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."

Slashdot reader Bruce66423 shared this report from the BBC: A Spanish court has cleared a British man of public disorder, after he joked to friends about blowing up a flight from London Gatwick to Menorca.

Aditya Verma admitted he told friends in July 2022: "On my way to blow up the plane. I'm a member of the Taliban." But he said he had made the joke in a private Snapchat group and never intended to "cause public distress"... The message he sent to friends, before boarding the plane, went on to be picked up by UK security services. They then flagged it to Spanish authorities while the easyJet plane was still in the air.

Two Spanish F-18 fighter jets were sent to flank the aircraft. One followed the plane until it landed at Menorca, where the plane was searched. Mr Verma, who was 18 at the time, was arrested and held in a Spanish police cell for two days. He was later released on bail... If he had been found guilty, the university student faced a fine of up to €22,500 (£19,300 or $20,967) and a further €95,000 (£81,204 or $103,200) in expenses to cover the cost of the jets being scrambled.
But how did his message first get from the encrypted app to the UK security services? One theory, raised in the trial, was that it could have been intercepted via Gatwick's Wi-Fi network. But a spokesperson for the airport told BBC News that its network "does not have that capability"... A spokesperson for Snapchat said the social media platform would not "comment on what's happened in this individual case".
richi (Slashdot reader #74,551) thinks it's obvious what happened: SnapChat's own web site says they scan messages for threats and passes them on to the authorities. ("We also work to proactively escalate to law enforcement any content appearing to involve imminent threats to life, such as...bomb threats...."

"In the case of emergency disclosure requests from law enforcement, our 24/7 team usually responds within 30 minutes."

"According to one study, homeowners are three times more likely than renters to own an electric vehicle," writes the Washington Post. But others still have options: Drivers who park on the street have found novel ways to charge their vehicles, using extension cords running over the sidewalk or even into the branches of a nearby tree... [S]ome municipalities explicitly allow over-the-sidewalk charging as part of a broader strategy to cut transportation emissions... In some areas, homeowners can also hire an electrician to run power under the sidewalk to a curbside charging port. But homeowners should check local rules and permitting requirements for curbside charging. In some highly EV-friendly cities, local governments will cover the costs. In Seattle, a pilot program is installing faster curbside charging to residents who opt in to the program...

If home charging simply isn't an option, some drivers rely on public charging — either using workplace chargers or charging occasionally on DC fast chargers, which can bring an EV battery from 0 to 80 percent in around 20 minutes. The problem is that public charging is more expensive than charging at home — although in most places, still less expensive than gas... For drivers who have access to Tesla superchargers, public charging might still be a solid option — but for non-Tesla drivers, it's still a challenge. Many fast chargers can be broken for days or weeks on end, or can be crowded with other drivers. The popular charging app PlugShare can help EV owners find available charging ports, but relying on public fast charging can quickly become a pain for drivers used to quickly filling up on gas. In those situations, a plug-in hybrid or regular hybrid car might be a better option.
And beyond that, "experts say that there are a key few steps that renters or condo owners can take to access charging," according to the article: The first is looking up local "right-to-charge" laws — regulations that require homeowners' associations or landlords to allow residents to install Level 1 or Level 2 charging. Ten states have "right-to-charge" laws on the books. In California and Colorado, for example, renters or homeowners have the right to install charging at their private parking space or, in some cases, in a public area at their apartment building. Other states, including Florida, Hawaii and New Jersey, have similar but limited laws. Residents can also reach out to landlords or property owners directly and make the case for installing charging infrastructure. All of this "puts a fair amount of onus on the driver," said Ben Prochazka, the executive director of the Electrification Coalition. But, he added, many EV advocacy groups are working on changing building codes in cities and states so that all multifamily homes with parking have to be "EV-ready."
Ingrid Malmgren, policy director at the EV advocacy group Plug In America, tells the newspaper that "communities all over the country are coming up with creative solutions. And it's just going to get easier and easier."

"Parched conditions have crippled a waterway that handles $270 billion a year in global trade," reports Bloomberg. "And there are no easy solutions.

"The Panama Canal Authority is weighing potential fixes that include an artificial lake to pump water into the canal and cloud seeding to boost rainfall, but both options would take years to implement, if they're even feasible. " With water levels languishing at six feet (1.8 meters) below normal, the canal authority capped the number of vessels that can cross. The limits imposed late last year were the strictest since 1989... Some shippers are paying millions of dollars to jump the growing queue, while others are taking longer, costlier routes around Africa or South America. The constraints have since eased slightly due to a rainier-than-expected November, but at 24 ships a day, the maximum is still well below the pre-drought daily capacity of about 38. As the dry season takes hold, the bottleneck is poised to worsen again...

The canal's travails reflect how climate change is altering global trade flows. Drought created chokepoints last year on the Mississippi River in the US and the Rhine in Europe. In the UK, rising sea levels are elevating the risk of flooding along the Thames. Melting ice is creating new shipping routes in the Arctic. Under normal circumstances, the Panama Canal handles about 3% of global maritime trade volumes and 46% of containers moving from Northeast Asia to the US East Coast...

In the long term, the primary solution to chronic water shortages will be to dam up the Indio River and then drill a tunnel through a mountain to pipe fresh water 8 kilometers (5 miles) into Lake Gatún, the canal's main reservoir. The project, along with additional conservation measures, will cost about $2 billion, Erick Córdoba, the manager of the water division at the canal authority estimates. He says it will take at least six years to dam up and fill the site. The US Army Corps of Engineers is conducting a feasibility study. The Indio River reservoir would increase vessel traffic by 11 to 15 a day, enough to keep Panama's top moneymaker working at capacity while guaranteeing fresh water for Panama City...

The country will need to dam even more rivers to guarantee water through the end of the century.

An anonymous reader shares a report: Energy Secretary Jennifer Granholm can relate to Americans' anxiety over electric vehicles. The former governor of Michigan and longtime EV owner (who currently drives a Ford Mach-E) says she has experienced her own challenges with public charging on road trips. She has heard from drivers who are reluctant to give up their eight-cylinder engines and large trucks and SUVs for an electric model. But she is convinced that more Americans will soon realize the benefits of owning one, helping to change the current anti-EV rhetoric in this country. [...] "All of those factories that I was talking about regarding building electric vehicles and electric vehicle batteries, 60% of them are going into red states. So, you know, people in red states love their EVs, too, and are working at these factories," Granholm said. "I just think that over time, the political nonsense about it will die down and people's experience will speak much more loudly."