Sean O'Kane reports via TechCrunch: Waymo is voluntarily recalling the software that powers its robotaxi fleet after two vehicles crashed into the same towed pickup truck in Phoenix, Arizona, in December. It's the company's first recall. Waymo chief safety officer Mauricio Pena described the crashes as "minor" in a blog post, and said neither vehicle was carrying passengers at the time. There were no injuries. He also said Waymo's ride-hailing service -- which is live in Phoenix, San Francisco, Los Angeles, and Austin -- "is not and has not been interrupted by this update." The company declined to share video of the crashes with TechCrunch.

Waymo said it developed, tested, and validated a fix to the software that it started deploying to its fleet on December 20. All of its robotaxis received that software update by January 12. "This voluntary recall reflects how seriously we take our responsibility to safely deploy our technology and to transparently communicate with the public," Pena wrote.

The crashes that prompted the recall both happened on December 11. Pena wrote that one of Waymo's vehicles came upon a backward-facing pickup truck being "improperly towed." The truck was "persistently angled across a center turn lane and a traffic lane." Pena said the robotaxi "incorrectly predicted the future motion of the towed vehicle" because of this mismatch between the orientation of the tow truck and the pickup, and made contact. The company told TechCrunch this caused minor damage to the front left bumper. The tow truck did not stop, though, according to Pena, and just a few minutes later another Waymo robotaxi made contact with the same pickup truck being towed. The company told TechCrunch this caused minor damage to the front left bumper and a sensor. (The tow truck stopped after the second crash.) Last week, a Waymo autonomous vehicle was vandalized and burned by a crowd of people in San Francisco. Meanwhile, Rival operator Cruise suspended its operations while it investigates an incident where one of its robotaxis ran over a pedestrian who had been hit by another vehicle driven by a human.

Last night in San Francisco's Chinatown, "A person jumped on the hood of a Waymo driverless taxi and smashed its windshield..." reports the Verge, "generating applause before a crowd formed around the car and covered it in spray paint, breaking its windows, and ultimately set it on fire." The fire department arrived minutes later, according to a report in The Autopian, but by then flames had already fully engulfed the car.... Waymo representative Sandy Karp told The Verge via email that the fully autonomous car "was not transporting any riders" when it was attacked and fireworks were tossed inside the car, sparking the flames...

The fire takes place against the backdrop of simmering tension between San Francisco residents and automated vehicle operators... Just last week, a Waymo car struck a cyclist who had reportedly been following behind a truck turning across its path.
The "burnt-out husk of the electric Waymo Jaguar" appears in a video posted on YouTube, according to the article. "Another set of videos posted by software developer Michael Vendi gives a view into the scene as it played out and the fire grew."

San Francisco's 49ers play in the Super Bowl this afteroon, so last night's celebrations for Chinese New Year could be followed by additional celebrations tonight. Police Chief Bill Scott is already urging residents to behave responsibly. "Please don't light anything on fire."

Thursday a climate technology startup called Twelve "took a major step toward producing sustainable aviation fuel..." reports Bloomberg, "by launching its commercial-scale carbon transformation unit." Twelve is among the emerging companies working on ways to transform captured CO2 into useful products. In the case of the Berkeley, California-based startup, its nascent technology will be critical to cleaning up one of the hardest-to-decarbonize sectors: aviation. Twelve uses a technique called electrolysis that uses electricity to repurpose carbon dioxide and water into various products. When the electricity is generated from renewables, the process is essentially no-carbon. The company's CO2 electrochemical reactor — called OPUS — will be at the center of its first commercial production plant for sustainable aviation fuel, under construction in Moses Lake and set to be completed this year. The plant will run on hydropower and use CO2 captured from a nearby ethanol plant. That CO2 and water will be fed through OPUS and turned into synthetic gas, the basis of sustainable aviation fuel.

Twelve's airline customers can blend it with traditional jet fuel. The resulting carbon credit can be bought by corporate customers like Microsoft to offset their business travel-related emissions...

Although Twelve's carbon transformation technology can be used to make products ranging from spandex pants to car parts, it pivoted to focus more fully on sustainable aviation fuel after the announcement of tax credits for SAF blending, carbon capture and utilization, and hydrogen production, said Twelve co-founder and Chief Science Officer Etosha Cave. Those tax credits helped the company launch this commercial unit. "Without that, we would not be competitive in terms of being able to get to market at the stage we're at," Cave said.
It's still not cost competitive with traditional jet fuel, the article points out, "but airlines are under increasing pressure from governments and their own net zero commitments to integrate SAF into their fuel mix.

"Twelve would not disclose its cost to make the fuel, though it said it expects prices to go down as its technology scales up and eventually reach parity with traditional jet fuel."

Shell once announced it would build 48 new Hydrogen fueling stations for light-duty vehicles in California, according to the blog Hydrogen Insights. But then in September, Shell told the site they'd "discontinued" that plan.

And last month the Inside EVs blog noted that in all of 2023, just 2,968 hydrogen cars were sold "in the United States — and by that, we mean in California, where the series-produced models are available." That's according to data from the Hydrogen Fuel Cell Partnership — admittedly a 10% increase from 2022's sales figure of 2,707 — but with both numbers lower than 2021's sales of 3,341. "The overall cumulative sales of hydrogen fuel cell vehicles exceeded 17,940 as of the end of the quarter (not counting vehicles removed from use), which is 20% more than a year ago."

Then this week Shell said it will "no longer be operating" any light-duty hydrogen fuelling stations in the U.S., and will close all seven of its California pumping stations immediately. (Three in San Francisco, one in Berkeley, one in San Jose, and two in the Sacramento area.) Inside EVs says Shell's move "represents another blow to the struggling hydrogen car market in the only state where the fuel is widely available at all." Shell had, until recently, operated seven of the 55 total retail hydrogen stations in California, per the Hydrogen Fuel Cell Partnership (H2FCP). That makes this a blow, but not apocalyptic news for the (small) hydrogen community....

In the letter announcing the closure, Shell Hydrogen Vice President Andrew Beard said they were shutting them down "due to hydrogen supply complications and other external market factors." It's not hard to see what Beard is referencing here... Hydrogen Insight reports that this shortage has been disrupting stations since August 13...

Some are also down for repairs, as many hydrogen stations suffer from serious reliability issues. Iwatani, a Japanese gas company that is one of the two largest names in American hydrogen filling stations, is currently suing the company that provided the core technology for its stations. In a court filing viewed by Hydrogen Insight, Iwatini alleges that its provider did not test its equipment in a real-world commercial scenario, hid defects, and misled the company. It is, in short, a big mess.

All of this makes the future of hydrogen fuel-cell vehicles in the United States even more uncertain. The technology has struggled to catch on, as the stations and their fuel remain expensive. Though hydrogen car manufacturers usually include a large amount of free fuel in the purchase of a vehicle, once that runs out consumers are left with eye-watering prices from stations that are often broken, out of fuel, or swarmed with long lines. It's why used hydrogen cars are so cheap, and why they still aren't a good deal.

Few companies can make a better case for it than Shell, though, as the cheapest way to produce hydrogen involves a lot of natural gas. Its proximity to the fossil-fuel industry was supposed to make it cheaper, and provide incentive for robust fueling infrastructure. That hasn't played out, though, and one of the largest oil giants is throwing in the towel. If even a fossil giant like Shell can't justify investing in the future of light-duty hydrogen infrastructure, we're not sure who can.

America's Federal Aviation Administration "is midway through a review of manufacturing at Boeing," reports the Associated Press, but "already knows that changes must be made in how the government oversees the aircraft manufacturer." FAA Administrator Michael Whitaker suggested that Boeing — under pressure from airlines to produce large numbers of planes — is not paying enough attention to safety.

Whitaker said that FAA has had two challenges since January 5, when an emergency door panel blew off a Boeing 737 Max 9 jetliner over Oregon. "One, what is wrong with this airplane? But two, what's going on with the production at Boeing?" Whitaker told a House subcommittee. "There have been issues in the past. They don't seem to be getting resolved, so we feel like we need to have a heightened level of oversight."

Whitaker, who took over the FAA about three months ago, was making his first appearance on Capitol Hill since the blowout over Oregon.... Whitaker said the FAA is halfway through a six-week audit that has involved placing "about two dozen" inspectors in Boeing's 737 plant in Renton, Washington, and "maybe half a dozen" at a Wichita, Kansas, plant where supplier Spirit AeroSystems makes the fuselages for 737s. The inspectors are looking for gaps in the quality of work during the manufacturing process that might have contributed to a door plug blowing off an Alaska Airlines Max 9 at 16,000 feet over Oregon. Whitaker said he expects the FAA will keep people in the Boeing and Spirit factories after the audit is done, but he said the numbers haven't been determined.

For many years, the FAA has relied on employees of aircraft manufacturers to perform some safety-related work on planes being built by their companies. That saves money for the government, and in theory taps the expertise of industry employees, but it was criticized after two deadly crashes involving Boeing Max 8 planes in 2018 and 2019. "In order to have a truly safe system, it seems to me that we can't rely on the manufacturers themselves to be their own watchdogs," Rep. Colin Allred, D-Texas, said during Tuesday's hearing. Whitaker has said that the self-checking practice — in theory, overseen by FAA inspectors — should be reconsidered, but he again stopped short of saying it should be scrapped. But he said closer monitoring of Boeing is needed.

"The current system is not working because it is not delivering safe aircraft," Whitaker said. "Maybe we need to look at the incentives to make sure safety is getting the appropriate first rung of consideration that it deserves."

In a first for Uber since becoming a public company, the ride-hailing service posted its first full-year profit and its stock hit an all-time high Wednesday. "Like its final year as a private company, the last time Uber turned a profit, it got a huge tailwind from investments that helped fuel profits, $1 billion in 2023," reports the Associated Press. "The difference is that Uber has started making money from operations." From the report: Uber and other ride-share companies struggled through the COVID-19 pandemic. The company, whose stock recently joined the S&P 500 index, saw its ride-hailing business stymied as government lockdowns kept millions at home. But Uber has focused on cutting costs and, during the pandemic, building up a then-nascent food-delivery division, which has since become a major revenue driver. Uber's ride-hailing service, meanwhile, has gradually bounced back and the numbers from the fourth quarter suggest both are trending in the right direction.

Delivery revenue grew 6%, and revenue for the ride-share part of the business climbed 34%. Industry analysts also noted growth in the company's membership platform. "Uber One now has roughly 19 million members across 25 countries, wrote William Blair's Ralph Schackart. "Uber One members generate roughly 30% of mobility and delivery gross bookings, up roughly 700 basis points year-over-year." Revenue totaled $9.94 billion, beating Wall Street projections for $9.75 billion. Gross bookings surged 22% from the prior-year period to $37.6 billion. For the year, Uber posted a profit of $1.89 billion, or 87 cents per share, on revenue of $37.28 billion.

An anonymous reader quotes a report from the Boston Globe: William Straus, like many others, saw the videos in recent days of people behind the wheel of a Tesla in Autopilot mode, sporting their new Apple Vision Pro headsets and typing on an invisible keyboard. "They're all over the Internet, these idiots driving Teslas with their hands up in the air," the state representative said. Some claimed their video was staged. No matter: Straus wants to make it illegal. The Legislature's transportation committee on Wednesday approved language that would ban the use of the new virtual reality headset, or other similar technologies, while behind the wheel in Massachusetts.

Straus, the committee's House chair, said he crafted language with his staff over Monday night and Tuesday morning, and added it to an existing proposal that would, among other things, bar drivers from recording or broadcasting themselves while behind the wheel. That it advanced out of committee less than 48 hours later qualifies as light speed by Beacon Hill standards. (The bill must still pass the full House and Senate.) [...]

"This is absolutely the correct time to wall this off," said Straus, a Mattapoisett Democrat. "People who operate motor vehicles already have too many distractions." Straus' proposal would explicitly not allow drivers to wear, hold, or "otherwise utilize or interact with a spatial computer," or an augmented reality or mixed reality device. It also would ban drivers from viewing any video, images or text unrelated to operating or navigating the car, be it displayed on a screen or "otherwise worn as a headset or elsewhere on the operator's body." Motorists would face the same fines they do now for using their phone to text while driving: $100 for a first violation, $250 for a second violation and $500 for every violation after that. The driver in the viral video posted on YouTube and linked above said that it was a "skit" that he had made with friends and that he wasn't arrested. "[I] was in the right place at the right time," he told Gizmodo. "That's why we filmed the police."

One of Waymo's driverless vehicles struck a cyclist in San Francisco on February 6th, causing minor injuries. "It was the latest incident in the city at a time when tensions around autonomous vehicles are particularly high after a driverless Cruise vehicle injured a pedestrian," reports The Verge. From the report: The incident, which was first reported by Reuters, occurred at 3:02PM on February 6th at the intersection of 17th and Mississippi streets in the Potrero Hill neighborhood of San Francisco. A Google Maps Street View of the intersection shows a flat, well-lit area surrounded by warehouses with unprotected bike lanes on both streets. Police officers arriving at the scene found an autonomous vehicle had struck a cyclist, who only reported "non-life threatening injuries," according to Eve Laokwansathitaya, public information officer with SFPD.

A passenger in the Waymo vehicle at the time of the crash was uninjured. The incident remains under investigation, Laokwansathitaya noted. Waymo spokesperson Julia Ilina had more details to share. The Waymo vehicle was stopped at a four-way stop, as an oncoming large truck began to turn into the intersection. The vehicle waited until it was its turn and then also began to proceed through the intersection, failing to notice the cyclist who was traveling behind the truck.

"The cyclist was occluded by the truck and quickly followed behind it, crossing into the Waymo vehicle's path," Ilina said. "When they became fully visible, our vehicle applied heavy braking but was not able to avoid the collision." After the incident, Waymo contacted the police, but the cyclist left on their own, reporting only "minor scratches," Ilina added.

The Chinese state-sponsored hacking group known as Volt Typhoon has been living in the networks of some critical industries for "at least five years," (non-paywalled link) according to a joint cybersecurity advisory issued by the US and its allies on Wednesday. From a report: The compromised environments are in the continental US and elsewhere, including Guam, the advisory said. It was published by US agencies and their security counterparts in Australia, Canada, the UK and New Zealand. The report comes a week after US officials announced an operation to disrupt Volt Typhoon by deleting malware from thousands of internet-connected devices the group had hijacked to gain access to the networks in critical parts of the economy. Among the sectors targeted were communications, energy, transportation and water systems.

Parisians have approved a steep rise in parking rates for SUVs in the French capital. The proposals were approved by 54.55% of voters, but turnout was only about 5.7%. From a report: The move triples parking rates for cars weighing 1.6 tonnes or more to $20 an hour in inner Paris. The vote was called by Socialist Mayor Anne Hidalgo, who has argued that SUVs are dangerous and bad for the environment. About 1.3m residents of central Paris were eligible to vote. However they will not be affected by the result as street-parking for local residents will remained unchanged. The move is mainly aimed at people from the suburbs who drive into the centre of the capital for the day.

There are exemptions for fully electric cars, taxi drivers, tradespeople, health workers and people with disabilities. Ms Hidalgo has been in office for almost 10 years. Under her tenure as mayor, many Paris streets, including the banks of the river Seine, have been pedestrianised. An extensive network of cycle lanes has also been built, in an effort to discourage driving. Environmentalists argue that SUVs consume more fuel than other cars and that their construction and use produce more harmful emissions. Supporters of the move also note that tall vehicles are deadlier than lighter cars when they are involved in accidents.

An anonymous reader shared this report from the Drive: General Motors was one of the first to foray into plug-in hybrids, but it abandoned them amid the hype for electric vehicles. Now that automakers are running up against the current limits of EV demand though, they're looking for other ways to curb fleet emissions. In GM's case, that way is an about-face and return to PHEVs after completely dismissing their potential just a few years ago.

"Our forward plans include bringing our plug-in hybrid technology to select vehicles in North America," said GM CEO Mary Barra during a Q4 earnings call transcribed by Automotive News. Barra added that GM still aimed to eliminate its light-duty vehicles' emissions by 2035, but said that hybrids will fill in the gaps where needed "from a compliance perspective." She didn't specify which segments they may occupy, but going by GM's history, they'll probably be brilliantly engineered and utterly neglected by marketing...

GM's EV ambitions have been tempered by recalls and lukewarm product launches such as the GMC Hummer EV and aforementioned ">Blazer EV. Now, with EV demand potentially plateauing (at least for now), automakers are returning to the proven, less compromising option of hybrids.

The non-profit Linux Foundation Energy hopes to develop energy-sector solutions (including standards, specifications, and software) supporting rapid decarbonization by collaborating with industry stakeholders.

And now they're involved in a new partnership with America's Joint Office of Energy — which facilitates collaboration between the federal Department of Energy and its Department of Transportation. The partnership's goal? To "build open-source software tools to support communications between EV charging infrastructure and other systems."

The Buildout reports: The partnership and effort — known as "Project EVerest" — is part of the administration's full-court press to improve the charging experience for EV owners as the industry's nationwide buildout hits full stride. "Project EVerest will be a game changer for reliability and interoperability for EV charging," Gabe Klein, executive director of the administration's Joint Office of Energy and Transportation, said yesterday in a post on social media....

Administration officials said that a key driver of the move to institute broad standards for software is to move beyond an era of unreliable and disparate EV charging services throughout the U.S. Dr. K. Shankari, a principal software architect at the Joint Office of Energy and Transportation, said that local and state governments now working to build out EV charging infrastructure could include a requirement that bidding contractors adhere to Project EVerest standards. That, in turn, could have a profound impact on providers of EV charging stations and services by requiring them to adapt to open source standards or lose the opportunity to bid on public projects. Charging availability and reliability are consistently mentioned as key turnoffs for potential EV buyers who want the infrastructure to be ready, easy, and consistent to use before making the move away from gas cars.

Specifically, the new project will aim to create what's known as an open source reference implementation for EV charging infrastructure — a set of standards that will be open to developers who are building applications and back-end software... And, because the software will be available for any company, organization, or developer to use, it will allow the creation of new EV infrastructure software at all levels without software writers having to start from scratch. "LF Energy exists to build the shared technology investment that the entire industry can build on top of," said Alex Thompson of LF Energy during the web conference. "You don't want to be re-inventing the wheel."
The tools will help communication between charging stations (and adjacent chargers), as well as vehicles and batteries, user interfaces and mobile devices, and even backend payment systems or power grids. An announcement from the Joint Office of Energy and Transportation says this software stack "will reduce instances of incompatibility resulting from proprietary systems, ultimately making charging more reliable for EV drivers." "The Joint Office is paving the way for innovation by partnering with an open-source foundation to address the needs of industry and consumers with technical tools that support reliable, safe and interoperable EV charging," said Sarah Hipel, Standards and Reliability Program Manager at the Joint Office.... With this collaborative development model, EVerest will speed up the adoption of EVs and decarbonization of transportation in the United States by accelerating charger development and deployment, increase customizability, and ensure high levels of security for the nation's growing network.
Linux Foundation Energy adds that reliable charging "is key to ensuring that anyone can confidently choose to ride or drive electric," predicting it will increase customizability for different use cases while offering long-term maintainability, avoiding vendor-lock in, and ensuring high levels of security. This is a pioneering example of the federal government collaborating to deploy code into an open source project...

"The EVerest project has been demonstrated in pilots around the world to make EV charging far more reliable and reduces the friction and frustration EV drivers have experienced when a charger fails to work or is not continually maintained," said LF Energy Executive Director Alex Thornton. "We look forward to partnering with the Joint Office to create a robust firmware stack that will stand the test of time, and be maintained by an active and growing global community to ensure the nation's charging infrastructure meets the needs of a growing fleet of electric vehicles today and into the future."
Thanks to Slashdot reader ElectricVs for sharing the article.

An anonymous reader quotes a report from Wired: Stretching thousands upon thousands of miles under your feet, a web of fibrous ears is listening. Whether you walk over buried fiber optics or drive a car across them, above-ground activity creates a characteristic vibration that ever-so-slightly disturbs the way light travels through the cables. With the right equipment, scientists can parse that disturbance to identify what the source was and when exactly it was roaming there. This quickly proliferating technique is known as distributed acoustic sensing, or DAS, and it's so sensitive that researchers recently used it to monitor the cacophony of a mass cicada emergence. Others are using the cables as an ultra-sensitive instrument for detecting volcanic eruptions and earthquakes: Unlike a traditional seismometer stuck in one place, a web of fiber optic cables can cover a whole landscape, providing unprecedented detail of Earth's rumblings at different locations. Now scientists are experimenting with bringing DAS to a railroad near you.

When a train runs along a section of track, it creates vibrations that analysts can monitor over time -- if that signal suddenly changes, it might indicate a problem with the rail, like a crack, or a snapped tie. Or if on a mountain pass a rockslide blasts across the track, DAS might "hear" that too, warning railroad operators of a problem that human eyes hadn't yet glimpsed. More gradual changes in the signal might betray the development of faults in track alignment. It just so happens that fiber optic cables already run along many railways to connect all the signaling equipment or for telecommunications. "You're utilizing the already available facilities and infrastructure for that, which can reduce the cost," says engineer Hossein Taheri, who is studying DAS for railroads at Georgia Southern University. "There could be some railroads where they don't have the fiber, and you need to lay down. But yes, most of them, usually they do already have it."

To tap into that fiber, you need a device called an interrogator, which fires laser pulses down the cables and analyzes the tiny bits of light that bounce back. So, say a rock hits the track 20 miles away from the interrogator. That creates a characteristic ground vibration that disturbs the fiber optics near the track, which shows up in the light signal. Because scientists know the speed of light, they can precisely measure the time it took for that signal to travel back to their interrogator, pinpointing the distance to the disturbance to within 10 meters, or about 30 feet. For a given stretch of track, you'd have already analyzed the DAS signals for a length of time, building a vibration profile for a normal, healthy railway. When the DAS data suddenly starts showing something different, you might have an issue, which shows up like an EKG picking up a problem with a human heartbeat. "What we're doing is profiling the track, looking for changes in the acoustic signature," says Daniel Pyke, a rail expert and spokesperson for Sensonic, which develops DAS technology for railroads. "We know what track should sound like, we know what a train should sound like. And we know that if it's changing -- so let's say this joint is coming loose -- that needs someone to go and fix it before it becomes a problem."

"China's hackers are positioning on American infrastructure in preparation to wreak havoc and cause real-world harm to American citizens and communities, if or when China decides the time has come to strike," said FBI Director Christopher Wray in a prepared testimony before the House Select Committee on the Chinese Communist Party. NBC News reports: Wray also argued that "there has been far too little public focus" that Chinese hackers are targeting critical infrastructure in the U.S. such as water treatment plants, electrical grids, oil and natural gas pipelines, and transportation systems, according to the prepared remarks. "And the risk that poses to every American requires our attention -- now," his prepared testimony said.

As Wray testified, the Justice Department and FBI announced they had disabled a Chinese hacking operation that had infected hundreds of small office and home routers with botnet malware that targeted critical infrastructure. The DOJ said the hackers, known to the private sector as "Volt Typhoon," used privately owned small routers that were infected with "KV botnet" malware to conceal further Chinese hacking activities against U.S. and foreign victims. Wray addressed the malware in his testimony, emphasizing that it targets critical infrastructure in the U.S. [...]

At Wednesday's hearing, the director of the federal Cybersecurity and Infrastructure Security Agency, Jen Easterly, testified that Americans should expect efforts by China to wage influence campaigns online relating to the 2024 election. However, Easterly added that she was confident that voting systems and other election infrastructure are well-defended. "To be very clear, Americans should have confidence in the integrity of our election infrastructure because of the enormous amount of work that's been done by state and local election officials, by the federal government, by vendors, by the private sector since 2016," Easterly said in her testimony.

Wray emphasized in the remarks that the "cyber onslaught" of Chinese hackers "goes way beyond prepositioning for future conflict," saying in the prepared remarks that every day the hackers are "actively attacking" U.S. economic security, engaging in "wholesale theft of our innovation, and our personal and corporate data." "And they don't just hit our security and economy. They target our freedoms, reaching inside our borders, across America, to silence, coerce, and threaten our citizens and residents," the excerpts said.

General Motors' Cruise self-driving car unit faces a trip that could last the better part of this year to convince regulators and a wary public that its robotaxis are fit to share the road with human drivers, industry officials said. From a report: After releasing a withering safety report last week that Cruise commissioned, GM said on Tuesday it slashed about $1 billion from Cruise's annual budget and promised to "soon" release a timeline for the unit's return to operations. The U.S. automaker also delayed indefinitely a March update when it was expected to lay out plans.

That has raised questions about when Cruise might get its vehicles back on the road, particularly as it faces various government probes including from the National Highway Traffic Safety Administration. "Investigating defects is a highly deliberative process," said Mark Rosekind, a former NHTSA chief who has also worked for Amazon.com's Zoox autonomous vehicle unit. "It would be months, easily, and for bigger problems up to a year or more to resolve an investigation."

With the increasing adoption of e-bikes and drones for efficient, eco-friendly delivery services, New York is proposing the Department of Sustainable Delivery to regulate these services, focusing on safety, data sharing, and operational permits to ease congested lanes. Fast Company reports: The first step of the new department will be a task force made up of tech, transportation, labor, and government representatives. There are currently some city regulations around delivery operations, but they're fragmented; the Department of Consumer and Worker Protection, for example, has addressed delivery worker rights (and recently announced a new minimum pay rate for app-based food delivery workers), while the Department of Transportation focuses on commercial delivery, and has taken steps to address delivery cargo bikes. "We don't have a place where every company that wants to dispatch in volume and move freight [and goods] around in the city on a micro level comes through and has to show that they're going to meet certain requirements," [New York City Deputy Mayor of Operations Meera Joshi] says.

Managers of truck delivery fleets often track their driver's performance and behavior with tools like GPS; through the new department, micromobility app companies may be required to share their GPS delivery data with the city. That data might reveal more about how long delivery riders are working, or how heavy cargo bikes' loads are, which could lead to new regulations. Joshi also points to e-bike fires and rising e-bike rider deaths as red flags that signal the need for more oversight and legislation, which could prevent future tragedies. More information about where and when these deliveries are happening could also help the city adapt its infrastructure to this growing market. "As more and more of the city is feeling the effects of the commercialization of bike lanes, we certainly do have to rethink how wide our bike lanes are, what they are there to accommodate, does there need to be some separation between motorized and nonmotorized [bikes]?" Joshi says. "But these things need to be informed." The city is already making some such updates. Last summer, it upgraded a stretch of 10th Avenue to include a 10-foot-wide bike lane, to better allow regular cyclists and delivery e-bikes to coexist

Tech advancements often move faster than the government, resulting in a game of legislative catch up for cities. Joshi says New York City is thinking about micromobility in this way because "we've seen this movie before," referring to tech disruption, "and we'd like a different ending." While Joshi knows that companies may bristle at the increased oversight, she says being proactive about these issues and taking steps to address them will likely help the firms and their public perception long-term. And not addressing micromobility challenges now could also impede larger climate progress. "If we are not able to show that we have a comprehensive framework, show that we're able to manage what we have today and prepare for the unknown, we could have people, saying 'it was better when [delivery] was in trucks,'" Joshi says, "and that would actually be probably the worst thing for the environment."

An anonymous reader quotes a report from The Register: Europe's aviation safety body is working with the airline industry to counter a danger posed by interference with GPS signals -- now seen as a growing threat to the safety of air travel. The European Union Aviation Safety Agency (EASA) and the International Air Transport Association (IATA) held a recent workshop on incidents where people spoofed and jammed satellite navigation systems, and concluded these pose a "significant challenge" to safety. Mitigating the risks posed by such actions will require measures to be enacted in the short term as well as medium and long term timescales, the two bodies said. They want to start by sharing information about the incidents and any potential remedies.

In Europe, this information sharing will occur through the European Occurrence Reporting scheme and EASA's Data4Safety program. Given the global nature of the problem, a broader solution would be better, but this would have to be pursued at a later date, EASA said. Inevitably, another of the measures involves retaining traditional navigation aids to ensure there is a conventional backup for GNSS navigation, while a third calls for guidance from aircraft manufacturers to airlines and other aircraft operators to ensure they know how to manage jamming and spoofing situations. As a further measure, EASA said it will inform all relevant stakeholders, which includes airlines, air navigation service providers, airports and the air industry, about recorded incidents.

Interference with global navigation systems can take one of two forms: jamming requires nothing more than transmitting a radio signal strong enough to drown out those from GPS satellites, while spoofing is more insidious and involves transmitting fake signals that fool the receiver into calculating its position incorrectly. According to EASA, jamming and spoofing incidents have increasingly threatened the integrity of location services across Eastern Europe and the Middle East in recent years. [...] The IATA said that coordinated action is needed, including sharing of safety data and a commitment from nations to retain traditional navigation systems as backup.

Regulators put limits on Boeing 737 MAX production; grounded MAX 9 jets have resumed flying after required inspections. From a report: Bolts needed to secure part of an Alaska Airlines jet that blew off in midair appear to have been missing when the plane left Boeing's factory. Boeing and other industry officials increasingly believe the plane maker's employees failed to put back the bolts when they reinstalled a 737 MAX 9 plug door after opening or removing it during production, according to people familiar with the matter. The increasingly likely scenario, according to some of these people, is based partly on an apparent absence of markings on the Alaska door plug itself that would suggest bolts were in place when it blew off the jet around 16,000 feet over Oregon on Jan. 5.

They also pointed to paperwork and process lapses at Boeing's Renton, Wash., factory related to the company's work on the plug door. The National Transportation Safety Board has been conducting metallurgical analysis of the plug door but hasn't released the results of the testing. Laboratory tests might show whether the bolts were in place or not there at all. An update in the NTSB probe is expected as soon as this week. New evidence could later emerge before accident investigators reach final conclusions. It couldn't be determined how many people were involved with work on the plug door at Boeing's 737 factory. Supplier Spirit AeroSystems delivered the 737 fuselage to Boeing's factory with the door plug installed. The plug door itself was constructed in Spirit's Malaysian factory, while the fuselage was assembled in Wichita, Kan. Boeing opened or removed the door plug after the 737 MAX 9 jet's fuselage arrived at the plane maker's Renton, Wash., factory for final assembly, The Wall Street Journal and other news outlets have reported.

"Someday in the not too distant future, it might no longer be possible to drive a brand-new car faster than 80 mph in California," writes Car and Driver: That's because state senator Scott Wiener earlier this week proposed a new bill that aims to prevent certain new vehicles from going more than 10 mph over the speed limit. In California, the maximum posted speed limit is 70 mph, meaning anything north of 80 mph would be off limits.

The Speeding and Fatality Emergency Reduction on California Streets — or SAFER California Streets, for short — is a package of bills that includes SB 961 that was published Tuesday, which essentially calls for speed governors on new cars and trucks built or sold in California starting with the 2027 model year. These vehicles would be required to have an "intelligent speed limiter system" that electronically prevents the driver from speeding above the aforementioned threshold.

The speed-limiter tech wouldn't apply to emergency vehicles. There's also language in the bill that the passive device would have the ability to be temporarily disabled by the driver, however, it's unclear in what situations that might apply. The bill also states that automakers would be able to fully disable the speed-limiter, but presumably only for authorized emergency vehicles. The commissioner of the California Highway Patrol could authorize disabling the speed-limiter too at their discretion...

The proposed legislation is said to be an attempt to address rising traffic fatalities, which in California have reportedly increased by 22 perecent from 2019 to 2022.

The Wall Street Journal reports that "a motley crew of AM radio advocates," including conservative talk show hosts and federal emergency officials, are lobbying Congress to stop carmakers from dropping AM radio from new vehicles: Lawmakers say most car companies are noncommittal about the future of AM tuners in vehicles, so they want to require them by law to keep making cars with free AM radio. Supporters argue it is a critical piece of the emergency communication network, while the automakers say Americans have plenty of other ways, including their phones, to receive alerts and information. The legislation has united lawmakers who ordinarily want nothing to do with one another. Sens. Ted Cruz (R., Texas) and Ed Markey (D., Mass.) are leading the Senate effort, and on the House side, Speaker Mike Johnson — himself a former conservative talk radio host in Louisiana — and progressive "squad" member Rep. Rashida Tlaib of Michigan are among about 200 co-sponsors...

A spring 2023 Nielsen survey, the most recent one available, showed that AM radio reaches about 78 million Americans every month. That is down from nearly 107 million in the spring of 2016, one of the earliest periods for which Nielsen has data... Automakers say the rise of electric vehicles is driving the shift away from AM, because onboard electronics create interference with AM radio signals — a phenomenon that "makes the already fuzzy analog AM radio frequency basically unlistenable," according to the Alliance for Automotive Innovation, a car-industry trade group. Shielding cables and components to reduce interference would cost carmakers $3.8 billion over seven years, the group estimates.

Markey and other lawmakers say they want to preserve AM radio because of its role in emergency communications. The Federal Emergency Management Agency says that more than 75 radio stations, most of which operate on the AM band and cover at least 90% of the U.S. population, are equipped with backup communications equipment and generators that allow them to continue broadcasting information to the public during and after an emergency. Seven former FEMA administrators urged Congress in a letter last year to seek assurances from automakers that they would keep broadcast radio available. The companies' noncommittal response spurred legislation, lawmakers said.

Automakers increasingly want to put radio and other car features "behind a paywall," Markey said in an interview. "They see this as another profit center for them when the American driving public has seen it as a safety resource for them and their families...." He compared the auto industry's resistance to the bill to previous opposition to government mandates like seat belts and air bags. "Leaving safety decisions to the auto industry is very dangerous," Markey said.
Lawmakers have heard from over 400,000 AM radio supporters, according to the president of the National Association of Broadcasters.

But the article also cites an executive at the Consumer Technology Association, who says automakers and tech advocacy groups have told lawmakers that requiring AM radio "would be "inconsistent with the principles of a free market.... It's strange that Congress is focused on a 100-year-old technology."