The National Weather Service's Space Weather Prediction Center is calling the eruption a radio blackout event. The center reported that the solar flare could affect satellites and cause GPS errors.
Electrical power lines could be hit by extra current, and high frequency communications could be blocked when the radiation hits Earth.
NASA categorized Saturday's flare as an X1-class eruption. X-class solar flares are the most intense eruptions. The number adds more information about its strength. An X2, for instance, is twice as intense as an X1.
Last fall, the sun emitted a series of intense solar flares that caused radio blackouts and affected GPS systems.
Between Oct. 23 and Oct 30, the sun emitted four X-class solar flares.
Scientists said they weren't surprised to see an increase in solar flares since the sun is approaching the peak of the its normal 11-year activity cycle.
The largest flare in this current cycle was emitted on Aug. 9, 2011. That flare was an X6.9.
As reported by The Hill: The Federal Communications Commission (FCC) voted Monday to boost Wi-Fi capabilities by releasing more of the airwaves for use.
Increasing the capability of Wi-Fi “is a big deal,” FCC Chairman Tom Wheeler said during the commission’s monthly meeting.
“Faster connections, less congestion all make it easier to get online,” which creates “all kinds of new opportunities for entrepreneurs and innovators,” he said.
The unanimous vote frees up 100 MHz of airwaves in the lower part of 5 GHz spectrum band. Previously, the FCC reserved those airwaves for exclusive use by a satellite phone company.
The FCC vote opens those unlicensed airwaves so they can be used by consumer electronics equipment, including Wi-Fi routers. With the new airwaves, Wi-Fi equipment can handle more traffic at higher speeds.
“This items transforms the spectrum from virtually unusable to usable for Wi-Fi,” Wheeler said.
Commissioner Jessica Rosenworcel, who's a vocal advocate of opening up unlicensed airwaves to create opportunities for experimentation and innovation, pointed to unlicensed airwaves' economic benefit, which is already at $140 billion annually.
The move will benefit both Wi-Fi users and smartphone users who “offload,” or switch to Wi-Fi airwaves when their mobile networks are congested, she said.
Republican Commissioner Michael O’Rielly echoed the optimism about future innovative uses of Wi-Fi airwaves.
“The beauty of unlicensed spectrum … is that no one can predict with certainty what it will be used for,” he said.
Commissioners called for more unlicensed airwaves to further boost Wi-Fi capabilities.
“Let’s not stop here,” Rosenworcel said, calling on the agency to find space for unlicensed use in the 3.5 GHz and 600 MHz spectrum bands.
Members of the tech industry commended the FCC for its move to boost Wi-Fi.
“Wi-Fi is about to get bigger, better, and faster,” said WiFiForward in a statement. The trade group includes Google, Comcast, Microsoft and Best Buy.
“The FCC's action will create a new environment for experimentation, new business models, and better Wi-Fi,” the group said.
In a blog post Monday, Cisco, which builds Wi-Fi equipment that relies on unlicensed waves, said the FCC’s action “eliminated the ‘speed bump’” that capped the capabilities of Wi-Fi airwaves.
“This will make it easier for all of us to consume a wide range of content on our mobile devices, most notably high definition video without frustrating lags or delays,” Cisco Director of Government Affairs Mary Brown wrote.
As reported by NPR: Years late, the Transportation Department issued a rule Monday that will require rearview technology in all new cars and many light trucks — an effort to reduce deaths and serious injuries caused by backup accidents. The final rule issued by the National Highway Traffic Safety Administration will require all new vehicles under 10,000 pounds and built beginning May 1, 2018, to meet the new rear-visibility standards. The rule includes buses and trucks; motorcycles and trailers are exempt. The rearview cameras can be mounted on many different parts of the vehicle somewhere on the rear of the car. They must give drivers a field of vision measuring at least 10 by 20 feet directly behind the vehicle. The system must also meet other requirements including dashboard image size, lighting conditions and display time. Backup accidents involving light vehicles cause an average of 210 deaths and 15,000 injuries a year, and victims often are children and the elderly, the government said. Children under 5 years old account for 31 percent of the deaths each year, while adults 70 years of age and older represent about 26 percent. NHTSA said the new rule, required in the Cameron Gulbransen Kids Transportation Safety Act, will save between 13 to 15 lives per year and prevent as many as 1,125 injuries annually. The measure, signed into law in 2008, was named for a 2-year-old Long Island boy whose pediatrician father backed over him in their driveway in 2002. Although Congress passed the measure with strong bipartisan backing, delays in researching and writing the rules pushed the federal mandate past a number of deadlines. Critics charged that the government was reluctant to put additional financial burdens on the auto industry already crippled by an economic downturn, even though some manufacturers had started to install rearview technologies like sensor systems. In the United States, 44 percent of 2012 models came with rear cameras standard, and 27 percent had them as options, according to the automotive research firm Edmunds. "This day has been a long time coming, and we urge automakers to move quickly to beat the 2018 deadline," said Ellen Bloom, senior director of federal policy at Consumers Union. The government estimates that a rearview system will cost between $132 and $142 per vehicle. For vehicles that already have a dashboard display screen, upgrading it to comply with the rule will cost less, about $43 each. Compliance will be phased in by manufacturers starting in May 2016, before it becomes mandatory two years later. "Today's decision will save lives and save money for consumers," said Jackie Gillan, president of Advocates for Highway and Auto Safety. "Every make and model will be required to meet this new safety standard and every family will benefit." Researchers at the University of California, Irvine, started looking into the problem in the 1990s after noticing toddlers showing up in hospital databases of injured child pedestrians— many of them hurt or killed by vehicles backing out of home driveways. In 1993, the NHTSA sponsored several studies that noted the disproportionate effect of backup accidents on child victims. One report explored sensors and cameras as possible solutions, noting the accidents "involve slow closing speeds and, thus, may be preventable."
As reported by SlashDot: The cab companies got Seattle to
crack down on ridesharing companies by arguing that by
letting drivers charge money for rides, they were essentially operating illegal
unlicensed taxi services. So it's not hard to imagine other cities taking similar
action on the same ambiguous legal grounds, as Los Angeles did in sending
cease-and-desist
notices to Uber, Lyft and Sidecar, ordering them to stop operating entirely.
I tried some of these services and actually never saw what the big deal was. Much of the time, they were almost as expensive
as taxis, much too pricey to use on a regular basis, and I would never use them unless my own poor planning left me
somewhere without my own car and desperate somewhere faster than public transit could take me. Perhaps cab companies
were afraid of where the services were eventually headed -- especially towards a model where drivers could set their
own prices. As far as I know, currently all ridesharing services set a minimum price per mile and don't let drivers
set their rate any lower. But many drivers would probably be willing to drive at a price lower than what the app allows,
and a set-your-own-price model probably really would put the cab companies out of business.
Perhaps some cities will take a more benign view of ridesharing in the long run, but as long as money is changing hands,
(1) the city will certainly view it as within their rights to regulate the ridesharing industry, and (2) taxi companies
will be able to argue, not unreasonably, that the companies are effectively running unlicensed taxi services.
Of course the real solution would be for cities to
stop
limiting the supply of taxi medallions and artificially enriching cab companies at everyone else's expense (if the city's
concern is with rider "safety", they could increase the number of taxi medallions while still requiring all drivers to take
safety training). But that doesn't seem likely to happen any time soon. So instead,
what if a company created an app that attempted to circumvent
the legal restrictions, by allowing users to trade rides -- not for cash, but for returning the favor? Here's how it could work: When you sign up as a new user, you have a "miles" balance of zero. (The very first users
of the system would have to start out with a nonzero balance, so that there are some
units in the system to trade,
but everyone who joins after that starts at zero.) You have to earn
miles by giving someone else a ride before you can
redeem your miles by getting a ride yourself. So you log in as a
driver, and some other user "hails" you through their smartphone
app, much as riders hail drivers through Uber or Lyft. You pick up a
passenger and give them a ride to their destination, and
at the end of the journey, they transfer a number of "miles" to you
indicating how far you drove them. You now have a positive
miles balance, and you can "spend" it by hailing a ride yourself later
on. Drivers and riders could leave ratings
for each other just as they do on Uber and Lyft. What
Couchsurfing is to Airbnb, this service
would be to Uber.
Since no money is changing hands, the arrangements would presumably not be covered by existing taxi statutes. You could
even make an argument that a city couldn't pass a law regulating these ride-trades even if they wanted to, because as voluntary
arrangements between consenting parties, they're protected under our First Amendment right of freedom of association!
Of course, libertarians believe all commercial transactions
between consenting parties ought to be exempt from
regulation as well, but most state and local governments take a dim view
of that premise. However, take money out of the equation,
and you're on much stronger ground that your ride-trading arrangements
aren't covered by existing laws.
(It is of course silly and inconsistent that the law often forbids selling something for money, but allows trading it for
something of "value", or permits it if the nature of the trade is not made explicitly clear. If a girl sleeps with you and
you occasionally "lend" her money, she's a high-maintenance girlfriend, but if she ever does you the courtesy of spelling out
the arrangement explicitly, she's a prostitute and can go to jail. But as long as the government makes those silly and
arbitrary distinctions, we might as well use them when they count in our favor.)
Would ride-trading with strangers be safe?
Well, when a rider pages a driver, the system could tell the rider the license plate of the car
associated with that driver's profile, so unless the driver was in a stolen car, the system would always have a record of
the license plate (and, hence, the owner) of any car that picked up a passenger. More generally, if I were a user in
a system like this and someone told me it sounded unsafe, I would just say the same thing I always say about
Couchsurfing (where I've hosted over 50 people with no bad experiences).
Namely: "Look, have you or any of your friends ever gone home with someone you met at a bar? And that's fine, I'm not
judging you, I'm just saying that was a hell of a lot more risky than meeting up with someone in a system where you can
read other people's references." Besides, in many cities there's already thriving subculture of
slugging -- picking
up total strangers so you can use the carpool lane and they get a free ride.
I feel like I would be happy to have this ride-trading service available
if I ever wanted a quick ride across town and didn't have my
car. The only "cost" to me would be the cost of giving someone an
equal-length ride at some other point in time when I
wasn't in a hurry. (Or even giving someone a lift to a place that I was
already going.) It's an efficient transaction
because it lets me spend miles when my time is valuable, and then rack
up the miles later on when I have
some time to kill that's not as valuable. You can realize even more
efficiencies by letting people pay "premium rates"
for periods when demand is high (Friday and Saturday nights) or supply
is low (early mornings when people need rides
to the airport), so that the balance of miles that you pay for a ride
may be greater than the actual number of miles
traveled. On the other hand, there's an inefficiency in that the system cannot serve the needs of people who want a ride, but
whose time is too valuable to spend it driving in order to "earn" the miles to redeem for the ride. This is a limitation
in any system that bans money as a means of trade and only lets you trade a service for a repayment-in-kind of the
same service. To environmentalists who would object that this promotes greater car usage: First of all, it might result in more
impromptu car pooling over routes that were being inadequately served by buses, in which case the passengers were
going to have to take cars anyway, so they might as well be piled into fewer of them. But in any case, I would
actually take the bus more if a service like this existed. I live in Bellevue, about a 20-minute bus ride
outside of Seattle, and I'd gladly take the bus in to Seattle if I was going to a specific destination close
to the bus line, and knew I was coming right back afterwards. The problem is that once I'm in Seattle, if I want
to get to some other arbitrary destination in Seattle, taking public transit is slow and
annoying (and, you may have heard,
often involves some waiting around in the rain). I drive my car in to Seattle not because I want to drive to the city,
but in order to have a car while I'm there. If I could summon a ride in under two minutes to take me anywhere
else in the city (with the only price being to return the favor to someone else later), I wouldn't need my car and
could take the bus downtown.
So, even assuming a service like this would be useful, why would a company create it?
We know how Airbnb and Uber make money, by skimming a cut off of each
transaction. But how would a company make money just by connecting riders and drivers for complimentary rides through
a free app? Well, Couchsurfing connects users for free stays in each other's
houses, and they got venture capitalists to
invest $22 million. The thinking
seems to be that if even a free a service has enough users, it
must be worth something. The major obstacle to deploying the system, is that the system would
require a critical mass of users in any given city, before it could
become
effective. If there aren't enough drivers active in the city, then
hailing a ride would take so long that after
factoring in the delay, you might as well have taken the bus. You'd
need enough drivers active to be reasonably sure
that in any given neighborhood, you can catch a ride quickly -- and for
the drivers have to be out in force, they have
to know that there's a critical mass of riders who are ready to offer some miles in their balance for rides.
Services that require a critical mass of users in order to be successful, are notoriously hard to get off the ground.
If the project had the feeling of a social movement behind it -- in the spirit of resource sharing,
as well as environmental friendliness insofar as people like me would be more likely to start using the bus --
perhaps the founders could sign up a base of users over time, prior to actually launching the service.
And then once the number of enrolled users was large enough, could launch the live service with a critical mass of users
already in place. (Of course, if they tried that out here, this being Seattle, most of those enrolled users who said they
would show up, would probably flake out.)
As reported by Liberty Voice: The NFL is nothing if not tops in adopting new technology.
At least, they consider themselves to be near the top. Yet the idea of
using GPS as a means to monitor a football player’s performance and
health is only starting to make its way around the league. At the
moment, a number of individual teams are eyeing the new technology and,
sooner rather than later, the league itself might get involved. Revenue
being the alpha and omega of the NFL’s existence, the league likely has
its own ulterior motives for seeing a complete adoption of GPS. The reason? In a nutshell, better performance means
healthier players, and healthier players play longer. And players that
play longer might give the league what it wants: an 18-game season.
The idea of monitoring athletes with GPS, or a Global
Positioning System, has been around for a few years and over 400 sports
leagues around the world are already using the technology to some degree
or another. Most of the Australian Rugby League, half of the English
Premier League, and a number of NBA teams have jumped on board.
Australian-based Catapult Sports, the world’s largest maker of the
devices, sees American sports as the next great frontier. The NHL has
starting looking into the technology, the NCAA national champion Florida
State Seminoles have been experimenting with it and, as of now, 12 NFL
teams have officially started incorporating it into their practices.
A football player wearing a GPS device is like a race car
feeding data back to its crew. If the car is running low on gas, its
tires starting to wear out, or the driver’s instincts are starting to
falter, the crew knows in real-time, just as an NFL coach can watch for
signs a player needs to slow down or be taken out of a practice.
Performance factors like the force of hits a player suffers, fatigue
over a period of time, strength and conditioning results, the amount of
ground a player covers and on and on can suddenly be quantified. And
within all this data is the means to possibly prevent, or at least
delay, player injuries.
In a league as lousy with injuries as the NFL, anything
that might keep its players healthy is worth its weight in gold. And
since Roger Goodell has never been one to hide his intention to put as
much football on television as possible, there are both sincere and
ulterior motives to use technologies like GPS to keep everybody around.
Depending on one’s level of cynicism, it is possible to imagine the
league sincerely cares about the health of its players. But it is also
undeniable the league profits from players staying on the field as long
as they can during a season.
Despite the league’s fantastic popularity, the problem of
what to do with injured players is desperately important for any
long-term survival plans. The looming lawsuits by former players are as
serious as the NFL’s ever had to face, and there is no guarantee it will
come out in their favor. There is also been a significant drop in youth
league participation- a 9.5 percent drop between 2010 and 2012- meaning
parents are very concerned about the concussion. The league claims new
advances in helmet design will protect from concussions, but it remains
to be seen if the kids will be allowed to come back.
GPS will become an integral part of the effort to minimize
injuries and keep the league as lawsuit free as possible. Fortunately,
teams using GPS have already seen results. The Florida State program
says certain injuries have been reduced by almost 90 percent and over in
Australia, the major Aussie-rules football leagues claim an almost 50
percent decrease. There is no reason to think the NFL can’t see
comparable results in upcoming years.
The question Roger Goodell is undoubtedly asking himself is
what to do with all these future healthy players. Adding two more teams
to the playoffs is not even a hypothetical; by 2015 or 2016, it will be
a reality. What comes after is the big question. The league has
recently denied it, but their ulterior motive, their fondest wish if
players can play longer, is to expand the season to 18 games. The NFL’s
Player Association has repeatedly fought it, but if the league agrees to
eliminate a few pre-season games and dangle enough money, the
Association will likely give in. Bloated or not, the league will get its
18 games.
So GPS seems to be a promising technology, not just for
professionals but athletes in general. For NFL players, though, it could
end up being a both a blessing and a curse. Healthy enough to keep
playing but worn down by so much more time on the field, they might end
up thinking nothing has really changed.
As reported by Motor Authority: Facebook's purchaseof OculusVR may be making headlines, but Ford has liked its virtual-reality technology for some time. In its Virtual Reality Immersion Lab, the Dearborn automaker uses Oculus Rift headsets to evaluate the exterior and interior designs of cars that don't exist in the physical world, at least, not yet. Once they don a headset, engineers can explore virtual vehicles while motion-capture cameras track their movements and coordinate with software to match the digital presentation with their movements in the physical world. This allows Ford to evaluate designs without having to spend time crafting mockups. Engineers can walk around a virtual car to preview its exterior design, or "get in" to see if the interior layout will work once the car leaves the design studio and is put in the hands of customers.
Virtual reality speeds up the design process, Ford says. The Rift system can switch between different lighting conditions so engineers can see, for example, how a car will look in bright sunlight and compare it to how it would look on a cloudy day. Employees in Dearborn can also link with counterparts in Australia, Brazil, China, Germany, and India, keeping everyone on the same page.
The technology also gives Ford engineers X-ray vision. They can--virtually--see through a vehicle's structure, which helps when making decisions about the packaging of mechanical hardware, and changes to the design that might interfere with hard points.
So while it's unclear what Facebook's plans for Oculus are, it seems Ford has found plenty of use for virtual reality.
As reported by IT World: A little-known U.S. space plane quietly broke its own space endurance record this week as its current unmanned mission surpassed 469 days in space.
Much of the information about the X-37B and its mission is classified, but the little that is public points to it being a development vehicle for new Air Force space capabilities while serving a secondary role for the U.S. military and intelligence community as a testbed for new space-based surveillance technologies.
The current mission, dubbed USA-240, is the third for the X-37B and began on Dec. 11, 2012, atop an Atlas V rocket at Cape Canaveral. The spacecraft is taken into orbit on a rocket but lands like the space shuttle by gliding down to Earth.
That isn't the only similarity it shares with the space shuttle. It looks visually similar, sort of like a mini shuttle, and it, too, started life as a NASA project. The space agency solicited proposals in 1998 for projects that would push the boundaries of space development and exploration, and later awarded Boeing a $137 million contract for the X-37.
Originally envisioned as something that would be launched from the shuttle to test reusable launch vehicle technology, the X-37 never made it into space and eventually was transferred from NASA to the Defense Advanced Research Projects Agency (DARPA) in 2004.
That's when it moved into the shadows.
It didn't emerge again until April 22, 2010, when the Air Force launched an Atlas rocket carrying what had been renamed the X-37B. Details of the mission were kept secret, but soon after launch, amateur satellite hunters spotted the X-37B orbiting the Earth at about the same altitude as military satellites.
The mission lasted 240 days, ending with a landing at Vandenberg Air Force Base in California on Dec. 3, 2010.
A second mission, using a second spacecraft, took to the skies just under three months later, on March 5, 2011. The gap allowed engineers to make some changes to the craft based on what had been learned in the first flight.
Again, little information was forthcoming from the Air Force, but the flight turned out to be a record breaker. Though the mission was designed to last up to 270 days, the Air Force said it would push past that point and kept the X-37B in orbit until June 16, 2012 -- a total of 469 days in space -- ending again at Vandenberg.
The current mission has now surpassed that record-breaking second flight.
The X-37B program appears to be aimed at giving the Air Force a space plane that can stay aloft for long periods, return to Earth and then be turned around fast and put back into orbit, said Jonathan McDowell, an astrophysicist at the Harvard-Smithsonian Center for Astrophysics and an authority on satellites and launches.
"The Air Force now has a policy of acquiring capabilities rather than missions, so some general somewhere probably thinks it would be spiffy to have a space plane that can launch at short notice," he said. "It's worthwhile learning lessons from the shuttle and how to do turn-arounds cheaper."
Mystery surrounds the actual missions being undertaken during these flights, but McDowell thinks it's serving a similar role as the space shuttle by carrying a science or intelligence payload.
"I believe it's testing some kind of experimental sensor for the National Reconnaissance Office; for example, a hyperspectral imager, or some new kind of signals intelligence package," said McDowell. "The sensor was more successful than expected, so the payload customer asked the X-37 folks to keep the spacecraft in orbit longer."
That theory is backed up by comments made by the Air Force to The Christian Science Monitor before its first flight that it would be involved in "various experiments" that will allow "satellite sensors, subsystems, components and associated technology" to be taken to space and back.
Another clue to the X-37B's role might be in its control within the Air Force's Rapid Capabilities Office, a Washington, D.C., unit that attempts to fast-track new technologies to help deal with specific threats that might have a short lifespan. That's distinctly different from the rest of the Air Force's space operations.
The Rapid Capabilities Office officially reports to senior U.S. military leaders but also,according to Aviation Week and Space Technology, exists as a "little acknowledged interface between the Air Force and the intelligence community."
NASA categorized Saturday's flare as an X1-class eruption. X-class solar flares are the most intense eruptions. The number adds more information about its strength. An X2, for instance, is twice as intense as an X1.
