"Uber has officially accepted responsibility for hiding a 2016 data breach that exposed the data of 57 million passengers and drivers..." reports Engadget.

Reuters explains this acknowledgement "was part of a settlement with U.S. prosecutors to avoid criminal charges." In entering a non-prosecution agreement, Uber admitted that its personnel failed to report the November 2016 hacking to the U.S. Federal Trade Commission [for nearly one year], even though the agency had been investigating the ride-sharing company's data security... U.S. Attorney Stephanie Hinds in San Francisco said the decision not to criminally charge Uber reflected new management's prompt investigation and disclosures, and Uber's 2018 agreement with the FTC to maintain a comprehensive privacy program for 20 years.

The San Francisco-based company is also cooperating with the prosecution of a former security chief, Joseph Sullivan, over his alleged role in concealing the hacking.
Here's what the Department of Justice is now alleging against that security chief (as summarized by Reuters last month: "he arranged to pay money to two hackers in exchange for their silence, while trying to conceal the hacking from passengers, drivers and the U.S. Federal Trade Commission."

That's led to three separate wire fraud charges against the former security chief, as well as two charges for obstruction of justice. The defendant was originally indicted in September 2020, and is believed to be the first corporate information security officer criminally charged with concealing a hacking. Prosecutors said Sullivan arranged to pay the hackers $100,000 in bitcoin, and have them sign nondisclosure agreements that falsely stated they had not stolen data.

Uber had a bounty program designed to reward security researchers who report flaws, not to cover up data thefts.... In September 2018, the San Francisco-based company paid $148 million to settle claims by all 50 U.S. states and Washington, D.C. that it was too slow to reveal the hacking.

Long-time Slashdot reader Bodhammer shared this story of a remarkable solar-powered tower that produces carbon-neutral, sustainable versions of diesel and jet fuel — using only water and carbon dioxide (plus sunlight) as its inputs. One hundred and sixty-nine sun-tracking reflector panels, each presenting three square meters (~32 sq ft) of surface area, redirect sunlight into a 16-cm (6.3-in) hole in the solar reactor at the top of the 15-m-tall (49-ft) central tower. This reactor receives an average of about 2,500 suns' worth of energy — about 50 kW of solar thermal power.

This heat is used to drive a two-step thermochemical redox cycle. Water and pure carbon dioxide are fed in to a ceria-based redox reaction, which converts them simultaneously into hydrogen and carbon monoxide, or syngas. Because this is all being done in a single chamber, it's possible to tweak the rates of water and CO2 to live-manage the exact composition of the syngas. This syngas is fed to a Gas-to-Liquid (GtL) unit at the bottom of the tower, which produced a liquid phase containing 16% kerosene and 40% diesel, as well as a wax phase with 7% kerosene and 40% diesel — proving that the ceria-based ceramic solar reactor definitely produced syngas pure enough for conversion into synthetic fuels....

The team says the system's overall efficiency (measured by the energy content of the syngas as a percentage of the total solar energy input) was only around 4% in this implementation, but it sees pathways to getting that up over 20% by recovering and recycling more heat, and altering the structure of the ceria structure. "We are the first to demonstrate the entire thermochemical process chain from water and CO2 to kerosene in a fully-integrated solar tower system," said ETH Professor Aldo Steinfeld, the corresponding author of the research paper. "This solar tower fuel plant was operated with a setup relevant to industrial implementation, setting a technological milestone towards the production of sustainable aviation fuels."

"The solar tower fuel plant described here represents a viable pathway to global-scale implementation of solar fuel production," reads the study.

With Apple's new CarPlay software announced in June, the company is "is diving deeper into its automotive ambitions, opening up the possibility to enter into a multibillion segment of the auto industry that's growing quickly: The ability to sell additional services and features to car owners," reports CNBC. From the report: The auto industry faces an unappealing choice: Offer CarPlay and give up potential revenue and the chance to ride a major industry shift, or spend heavily to develop their own infotainment software and cater to an potentially shrinking audience of car buyers who will purchase a new vehicle without CarPlay. [...] Industry observers believe carmakers need to embrace software services -- and look at Apple's offering with skepticism -- or risk getting left behind. "It's a really difficult time in the industry, where the car companies think they're still building cars. They're not. They're building software on wheels, and they don't know it, and they're trading it away," said Conrad Layson, senior analyst at AutoForecast Solutions.

The new version of CarPlay could be a huge emerging revenue engine for Apple. First, if a user loves the iPhone's CarPlay interface, then they're less likely to switch to an Android phone. That's a strategic priority for Apple, which generates the majority of its revenue through hardware sales. Second, while the company doesn't yet charge a fee to automakers or suppliers, it could sell services for vehicles the same way it distributes iPhone software. In June, Apple revealed that it has explored features that integrate commerce into the car's cockpit. One new feature announced this summer would allow CarPlay users to navigate to a gas pump and pay for the fuel from the dashboard of the car, according to Reuters. Apple already generates tens of billions from the App Store, and stands to boost that if it ever decides to charge for services in cars...

Up to 8,000 Ford employees could be hit by job cuts, according to a Wednesday report from Bloomberg. The move could be part of a plan to cut $3 billion in operational costs from the company's gasoline-powered business operations in order to boost profit and invest more into Ford's electric-vehicle endeavors. Car and Driver reports: The cuts will reportedly come in the Ford Blue division, which handles production of Ford's internal-combustion-engine vehicles, and primarily come from salaried positions. There are approximately 31,000 salaried workers at Ford currently. Ford CEO Jim Farley announced in March a radical restructuring of Ford called the Ford+ plan, creating the Ford Blue division and the Model e division, which handles electric vehicles. As part of the plan, he also boosted spending on EVs to $50 billion, which he said in an interview with Bloomberg Television was "based on our core automotive operations." Farley also added that "We need [Ford Blue] to be more profitable to fund this."

Previously, in February at a Wolfe Research conference appearance in reference to Ford's ICE operations, Farley said, "We have too many people, we have too much investment, we have too much complexity, and we don't have expertise in transitioning our assets." Ford lost $3.1 billion in the first quarter of 2022, although much of that was driven by a sharp value decline in its stake in EV startup Rivian. Operating profit, meanwhile, was at $2.3 billion, down from $3.9 billion in the first quarter of 2021.

The U.S. Postal Service will order more than twice the number of electric vehicles initially projected for its new fleet, the agency announced Wednesday. From a report: The move follows months of controversy after the Postal Service initially sought to make about 10 percent of its fleet electric. Now it plans to make at least 40 percent of its fleet electric. The Postal Service said in a statement it adjusted the fleet's Supplemental Environmental Impact Statement to include more electric vehicles under the current contract. The Postal Service is targeting a purchase of at least 25,000 electric vehicles, it said. The Postal Service said in February that its initial order to have 10 percent of its new trucks be electric included an option to adjust the percentage later, but the announcement sparked pushback from members of Congress and the Environmental Protection Agency. The Postal Service maintains the largest vehicle fleet in the federal government, and critics argued that not including more electric vehicles in the fleet would fly in the face of President Biden's push for the federal government to pursue carbon neutrality.

Volkswagen's plan to roll out a new line of sporty electric trucks and SUVs under the resurrected Scout brand is a rare chance to win back Americans' hearts, Scout's new boss tells Axios in an exclusive interview. From the report: VW sees an opportunity to reconnect with U.S. consumers by offering EVs in the segments they care most about: pickup trucks and large SUVs. [...] "It's time now to concentrate more on the U.S. market and the U.S. customer, and one piece of the puzzle, for sure, is Scout," Volkswagen Group CEO Herbert Diess said while chauffeuring me in one of his company's first U.S.-built EVs, the ID.4 compact SUV. Between Scout and further growth of the Volkswagen and Audi brands, the VW Group aims to double its U.S. market share, which currently stands at about 5%. "America is probably the country where we have the biggest potential worldwide," Diess told me.

Scout will be an independent U.S.-based company, which will allow it the flexibility to take on partners or other investors -- or even go public some day, Volkswagen execs said. Scout will develop what the company calls a "true American" electric SUV and pickup truck designed for rugged, off-road use. With a dedicated engineering platform, Scout expects to provide new conveniences and connectivity to meet different needs, like camping, off-roading or work site use. The hope is that the iconic Scout name can help the company penetrate the highly profitable American market for big SUVs and pickup trucks, which is currently dominated by U.S. brands like Ford, Chevrolet, Jeep and Ram. Production will start in 2026, and the aim is to sell up to 250,000 Scout-branded vehicles annually in the U.S. The report notes that Scout was originally developed in 1961 by International Harvester as a precursor to the modern SUV. "It was marketed as an all-terrain family recreational vehicle and eventually came in several body styles, competing with Land Rover, Jeep, and the Ford Bronco," reports Axios. "Production ended in 1980, but Scout SUVs remain popular with collectors."

Volkswagen acquired the rights to the Scout brand name in 2020.

The UK is set to become home to the world's largest automated drone superhighway within the next two years. The drones will be used on the 164-mile Skyway project connecting towns and cities, including Cambridge and Rugby. From a report: It is part of a $328.3m funding package for the aerospace sector which will be revealed by Business Secretary Kwasi Kwarteng on Monday. Other projects include drones delivering mail to the Isles of Scilly and medication across Scotland. Mr Kwarteng is to announce the news at the Farnborough International Airshow -- the first to be held since 2019. He will say the funding will "help the sector seize on the enormous opportunities for growth that exist as the world transitions to cleaner forms of flight."

Dave Pankhurst, director of drones at BT, told the BBC that Skyway is about scaling up trials that have been taking place around the UK. BT is one of the partners involved in the collaboration. "This drone capability has existed for quite some time, but is in its infancy in terms of being actually part of our society and being a usable application," he said. "So for us, this is about taking a significant step towards that point. It's going to open up so many opportunities." Skyway aims to connect the airspace above Reading, Oxford, Milton Keynes, Cambridge, Coventry and Rugby by mid-2024, and will receive more than $14.4m. A total of $126.8m of the government's funding will be specifically for projects relating to "integrated aviation systems and new vehicle technologies", including unmanned aerial vehicles (UAVs) such as drones.

American Airlines has committed to making pre-delivery payments for 50 Vertical Aerospace VX4 electric VTOL aircraft. The Register reports: The commitment [PDF] comes just over a year after the aviation giant made a pre-order for 250 of the flying taxis, with an option for a further 100. Vertical Aerospace claims its VX4 will be 100x quieter than a helicopter and have a top speed of 202mph. Its range will be at least 100 miles and it can carry five people (including the pilot). Being electric, the aircraft will also have zero operating emissions, the company said.

In a recent letter to shareholders [PDF], Vertical Aerospace boasted that the prototype VX4 was nearly complete and would be kicking off its flight test program in the summer of 2022. It also talked up its pre-order book, which stands at up to 1,350 aircraft with a value of $5.4 billion, according to the company. However, it is the move by American Airlines to reserve its first 50 aircraft with a pre-delivery payment commitment that makes a fleet of eVTOL aircraft seem closer to reality than science fiction. The report notes that the VX4 still needs to be certified by the European Union Aviation Safety Agency (EASA), UK Civil Aviation Authority (CAA), and US Federal Aviation Agency (FAA).

"As many as 100 people could be looking at the board and see something different," reports the Michigan news site MLive.com. "Look up at a Detroit Metropolitan Airport departure board and you could see a personalized travel itinerary."

Delta's site features a trippy video showing the screen with a different greeting depending on where the camera is positioned.

"Hello Liz!"
"Hello Albert!"
"Hello Cora!"

The maker's of the technology envision it someday being used in theme parks, stadiums, and convention centers. But what exactly is happening here? MLive explains: In late June, Delta Airlines launched a beta version of its new Parallel Reality technology that allows dozens of people to simultaneously see unique content on the same digital screen. Detroit is the first, and currently only, airport in the country to experiment with the futuristic technology developed by Misapplied Sciences, based in California...

Delta passengers can scan their boarding pass, select a language and test out the system. Using "multi-view pixels and proprietary technology," the board then shows personal flight information, boarding time or even standby status, a news release said... Delta Senior Vice President of Customer Experience Ranjan Goswami said the new system means "customers will no longer have to search for flight and gate information."

"This technology truly must be seen to be believed," Goswami said in an announcement. The Parallel Reality displays project up to millions of light rays that can be directed to a specific person. Non-biometric sensors then reportedly track passengers who can see the display even if they move....

Delta says the Parallel Reality experience will "always be opt-in" and customer information is not stored.
"If this new technology can make finding your gate and departure information quicker and easier, we're not just showing customers a magic trick — we're solving a real problem," said Delta's senior VP of customer experience. "Customers already rely on personalized navigation via their mobile devices, but this is enabling a public screen to act as a personal one — removing the clutter of information not relevant to you to empower a better journey."

The company's statement adds that Delta "is also investing in digital identity technology, which allows customers to move through the airport using facial recognition, eliminating the need to show a boarding pass or government ID." The technology is already available at airports in Atlanta, Detroit, Los Angeles, and New York, "and will eventually be activated in all of Delta's U.S. hubs."

Amazon says it will start contacting customers in College Station, Texas, to gauge their interest in receiving orders via Prime Air. Engadget reports: Amazon says it was impressed by many elements of the city, including the research being conducted by Texas A&M University, such as work on drone technology. The US Census Bureau estimates the population of College Station was 120,000 as of last July, so while it isn't the biggest city around, it seems like a decent size for the initially rollout of Prime Air.

"Amazon's new facility presents a tremendous opportunity for College Station to be at the forefront of the development of drone delivery technology," Karl Mooney, the mayor of College Station, said. "We look forward to partnering with Amazon and Texas A&M and are confident that Amazon will be a productive, conscientious, and accountable participant in our community."

BMW is now selling subscriptions for heated seats in a number of countries -- the latest example of the company's adoption of microtransactions for high-end car features. From a report: A monthly subscription to heat your BMW's front seats costs roughly $18, with options to subscribe for a year ($180), three years ($300), or pay for "unlimited" access for $415. It's not clear exactly when BMW started offering this feature as a subscription, or in which countries, but a number of outlets this week reported spotted its launch in South Korea. BMW has slowly been putting features behind subscriptions since 2020, and heated seats subs are now available in BMW's digital stores in countries including the UK, Germany, New Zealand, and South Africa. It doesn't, however, seem to be an option in the US -- yet.

"Researchers and engineers from Kyoto University and the Kajima Corporation have released their joint proposal for a three-pronged approach to sustainable human life on the Moon and beyond," reports Gizmodo. The first element involves "The Glass," which aims to bring simulated gravity to the Moon and Mars through centrifugal force. From the report: Gravity on the Moon and Mars is about 16.5% and 37.9% of that on Earth, respectively. Lunar Glass and Mars Glass could bridge that gap; they are massive, spinning cones that will use centrifugal force to simulate the effects of Earth's gravity. These spinning cones will have an approximate radius of 328 feet (100 meters) and height of 1,312 feet (400 meters), and will complete one rotation every 20 seconds, creating a 1g experience for those inside (1g being the gravity on Earth). The researchers are targeting the back half of the 21st century for the construction of Lunar Glass, which seems unreasonably optimistic given the apparent technological expertise required to pull this off.

The second element of the plan is the "core biome complex" for "relocating a reduced ecosystem to space," according to a Google-translated version of the press release. The core biome complex would exist within the Moon Glass/Mars Glass structure and it's where the human explorers would live, according to the proposal. The final element of the proposal is the "Hexagon Space Track," or Hexatrack, a high-speed transportation infrastructure that could connect Earth, Mars, and the Moon. Hexatrack will require at least three different stations, one on Mars's moon Phobos, one in Earth orbit, and one around the Moon.

An anonymous reader quotes a report from The Drive: Hackers have uncovered ways to unlock and start nearly all modern Honda-branded vehicles by wirelessly stealing codes from an owner's key fob. Dubbed "Rolling Pwn," the attack allows any individual to "eavesdrop" on a remote key fob from nearly 100 feet away and reuse them later to unlock or start a vehicle in the future without owner's knowledge. Despite Honda's dispute that the technology in its key fobs "would not allow the vulnerability," The Drive has independently confirmed the validity of the attack with its own demonstration.

Older vehicles used static codes for keyless entry. These static codes are inherently vulnerable, as any individual can capture and replay them at will to lock and unlock a vehicle. Manufacturers later introduced rolling codes to improve vehicle security. Rolling codes work by using a Pseudorandom Number Generator (PRNG). When a lock or unlock button is pressed on a paired key fob, the fob sends a unique code wirelessly to the vehicle encapsulated within the message. The vehicle then checks the code sent to it against its internal database of valid PRNG-generated codes, and if the code is valid, the car grants the request to lock, unlock, or start the vehicle. The database contains several allowed codes, as a key fob may not be in range of a vehicle when a button is pressed and may transmit a different code than what the vehicle is expecting to be next chronologically. This series of codes is also known as a "window," When a vehicle receives a newer code, it typically invalidates all previous codes to protect against replay attacks. This attack works by eavesdropping on a paired keyfob and capturing several codes sent by the fob. The attacker can later replay a sequence of valid codes and re-sync the PRNG. This allows the attacker to re-use older codes that would normally be invalid, even months after the codes have been captured.

[...] Contrary to Honda's claim, I independently confirmed the vulnerability by capturing and replaying a sequence of lock and unlock requests with my 2021 Honda Accord and a Software-Defined Radio. Despite being able to start and unlock the car, the vulnerability doesn't allow the attacker to actually drive off with the vehicle due to the proximity functionality of the key fob. However, the fact that a bad actor can get this far is already a bad sign. At this time, the following vehicles may be affected by the vulnerability: 2012 Honda Civic, 2018 Honda X-RV, 2020 Honda C-RV, 2020 Honda Accord, 2021 Honda Accord, 2020 Honda Odyssey, 2021 Honda Inspire, 2022 Honda Fit, 2022 Honda Civic, 2022 Honda VE-1, and 2022 Honda Breeze. It's not yet clear if this affects any Acura-branded vehicles. "[W]e've looked into past similar allegations and found them to lack substance," said a Honda spokesperson in a statement to The Drive. "While we don't yet have enough information to determine if this report is credible, the key fobs in the referenced vehicles are equipped with rolling code technology that would not allow the vulnerability as represented in the report. In addition, the videos offered as evidence of the absence of rolling code do not include sufficient evidence to support the claims."

The Washington Post shares details from "a trove of more than 124,000 previously undisclosed Uber records." For example, in 2015 Uber CEO Travis Kalanick often pulled an emergency kill switch on its data — that is, "ordered the computer systems in Amsterdam cut off from Uber's internal network, making data inaccessible to authorities as they raided its European headquarters, documents show." "Please hit the kill switch ASAP," Kalanick had emailed, ordering a subordinate to block the office laptops and other devices from Uber's internal systems. "Access must be shut down in AMS," referring to Amsterdam. Uber's use of what insiders called the "kill switch" was a brazen example of how the company employed technological tools to prevent authorities from successfully investigating the company's business practices as it disrupted the global taxi industry, according to the documents.

During this era, as Uber's valuation was surging past $50 billion, government raids occurred with such frequency that the company distributed a Dawn Raid Manual to employees on how to respond. It ran more than 2,600 words with 66 bullet points. They included "Move the Regulators into a meeting room that does not contain any files" and "Never leave the Regulators alone."

That document, like the text and email exchanges related to the Amsterdam raid, are part of the Uber Files, an 18.7-gigabyte trove of data obtained by the Guardian and shared with the International Consortium of Investigative Journalists, a nonprofit newsroom in Washington that helped lead the project, and dozens of other news organizations, including The Washington Post. The files, spanning 2013 to 2017, include 83,000 emails and other communications, presentations and direct messages. They show that Uber developed extensive systems to confound official inquiries, going well past what has been known about its efforts to trip up regulators, government inspectors and police. Far from simply developing software to connect drivers and customers seeking rides, Uber leveraged its technological capabilities in many cases to gain a covert edge over authorities....

According to the documents and interviews with former employees, the company used a program called Greyball to keep authorities from hailing cars — and potentially impounding them and arresting their drivers. It used a technology called "geofencing" that, based on location data, blocked ordinary use of the app near police stations and other places where authorities might be working. And it used corporate networking management software to remotely cut computers' access to network files after they had been seized by authorities.... Greyball was created as a fraud-fighting tool to limit scammers' access to the app, a former executive said, and was at times used to frustrate violent Uber opponents hunting drivers. But Uber operations executives took control of the program and redeployed it against the government, former employees said.
The International Consortium of Investigative Journalists describes their trove of documents as "the secret story of how the tech giant won access to world leaders, cozied up to oligarchs and dodged taxes amid chaotic global expansion."

On June 2nd California approved General Motors' Cruise robotaxi service. The Drive describes an accident that happened the next day: The autonomous car made an unprotected left turn and was hit by a Toyota Prius on June 3, though the accident wasn't reported until Wednesday. When reached for comment by The Drive, the San Francisco Police Department explained that the Cruise vehicle had three passengers, all in the backseat, while the Prius had two occupants in total.... According to the incident report Cruise filed with the California DMV, the Cruise taxi was making a green light left turn from Geary Boulevard onto Spruce Street in downtown San Francisco. It began the turn and stopped in the middle of the intersection, presumably noticing the Toyota headed for it. The Prius then hit the right rear of the Chevy Bolt.

Cruise explained that afterward, "occupants of both vehicles received medical treatment for allegedly minor injuries." GM's incident report points out the Prius was speeding at the time of the accident, and was in the right turn lane before heading straight and hitting the Bolt. SFPD told The Drive that "no arrest or citation was issued at the time of the initial investigation," which is still ongoing. The National Highway Traffic Safety Administration has opened up a special crash investigation into the accident, but there are no public results yet.
Wired reports: In response to that crash, Cruise temporarily reprogrammed its vehicles to make fewer unprotected left turns, according to internal messages seen by WIRED. At an internal meeting Jeff Bleich, Cruise's chief legal officer, said the company was investigating the incident, according to a recording reviewed by WIRED. He also warned employees not working on that investigation to try and tune out crashes or related news reports, saying they were unavoidable and would increase in frequency as the company scaled up its operations. "We just have to understand that at some point this is now going to be a part of the work that we do, and that means staying focused on the work ahead," he said.
Wikipedia's entry for Cruise notes a few other incidents: In April 2022, the San Francisco Police Department stopped an empty (operating without any human safety attendants) Cruise AV for driving at night without its headlights on.... Also in April 2022, an empty Cruise AV blocked the path of a San Francisco Fire Department truck responding to a fire.
But Wired also reports on a more troubling incident that happened "around midnight" on June 28th: Internal messages seen by WIRED show that nearly 60 vehicles were disabled across the city over a 90-minute period after they lost touch with a Cruise server. As many as 20 cars, some of them halted in crosswalks, created a jam in the city's downtown in an incident first reported by the San Francisco Examiner and detailed in photos posted to Reddit....

The June 28 outage wasn't Cruise's first. On the evening of May 18, the company lost touch with its entire fleet for 20 minutes as its cars sat stopped in the street, according to internal documentation viewed by WIRED. Company staff were unable to see where the vehicles were located or communicate with riders inside. Worst of all, the company was unable to access its system which allows remote operators to safely steer stopped vehicles to the side of the road.

A letter sent anonymously by a Cruise employee to the California Public Utilities Commission that month, which was reviewed by WIRED, alleged that the company loses contact with its driverless vehicles "with regularity," blocking traffic and potentially hindering emergency vehicles. The vehicles can sometimes only be recovered by tow truck, the letter said. Images and video posted on social media in May and June show Cruise vehicles stopped in San Francisco traffic lanes seemingly inexplicably, as the city's pedestrians and motorists navigate around them.

An anonymous reader quotes a report from Car and Driver, written by Ezra Dyer: Politicians have to run on some kind of platform, and Ben Moss -- my incoming state House representative here in North Carolina's District 52 -- decided that his animating principle is Being Mad at Electricity. To prove his animosity toward this invisible menace, he's sponsoring House Bill 1049, which would allocate $50,000 to destroy free public car chargers. It contains some other enlightened ideas, but that's the main theme: We've simply got to do something about these free public chargers, even if it costs us $50,000! Those things cost tens of cents per hour, when they're being used.

Of course, there's a caveat here. Moss isn't saying that free public Level 2 chargers -- of which there are three in my town, with plans in the works to convert to paid kiosks -- definitely need to get crushed by a monster truck. That rule only comes into play if a town refuses to build free gas and diesel pumps next to the EV chargers. So anyway, warm up El Toro Loco, we're smashin' some car zappers! But what about private businesses? you ask. Don't worry, Moss hasn't forgotten that a business might put a charger on its property as an inducement for EV owners to patronize the establishment. And small business is the heart of the local economy. That's why he's staying out of the way when it comes to private property. Just kidding! Ben Moss cares about the consumers being harmed by these hypothetical free chargers -- namely, any customer who arrived via internal-combustion vehicle, or on foot, or in a sedan chair. Why is someone else gaining some advantage based on a decision they made? That's not how life works.

Thus, House Bill 1049 decrees that all customer receipts will have to show what share of the bill went toward the charger out in the lot. That way, anyone who showed up for dinner in an F-150 (not the electric one) can get mad that their jalapeno poppers helped pay for a business expense not directly related to them. It's the same way you demand to know how much Applebee's spends to keep the lights on in its parking lot overnight, when you're not there. Sure, this will be an accounting nightmare, but it'll all be worth it if we can prevent even one person from adding 16 miles of charge to a Nissan Leaf while eating a bloomin' onion -- not that restaurants around here have free chargers, but you can't be too careful. Now, there is a charger at the neighborhood Ford dealership, which is marking up Broncos by $20,000. Coincidence? I think not. "Critics of this bill might point out that increasing the number of electric cars could actually benefit owners of internal-combustion vehicles, thanks to reduced demand for petroleum products," adds Dyer. "Electron heads, as I call them, also like to point out that electricity is generated domestically, so your transportation dollars are staying in the U.S. rather than going to, say, Saudi Arabia."

Some carmakers are leaving AM radios out of their new cars. They say it's because of audio quality, but it isn't that simple. James Gilboy writes via The Drive. From the report: BMW and Volvo told me it was due to audio quality problems rooted in electromagnetic interference, of which EVs' drivetrains produce a significant amount. Cars' engines and other complex electronics have always made EM interference, but low-wattage static is relatively easy to shield against. It's not as simple with EVs that may pull hundreds of watts from their batteries, generating far more interference, reducing audio quality to a level both BMW and Volvo told me they consider insufficient. But it's hard to take them at their word when EVs are built with AM radios and in no small numbers. Detroit's Three -- Ford, General Motors, and Stellantis -- have produced or currently make EVs that include AM radio, even on flagship models. That goes for the Ford F-150 Lightning and Mustang Mach-E, GM EVs from the Cadillac Lyriq to the Chevy Bolt EUV and GMC Hummer EV, and even Stellantis's almost-forgotten Fiat 500e. Clearly, some carmakers don't think EM interference is a problem, and some EV owners agree. One user of an EV forum user said that AM radio "works fine" in their 500e and older Chevy Bolt.

We contacted all three of Detroit's giants for why they continue to include AM radios when some European makes have phased them out, but the answer establishes itself across those very same lines. AM radio has fallen out of favor in Europe, with Radio Info reporting in 2015 that stations were shutting down en masse from France to the Netherlands and Russia. The frequency has largely been superseded by the DAB format, which is a more advanced form of radio broadcasting with better audio quality and choice of stations. AM radio stations and their listeners are all but gone in Europe, so European carmakers may not need to include technology that many of its customers can't use.

In the U.S., on the other hand, radio remains a must for car buyers, with 89 percent of responders in a 2021 survey stating radio should be standard in new cars. That makes radio even more important to U.S. car buyers than USB ports, which only 84 percent said were necessary. AM audiences were in rapid decline as of a 2017 report by Inside Radio, but not to enough a degree for American carmakers to leave AM radios out of their products. It's not hard to figure out why AM's holding on here, either: AM signals travel further than FM broadcasts do and are cheaper to transmit, allowing them to cater to audiences in sparsely populated areas. Audio quality can't compare, but that's secondary to having anything to listen to at all in some parts of the continental United States.

An anonymous reader quotes a report from CNN Travel: Breakfast in Paris, lunch in Frankfurt and dinner in Vienna -- all without the hassle and frustration of flying. Imagine a network of modern, super-fast and comfortable trains hurtling between every major city in the European Union, providing a reliable, comfortable and sustainable alternative to air travel. That was the vision outlined by rail industry leaders in Lyon, France, on June 29, amid ambitious European plans to double high-speed rail use by 2030 and triple current levels by 2050. Only a massive -- and accelerated -- expansion of the high-speed network can achieve these hugely ambitious targets, but are they a realistic and affordable proposition?

Unlike many parts of the world, Europe already has thousands of kilometers of dedicated high-speed railway. France's world-famous TGVs, Germany's ICE and Spain's AVE have transformed rail travel over the last 40 years, but they remain largely focused on domestic markets. That's no surprise. When countries are investing billions of euros in new infrastructure, political pressure to squeeze out the maximum benefit for taxpayers is inevitable. Building lines across international borders, even within the European Union, creates tension over who pays for what, how the contracts are allocated, conflicting national standards and regulations and a host of other obstacles. For decades it's been too easy to kick difficult projects down the road until they become someone else's problem.

Now a body of European organizations have committed to a new study highlighting the numerous benefits of an expanded high-speed rail network connecting national capitals and major cities. These include the European Commission, the Community of European Railways, the European Rail Supply Industry and ALLRAIL, which represents non-state-owned railways. Most importantly the group will investigate how to pay for tens of thousands of kilometers of new lines and how a radical transformation of the continent's rail network can help the EU deliver on its "Green Deal' objective of carbon neutrality by 2050. Some of that expansion will come on new routes that are planned or under construction but many more will be needed to facilitate the vision of European leaders. "According to EU statistics, 17 of the 20 busiest air routes in Europe cover distances of less than 434 miles (700 kilometers) -- exactly the kind of distances where city center-to-city center trains can offer faster, cleaner and more sustainable journeys -- if the right infrastructure exists," adds CNN.

"And according to Alberto Mazzola of the Community of European Railways, carbon emissions trading could be a key tool in funding the massive investment required to complete a Europe-wide high-speed rail network." A Paris-Berlin flight generates at least six times the CO2 emissions of a similar train journey, notes the report. Meanwhile, flights of less than 621 miles between and within European countries are estimated to create 28 million metric tons of CO2 every year.

"Excess carbon emissions from airliners, trucks and cars are currently charged at 50 euros per ton in the EU, but this could soon rise to 80 euros per ton," reports CNN. "If just 10% of that revenue is re-invested in transport it could add around 8 billion euros a year to the pot for rail upgrades."

Toyota sold its 200,000th plug-in electric vehicle in the US, triggering a slow phaseout of the federal EV tax credit over the next 15 months, according to Bloomberg. The automaker is the third manufacturer to pass this mark, following Tesla and General Motors. The Verge reports: The phaseout for Toyota is poorly timed, coming just weeks after the company's new electric SUV, the bZ4X, went on sale in the US. It's the latest bad piece of EV news to hit the automaker, coming just a few weeks after it was forced to recall the bZ4X over loose hub bolts that could cause the wheels to come off while driving. Toyota pledged to spend $17.6 billion to roll out 30 battery-electric models by 2030.

The phaseout of the federal tax credits begins two quarters after an auto manufacturer sells 200,000 plug-in vehicles. Customers of Toyota cars that are eligible for the credit (like the bZ4X and the plug-in hybrid Prius Prime) will only be able to receive a maximum of $3,750 starting on October 1st. The maximum available credit will halve again on April 1st to $1,875, and it will completely phase out six months later in October 2023. A Toyota spokesperson confirmed the scheduled phase-out to The Verge.

"Boeing's troubled 737 MAX planes — which have twice crashed, killing 346 people — have experienced at least six mid-air emergencies and dozens of groundings in the year after an extensive probe cleared them to fly," reports Australia's public broadcaster ABC News: The incidents, pulled from U.S. government air safety databases, are among more than 60 mid-flight problems reported by pilots in the 12 months after the US Federal Aviation Administration (FAA) recertified the plane's airworthiness in late 2020. Former employees of both Boeing and the FAA characterised the reports — which included engine shutdowns and pilots losing partial control of the plane — as serious and with the potential to end in tragedy.

In one incident in December 2021, a United Airlines pilot declared a mayday after the system controlling the pitch and altitude of the plane started malfunctioning...

The MAX's flight control system also failed on 22 separate flights, a problem which became the primary focus of the FAA's 20-month recertification effort after the two fatal crashes. More than 42 incidents involved equipment malfunctions, and on more than 40 occasions, flight crews chose to ground the affected aircraft while problems were fixed.... Some planes also had a multitude of problems. One Alaskan Airlines MAX-9 was grounded seven times over five months due to malfunctions with its navigation or communication equipment.

A Boeing spokeswoman told the ABC, "none of the reports indicate a trend".

"In fact, the in-service reliability of the 737 MAX is consistent with other commercial airplane models," the spokeswoman said. "Since November 2020, the 737 MAX has flown more than 1.5 million flight hours in more than 580,000 revenue flights. The overwhelming majority of these flights have been conducted without any incident."
Former senior Boeing manager Ed Pierson — who worked at the 737 MAX factory in Seattle between 2015 and 2018 — told ABC "There are a lot of similarities between what we're seeing in some of the reports with what happened during these two crashes."

The article also reports that America's Federal Aviation Administration "has now confirmed it did not investigate Boeing's alleged production problems after the crashes."

Later the article adds that the U.S. government "will announce a new audit examining Boeing's production oversight of the 737 MAX planes."