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Archivo del Autor: Belen De Leon

Así se transformarán las ciudades con los vehículos autónomos

Lugares como Phoenix, en Estados Unidos, podrían cambiar drásticamente su estilo de vida si experimentos con automóviles sin conductor, como los de la empresa Waymo, tienen éxito. La transición a un nuevo tipo de movilidad colectiva donde haya más zonas peatonales, espacios verdes, vehículos compartidos y camiones autónomos de reparto puede estar a punto de llegar
Source: MIT

This is the one thing every smart home needs – CNET

Few things are more frustrating than poor Wi-Fi in a smart home. That’s why you need a mesh network.
Source: CNET

The electric aircraft is taking off

In 2008, the electric motor vehicle experienced a rebirth triggered by a rise in oil prices. Now in 2018, it is the time for another rebirth — in electrical aviation. Over the decades, advances have been made across the aviation field and on all fronts. In 1986, Burt Rutan made the first non-stop, unrefueled flight around the world.

Now, 30 years later another trip around the world was completed, marking the first electrical powered circumnavigation. The lofty journey started in Abu Dhabi and 16 months later landed back where its journey began. This plane, unlike others that have made the journey before, emitted no emissions and burned no fuel. Instead, it used solar panels, an electric motor and 4 massive 41 kWh lithium-ion batteries.

Called Solar Impulse 2, it changed the world of aviation when it completed its flight in 2016. Since then, the vision of an electrically powered commercial airplane has gone from a dream to a possibility.

A future that includes electric flight is a positive one, slashing the fuel use of current aviation, reducing emissions, and a creating a cleaner environment.

According to the European Commission, airplane emissions currently account for about 3% of total EU Greenhouse gas emissions, and about 4% of world greenhouse gas emissions. It’s a pretty significant percentage that’s growing at a fast rate. By comparison, the emissions per person on a flight from London to New York, is roughly equivalent to a person in the EU heating their home for a whole year.

With electric aviation, these rising emissions could be reduced. It will make the ambitious EU goal of cutting greenhouse emissions to 40% below their 1990 levels by 2030, and to 80% of 1990 emissions by 2050 more feasible.

From the passenger’s perspective, electric aircraft are a massive win. The new planes would result in a cheaper ticket, decreased noise, and a higher rate of climb. With an electric engine, planes are able to maintain performance at higher altitudes where the air resistance is less, unlike combustion engines that operate less efficiently at these altitudes. The aircraft engine would therefore have to be less powerful to generate equivalent speed.

Photo courtesy Getty Images

Challenges

For all the hype and innovation surrounding the ideal of electric flight, there is still a long way to go before our commercial flights are powered by electric engines. The Burt-Rutan designed Long-EZ is an instance of electric flight in recent time. In 2012, as one of the fastest electric aircraft flown, the plane traveled at 202.6 mph, and carried a single passenger. Contrast that to a Boeing 787, which flies at 585 mph, and carries more than 242 passengers. There is still a long way to go, and at the current pace of battery and electrical engine technology it won’t be until 2030 that even hybrid electric technology is used in commercial aviation.

Currently there is a project underway known as the NASA Electric Aircraft Testbed. This project is looking at the current technology obstacles of electric flight. With this test bed, increased efficiency and reduced weight are the goals. The test bed can be adapted to power larger and larger engines as technology is improved.

Another challenge that exists is creating a practical cooling system that can be used. Thermal management for these systems will require a system that can reject anywhere from 50 to 800 kW of heat in flight. A cooling system is required for the integrated power module used for high power electronics. Materials will need to be developed for improved thermal performance, and a lightweight system developed for the power electronics cooling. Superconductivity and supercooled electronics will be required to reduce the electrical resistance of the aircraft.

The Batteries

The most significant limiting factor at this point is not the weight of the engines, or the design of the aircraft, but it is rather the batteries. Batteries at this point cannot provide the power-to-weight ratio needed for electric aviation to be feasible. Currently, jet fuel yields about 43 times more energy than an equivalent mass of battery. The electric aviation industry is making a big bet that energy storage technology will improve significantly in the future. It is possible with battery energy density rising by 5 to 8 percent per year. For batteries to be at a point where it is economically feasible to work in small-scale aviation they will need to achieve about five times their current density. The good thing, is that airplanes are becoming better designed, and will require less and less power as time progresses.

Once all this is figured out and solved another problem exists. How does one swap the batteries out quickly and efficiently enough to allow the planes a quick turnaround time from landing to then picking up new passengers and taking off? The best solution is battery swapping, but even this solution has its difficulties. Batteries have a higher maintenance costs than gas turbines do, and on top of that require replacement after only 1,500 charge cycles. In addition, electricity consumption is highest in the day when these batteries are needed to be charged.

Current Competition

Zunum Aero is a company backed by Boeing and JetBlue that has been working since 2013 on a family of 10 to 50 seat hybrid electric regional aircraft. They started development in October 2017 for a 12 seat aircraft, aiming to fly in 2020. The design includes a series of hybrid ducted fans that are powered by batteries alone for short trips and a range-extending generator providing 1 MW to 4-5 MW. A gas turbine would be used to drive two 550kW generators in order to extend the range of the plane to 700 nautical miles. In February 2018 it was announced that Zunum is building its first prototype.

Photo courtesy of Zunum

Airbus E-Fan X is being developed with Rolls-Royce and Siemens as a hybrid-electric airline demonstrator. Development of this aircraft is building on work completed with the Airbus E-fan, a prototype two-seater electric aircraft that was under development by Airbus. It uses on-board lithium-ion batteries to power two electric motors. First flown in 2014, the E-Fan has an endurance of 60 minutes. The E-Fan X does includes a motor and generator that are not cryogenically cooled and not superconducting leading to more than a 15% loss in efficiency. What they hope to do on the way to an all-electric plane is create a hybrid electric model capable of flying in 2020, while further developing the technology.

Photo courtesy of Airbus

Eviation Alice is an Israeli electric aircraft that is under development by Eviation Aircraft. This plane features three propellers, two on the wingtips and one in the rear of the plane body. The plane features an electric propulsion system and is developed from 95% composite materials.  The company was started in 2015 and is currently underway to manufacture the first prototype of its all electric business and commuter aircraft.

Photo courtesy of Eviation

Wright Electric is a startup aiming to create a commercial airliner that runs on batteries and for distances of under 300 miles. The company was founded in 2016, and has received venture capital from groups such as Silicon Valley accelerator Y combinatory. In September 2017, UK budget carrier EasyJet announced it was developing an electric 180 seater aircraft to be developed by 2027 with Wright Electric. So far the company has built a two seat proof of concept, which contains 600 lbs of batteries.

Photo courtesy of Wright Electric

Ampaire is a recent startup currently undertaking the big task of developing a retrofitted electric aircraft with the aim to be FAA certified by the end of 2020. The aircraft will be able to carry 7-9 passengers, and have a range of up to 100 miles. The company is hoping to develop a battery swapping system, and is hoping to test fly next year.

Joby Aviation has spent the last decade developing their own electric motors and their current VTOL design from the ground up. The company recently secured $100 million in series B financing to prepare for production and certification. According to reports, the new vehicle is being developed to fly as many as five people as far as 150 miles on a single electric charge. This is quite significant for an electric aircraft, and could be used within the commercial aviation area for very short haul flights.

Photo of Joby/NASA collaboration on X57 courtesy of NASA

As streets fill with electric cars in the coming years, let us not forget that there is still a long way to go until our skies are on the same path as our roads. As we follow the long path to successful electric aircraft, we will be reminded of the perilous journey that was followed to achieve successful electric vehicles. Once past the barriers of batteries, engines, and design, these planes will soon be taking off.


Source: TechCrunch

Game of Thrones' Maisie Williams says goodbye to the HBO show – CNET

Is Arya the last woman standing?
Source: CNET

An immodest proposal: it’s time for scooter superhighways

“If a problem cannot be solved,” Donald Rumsfeld once wrote, “enlarge it.” I’m not about to praise him for his accomplishments, but he had a pretty good eye for diagnoses. Which takes us to the problem of urban transit. I complained recently that I didn’t care about scooter startups, because I couldn’t imagine cities ever changing in a way which made scooters really work. But lo, the scales have fallen from my eyes.

What may seem to be the problem: scooters are useful and fun for many, but discarded scooters are an unsightly mess. What’s actually the problem: cities are ruled by the iron fist of King Car. Even with maximum scooter distribution and zero regulation, the real estate occupied by scooters (and bicycles) will only ever be a vanishingly tiny fraction of a vanishingly tiny fraction of that occupied by roads and parking spaces.

The solution, obviously, is to allocate some of the latter to the former. No, not bike lanes. I mean, they have their place, but they’re cramped, they’re difficult to pass in, and their space is still only ever an adjunct to that allotted to the all-devouring demands of King Car. If you want a fourth form of transport (after cars, public transit, and good old walking) to really succeed, don’t put in more bike lanes. Do something much simpler. Ban cars from roads.

Hang on now. Don’t get apoplectic on me. I don’t mean all roads, by any means. I’m anything but anti-car. I own a car, drive frequently, and Lyft more than I should. But in the same way downtown plazas and streets are being converted into pedestrian-only zones — consider Times Square and Herald Square in NYC, (soon) Ste.-Catherine Street in Montreal, etc. — high-density cities should begin to convert some entire multi-lane roads to thoroughfares for two-wheeled electric/manual vehicles only.

If optimized correctly, the number of cars you’d get off the road because of reduced demand for Uber and Lyft should vastly outweigh the traffic displacement and reduced number of parking spaces. Cars will still be able to cross, of course, at lights synchronized for the reduced pace of two-wheelers. Bike lanes, instead of being haphazardly strewn about in a random and often disconnected series of routes, will become feeders for these scooter/bicycle superhighways. And of course streets not shared with cars will be vastly safer.

Add a congestion charge, such that people are incentivized to park their scooters/bikes either along these arteries or in designated storage zones scattered along bike lanes, and the pull of economic gravity will pull them away from cluttered sidewalks and towards well-understood, well-contained spaces. Businesses might complain — until they realize they have vastly more traffic than before.

Think big. Think Park and Amsterdam Avenues in Manhattan; Turk and Sutter/Kearny in San Francisco; Church / Davenport / DuPont in Toronto. But realize at the same time that you’re thinking small; just a couple of roads apiece, in cities which have been dominated by cars and trucks for so long that alternatives seem impossible, unthinkable, laughable. But thinking that way is a form of learned helplessness. Change for the better is entirely possible on physical, financial, technical, and/engineering levels. All that cities lack is imagination and public will.


Source: TechCrunch

Ant-Man and the Wasp opens to $161M, Jurassic World sequel crosses $1B – CNET

Small heroes, big bucks.
Source: CNET

Satellite startups turn to reinventing broadband, mapping and other industries

Smartphones have disrupted transportation, payments and communication. But the underlying technology has tangentially changed a completely different sector: satellites.

The advances made in miniaturizing technologies that put a computer in your pocket — cameras, batteries, processors, radio antennas — have also made it easier and cheaper for entrepreneurs to launch matter into space. And investors are taking notice.

The chart below shows worldwide venture and PE investment in satellite technology companies.

Venture investment into satellite companies has been on a rocket-like trajectory since 2012, following a long fallow period. Although it isn’t pictured here, the last “major” satellite boom peaked in 2006, when there were five venture deals closed with satellite companies worldwide, according to our data set.

Let’s take a look at some of the major players in the satellite sector. Below you can find a chart showing the most-funded private companies currently operating in the industry. We ranked them by total funding, which includes private equity rounds raised after traditional VC rounds (like seed, Series A, etc.).

In general, these satellite companies are clustered around three different themes: broadband internet delivery, hardware development and satellite-enabled services.

On the broadband front, we find a significant concentration of capital. It’s not just because internet connectivity is such a big market (it is), but it also takes a lot of capital to develop and deploy the satellites needed to build a viable service network. That’s part of the reason why SoftBank invested $1 billion in a $1.2 billion private equity round raised by OneWeb back in 2016.

In the world of hardware and sensors, there’s a race toward miniaturization and efficiency both for spacefaring satellites and their terrestrial endpoints. Kymeta, for example, has developed antenna technology that uses a holograph-like approach to acquire, steer and lock a beam to a satellite. This helps objects which move quickly or make sharp turns maintain communication with a satellite.

As with much of the tech industry though, it looks like a lot of money will be made from the services satellite hardware can facilitate. Planet develops and deploys its own array of camera-equipped microsatellites, which regularly capture images of earth. It then sells generalized map and site-specific data feeds to governments, the financial sector, emergency readiness agencies, agriculture companies and others. Planet has some competitors, like Descartes LabsOrbital InsightAstro DigitalOmniEarth and others, competing in the earth-imaging market. But because rich geospatial and imaging data is a relatively new market, there is likely plenty of demand to go around.

In reality, modern satellite applications are more than the story of cheap electronics. Satellites (and the applications enabled by them) sit at the intersection of a number of cutting-edge technologies.

Without machine-taught computer vision systems, it would be impossible to sort and classify the firehose of visual data some satellite networks produce. If there wasn’t such a boom in mobile communications and high-bandwidth applications like live-streaming video, there wouldn’t be as much demand for new satellite technology. Without better and smaller sensors, a constellation of eyes in the sky would be limited to the visible light spectrum. If it weren’t for decades of public investment in rocketry and robotics, these little boxes of circuits and antennas would never leave Earth.

But VCs and entrepreneurs don’t look to the past; instead, they want to know what satellites will do for the future and, eventually, returns.

Methodology

Based on a slightly cleaned-up set of companies in Crunchbase’s satellite communications category and others, which use related keywords like “cubesat” and “nanosatellite,” we charted worldwide venture capital investment in satellite companies between 2012 and 2017. We included angel, seed, convertible note and equity crowdfunding rounds, plus the standard-variety Series A, Series B and Series C financings, as well.


Source: TechCrunch

Serverless computing could unleash a new startup ecosystem

While serverless computing isn’t new, it has reached an interesting place in its development. As developers begin to see the value of serverless architecture, a whole new startup ecosystem could begin to develop around it.

Serverless isn’t exactly serverless at all, but it does enable a developer to set event triggers and leave the infrastructure requirements completely to the cloud provider. The vendor delivers exactly the right amount of compute, storage and memory and the developer doesn’t even have to think about it (or code for it).

That sounds ideal on its face, but as with every new technology, for each solution there is a set of new problems and those issues tend to represent openings for enterprising entrepreneurs. That could mean big opportunities in the coming years for companies building security, tooling, libraries, APIs, monitoring and a whole host of tools serverless will likely require as it evolves.

Building layers of abstraction

In the beginning we had physical servers, but there was lots of wasted capacity. That led to the development of virtual machines, which enabled IT to take a single physical server and divide it into multiple virtual ones. While that was a huge breakthrough for its time, helped launch successful companies like VMware and paved the way for cloud computing, it was the only beginning.

Then came containers, which really began to take off with the development of Docker and Kubernetes, two open source platforms. Containers enable the developer to break down a large monolithic program into discrete pieces, which helps it run more efficiently. More recently, we’ve seen the rise of serverless or event-driven computing. In this case, the whole idea of infrastructure itself is being abstracted away.

Photo: shutterjack/Getty Images

While it’s not truly serverless, since you need underlying compute, storage and memory to run a program, it is removing the need for developers to worry about servers. Today, so much coding goes into connecting the program’s components to run on whatever hardware (virtual or otherwise) you have designated. With serverless, the cloud vendor handles all of that for the developer.

All of the major vendors have launched serverless products with AWS Lambda, Google Cloud Functions and Microsoft Azure Functions all offering a similar approach. But it has the potential to be more than just another way to code. It could eventually shift the way we think about programming and its relation to the underlying infrastructure altogether.

It’s important to understand that we aren’t quite there yet, and a lot of work still needs to happen for serverless to really take hold, but it has enormous potential to be a startup feeder system in coming years and it’s certainly caught the attention of investors looking for the next big thing.

Removing another barrier to entry

Tim Wagner, general manager for AWS Lambda, says the primary advantage of serverless computing is that it allows developers to strip away all of the challenges associated with managing servers. “So there is no provisioning, deploying patching or monitoring — all those details at the the server and operating system level go away,” he explained.

He says this allows developers to reduce the entire coding process to the function level. The programmer defines the event or function and the cloud provider figures out the exact amount of underlying infrastructure required to run it. Mind you, this can be as little as a single line of code.

Blocks of servers in cloud data center.

Colin Anderson/Getty Images

Sarah Guo, a partner at Greylock Partners, who invests in early stage companies sees serverless computing as offering a way for developers to concentrate on just the code by leaving the infrastructure management to the provider. “If you look at one of the amazing things cloud computing platforms have done, it has just taken a lot of the expertise and cost that you need to build a scalable service and shifted it to [the cloud provider],” she said. Serverless takes that concept and shifts it even further by allowing developers to concentrate solely on the user’s needs without having to worry about what it takes to actually run the program.

Survey says…

Cloud computing company Digital Ocean recently surveyed over 4800 IT pros, of which 55 percent identified themselves as developers. When asked about serverless, nearly half of respondents reported they didn’t fully understand the serverless concept. On the other hand, they certainly recognized the importance of learning more about it with 81 percent reporting that they plan to do further research this year.

When asked if they had deployed a serverless application in the last year, not surprisingly about two-thirds reported they hadn’t. This was consistent across regions with India reporting a slightly higher rate of serverless adoption.

Graph: Digital Ocean

Of those using serverless, Digital Ocean found that AWS was by far the most popular service with 58 percent of respondents reporting Lambda was their chosen tool, followed by Google Cloud Functions with 23 percent and Microsoft Azure Functions further back at 10 percent.

Interestingly enough, one of the reasons that respondents reported a reluctance to begin adopting serverless was a lack of tooling. “One of the biggest challenges developers report when it comes to serverless is monitoring and debugging,” the report stated. That lack of visibility, however could also represent an opening for startups.

Creating ecosystems

The thing about abstraction is that it simplifies operations on one level, but it also creates a new set of requirements, some expected and some that might surprise as a new way of programming scales. This lack of tooling could potentially hinder the development, but more often than not when necessity calls, it can stimulate the development of a new set of instrumentation.

This is certainly something that Guo recognizes as an investor. “I think there is a lot of promise as we improve a bunch of things around making it easier for developers to access serverless, while expanding the use cases, and concentrating on issues like visibility and security, which are all [issues] when you give more and more control of [the infrastructure] to someone else,” she said.

Photo: shylendrahoode/Getty Images

Ping Li, general partner at Accel also sees an opportunity here for investors. “I think the reality is that anytime there’s a kind of shift from a developer application perspective, there’s an opportunity to create a new set of tools or products that help you enable those platforms,” he said.

Li says the promise is there, but it won’t happen right away because there needs to be a critical mass of developers using serverless methodologies first. “I would say that we are definitely interested in serverless in that we believe it’s going to be a big part of how applications will be built in the future, but it’s still in its early stages,” Ping said.

S. Somasgear, managing director at Madrona Ventures says that even as serverless removes complexity, it creates a new set of issues, which in turn creates openings for startups. “It is complicated because we are trying to create this abstraction layer over the underlying infrastructure and telling the developers that you don’t need to worry about it. But that means, there are a lot of tools that have to exist in place — whether it is development tools, deployment tools, debugging tools or monitoring tools — that enable the developer to know certain things are happening when you’re operating in a serverless environment.

Beyond tooling

Having that visibility in a serverless world is a real challenge, but it is not the only opening here. There are also opportunities for trigger or function libraries or companies akin to Twilio or Stripe, which offer easy API access to a set of functionality without having a particular expertise like communications or payment gateways There could be similar analogous needs in the serverless world.

Companies are beginning to take advantage of serverless computing to find new ways of solving problems. Over time, we should begin to see more developer momentum toward this approach and more tools develop.

While it is early days, as Guo says, it’s not as though developers love running infrastructure. It’s just been a necessity. “I think will be very interesting. I just think we’re still very early in the ecosystem,” she said. Yet certainly the potential is there if the pieces fall into place and programmer momentum builds around this way of developing applications for it to really take off and for a startup ecosystem to follow.


Source: TechCrunch

In Immigration Fight, Silicon Valley Must Stop Feigning Neutrality

Opinion: Twitter and Facebook need to cut the excuses and consider the greater good when managing content on their platforms.
Source: Wired

How to turn off Samsung's Galaxy notifications on the Galaxy S9 – CNET

These aren’t your typical Android app alerts.
Source: CNET

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