For those unfamiliar with SandDance, it was introduced nearly four years ago as a system for exploring and presenting data using “unit visualizations.” Instead of aggregating data and showing the resulting sums as bar charts, SandDance shows every single row of a dataset (for datasets up to ~500K rows). It represents each of these rows as a mark that can be colored and organized into different areas on the screen. Thus, bar charts are made of their constituent units, stacked, or sorted.
Nice. I hadn’t heard about SandDance until now, but I’m saving for later. You can grab the source on GitHub.
In 1999, at the peak of Hydrogen fuel cell company start ups in California he left BAe to start his own fuel cell company. “My old boss at Rolls Royce pointed out that the Hydrogen needed to come from somewhere. So I looked at other technologies and found metal-air,”he says.
Technically described as “(Al)/air” batteries, these are the — almost — untold story from the battery world. For starters, an aluminum-air battery system can generate enough energy and power for driving ranges and acceleration similar to gasoline-powered cars.
Sometimes known as “Metal-Air” batteries, these have been successfully used in “off-grid” applications for many years, just as batteries powering army radios. The most attractive metal in this type of battery is aluminum because it is the most common metal on Earth and has one of the highest energy densities.
Think of an air-breathing battery which uses aluminum as a “fuel.” That means it can provide vehicle power with energy originating from clean sources (hydro, geothermal, nuclear etc.). These are the power sources for most aluminum smelters all over the world. The only waste product is aluminum hydroxide and this can be returned to the smelter as the feedstock for — guess what? — making more aluminum! This cycle is therefore highly sustainable and separate from the oil industry. You could even recycle aluminum cans and use them to make batteries.
Imagine that — a power source separate from the highly polluting oil industry.
“I rented a lab, read everything on it and then turned back into a Development Engineer, which means: thinking, making, testing and tweaking until you find answers. One or two bolts from the blue and I saw a massive difference on one test,” says Jackson.
But hardly anyone was using them in mainstream applications. Why?
Aluminum-air batteries had been around for a while. But the problem with a battery which generated electricity by “eating” aluminum was that it was simply not efficient. The electrolyte used just didn’t work well.
This was important. An electrolyte is a chemical medium inside a battery that allows the flow of electrical charge between the cathode and anode. When a device is connected to a battery — a light bulb or an electric circuit — chemical reactions occur on the electrodes that create a flow of electrical energy to the device.
When an aluminum-air battery starts to run, a chemical reaction produces a “gel” by-product which can gradually block the airways into the cell. It seemed like an intractable problem for researchers to deal with.
But after a lot of experimentation, in 2001, Jackson developed what he believed to be a revolutionary kind of electrolyte for aluminum-air batteries which had the potential to remove the barriers to commercialization.
“Everything was steady, the hydrogen and gel were almost gone but the power was a lot better.”
His specially developed electrolyte did not produce the hated gel that would destroy the efficiency of an aluminum-air battery. For Jackson, it seemed like a game-changer: “All I needed to do was to tell the government. ‘Simple’, I thought.”
The breakthrough — if proven — had huge potential. The energy density of his battery was about eight times that of a lithium-ion battery. He was incredibly excited. Then he tried to tell politicians…
Despite a detailed demonstration of a working battery to Lord “Jim” Knight in 2001, followed by email correspondence and a promise to “pass it onto Tony (Blair),” there was no interest from the U.K. government.
And Jackson faced bureaucratic hurdles. The U.K. government’s official innovation body, Innovate UK, emphasized lithium battery technology, not aluminum-air batteries.
He was struggling to convince public and private investors to back him, such was the hold the “lithium battery lobby” had over the sector.
This emphasis on lithium batteries over anything else meant U.K. the government was effectively leaving on the table a technology which could revolutionize electrical storage and mobility and even contribute to the fight against carbon emission and move the U.K. toward its pollution-reduction goals.
Disappointed in the U.K., Jackson upped sticks and found better backing in France, where he moved his R&D in 2005.
Finally, in 2007, the potential of Jackson’s invention was confirmed independently in France at the Polytech Nantes institution. Its advantages over Lithium Ion batteries were (and still are) increased cell voltage. They used ordinary aluminum, would create very little pollution and had a steady, long-duration power output.
As a result, in 2007 the French Government formally endorsed the technology as “strategic and in the national interest of France.”
At this point, the U.K.’s Foreign Office suddenly woke up and took notice.
It promised Jackson that the UKTI would deliver “300%” effort in launching the technology in the U.K. if it was “repatriated” back to the U.K.
However, in 2009, the U.K.’s Technology Strategy Board refused to back the technology, citing that the Automotive Council Technology Road Map “excluded this type of battery.” Even though the Carbon Trust agreed that it did indeed constitute a “credible CO2-reduction technology,” it refused to assist Jackson further.
Meanwhile, other governments were more enthusiastic about exploring metal-air batteries.
[…]
Jackson tried to tell the U.K. government they were making a mistake. Appearing before the Parliamentary Select Committee for business-energy and industrial strategy, he described how the U.K. had created a bias toward lithium-ion technology which had led to a battery-tech ecosystem which was funding lithium-ion research to the tune of billions of pounds. In 2017, Prime Minister Theresa May further backed the lithium-ion industry.
Jackson (pictured below) refused to take no for an answer.
He applied to U.K.’s Defence Science and Technology Laboratory. But in 2017 they replied with a “no-fund” decision which dismissed the technology, even though DSTL had an actual programme of its own on aluminum-air technology, dedicated to finding a better electrolyte, at Southampton University.
Jackson turned to the auto industry instead. He formed his company MAL (branded as “Metalectrique“) in 2013 and used seed funding to successfully test a long-range design of power pack in its laboratory facilities in Tavistock, U.K.
Here he is on a regional BBC channel explaining the battery:
He worked closely with Lotus Engineering to design and develop long-range replacement power packs for the Nissan Leaf and the Mahindra Reva “G-Wiz’ electric cars. At the time, Nissan expressed a strong interest in this “Beyond Lithium Technology” (their words) but they were already committed to fitting LiON batteries to the Leaf. Undeterred, Jackson concentrated on the G-Wiz and went on to produce full-size battery cells for testing and showed that aluminum-air technology was superior to any other existing technology.
In tests, Jackson’s Aluminium-Air power technology could create a 1,500 mile range battery with a 90 second swap system. The benefits are obvious: Cost effective for the driver; safe & CO2 free; recyclable and reusable; and with an £0.08 / mile cost to driver. The batteryis also low cost: just £60/kWh (Battery Price to OEM).
[…]
The advantages of aluminum-air technology are numerous. Without having to charge the battery, a car could simply swap out the battery in seconds, completely removing “charge time.” Most current charging points are rated at 50 kW which is roughly one-hundredth of that required to charge a lithium battery in five minutes. Meanwhile, hydrogen fuel cells would require a huge and expensive hydrogen distribution infrastructure and a new hydrogen generation system.
But Jackson has kept on pushing, convinced his technology can address both the power needs of the future, and the climate crisis.
Last May, he started getting much-needed recognition.
The U.K.’s Advanced Propulsion Centre included the Metalectrique battery as part of its grant investment into 15 U.K. startups to take their technology to the next level as part of its Technology Developer Accelerator Programme (TDAP). The TDAP is part of a 10-year program to make U.K. a world-leader in low-carbon propulsion technology.
The catch? These 15 companies have to share a paltry £1.1 million in funding.
And as for Jackson? He’s still raising money for Metalectrique and spreading the word about the potential for aluminum-air batteries to save the planet.
What happens when it runs out of juice? You replace it with a new one while the old one gets recycled. At the beginning of the electric car era when charging infrastructure was nonexistent, the idea of swapping spent batteries for fully charged new ones was considered feasible. Jackson says such a thing could be the future, with his batteries/fuel cells sold at grocery stores and retail outlets. He says the process of disconnecting the old one and connecting the new one will take about 90 seconds.
But is it tin foil hat time? Is this story just another example of some crackpot inventing some radical new product that defies conventional physics, like cold fusion? Lots of people think so, and in fact Jackson says powerful forces have attempted to prevent his idea from reaching a larger audience. But an independent evaluation by the UK Trade and Investment agency in 2017 said Jackson’s invention was a “very attractive battery” based on “well established’” technology, and that it produced much more energy per kilogram than standard electric vehicle types, according to a report in theDaily Mail.
Some comparisons are in order. A Tesla Model S can drive up to 370 miles on a single charge. Jackson says if you drove the same car with an aluminum-air cell that weighed the same as the Tesla’s lithium-ion battery, it would have a range of 2,700 miles. Aluminum-air cells also take up less space. If that same Tesla were fitted with an aluminum-air fuel cell the same size as its current battery, it could run non-stop for 1,500 miles.
[…]
Jackson has also secured a £108,000 grant for further research from the Advanced Propulsion Center, a partner of the Department for Business, Innovation and Skills. His technology has been validated by two French universities. He says: “It has been a tough battle but I’m finally making progress. From every logical standpoint, this is the way to go.”
Austin Electric has three targets for the new batteries — the three-wheeled tuk-tuks used for transportation in many countries such as Pakistan, electric bicycles with far more range than current models, and a program that will convert front wheel drive cars with internal combustion engines into hybrids by fitting aluminum-air batteries and motors to drive the rear wheels.
Jackson expects the conversion operation to start next year. He says the cost of each conversion will be £3,500 or about $4,000. He thinks this will be a proof of concept “stepping-stone” phase in the transition to aluminum-air batteries for all vehicles. “We are in discussions with two aircraft manufacturers. It’s not going to be suitable for jets. But it would work in propeller planes, and be suitable for short-haul passenger and cargo flights.”
It’s ridiculous that this invention is only now going into small scale production and only gets 108k for development. Considering this is relevant and the technology is really viable, this should be on the top of the agenda. What happens to li-ion batteries is melt and destroy the environment.
The UK government could use facial recognition to verify the age of Brits online “so long as there is an appropriate concern for privacy,” junior minister for Digital, Culture, Media and Sport Matt Warman said.
The minister was responding to an urgent Parliamentary question directed to Culture Secretary Nicky Morgan about the future of Blighty’s online age-verification system, following her announcement this week that the controversial project had been dropped. He indicated the government is still keen to shield kids from adult material online, one way or another.
“In many ways, this is a technology problem that requires a technology solution,” Warman told the House of Commons on Thursday.
“People have talked about whether facial recognition could be used to verify age, so long as there is an appropriate concern for privacy. All of these are things I hope we will be able to wrap up in the new approach, because they will deliver better results for consumers – child or adult alike.”
The government also managed to spend £2.2m on the aforementioned-and-now-shelved proposal to introduce age-verification checks on netizens viewing online pornography, Warman admitted in his response.
Mercedes-Benz car owners have said that the app they used to remotely locate, unlock and start their cars was displaying other people’s account and vehicle information.
TechCrunch spoke to two customers who said the Mercedes-Benz’ connected car app was pulling in information from other accounts and not their own, allowing them to see other car owners’ names, recent activity, phone numbers, and more.
The apparent security lapse happened late-Friday before the app went offline “due to site maintenance” a few hours later.
Japanese hotel chain HIS Group has apologised for ignoring warnings that its in-room robots were hackable to allow pervs to remotely view video footage from the devices.
The Henn na Hotel is staffed by robots: guests can be checked in by humanoid or dinosaur reception bots before proceeding to their room.
Having heard nothing, the researcher made the hack public on 13 October. The vulnerability allows guests to gain access to cameras and microphones in the robot remotely so they could watch and listen to anyone in the room in the future.
The hotel is one of a chain of 10 in Japan which use a variety of robots instead of meat-based staff.
So far the reference is only to Tapia robots at one hotel, although it is not clear if the rest of the chain uses different devices.
The HIS Group tweeted: “We apologize for any uneasiness caused,” according to the Tokyo Reporter.
The paper was told that the company had decided the risks of unauthorised access were low, however, the robots have now been updated.
The chain has suffered a bunch of other issues with the robots, including problems with voice recognition systems reacting to guests snoring and a failure of the reception dinosaurs to understand guests’ names
As with browser add-ons, you’re entirely at the mercy of a developer. And should they use their powers for evil, you could be giving up everything you’re saying to your device to some random person.
At least, that’s the scenario presented by Germany’s Security Research Labs (SRLabs), who built a number of dummy Skills (Amazon) and Actions (Google) that passed both company’s checks and were actually listed for download to your Echo or Google Home devices. The catch? As Ars Technica describes:
“The malicious apps had different names and slightly different ways of working, but they all followed similar flows. A user would say a phrase such as: ‘Hey Alexa, ask My Lucky Horoscope to give me the horoscope for Taurus’ or ‘OK Google, ask My Lucky Horoscope to give me the horoscope for Taurus.’ The eavesdropping apps responded with the requested information while the phishing apps gave a fake error message. Then the apps gave the impression they were no longer running when they, in fact, silently waited for the next phase of the attack.
The security researchers actually developed two kinds of apps—one for eavesdropping, one for phishing—that both worked similarly. In the former, the app would simply do whatever it is you told it to, but it wouldn’t stop recording your voice; in the latter, the app would pretend to accomplish a task, wait a bit, then give you a fake message that your device was updated and you needed to provide your password for the update to complete. And any password you then provided was shuffled off to the developer’s servers.
Both Amazon and Google have since pulled the offending skills/actions—after being notified of their existence by SRLabs—and are working on extra “mechanisms” and “mitigations” to ensure these kind of exploits don’t make their way into other skills and actions
For years I’ve gone back and forth over the practice of obscuring license plates on photos on the internet. License plates are already publicly-viewable things, so what’s the point in obscuring them, right? Well, now I think there actually is a good reason to obscure your license plates in photos because it appears that Google and Facebook are actually reading the plates in photos, and then making the actual license plate alphanumeric sequence searchable. I tested it. It works.
Starting with Google, the way this works is to search for the license plate number using Google Images. That’s it.
In my testing, I started with my own cars that I know have had images of their license plates in Jalopnik articles. For my Nissan Pao, a search of my license plate number brings up an image of my car, from one of my articles, as the first result:
It’s worth noting that the image search results aren’t even trying to differentiate the search term as a license plate; the number sequence has just been tagged to the photo automatically after whatever hidden Google OCR system reads the license plate. This can mean that someone searching a similar sequence of characters could likely end up with a result for your car if enough of those characters match your license plate.
[…]
I just checked a test I did on Facebook earlier today to see if they’re reading and tagging license plates, and, yep, it appears they are:
So, people can type your license plate into Facebook and, if it’s visible in any of your photos, it seems like it’ll show up! Great for you budding stalkers out there!
The takeaway here is that you should just assume your license plate is known and tagged to pictures of your car. Even if you obscure your plate in every image you yourself post, there’s no way to know what images your car and its license plate may be in the background of, meaning if it’s not searchable yet, it likely will be.
I suppose the positive side is that if you see a hit and run or someone’s blocking you in, it’s a lot easier to find out who’s being the jerk. On the negative side, it’s just a reminder that privacy in so many ways is eroding away, and there’s damn little we can do about it.
Forty-seven state attorneys general have now joined a sweeping investigation into Facebook’s business practices aimed at determining whether the company has engaged in anti-competitive behavior, ignored privacy laws, or violated any other laws, according to the New York Attorney General’s office.
In a statement on Tuesday, Letitia James, the Democratic attorney general of New York, said in a statement that investigators would use every tool at their disposal “to determine whether Facebook’s actions stifled competition and put users at risk.” The officials also aim to determine whether Facebook has “reduced the quality of consumers’ choices” and “increased the price of advertising.”
“When competition is blocked, innovation can be stifled and consumers are harmed. Facebook, like every other company, must comply with our antitrust laws, and this investigation is looking into whether it has,” said Wisconsin Attorney General Josh Kaul, adding: “No one is above the law.”
The probe is the latest sign of a growing bipartisan unease with the immense sway a small number of tech companies hold over the digital economy. Google’s market power is likewise being scrutinized by attorneys general in four dozen states. And the U.S. Justice Department, reflecting concerns that “Big Tech” is abusing its control to stifle competition in markets, announced a broad antitrust review of Facebook, Google, Amazon, and Apple this summer.
Earlier in October, Hyperstealth filed a patent for the material, which doesn’t require a power source and is both paper-thin and inexpensive — all traits that could make it appealing for use on the battlefield.
According to a press release, it works by bending the light around a target to make it seemingly disappear. This light can be in the visible spectrum, or it can be ultraviolet, infrared, or shortwave infrared light, making the material what Hyperstealth calls a “broadband invisibility cloak.”
Ready for Battle
Alongside the news of the patent application, Hyperstealth released more than 100-minutes worth of footage describing and demonstrating the material — and if the press release doesn’t make it clear that the military is the company’s target customer, the video footage sure does.
In one segment, Hyperstealth shows how it can hide a scaled-down version of a tank by placing a sheet of the material above it. In another, it renders a small jet invisible by placing it behind the “Quantum Stealth” material.
As part of the Combat Air Forces Contracted Air Support programme, the companies will fly their own fleets of fighter aircraft against USAF types during Red Flag-series exercises, the USAF says in an online award notice posted on 18 October. Such activities are meant to help the service improve its performance fighting against a growing number of high-performance aircraft in China and Russia’s inventories.
The seven companies awarded contracts are: Air USA, Airborne Tactical Advantage, Blue Air Training, Coastal Defense, Draken International, Tactical Air Support and Top Aces. The service says it received a total of eight offers, but has not disclosed which bidder failed to secure a contract.
Draken International Mirage F1Ms bought from Spanish air force
Draken International
The USAF wants its third-party contractors to fly 30,000 adversary air sorties annually in the continental United States, Alaska and Hawaii, according to a request for proposals issued in August 2018. The service also wants aircraft for 10,000 close air support sorties annually in the continental United States to facilitate joint terminal attack controller training.
The USAF wants contractors with a mix of aircraft types for its fourth- and fifth-generation aircraft pilots to train against. All platforms must be able to carry government-supplied electronic countermeasures pods and infrared captive air training missiles, and be compatible with arresting systems on an airfield, among other common requirements.
Multiple companies have bought and overhauled ageing fighters from foreign countries to participate in the Combat Air Forces Contracted Air Support programme. For instance, Draken International bought a fleet of 22 Dassault Mirage F1Ms and F1Bs from the Spanish air force.
The Combat Air Forces Contracted Air Support programme is expected to run from this month until October 2024, according to the USAF.
Separately, the Pentagon is looking for ways to train its fighter pilots to combat stealth aircraft, such as China’s Chengdu J-20 or Russia’s Sukhoi Su-57. In 2017, the US Department of Defense funded the development and testing of a fifth-generation aerial target. Such an unmanned air vehicle would be a high-performance, fighter-sized aircraft that is intended to represent stealthy threats in training exercises.
