U.S. aircraft manufacturer Boeing plans to enter the flying car business in Asia by 2030, looking to tap demand for the fast travel the vehicles could provide in the region's traffic-choked cities. Nikkei: Boeing Chief Technology Officer Todd Citron revealed the plans in an interview with Nikkei. The company is developing electric vertical take-off and landing (eVTOL) craft at subsidiary Wisk Aero. The aircraft will adopt autonomous technology, rare among eVTOL craft. The plan is to first obtain certification in the U.S. before expanding into Asia. Details of the Asia business will be finalized in the future, including whether Boeing will sell the aircraft to companies aiming to provide eVTOL transportation services or operate the services itself.

Boeing is currently considering which country in Asia to enter first, including Japan. In Japan, domestic startup SkyDrive and Germany's Volocopter are scheduled to operate air taxi services at the 2025 Osaka World Expo. Boeing opened a research and development base in Nagoya on Thursday. It first established R&D operations in Japan in 2022 but had been renting space from other companies until now.

U.S. lawmakers have moved closer to enacting a countrywide ban on TikTok. From a report: Last month, the House of Representatives passed a bill by a wide margin that would ban distribution of TikTok in U.S. unless TikTok's Chinese parent, ByteDance, sells its ownership in the app within 165 days of the law's enactment. On Wednesday, House Speaker Mike Johnson issued a new proposal that would extend the sale requirement deadline to nine months, with a potential for a 90-day extension -- addressing a key concern of Sen. Maria Cantwell (D-Wash.), chair of the Senate's Commerce, Science and Transportation Committee, that the divestiture timeline was too short.

The revised TikTok ban proposal is tied to a broader bill providing emergency aid for Ukraine and Israel; the House is expected to vote on the measure Saturday, and if it passes would move to the Senate. President Biden has said he will sign the TikTok divest-or-ban legislation into law. On Wednesday evening, Cantwell said she supported the revised TikTok ban bill. "I'm very happy that Speaker Johnson and House leaders incorporated my recommendation to extend the ByteDance divestment period from six months to a year," she said in a statement. "As I've said, extending the divestment period is necessary to ensure there is enough time for a new buyer to get a deal done. I support this updated legislation."

An anonymous reader shared this report from the Los Angeles Times: A network of air monitors installed in Northern California has provided scientists with some of the first measurable evidence quantifying how much electric vehicles are shrinking the carbon footprint of a large urban area. Researchers from UC Berkeley set up dozens of sensors across the Bay Area to monitor planet-warming carbon dioxide, the super-abundant greenhouse gas produced when fossil fuels are burned. Between 2018 and 2022, the region's carbon emissions fell by 1.8% each year, which the Berkeley researchers concluded was almost exclusively owed to drivers switching to electric vehicles, according to a study published in the journal Environmental Science & Technology.

In that time, Californians purchased about 719,500 zero-emission or plug-in hybrid vehicles, more than triple the amount compared to the previous five years, according to the California Department of Energy. The Bay Area also had a higher rate of electric vehicle adoption than the state as a whole.

While the findings confirm the state's transition to zero-emission vehicles is substantially lowering carbon emissions, it also reveals these reductions are still not on pace to meet the state's ambitious climate goals. Emissions need to be cut by around 3.7% annually, or nearly twice the rate observed by the monitors, according to Ronald Cohen, UC Berkeley professor of chemistry. Although cars and trucks are the state's largest source of carbon emissions, it underscores the need to deploy zero-emission technology inside homes and for the power grid.

"I think what we see right now is evidence of strong success in the transportation sector," Cohen said. "We're going to need equally strong success in home and commercial heating, and in the [industrial] sources. We don't yet see significant movement in those, but policy pushing on those is not as far ahead as policy on electric vehicles." Although cities only cover roughly 3% of global surface area, they produce about 70% of carbon emissions.

"Federal regulators are investigating a whistleblower's claims about flaws in the assembly of Boeing's 787 Dreamliner," NPR reported this week: Longtime Boeing engineer Sam Salehpour went public Tuesday with claims that he observed problems with how parts of the plane's fuselage were fastened together. Salehpour warns that production "shortcuts" could significantly shorten the lifespan of the plane, eventually causing the fuselage to fall apart in mid-flight. "It can cause a catastrophic failure," Salehpour said Tuesday during a press briefing to discuss his claims.

A spokesman for the FAA confirmed that the agency is investigating those allegations, which were first reported by the New York Times, but declined to comment further on them. Boeing immediately pushed back. "These claims about the structural integrity of the 787 are inaccurate and do not represent the comprehensive work Boeing has done to ensure the quality and long-term safety of the aircraft," Boeing spokeswoman Jessica Kowal said in a statement. "We are fully confident in the 787 Dreamliner."
Salehpour and his lawyers argue that Boeing has never adequately addressed production flaws discovered in 2021 (which included unacceptable gaps between the fuselage panels), according to the article. "Instead, he says the company took 'shortcuts' by applying greater force to fit segments of the fuselage together." "Boeing hid the problem by pushing the pieces together with force to make it appear like that the gap didn't exist," Salehpour told reporters at Tuesday's press briefing. Salehpour says he repeatedly raised these concerns with management, but instead of addressing them, they transferred him to work on a different plane, the 777, where he alleges he saw similar problems. "I literally saw people jumping on the pieces of the airplane to get them to align," he said. "That's not how you build a plane."
In a follow-up piece, NPR reports that former Boeing mechanic Davin Fischer "says he spoke up — and paid a steep price for it." He says Boeing's leaders were constantly pushing to speed up production. "Hey, we need to go faster, faster, faster," Fischer said. "They cared more about shareholders and investors than they did planes, their employees, anything." When Fischer finally pushed back, he says he was demoted in retaliation, and then fired from the company in 2019. Fischer says many of his friends who still work at Boeing are afraid to speak out. "People there are scared, a hundred percent," he said. "Because they don't want to get fired."
NPR also cites the example of longtime quality manager John Barnett, who said in a 2019 interview with Ralph Nader that his managers at Boeing retaliated against him by docking his pay and creating a hostile environment.

An anonymous reader quotes a report from Ars Technica: Influential US Senator Sherrod Brown (D-Ohio) has called on U.S. President Joe Biden to ban electric vehicles from Chinese brands. Brown calls Chinese EVs "an existential threat" to the U.S. automotive industry and says that allowing imports of cheap EVs from Chinese brands "is inconsistent with a pro-worker industrial policy." Brown's letter to the president (PDF) is the most recent to sound alarms about the threat of heavily subsidized Chinese EVs moving into established markets. Brands like BYD and MG have been on sale in the European Union for some years now, and last October, the EU launched an anti-subsidy investigation into whether the Chinese government is giving Chinese brands an unfair advantage.

The EU probe won't wrap until November, but another report published this week found that government subsidies for green technology companies are prevalent in China. BYD, which now sells more EVs than Tesla, has benefited from almost $4 billion (3.7 billion euro) in direct help from the Chinese government in 2022, according to a study by the Kiel Institute. Last month, the EU even started paying extra attention to imports of Chinese EVs, issuing a threat of retroactive tariffs that could start being imposed this summer. Chinese EV imports to the EU have increased by 14 percent since the start of its investigation, but they have yet to really begin in the U.S., where there are a few barriers in their way. Chinese batteries make an EV ineligible for the IRS's clean vehicle tax credit, for one thing. And Chinese-made vehicles (like the Lincoln Nautilus, Buick Envision, and Polestar 2) are already subject to a 27.5 percent import tax.

But Chinese EVs are on sale in Mexico already, and that has American automakers worried. Last year, Ford CEO Jim Farley said he saw Chinese automakers "as the main competitors, not GM or Toyota." And in January, Tesla CEO Elon Musk said he believed that "if there are no trade barriers established, they will pretty much demolish most other car companies in the world." [...] It's not just the potential damage to the U.S. auto industry that has prompted this letter. Brown wrote that he is concerned about the risk of China having access to data collected by connected cars, "whether it be information about traffic patterns, critical infrastructure, or the lives of Americans," pointing out that "China does not allow American-made electric vehicles near their official buildings." At the end of February, the Commerce Department also warned of the security risk from Chinese-connected cars and revealed it has launched an investigation into the matter. "When the goal is to dominate a sector, tariffs are insufficient to stop their attack on American manufacturing," Brown wrote. "Instead, the Administration should act now to ban Chinese EVs before they destroy the potential for the U.S. EV market. For this reason, no solution should be left off the table, including the use of Section 421 (China Safeguard) of the Trade Act of 1974, or some other authority."

Beginning today, Waymo said it would start offering paid robotaxi rides in Los Angeles. It's been offering free "on tour" rides since it announced plans for the service in January, and last month it received regulatory approval for the expansion to a paid service. NBC News reports: Waymo said Tuesday that more than 50,000 people were on its waitlist to use the service. The company did not say how many users it would allow to fully use the app starting Wednesday. Last month, the company said it was starting with a Los Angeles fleet of fewer than 50 cars covering a 63-square-mile area from Santa Monica to downtown L.A. Los Angeles County has a population of 9.7 million people. The service works similarly to other ride-hailing smartphone apps such as Flywheel, Lyft and Uber, except that Waymo's vehicles have no human drivers present. Riders follow instructions on the app and through the vehicle's sound system, though Waymo workers can assist remotely.

[F]or now, Waymo's only competition is traditional, human-driven car services. Waymo's expansion to Los Angeles will bring autonomous for-profit taxis to the nation's second-largest city -- and to a city long synonymous with car travel. Waymo already operates commercial robotaxi services in San Francisco and Phoenix. The Los Angeles Department of Transportation said the Waymo expansion was happening too soon, without enough local oversight of autonomous vehicle operations, but in an order last month state officials said that those concerns were unfounded.

Cruise is redeploying robotaxis in Phoenix after nearly five months of paused operations, the company said in a blog post. The catch? The cars will be in so-called "manual mode," so they won't be driving themselves. From a report: Cruise will resume manual driving of its autonomous vehicles to create maps and gather road information in certain cities, starting with Phoenix, the company said Tuesday. The General Motors subsidiary already had a presence in Phoenix before it pulled its entire U.S.-based fleet last year following an incident in San Francisco that left a pedestrian stuck under and dragged by a Cruise robotaxi. Prior to that incident, Cruise had been announcing launches in new cities -- including Dallas, Houston and Miami -- at a startling pace. Critics accused the company of expanding too fast and cutting corners on safety.

Those taking public transport in the tech hub of San Francisco may be reassured to know that their rides will soon no longer be dependent on floppy disks. From a report: San Francisco Municipal Transportation Agency's director of transportation Jeffrey Tumlin told ABC that the city's automatic light-rail control system is running on outdated tech and "relies on three five-inch floppy disks" to boot up. The reporter was holding a 3.5-inch disk in the broadcast, so may have just skipped the word "point."

"It's a question of risk," Tumlin explained in a three-minute segment about the floppy replacement project. "The system is currently working just fine, but we know that with each increasing year the risk of data degradation on the floppy disks increases and that at some point there will be a catastrophic failure." The agency noted that its system was installed in 1998, when floppies were still in common use and, er, "computers didn't have hard drives."

The Seattle Times has a Pulitzer Prize-winning aerospace journalist named Dominic Gates. Sunday he published an expose on "a yearslong decline of safety standards" at Boeing.

After a 1997 merger, its new executive leaders "treated experienced engineers and machinists as expendable, ignoring the potential damage to Boeing's essential mission of designing and building high-quality airplanes...." The arc of Boeing's fall can be traced back a quarter century, to when its leaders elevated the interests of shareholders above all others, said Richard Aboulafia, industry analyst with AeroDynamic Advisory. "Crush the workers. Share price. Share price. Share price. Financial moves and metrics come first," was Boeing's philosophy, he said. It was, he said, "a ruthless effort to cut costs without any realization of what it could do to capabilities...." Its leaders outsourced work, sold off whole divisions and discarded key capabilities such as developing avionics, machining parts and building fuselages. On the 787, they even outsourced the jet's wings to Japan. They moved work away from Boeing's highly skilled, unionized base in the Puget Sound region. They weakened unions and extorted state government with repeated threats to build future airplanes elsewhere. They squeezed suppliers by demanding price cuts every year that in turn forced the suppliers into ruinous cost-cutting and left them vulnerable to collapse during shocks like the COVID-19 pandemic....

Belatedly, Boeing's current leaders, overwhelmed by criticism, mockery and outrage since January, have finally admitted publicly that some key strategies they pursued for decades were flawed. "Boeing, more than 20 years ago, probably got a little too far ahead of itself on the topic of outsourcing," Chief Financial Officer Brian West said last month. And in January, on CNBC, Boeing Chief Executive Dave Calhoun conceded: "Did it go too far? Yeah, probably did."

Both were speaking about major supplier Spirit AeroSystems of Wichita, Kan., part of Boeing until it was sold off two decades ago, part of a broad divestment of assets to please Wall Street and boost the stock. Following a litany of quality lapses in Wichita, Boeing is now admitting a mistake and trying to buy Spirit back — "for safety and for quality," said West. Another mistake belatedly recognized: With annual bonuses for Boeing's factory managers based largely on meeting cost and schedule targets, it was long a cardinal sin to stop the assembly line. That meant unfinished jobs piled up on aircraft as they moved forward down the line, what Boeing calls "traveled work." Done out of sequence, this work is more difficult and takes much longer. If too much traveled work piles up, it creates chaos. That's what happened in Renton on the 737 assembly line. "For years, we prioritized the movement of the airplane through the factory over getting it done right, and that's got to change," West said. "Once you reduce traveled work, your quality gets better...."

Speaking of how Spirit might be fixed, West said: "It's really about focus and running it, not as a business, as a factory. Run it as a factory and stay focused on safety and quality and stability."
Phil Chandler, a highly skilled Boeing machinist for more than 42 years (retiring in 2020), saw a "dictatorial" approach on the factory floor, according to the article. "Whereas in the past, first-level and even second-level managers in the factory had come up through the ranks as mechanics and had deep knowledge of the work, after [Boeing president Harry] Stonecipher came in those jobs shifted to white-collar people with degrees, often with MBAs."

And a former Boeing physicist also complains about the "shoot-the-messenger" management approach when developing their 787, according to the article: "Engineers who raised technical doubts were told: 'Follow the plan. If you can't do your job, I'll fire you and get someone who can.'"

"Scary moments for passengers on a Southwest flight from Denver to Houston," tweets an ABC News transportation reporter, "when the engine cover ripped off during flight, forcing the plane to return to Denver Sunday morning."

"Think that big circular metal panel surrounding the engine," writes QZ — adding that after it ripped off, the engine cowling "struck the 737-800's wing flap."

It happened during takeoff, so the plane was towed back to the gate after returning to the airport. All passengers and crew were safe, and passengers boarded a replacement plane for their flight to Houston: Southwest was already having a rough few weeks before this event occurred. Last Thursday, an engine on one of its Boeing 737-800 planes caught fire before taking off from an airport in Texas, and before that, two FAA-scrutinized Southwest flights were disrupted by turbulence [One last month in New York City and the other in Florida on Wednesday. "Two hours later, an All Nippon Airways Boeing 787 reported an oil leak on arrival at Naha Airport, Japan," adds Newsweek.].
"We apologize for the inconvenience of their delay," Boeing said in a statement, adding that they "place our highest priority on ultimate Safety for our Customers and Employees.

"Our Maintenance teams are reviewing the aircraft."

The San Francisco Chronicle reports that Tesla "is poised to roll out its version of a robotaxi later this year, according to CEO Elon Musk." ("Musk made the announcement on social media saying 'Tesla Robotaxi unveil on 8/8.' His cryptic post contained no other details about the forthcoming line of autonomous vehicles.")

Electrek thinks they know what it'll look like. "Through Walter Issacson's approved biography of Musk, we learned that Tesla Robotaxi will be 'Cybertruck-like'."

8/8 (of the year 2024) would be a Thursday — although CNBC adds one additional clarification: At Tesla, "unveil" dates do not predict a near-future date for a commercial release of a new product. For example, Tesla unveiled its fully electric heavy-duty truck, the Semi, in 2017 and did not begin deliveries until December 2022. It still produces and sells very few Semis to this day.
"Tesla shares rose over 3% in extended trading after Musk's tweet."

Whenever a rocket launch occurs, air traffic controllers ensure the safety of commercial flights by managing airspace closures and monitoring rocket debris, without receiving compensation from commercial space companies like SpaceX for these services. The Biden administration's budget proposal aims to change this by suggesting that for-profit space companies begin paying for their use of government air traffic control resources. The New York Times reports: Commercial space companies are exempt from aviation excise taxes that fill the coffers of the Airport and Airway Trust Fund, which pays for the F.A.A.'s work and will get roughly $18 billion in tax revenues for the current fiscal year. The taxes are paid primarily by commercial airlines, which are charged 7.5 percent of each ticket price and an additional fee of about $5 to $20 per passenger, depending on the destination of each flight. Mr. Biden's budget proposal vows to work with Congress to overhaul the tax structure and split the cost of operating the nation's air traffic control system. His promise is based in part on an independent safety review report commissioned by the F.A.A., which advises that the federal government update the excise taxes to charge commercial space companies.

Mr. Biden's call for revising the decades-old excise tax structure is part of his push to make richer Americans and wealthy corporations "pay their fair share." In his State of the Union speech last month, Mr. Biden also called for raising taxes on private and corporate jet users, including increasing the tax that they pay on jet fuel to $1.06 per gallon from 21.8 cents per gallon over five years. That tax on fuel currently makes up around 3 percent of the annual revenue of the trust fund, which depends heavily on what commercial airlines and its passengers pay. Yet commercial space companies do not contribute to that fund or share any of the cost that the public bears when rockets are launched, said William J. McGee, a former F.A.A.-licensed aircraft dispatcher and a senior fellow at the American Economic Liberties Project, a consumer advocacy group. "This is a question of fundamental fairness," Mr. McGee said. "It would be the equivalent of having a toll system on a highway and waving through certain users and not others."

A CNN opinion piece looks at "the moaning about manual transmission's demise," noting that "it's not just Europeans (literally) clinging on. In the U.S., there's apparently a young (also predominantly male) demographic that is embracing manual driving — championing it as retro, much like Gen Z's affinity to typewriters and vintage cameras.

"They feel there's something authentic about it: a connection between driver and vehicle that automatization cuts out." But CNN's writer argues the case against stick shifts... [Automatic vehicles] chalk up better mileage and drive faster than their stick-shift counterparts. The explanation: automatics select the right gear for the vehicle, usually the highest gear possible. The average manual driver is not always so proficient. In getting the gear right, automatics consume less fuel, save money and emit fewer emissions.

These are among the reasons why it's ever harder to buy a new manual-transmission model of any kind in many countries. In the US, less than 1% of new models have stick shifts (compared to 35% in 1980), according to the Environmental Protection Agency. It's really only sports cars, off-road truck SUVs and a handful of small pickups that still have clutches.... While all gasoline-run cars and trucks are climate killers with stick shifts being the slightly worse of two evils, combustion-engine automatics themselves are on their way out. They are tooling along the highway side-by-side with their stick-and-clutch counterparts toward the junkyard of history. Electric vehicles have gear systems, too: a single speed transmission that transmits energy from the motor to the wheels. But because only one gear exists, there is no switching of gears, neither automatically nor manually...

Road transportation accounts for 15% of the world's greenhouse gas emissions, according to Our World Data, as well as being a huge contributor to the air pollution that claims around nine million deaths a year from respiratory and lung diseases. Transportation noise, though less deadly, also contributes to stress and sleep disorders. Thankfully, there's a convenient way to circumvent these blights: electric vehicles...

But for those aficionados who really can't go without a clutch and gear shifter, Toyota is planning a realistic-feeling fake manual transmission for some EV models. It serves no purpose whatsoever — save to comfort bruised egos.

This week every U.S. agency was ordered to appoint a "chief AI officer".

But that wasn't the only AI policy announced. According to CNN, "By the end of the year, travelers should be able to refuse facial recognition scans at airport security screenings without fear it could delay or jeopardize their travel plans." That's just one of the concrete safeguards governing artificial intelligence that the Biden administration says it's rolling out across the U.S. government, in a key first step toward preventing government abuse of AI. The move could also indirectly regulate the AI industry using the government's own substantial purchasing power... The mandates aim to cover situations ranging from screenings by the Transportation Security Administration to decisions by other agencies affecting Americans' health care, employment and housing. Under the requirements taking effect on December 1, agencies using AI tools will have to verify they do not endanger the rights and safety of the American people. In addition, each agency will have to publish online a complete list of the AI systems it uses and their reasons for using them, along with a risk assessment of those systems...

[B]ecause the government is such a large purchaser of commercial technology, its policies around procurement and use of AI are expected to have a powerful influence on the private sector.
CNN notes that Vice President Harris told reporters that the administration intends for the policies to serve as a global model. "Meanwhile, the European Union this month gave final approval to a first-of-its-kind artificial intelligence law, once again leapfrogging the United States on regulating a critical and disruptive technology."

CNN adds that last year, "the White House announced voluntary commitments by leading AI companies to subject their models to outside safety testing."

In November of 2021 America passed a "Bipartisan Infrastructure Law" which included $7.5 billion for up to 20,000 EV charging spots, or around 5,000 stations, notes the Washington Post (citing an analysis from the EV policy analyst group Atlas Public Policy).

And new stations are now already open in Hawaii, New York, Ohio and Pennsylvania, "and under construction in four other states. Twelve additional states have awarded contracts for constructing the charging stations." A White House spokesperson said America should reach its goal of 500,000 charging stations by 2026.

So why is it that right now — more than two years after the bill's passage — why does the Federal Highway System say the program has so far only delivered seven open charging stations with a total of 38 charging spots? Nick Nigro, founder of Atlas Public Policy, said that some of the delays are to be expected. "State transportation agencies are the recipients of the money," he said. "Nearly all of them had no experience deploying electric vehicle charging stations before this law was enacted." Nigro says that the process — states have to submit plans to the Biden administration for approval, solicit bids on the work, and then award funds — has taken much of the first two years since the funding was approved. "I expect it to go much faster in 2024," he added.

"We are building a national EV charging network from scratch, and we want to get it right," a spokesperson for the Federal Highway Administration said in an email. "After developing program guidance and partnering with states to guide implementation plans, we are hitting our stride as states move quickly to bring National Electric Vehicle Infrastructure stations online...."

Part of the slow rollout is that the new chargers are expected to be held to much higher standards than previous generations of fast chargers. The United States currently has close to 10,000 "fast" charging stations in the country, of which over 2,000 are Tesla Superchargers, according to the Department of Energy. Tesla Superchargers — some of which have been opened to drivers of other vehicles — are the most reliable fast-charging systems in the country. But many non-Tesla fast chargers have a reputation for poor performance and sketchy reliability. EV advocates have criticized Electrify America, the company created by Volkswagen after the company's "Dieselgate" emissions scandal, for spending hundreds of millions of dollars on chargers that don't work well. The company has said they are working to improve reliability. The data analytics company J.D. Power has estimated that only 80 percent of all charging attempts in the country are successful.

Biden administration guidance requires the new publicly funded chargers to be operational 97% of the time, provide 150kW of power at each charger, and be no more than one mile from the interstate, among many other requirements.EV policy experts say those requirements are critical to building a good nationwide charging program — but also slow down the build-out of the chargers. "This funding comes with dozens of rules and requirements," Laska said. "That is the nature of what we're trying to accomplish....

"States are just not operating with the same urgency that some of the rest of us are."
The article notes that private companies are also building charging stations — but the publicly-funded spots would increase America's car-charging capacity by around 50 percent, "a crucial step to alleviating 'range anxiety' and helping Americans shift into battery electric cars.

"States just have to build them first."

An anonymous reader quotes a report from the New York Times: The Biden administration on Friday announced a regulation designed to turbocharge sales of electric or other zero-emission heavy vehicles, from school buses to cement mixers, as part of its multifront attack on global warming. The Environmental Protection Agency projects the new rule could mean that 25 percent of new long-haul trucks, the heaviest on the road, and 40 percent of medium-size trucks, like box trucks and landscaping vehicles, could be nonpolluting by 2032. Today, fewer than 2 percent of new heavy trucks sold in the United States fit that bill. The regulation would apply to more than 100 types of vehicles including tractor-trailers, ambulances, R.V.s, garbage trucks and moving vans.

The rule does not mandate the sales of electric trucks or any other type of zero or low-emission truck. Rather, it increasingly limits the amount of pollution allowed from trucks across a manufacturer's product line over time, starting in model year 2027. It would be up to the manufacturer to decide how to comply. Options could include using technologies like hybrids or hydrogen fuel cells or sharply increasing the fuel efficiency of the conventional trucks. The truck regulation follows another rule made final last week that is designed to ensure that the majority of new passenger cars and light trucks sold in the United States are all-electric or hybrids by 2032, up from just 7.6 percent last year.

Together, the car and truck rules are intended to slash carbon dioxide pollution from transportation, the nation's largest source of the fossil fuel emissions that are driving climate change and that helped to make 2023 the hottest year in recorded history. Electric vehicles are central to President Biden's strategy to confront global warming, which calls for cutting the nation's emissions in half by the end of this decade.

An anonymous reader shares a report: New York City announced a new permitting system for companies interested in testing autonomous vehicles on its roads, including a requirement that a human safety driver sit behind the steering wheel at all times. As cities like San Francisco continue to grapple with the problems posed by fully driverless for-hire vehicles, New York City is trying to get ahead of the problem by outlining what it calls "a rigorous permitting program" that it claims will ensure applicants are "ready to test their technology in the country's most challenging urban environment safely and proficiently."

"This technology is coming whether we like it or not," Mayor Eric Adams said in a statement to The Verge, "so we're going to make sure that we get it right." The requirements would exclude companies without previous autonomous vehicle testing experience in other cities. Applicants would need to submit information from previous tests, including details on any crashes that occurred and how often safety drivers have to take control of the vehicle (also known in California as "disengagements"). And in what is sure to be the most controversial provision, fully driverless vehicles won't be permitted to test on the city's public roads; only vehicles with safety drivers will be allowed.

Electricity demand from UK data centers will jump sixfold over the next 10 years as a boom in AI requires increased computing power, according to the head of National Grid. From a report: That will ramp up pressure on the country's electricity network, which must move vast quantities of renewable energy from as far away as Scottish wind farms to data centers around London. And it's a grid already under strain from the accelerating electrification of home heating, transportation and industries.

"Future growth in foundational technologies like artificial intelligence and quantum computing will mean larger-scale, energy-intensive computing infrastructure," National Grid Chief Executive Officer John Pettigrew said Tuesday at a conference in Oxford. It's an outlook replicated in many other countries, which are grappling with how to fund the massive spending required to expand capacity. Global electricity demand from data centers, AI and cryptocurrencies may more than double over the next three years, according to International Energy Agency forecasts.

There's actually "a global trend toward increased air safety," notes a Wall Street Journal columnist.

And even in the case of the two fatal Boeing crashes five years ago, he stresses that they were "were two different crashes," with the second happening only "after Boeing and the FAA issued emergency directives instructing pilots how to compensate for Boeing's poorly designed flight control software.

"The story should have ended after the first crash except the second set of pilots behaved in unexpected, unpredictable ways, flying a flyable Ethiopian Airlines jet into the ground." Boeing is guilty of designing a fallible system and placing an undue burden on pilots. The evidence strongly suggests, however, that the Ethiopian crew was never required to master the simple remedy despite the global furor occasioned by the first crash. To boot, they committed an additional error by overspeeding the aircraft in defiance of aural, visual and stick-shaker warnings against doing so. It got almost no coverage, but on the same day the Ethiopian government issued its final findings on the accident in late 2022, the U.S. National Transportation Safety Board, in what it called an "unusual step," issued its own "comment" rebuking the Ethiopian report for "inaccurate" statements, for ignoring the crew's role, for ignoring how readily the accident should have been avoided.
So the Wall Street Journal columnist challenges whether profit incentives played any role in Boeing's troubles: In reality, the global industry was reorganized largely along competitive profit-and-loss lines after the 1970s, and yet this coincided with enormous increases in safety, notwithstanding the sausage factory elements occasionally on display (witness the little-reported parking of hundreds of Airbus planes over a faulty new engine).

The point here isn't blame but to note that 100,000 repetitions likely wouldn't reproduce the flukish second MAX crash and everything that followed from it. Rather than surfacing Boeing's deeply hidden problems, it seems the second crash gave birth to them. The subsequent 20-month grounding and production shutdown, combined with Covid, cost Boeing thousands of skilled workers. The pressure of its duopoly competition with Airbus plus customers clamoring for their backordered planes made management unwisely desperate to restart production. January's nonfatal door-plug blowout of an Alaska Airlines 737 appears to have been a one-off when Boeing workers failed to reinstall the plug properly after removing it to fix faulty fuselage rivets. Not a one-off, apparently, are faulty rivets as Boeing has strained to hire new staff and resume production of half-finished planes.

Boeing will sort out its troubles eventually by applying the oldest of manufacturing insights: Training, repetition, standardization and careful documentation are the way to error-free complex manufacturing.
As he sees it, "The second MAX crash caught Boeing up in a disorienting global media and political storm that it didn't know how to handle and, indeed, has handled fairly badly."

Jessica Lyons reports via The Register: Vulnerabilities in common Electronic Logging Devices (ELDs) required in US commercial trucks could be present in over 14 million medium- and heavy-duty rigs, according to boffins at Colorado State University. In a paper presented at the 2024 Network and Distributed System Security Symposium, associate professor Jeremy Daily and systems engineering graduate students Jake Jepson and Rik Chatterjee demonstrated how ELDs can be accessed over Bluetooth or Wi-Fi connections to take control of a truck, manipulate data, and spread malware between vehicles. "These findings highlight an urgent need to improve the security posture in ELD systems," the trio wrote [PDF].

The authors did not specify brands or models of ELDs that are vulnerable to the security flaws they highlight in the paper. But they do note there's not too much diversity of products on the market. While there are some 880 devices registered, "only a few tens of distinct ELD models" have hit the road in commercial trucks. A federal mandate requires most heavy-duty trucks to be equipped with ELDs, which track driving hours. These systems also log data on engine operation, vehicle movement and distances driven -- but they aren't required to have tested safety controls built in. And according to the researchers, they can be wirelessly manipulated by another car on the road to, for example, force a truck to pull over.

The academics pointed out three vulnerabilities in ELDs. They used bench level testing systems for the demo, as well as additional testing on a moving 2014 Kenworth T270 Class 6 research truck equipped with a vulnerable ELD. [...] For one of the attacks, the boffins showed how anyone within wireless range could use the device's Wi-Fi and Bluetooth radios to send an arbitrary CAN message that could disrupt of some of the vehicle's systems. A second attack scenario, which also required the attacker to be within wireless range, involved connecting to the device and uploading malicious firmware to manipulate data and vehicle operations. Finally, in what the authors described as the "most concerning" scenario, they uploaded a truck-to-truck worm. The worm uses the compromised device's Wi-Fi capabilities to search for other vulnerable ELDs nearby. After finding the right ELDs, the worm uses default credentials to establish a connection, drops its malicious code on the next ELD, overwrites existing firmware, and then starts the process over again, scanning for additional devices. "Such an attack could lead to widespread disruptions in commercial fleets, with severe safety and operational implications," the researchers warned.