An anonymous reader quotes a report from Reuters: A U.S. auto safety agency said on Friday it is reconsidering a landmark rule from the administration of former President Joe Biden requiring nearly all new cars and trucks by 2029 to have advanced automatic emergency braking systems. The National Highway Traffic Safety Administration said it would delay the effective date to March 20 to give the new Trump administration time to further review the regulation.

The Alliance for Automotive Innovation, representing General Motors, Toyota Motor, Volkswagen and other automakers, last week filed suit to block the rule, saying the regulation is "practically impossible with available technology." The group asked the U.S. Court of Appeals for the District of Columbia to overturn the rule, saying the requirement that cars and trucks must be able to stop and avoid striking vehicles in front of them at up to 62 miles per hour (100 kph) is unrealistic. It unsuccessfully asked NHTSA last year to reconsider the rule. Come 2029, all cars sold in the U.S. "must be able to stop and avoid contact with a vehicle in front of them at speeds up to 62 mph," reports Car and Driver."

"Additionally, the system must be able to detect pedestrians in both daylight and darkness. As a final parameter, the federal standard will require the system to apply the brakes automatically up to 90 mph when a collision is imminent, and up to 45 mph when a pedestrian is detected."

According to the NHTSA, the rule will save at least 360 lives annually and prevent more than 24,000 injuries.

Battery cars on Britain's roads are lasting as long as petrol and diesel cars, according to a study that has found a rapid improvement in electric vehicle reliability. From a report: An international team of researchers has estimated that an electric car will have a lifespan of 18.4 years, compared with 18.7 years for petrol cars and 16.8 years for diesels, according to a peer-reviewed study published on Friday in the journal Nature Energy. The findings were based on 300m records from compulsory annual MOT tests of roadworthiness.

Automotive engineers have long suspected electric cars will be more reliable than petrol or diesel cars, because they contain many fewer moving parts. Data has been limited, however, because the earliest mass-market electric cars are only just reaching the end of their lives. The researchers, from the University of Birmingham, the London School of Economics, the University of California San Diego, and the University of Bern, Switzerland, used MOT data to estimate the failure rate of all cars -- ignoring scrappage in the first few years, which is most likely to be related to accidents. The analysis found that Tesla cars had the longest lifespan among battery cars.

Longtime Slashdot reader schwit1 shares a report from MotorTrend: A coming ground-fault circuit-interrupter revision could make slow-charging your car nearly impossible. The National Fire Protection Agency (NFPA) publishes a new National Electric Code every three years, and we almost never notice or care. But the next one, NFPA 70 2026, has the Society of Automotive Engineers (SAE) electric-vehicle charging subcommittee, OEMs, and companies in the EV Supply Equipment (EVSE, or charger) biz mightily concerned. That's because it proposes to require the same exact ground-fault circuit-interrupter protection that makes you push that little button on your bathroom outlet every time the curling iron won't heat up. Only now, that reset button will often be down in an electric panel, maybe locked in a room where you can't reset it. If EV drivers can't reliably plug in and expect their cars to charge overnight at home or while at work, those cars will become far less practical. [...]

The national code doesn't care what you're plugging in, but vehicle chargers deserve their own carve-out. That's because no current ever flows until the charger has verified a solid ground connection from car to charger and from charger to electrical panel. They also include their own GFPE (Ground Fault Protection of Equipment), which is intended to protect equipment and is permitted to trip at values larger than 5mA, often in the 15-20mA range. That's why this new code REALLY needs to set a higher supply-side cutout (like what is allowed for marine vehicle shore power, which is up to 30mA). Because even if the Special Purpose GFCI with its 15-20mA trip level were allowed, it would be a 50/50 chance that any fault would trip the electrical-supply breaker or the device's internal breaker. But while the device is programmed to automatically reset and try again, the panel requires a manual reset. There is one EV-charger carve-out: Bi-directional chargers are exempt.

This problematic application of 5 mA trip to most 240-volt equipment was added into this regulation late, during a second draft, and now the only way to head it off is for interested parties (SAE, OEMs, and EVSE manufacturers) to register their notice of motion in February for consideration in March. This isn't a government regulation, so it's utterly unaffected by the change in federal administration. These are functionary folks with minimal experience of EV charging, so the arguments must aim to convince the NFPA that implementing this code as is could grossly embarrass the Agency. (Understanding that any such embarrassment will only arise after buildings and projects are completed under the new code.)

In 2022 California's Air Resources Board issued regulations to ban new diesel truck sales by 2036, remembers the Los Angeles Times, and force the owners of diesel trucks to take them off the road by 2042. "The idea was to replace those trucks with electric and hydrogen-powered versions, which dramatically reduce emissions but are currently two to three times more expensive."

But it would've required a federal waiver to enforce those rules — which isn't going to happen: The Biden administration hadn't granted the waivers as of this week, and rather than face almost certain denial by the incoming Trump administration, the state withdrew its waiver request... Trucking representatives had filed a lawsuit to block the rules, arguing they would cause irreparable harm to the industry and the wider economy.
The nonprofit news site CalMatters notes the withdrawal "comes after the Biden administration recently approved the California Air Resources Board's mandate phasing out new gas-powered cars by 2035, but had not yet approved other waivers for four diesel vehicle standards that the state has adopted... California may have to suspend any future rule-making for vehicles over the next four years of the Trump administration and rely instead on voluntary agreements with engine manufacturers, trucking companies, railroads and other industries."

The Los Angeles Times adds that California "could, however, pursue waivers at some point in the future." Under America's federal Clean Air Act, "California is allowed to set its own air standards, and other states are allowed to follow California's lead. But federal government waivers are required..."

"Engineers have showcased a prototype electric vehicle that can drive for up to 40 miles (64 kilometers) per day using just solar power," reports LiveScience. The production-ready "Aptera Launch Edition" made its first appearance this month at CES 2025, and "also offers up to 400 miles (640 km) of range from a single charge via an electrical output, company representatives said in a statement."

LiveScience describes the vehicle as "lighter and more energy-efficient than conventional EVs, while offering a 50% reduction in aerodynamic resistance," with an energy efficiency rating of 100 Watt-hours per mile (Wh/mile). By contrast, a Tesla Model S (released in 2022) consumes 194 Wh/mile in the city in mild weather and 288 Wh/mile on the highway in mild weather, according to the EV Database. At a maximum range of 440 miles — including 40 miles using solar power and 400 miles using electricity — the Aptera EV may also overtake the current longest-range vehicles in production. The Mercedes-Benz EQS 450+ has a maximum range of 425 miles (684 km), according to the EV Database, followed by the Lucid Air Grand Touring at 410 miles (660 km).
Aptera says it's raised $135 million "through equity crowdfunding" to fund its pre-production progress. "Since its launch, the Company has accepted $1.7 billion in pre-orders with nearly 50,000 vehicles reserved by future Aptera owners in the U.S. and internationally."

MotorTrend writes that "nearly two decades in the making, the otherworldly three-wheel Aptera is headed to production this year as a $40,000, 400-mile EV that can capture up to 40 miles worth of free solar energy every day. Maybe." The California startup made similar promises in 2008, 2009, 2012, and 2022 and yet it has never delivered a single vehicle. Is anything different this time...?

At CES, co-CEO (and one of Aptera's original founders) Chris Anthony told MotorTrend it will take another $60 million to finish the development work, buy the tooling, and build out the Carlsbad, California, assembly plant. "We're still in fundraising mode and we hope that we inspire some people in this beautiful building (Las Vegas Convention Center) to invest in Aptera," Anthony said. "We're trying to raise $20 million in the first quarter of this year. That will basically kick off all the long-lead items to get into production, but it's a $60 million plan to get into volume production." Anthony said the company has already made one of its largest purchases, the molds for the carbon-fiber sheet-molding composite body structure and the fiberglass sheet-molding composite body panels that will be made in Italy. The next $20 million will cover the tooling for the diecast metal suspension arms and the injection-molded interior components...

It would be relatively easy for Aptera to hand build cars in a garage and announce the start of production, but the plan calls for building up to 80 cars per day per the guidance of engineering consultant and YouTuber Sandy Munro, who is an Aptera investor and adviser. "He really helped shepherd the design from what was an early prototype prove-out design into how to make the most manufacturable vehicle ever," Anthony said. The structure is built from just six parts and the entire car has been designed to be put together in a factory with just 12 stations. But that radical simplicity complicates the job at hand right now. In addition to developing the car, the small engineering team also has to create the machine that makes it. Anthony's plan has the factory ramping up to build 20,000 vehicles a year within nine months of starting production at the end of 2025.

Before that can happen, Aptera needs to clear the same hurdle that tripped it up in 2011 and sent the company stumbling into liquidation — the money. "We would love one investor to be so inspired by what we're doing that they just hand us a $60 million check," Anthony told MotorTrend. "But it could be something that's kind of piecemeal over the next nine months to get that $60 million into the company." Are you convinced?

Sales of electric vehicles and hybrids reached 20% of new car sales in the U.S. last year, with Tesla maintaining dominance in the EV market despite a slight decline in market share. CNBC reports: Auto data firm Motor Intelligence reports more than 3.2 million "electrified" vehicles were sold last year, or 1.9 million hybrid vehicles, including plug-in models, and 1.3 million all-electric models. Traditional vehicles with gas or diesel internal combustion engines still made up the majority of sales, but declined to 79.8%, falling under 80% for the first time in modern automotive history, according to the data.

Regarding sales of pure EVs, Tesla continued to dominate, but Cox Automotive estimated its annual sales fell and its market share dropped to about 49%, down from 55% in 2023. The Tesla Model Y and Model 3 were estimated to be the bestselling EVs in 2024. Following Tesla in EV sales was Hyundai Motor, including Kia, at 9.3% of EV market share; General Motors at 8.7%; and then Ford Motor at 7.5%, according to Motor Intelligence. BMW rounded out the top five at 4.1%. The EV market in the U.S. is highly competitive: Of the 68 mainstream EV models tracked by Cox's Kelley Blue Book, 24 models posted year-over-year sales increases; 17 models were all new to the market; and 27 decreased in volume.

The FTC announced Thursday that it's banned General Motors and its subsidiary OnStar from selling customer geolocation and driving behavior data for five years. The Verge reports: The settlement comes after a New York Times investigation found that GM had been collecting micro-details about its customers' driving habits, including acceleration, braking, and trip length -- and then selling it to insurance companies and third-party data brokers like LexisNexis and Verisk. Clueless vehicle owners were then left wondering why their insurance premiums were going up.

FTC accused GM of using a "misleading enrollment process" to get vehicle owners to sign up for its OnStar connected vehicle service and Smart Driver feature. The automaker failed to disclose to customers that it was collecting their data, nor did GM seek out their consent to sell it to third parties. After the Times exposed the practice, GM said it was discontinuing its OnStar Smart Driver program. The settlement also requires GM to obtain consent from customers before collecting their driving behavior data, and allow them to request and delete their data if they choose.

An anonymous reader quotes a report from Reuters: Toyota Motor unit Hino Motors has agreed a $1.6 billion settlement with U.S. agencies and will plead guilty over excess diesel engine emissions in more than 105,000 U.S. vehicles, the company and U.S. government said on Wednesday. The Japanese truck and engine manufacturer was charged with fraud in U.S. District Court in Detroit for unlawfully selling 105,000 heavy-duty diesel engines in the United States from 2010 through 2022 that did not meet emissions standards. The settlement, which still must be approved by a U.S. judge, includes a criminal penalty of $521.76 million, $442.5 million in civil penalties to U.S. authorities and $236.5 million to California.

A company-commissioned panel said in a report in 2022 Hino had falsified emissions data on some engines going back to at least 2003. Hino agreed to plead guilty to engaging in a multi-year criminal conspiracy and serve a five-year term of probation, during which it will be barred from importing any diesel engines it has manufactured into the U.S., and carry out a comprehensive compliance and ethics program, the Justice Department and Environmental Protection Agency said. [...] The settlement includes a mitigation program, valued at $155 million, to offset excess air emissions from the violations by replacing marine and locomotive engines, and a recall program, valued at $144.2 million, to fix engines in 2017-2019 heavy-duty trucks

The EPA said Hino admitted that between 2010 and 2019, it submitted false applications for engine certification approvals and altered emission test data, conducted tests improperly and fabricated data without conducting any underlying tests. Hino President Satoshi Ogiso said the company had improved its internal culture, oversight and compliance practices. "This resolution is a significant milestone toward resolving legacy issues that we have worked hard to ensure are no longer a part of Hino's operations or culture," he said in a statement. Toyota's Hino Motors isn't the only automaker to admit to selling vehicles with excess diesel emissions. Volkswagen had to pay billions in fines after it admitted in 2015 to cheating emissions tests by installing "defeat devices" and sophisticated software in nearly 11 million vehicles worldwide. Daimler (Mercedes-Benz), BMW, Opel/Vauxhall (General Motors), and Fiat Chrysler have been implicated in similar practices.

Chinese drone maker DJI has removed software restrictions that previously prevented its drones from flying over sensitive areas in the United States, including airports, wildfires, and government buildings like the White House, replacing them with dismissible warnings.

The policy shift comes amid rising U.S. distrust of Chinese drones and follows a recent incident where a DJI drone disrupted firefighting efforts in Los Angeles. The company defended the change, saying drone regulations have matured with the FAA's new Remote ID tracking requirement, which functions like a digital license plate.

An anonymous reader quotes a report from The Verge: The Biden administration finalized a new rule that would effectively ban all Chinese vehicles from the US under the auspices of blocking the "sale or import" of connected vehicle software from "countries of concern." The rule could have wide-ranging effects on big automakers, like Ford and GM, as well as smaller manufacturers like Polestar -- and even companies that don't produce cars, like Waymo. The rule covers everything that connects a vehicle to the outside world, such as Bluetooth, Wi-Fi, cellular, and satellite components. It also addresses concerns that technology like cameras, sensors, and onboard computers could be exploited by foreign adversaries to collect sensitive data about US citizens and infrastructure. And it would ban China from testing its self-driving cars on US soil.

"Cars today have cameras, microphones, GPS tracking, and other technologies connected to the internet," US Secretary of Commerce Gina Raimondo said in a statement. "It doesn't take much imagination to understand how a foreign adversary with access to this information could pose a serious risk to both our national security and the privacy of U.S. citizens. To address these national security concerns, the Commerce Department is taking targeted, proactive steps to keep [People's Republic of China] and Russian-manufactured technologies off American roads." The rules for prohibited software go into effect for model year 2027 vehicles, while the ban on hardware from China waits until model year 2030 vehicles. According to Reuters, the rules were updated from the original proposal to exempt vehicles weighing over 10,000 pounds, which would allow companies like BYD to continue to assemble electric buses in California. The Biden administration published a fact sheet with more information about this rule.

"[F]oreign adversary involvement in the supply chains of connected vehicles poses a significant threat in most cars on the road today, granting malign actors unfettered access to these connected systems and the data they collect," the White House said. "As PRC automakers aggressively seek to increase their presence in American and global automotive markets, through this final rule, President Biden is delivering on his commitment to secure critical American supply chains and protect our national security."

An anonymous reader quotes a report from Gizmodo: Texas has sued (PDF) one of the nation's largest car insurance providers alleging that it violated the state's privacy laws by surreptitiously collecting detailed location data on millions of drivers and using that information to justify raising insurance premiums. The state's attorney general, Ken Paxton, said the lawsuit against Allstate and its subsidiary Arity is the first enforcement action ever filed by a state attorney general to enforce a data privacy law. It also follows a deceptive business practice lawsuit he filed against General Motors accusing the car manufacturer of misleading customers by collecting and selling driver data.

In 2015, Allstate developed the Arity Driving Engine software development kit (SDK), a package of code that the company allegedly paid mobile app developers to install in their products in order to collect a variety of sensitive data from consumers' phones. The SDK gathered phone geolocation data, accelerometer, and gyroscopic data, details about where phone owners started and ended their trips, and information about "driving behavior," such as whether phone owners appeared to be speeding or driving while distracted, according to the lawsuit. The apps that installed the SDK included GasBuddy, Fuel Rewards, and Life360, a popular family monitoring app, according to the lawsuit.

Paxton's complaint said that Allstate and Arity used the data collected by its SDK to develop and sell products to other insurers like Drivesight, an algorithmic model that assigned a driving risk score to individuals, and ArityIQ, which allowed other insurers to "[a]ccess actual driving behavior collected from mobile phones and connected vehicles to use at time of quote to more precisely price nearly any driver." Allstate and Arity marketed the products as providing "driver behavior" data but because the information was collected via mobile phones the companies had no way of determining whether the owner was actually driving, according to the lawsuit. "For example, if a person was a passenger in a bus, a taxi, or in a friend's car, and that vehicle's driver sped, hard braked, or made a sharp turn, Defendants would conclude that the passenger, not the actual driver, engaged in 'bad' driving behavior," the suit states. Neither Allstate and Arity nor the app developers properly informed customers in their privacy policies about what data the SDK was collecting or how it would be used, according to the lawsuit. The lawsuit violates Texas' Data Privacy and Security Act (DPSA) and insurance code by failing to address violations within the required 30-day cure period. "In its complaint, filed in federal court, Texas requested that Allstate be ordered to pay a penalty of $7,500 per violation of the state's data privacy law and $10,000 per violation of the state's insurance code, which would likely amount to millions of dollars given the number of consumers allegedly affected," adds the report.

"The lawsuit also asks the court to make Allstate delete all the data it obtained through actions that allegedly violated the privacy law and to make full restitution to customers harmed by the companies' actions."

FBI Director Christopher Wray, in his final interview before stepping down, warned that China poses the greatest long-term threat to U.S. national security, calling it "the defining threat of our generation." China's cyber program has stolen more American personal and corporate data than all other nations combined, Wray told CBS News. He said Chinese government hackers have infiltrated U.S. civilian infrastructure, including water treatment facilities, transportation systems and telecommunications networks, positioning themselves to potentially cause widespread disruption.

"To lie in wait on those networks to be in a position to wreak havoc and can inflict real-world harm at a time and place of their choosing," Wray said. The FBI director, who is leaving his post nearly three years early after President-elect Donald Trump indicated he would make leadership changes, said China has likely accessed communications of some U.S. government personnel. He added that Beijing's pre-positioning on American civilian critical infrastructure has not received sufficient attention.

"Every Ford EV model set a new sales record in 2024 with double-digit growth," reports Electrek, with Ford's total U.S. electric vehicle sales jumping to 97,865, an increase of 34.8% from 2023.

And in the last three months of 2024 Ford sold 30,176 EVs — which is also a new record. The Mustang Mach-E had its best sales quarter since launching in late 2020, with 16,119 models sold in Q4. With 51,745 Mach-Es sold last year, it was the second-best-selling electric SUV in the US, behind the Tesla Model Y. Even more impressive, the Mach-E outsold every gas-powered Ford Mustang model in 2024. Ford sold just over 48,600 gas Mustangs last year, down 9.5% from 2023.
The article adds that to thank customers, Ford has now extended its "Power Promise" promotion, "which gives all new EV buyers a free Level 2 home charger, and Ford is covering the cost of standard installation."

Sales of electric vehicles in Japan fell 33% year-on-year to 59,736 cars in 2024, the first decline in four years, according to data from car dealers and importers compiled by Nikkei on Thursday. From the report: EVs' share of all vehicle sales fell below 2% in Japan, the lowest among major advanced economies. While global EV sales are still growing, albeit more slowly, Japan's reluctance to adopt EVs is becoming increasingly apparent.

It "felt like a Disneyland ride," reports CBS News. A man took a Waymo takes to the airport — only to discover the car "wouldn't stop driving around a parking lot in circles." And because the car was in motion, he also couldn't get out.

Still stuck in the car, Michael Johns — a tech-industry worker — then phoned Waymo for help. ("Has this been hacked? What's going on? I feel like I'm in the movies. Is somebody playing a joke on me?") But he also filmed the incident... "Why is this thing going in a circle? I'm getting dizzy," Johns said in a video posted on social media that has since gone viral, garnering more than two million views and interactions....

The Waymo representative was finally able to get the car under control after a few minutes, allowing him to get to the airport just in time to catch his flight back to LA. He says that the lack of empathy from the representative who attempted to help him, on top of the point that he's unsure if he was talking to a human or AI, are major concerns. "Where's the empathy? Where's the human connection to this?" Johns said while speaking with CBS News Los Angeles. "It's just, again, a case of today's digital world. A half-baked product and nobody meeting the customer, the consumers, in the middle."

Johns, who ironically works in the tech industry himself, says he would love to see services like Waymo succeed, but he has no plans to hop in for a ride until he's sure that the kinks have been fixed. In the meantime, he's still waiting for someone from Waymo to contact him in regards to his concerns, which hasn't yet happened despite how much attention his video has attracted since last week.
"My Monday was fine till i got into one of Waymo 's 'humanless' cars," he posted on LinkedIn . "I get in, buckle up ( safety first) and the saga begins.... [T]he car just went around in circles, eight circles at that..."

A Waymo spokesperson admitted they'd added about five minutes to his travel time, but then "said the software glitch had since been resolved," reports the Los Angeles Times, "and that Johns was not charged for the ride."

One final irony? According to his LinkedIn profile, Johns is a CES Innovations Awards judge.

"My feet are already in the crosswalk," says Geoffrey A. Fowler, a San Francisco-based tech columnist for the Washington Post. In a video he takes one step from the curb, then stops to see if Waymo robotaxis will stop for him. And they often didn't.

Waymo's position? Their cars consider "signals of pedestrian intent" including forward motion when deciding whether to stop — as well as other vehicles' speed and proximity. ("Do they seem like they're about to cross or are they just sort of milling around waiting for someone?") And Waymo "also said its car might decide not to stop if adjacent cars don't yield."

Fowler counters that California law says cars must always stop for pedestrians in a crosswalk. ("It's classic Silicon Valley hubris to assume Waymo's ability to predict my behavior supersedes a law designed to protect me.") And Phil Koopman, a Carnegie Mellon University professor who conducts research on autonomous-vehicle safety, agrees that the Waymos should be stopping. "Instead of arguing that they shouldn't stop if human drivers are not going to stop, they could conspicuously stop for pedestrians who are standing on road pavement on a marked crosswalk. That might improve things for everyone by encouraging other drivers to do the same."

From Fowler's video: I tried crossing in front of Waymos here more than 20 times. About three in ten times the Waymo would stop for me, but I couldn't figure out what made it change its mind. Heavy traffic vs light, crossing with two people, sticking one foot out — all would cause it to stop only sometimes. I could make it stop by darting out into the street — but that's not how my mama taught me to use a crosswalk...

Look, I know many human drivers don't stop for pedestrians either. But isn't the whole point of having artificial intelligence robot drivers that they're safer because they actually follow the laws?
Waymo would not admit breaking any laws, but acknowledged "opportunity for continued improvement in how it interacts with pedestrians."

In an article accompanying the video, Fowler calls it "a cautionary tale about how AI, intended to make us more safe, also needs to learn how to coexist with us." Waymo cars don't behave this way at all intersections. Some friends report that the cars are too careful on quiet streets, while others say the vehicles are too aggressive around schools... No Waymo car has hit me, or any other person walking in a San Francisco crosswalk — at least so far. (It did strike a cyclist earlier this year.) The company touts that, as of October, its cars have 57 percent fewer police-reported crashes compared with a human driving the same distance in the cities where it operates.
Other interesting details from the article:

• Fowler suggests a way his crosswalk could be made safer: "a flashing light beacon there could let me flag my intent to both humans and robots."

• The article points out that Waymo is also under investigation by the National Highway Traffic Safety Administration "for driving in an unexpected and disruptive manner, including around traffic control devices (which includes road markings)."

At the same time, Fowler also acknowledges that "I generally find riding in a Waymo to be smooth and relaxing, and I have long assumed its self-driving technology is a net benefit for the city." His conclusion? "The experience has taught my family that the safest place around an autonomous vehicle is inside it, not walking around it."

And he says living in San Francisco lately puts him "in a game of chicken with cars driven by nothing but artificial intelligence."

"Electric vehicles are expected to outsell cars with internal combustion engines in China for the first time next year," reports the Financial Times, calling it "a historic inflection point that puts the world's biggest car market years ahead of western rivals." China is set to smash international forecasts and Beijing's official targets with domestic EV sales — including pure battery and plug-in hybrids — growing about 20 per cent year on year to more than 12mn cars in 2025, according to the latest estimates supplied to the Financial Times by four investment banks and research groups. The figure would be more than double the 5.9mn sold in 2022. At the same time, sales of traditionally powered cars are expected to fall by more than 10 per cent next year to less than 11 million, reflecting a near 30 per cent plunge from 14.8 million in 2022...

Robert Liew, director of Asia-Pacific renewables research at Wood Mackenzie, said China's EV milestone signalled its success in domestic technology development and securing global supply chains for critical resources needed for EVs and their batteries. The industry's scale meant steep manufacturing cost reductions and lower prices for consumers. "They want to electrify everything," said Liew. "No other country comes close to China." While the pace of Chinese EV sales growth has eased from a post-pandemic frenzy, the forecasts suggest Beijing's official target, set in 2020, for EVs to account for 50 per cent of car sales by 2035, will be achieved 10 years in advance of schedule...

As China's EV market tracked towards year-on-year growth of near 40 per cent in 2024, the market share of foreign-branded cars fell to a record low of 37 per cent — a sharp decline from 64 per cent in 2020, according to data from Automobility, a Shanghai-based consultancy. In this month alone, GM wrote down more than $5 billion (€4.8 billion) of its business value in China; the holding company behind Porsche warned of a writedown in its Volkswagen stake of up to €20 billion; and arch rivals Nissan and Honda said they were responding to a "drastically changing business environment" with a merger.
"Meanwhile, EV sales growth has slowed in Europe and the US, reflecting the legacy car industry's slow embrace of new technology, uncertainty over government subsidies and rising protectionism against imports from China..."

Thanks to long-time Slashdot reader AmiMoJo for sharing the news.

An anonymous reader quotes a report from Reuters: Constellation Energy has been awarded a record $1 billion in contracts to supply nuclear power to the U.S. government over the next decade, the company said on Thursday. Constellation, the country's largest operator of nuclear power plants, will deliver electricity to more than 13 federal agencies as part of the agreements with the U.S. General Services Administration. The deal is the biggest energy purchase in the history of the GSA, which constructs and manages federal buildings, and is among the first major climate-focused energy agreement by the U.S. government to include electricity generated from existing nuclear reactors.

The GSA estimated that the contracts, set to begin on April 25, will comprise over 10 million megawatt-hours over 10 years and provide electricity equivalent to powering more than 1 million homes annually. The procurement will deliver electricity to 80 federal facilities located throughout the PJM Interconnection, a regional transmission operator with service covering more than 65 million people. The U.S. Department of Transportation, the Federal Reserve Board of Governors and the Army Corps of Engineers are some of the facilities that will receive the power. [...] Constellation said the deal will enable it to extend the licenses of existing nuclear plants and invest in new equipment and technology that will increase output by about 135 megawatts. "The investments we make as a result of this contract will keep these plants operating reliably for decades to come and put new, clean nuclear energy on the grid while making the best use of taxpayer dollars," Constellation CEO Joe Dominguez said in a release.

The Metropolitan Transportation Authority has announced plans to retire its iconic R46 subway cars, triggering nostalgia among New Yorkers who cherished their distinctive seating arrangement. The fleet -- which has served A, C, N, R, Q, and W lines for five decades -- will be replaced by R211 cars expected for delivery in 2027.

The R46's perpendicular seating configuration, designed for comfort during long trips to destinations like Coney Island, encouraged social interaction among passengers, according to New York Transit Museum director Concetta Bencivenga. The new R211 cars will feature longitudinal seating to improve passenger flow and reduce platform waiting times. Currently, 696 of the original 754 R46 cars remain in service. The replacement R211 cars will include security cameras, wider seats, improved signage, and better lighting.

Former U.S. President Jimmy Carter has died. Born in 1924, he had just celebrated his 100th birthday on October 1st. If you want to catch a glimpse of his political charisma, YouTube has a clip of Carter's appearance on "What's My Line" when he was still only governor of Georgia. Within five years he'd be president of the United States, serving from 1977 to 1981.

But it seems like today everyone has a story to tell. More than two decades later, long-time Slashdot reader destinyland saw Jimmy Carter speak in Las Vegas in 2001 on the final day of the CTIA Wireless tradeshow. "I feel thrilled to be a part of this," 77-year-old Carter had said.... Carter applauded the work of "entrepreneurs and scientists and engineers that are transforming the face of the globe." And he noted their technologies could address problems targeted by the Carter Center.

Interrupted by a few cellphone rings, the former President conversed on a stage at the Sands Expo and Venetian Hotel with Tom Wheeler, the president of the wireless communications trade association. Wheeler reminded the audience of Carter's decidedly nontechnical background, discussing An Hour Before Daylight, Carter's memoir about growing up on a farm in Georgia during the Great Depression. "We were the only family blessed with an outhouse," Carter told the crowd.

Wheeler also asked a question many in the technology community could relate to. Carter, he pointed out, had been involuntarily retired. "What's it feel like?" The former President told the audience he'd re-focussed his energies into humanitarian efforts through the Carter Center, which is active in providing health services around the world as well as monitoring elections. Carter donated his appearance fee to the Carter Center...

Midway through the hour-long discussion, the former President touted his administration's record of deregulating several industries, including transportation, energy, and communications, saying "If it hadn't been for that deregulation, this environment in which you all live wouldn't have been possible." Carter also shared with the business crowd that it was a belief in free enterprise that made him want to enter politics, drawn from his experiences selling peanuts as a young boy for a dollar a day.

The audience greeted the former president warmly, giving him a standing ovation both when he took the stage and when he left. Carter joked it was almost enough to make him want to get back into politics.
Everyone has their own opinion. When a friend of mine was in high school, she got to meet Jimmy Carter early in his presidency. He'd seemed unusually kind and good, she said, but remembered her first reaction. "They're going to eat you alive." And yet then, pointing to the humanitarian work he would continue for four decades, she said he was also clearly America's very best ex-president.

And the liberal blog Talking Points Memo argues Carter's accomplishments as president are being re-evaluated: Some found him to be distinctly unsung, with little attention given to his brokering of peace with the Camp David Accords and emphasis on global human rights. And some just liked him. A serious, intelligent, faithful, deeply honest man who spurned political expediency and burned through hundreds of pages of memos a day, he preached self-restraint, stewardship and commonality to an electorate that cast him off four years later for the glib excesses of Ronald Reagan.... "People assume that because he wasn't warm and cuddly with Congress that he didn't get much through," said John Alter [who wrote the first independent Carter biography in 2020]. "He signed more legislation in four years than Clinton or Obama did in eight. He has the most prodigious legislative record since World War II, with the exception of Lyndon Johnson."

That record includes, by Alter's count, 14 major pieces of environmental legislation. In one of Carter's more creative moves, he dusted off the 1906 Antiquities Act to keep pristine 56 million acres of Alaskan wilderness. His piecemeal approach, cloaked in distinctly unsexy bills like the 1978 Public Utilities Regulatory Policies Act, planted the seeds for a changing national energy system in the face of climate change. Carter had started underlining passages in scientific journals about what is now the most existential crisis of our time as early as 1971. What's most wrenching about Carter's improvements in energy and environmental policy now is what he wasn't able to accomplish. On his way out of office, he issued a report that included recommendations for cutting carbon emissions — at exactly the same rate the Paris Climate Accords coalesced behind 35 years later....

His Carter Center has virtually eradicated certain devastating diseases on the African continent, part of the work for which he received the Nobel Peace Prize in 2002. He and Rosalynn have also helped build and repair over 4,000 homes for Habitat for Humanity, work that continued well into his 90s.
I've got my own story. As a young boy I saw Jimmy Carter give a speech in 1977 — just six months after he'd assumed the presidency. A crowd of teenagers thrilled to see the president gave him a long, loud round of applause. And when it finally died down, Carter said...

"I wish I got that kind of reception from Congress."