Indeed, it is something of a puzzle that mathematicians have discovered that Benford’s Law applies to some integer sequences. But how widely does it apply in these sequences?

To find out, Wu measured how well the law predicts the distribution of first digits in 40,000 sequences randomly chosen from the OEIS database.

It turns out that Benford’s Law crops up much more often than expected. “The results show that many, but not all, sequences satisfy to some degree Benford’s Law,” says Wu, who found that another empirical principle called Taylor’s Law was also widely present.

The next question was a simple step further: Could Benford’s Law and Taylor’s Law be used to distinguish random sequences from those in the OEIS?

To find out, Wu generated 40,000 sequences of random integers and added these to the 40,000 sequences selected from the OEIS. He then trained a machine-learning algorithm to spot OEIS sequences using Benford’s Law and Taylor’s Law and to distinguish them from random sequences.

The results are impressive. The algorithm worked with an accuracy of 0.999 and a precision of 0.9984. That’s significant because it sets up the possibility of an automated process for spotting “interesting” sequences.

One application is immediately apparent. The mathematicians who run the OEIS currently have to process some 10,000 submissions a year. So a way of automatically spotting the most interesting could be useful.

However, the approach has some significant limitations. Mathematicians have defined many interesting and important sequences that have an infinite number of terms but are hard to calculate. Consequently, the database contains only a handful of these terms. These are obviously not suitable for this kind of machine-based analysis.

The broader question is whether this approach can identify elegance or beauty in mathematics. As Wu asks: “Can machine learning identify qualitative attributes of scientific knowledge; i.e., can we tell whether a scientific result is elegant, simple, or interesting?”

This goal may not be entirely futile. If empirical laws such as Benford’s and Taylor’s are an indicator of “interestingness,” as this work suggests, then perhaps this algorithm can be thought of as an arbiter of elegance, at least at some level. 

Euler, of the eponymous relation and one of the greatest mathematicians in history, would surely be fascinated.

Ref: https://arxiv.org/abs/1805.07431 Can Machine Learning Identify Interesting Mathematics? An Exploration Using Empirically Observed Laws

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June 8, 2018 at 10:20AM