An anonymous reader quotes a report from The Verge: Airbus Helicopters showcased an experimental half-plane, half-helicopter on Wednesday in a quest for speed as competition heats up to define the rotorcraft of the future. The $217 million Racer is a one-off demonstrator model combining traditional overhead rotors with two forward-facing propellors in a bid to combine stability and speed, shortening response times for critical missions like search-and-rescue. "There are missions where the quickest possible access to the zone is vital. We often talk about the 'golden hour'," Airbus Helicopters CEO Bruno Even told Reuters, referring to the window considered most critical for providing medical attention. Such designs could also be offered for military developments as NATO conducts a major study into next-generation helicraft, though much depends on how its planners define future needs. [...] Racer's public debut came months after Italy's Leonardo and U.S. manufacturer Bell agreed to co-operate on the next generation of tilt-rotor technology, which replaces a helicopter's trademark overhead blades altogether. Leonardo is also leading a separate project to develop the next generation of tilt-rotors for civil use. Its AW609 is the sole existing civil design, but has yet to be certified. Proponents of the tilt-rotor, which relies on swiveling side-mounted rotors 90 degrees to go up and then forwards, say it permits higher speed and range that are suited to military missions. Critics say the tilt mechanism reaches higher speeds only at the expense of higher complexity and maintenance costs. Airbus said the Racer will fly at 220 knots (400 km/hour) compared with traditional helicopter speeds closer to 140 knots. Bell says its V-280 Valor tilt-rotor design, recently picked by the Pentagon, will reach a cruise speed of 280 knots. Watch: Racer - Inside the high speed demonstrator (YouTube)

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An anonymous reader quotes a report from Ars Technica: Crashing into parked cars, drifting over into oncoming traffic, intruding into construction zones -- all this "unexpected behavior" from Waymo's self-driving vehicles may be violating traffic laws, the US National Highway Traffic Safety Administration (NHTSA) said (PDF) Monday. To better understand Waymo's potential safety risks, NHTSA's Office of Defects Investigation (ODI) is now looking into 22 incident reports involving cars equipped with Waymo's fifth-generation automated driving system. Seventeen incidents involved collisions, but none involved injuries. Some of the reports came directly from Waymo, while others "were identified based on publicly available reports," NHTSA said. The reports document single-party crashes into "stationary and semi-stationary objects such as gates and chains" as well as instances in which Waymo cars "appeared to disobey traffic safety control devices." The ODI plans to compare notes between incidents to decide if Waymo cars pose a safety risk or require updates to prevent malfunctioning. There is already evidence from the ODI's initial evaluation showing that Waymo's automated driving systems (ADS) were either "engaged throughout the incident" or abruptly "disengaged in the moments just before an incident occurred," NHTSA said. The probe is the first step before NHTSA can issue a potential recall, Reuters reported. A Waymo spokesperson said the company currently serves "over 50,000 weekly trips for our riders in some of the most challenging and complex environments." When a collision occurs, Waymo reviews each case and continually updates the ADS software to enhance performance. "We are proud of our performance and safety record over tens of millions of autonomous miles driven, as well as our demonstrated commitment to safety transparency," Waymo's spokesperson said, confirming that Waymo would "continue to work" with the ODI to enhance ADS safety.

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Cruise's autonomous vehicles have resumed operation in Phoenix, Arizona, following an incident in San Francisco last October where a driverless vehicle dragged a pedestrian. The Verge reports: Cruise spokesperson Tiffany Testo said the company is deploying only two autonomous vehicles with safety drivers behind the wheel. In addition, the company has eight manually driven vehicles in the city. Eventually, the service area will "gradually expand" to include Scottsdale, Paradise Valley, Tempe, Mesa, Gilbert, and Chandler -- "measured against predetermined safety benchmarks." Cruise's slow return to the road is noteworthy, given the huge hurdles facing the company in the wake of the October incident. Regulators accused the company of misleading them about the nature and severity of the incident, in which a pedestrian was dragged over 20 feet by a driverless Cruise after first being struck by a hit-and-run driver. Several top executives have since left the company, including founder and CEO Kyle Vogt, and around a quarter of employees were laid off. GM has said it will reduce its spending on Cruise. And an outside report found evidence that a culture of antagonism toward regulators contributed to many of the failings.

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"Researchers are exploring ways to use features in modern cars, such as GPS, to make traffic safer and more efficient," reports the Associated Press. "Eventually, the upgrades could do away entirely with the red, yellow and green lights of today, ceding control to driverless cars." Among those reimagining traffic flows is a team at North Carolina State University led by Ali Hajbabaie, an associate engineering professor. Rather than doing away with today's traffic signals, Hajbabaie suggests adding a fourth light, perhaps a white one, to indicate when there are enough autonomous vehicles on the road to take charge and lead the way. "When we get to the intersection, we stop if it's red and we go if it's green," said Hajbabaie, whose team used model cars small enough to hold. "But if the white light is active, you just follow the vehicle in front of you." He points out that this approach could be years aways, since it requires self-driving capability in 40% to 50% of the cars on the road. But the article notes another approach which could happen sooner, talking to Henry Liu, a civil engineering professor who is leading ">a study through the University of Michigan: They conducted a pilot program in the Detroit suburb of Birmingham using insights from the speed and location data found in General Motors vehicles to alter the timing of that city's traffic lights. The researchers recently landed a U.S. Department of Transportation grant under the bipartisan infrastructure law to test how to make the changes in real time... Liu, who has been leading the Michigan research, said even with as little as 6% of the vehicles on Birmingham's streets connected to the GM system, they provide enough data to adjust the timing of the traffic lights to smooth the flow... "The beauty of this is you don't have to do anything to the infrastructure," Liu said. "The data is not coming from the infrastructure. It's coming from the car companies." Danielle Deneau, director of traffic safety at the Road Commission in Oakland County, Michigan, said the initial data in Birmingham only adjusted the timing of green lights by a few seconds, but it was still enough to reduce congestion. "Even bigger changes could be in store under the new grant-funded research, which would automate the traffic lights in a yet-to-be announced location in the county."

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An anonymous reader shared this report from PetaPixel: A photographer and content creator has set the world record for the fastest drone flight after his custom-made aircraft achieved a staggering 298.47 miles per hour (480.2 kilometers per hour). Guinness confirmed the record noting that Luke Maximo Bell and his father Mike achieved the "fastest ground speed by a battery-powered remote-controlled (RC) quadcopter." Luke, who has previously turned his GoPro into a tennis ball, describes it as the most "frustrating and difficult project" he has ever worked on after months of working on prototypes that frequently caught fire. From the very first battery tests for the drone that Luke calls Peregrine 2, there were small fires as it struggled to cope with the massive amount of current which caused it to heat up to over 266 degrees Fahrenheit (130 degrees Celsius). The motor wires also burst into flames during full load testing causing Luke and Mike to use thicker ones so they didn't fail... After 3D-printing the final model and assembling all the parts, Luke took it for a maiden flight which immediately resulted in yet another fire. This setback made Bell almost quit the project but he decided to remake all the parts and try again — which also ended in fire. This second catastrophe prompted Luke and his Dad to "completely redesign the whole drone body." It meant weeks of work as the new prototype was once again tested, 3D-printed, and bolted together.

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Thursday the BBC reported: Plane bodies made by Boeing's largest supplier regularly left the factory with serious defects, according to a former quality inspector at the firm. Santiago Paredes who worked for Spirit AeroSystems in Kansas, told the BBC he often found up to 200 defects on parts being readied for shipping to Boeing. He was nicknamed "showstopper" for slowing down production when he tried to tackle his concerns, he claimed. Spirit said it "strongly disagree[d]" with the allegations. "We are vigorously defending against his claims," said a spokesperson for Spirit, which remains Boeing's largest supplier. Mr Paredes made the allegations against Spirit in an exclusive interview with the BBC and the American network CBS, in which he described what he said he experienced while working at the firm between 2010 and 2022... "I was finding a lot of missing fasteners, a lot of bent parts, sometimes even missing parts...." Mr Paredes told the BBC that some of the defects he identified while at Spirit were minor — but others were more serious. He also claimed he was put under pressure to be less rigorous... He now maintains he would be reluctant to fly on a 737 Max, in case it still carried flaws that originated in the Wichita factory. "I'd never met a lot of people who were scared of flying until I worked at Spirit," he said. "And then, being at Spirit, I met a lot of people who were afraid of flying — because they saw how they were building the fuselages." "If quality mattered, I would still be at Spirit," Paredes told CBS News, speaking publicly for the first time. CBS News spoke with several current and former Spirit AeroSystems employees and reviewed photos of dented fuselages, missing fasteners and even a wrench they say was left behind in a supposedly ready-to-deliver component. Paredes said Boeing knew for years Spirit was delivering defective fuselages. It could be just a coincidence, but the same day, the Associated Press ran story with this headline. "Boeing plane carrying 85 people catches fire and skids off the runway in Senegal, injuring 10." It was the third incident involving a Boeing airplane this week. Also on Thursday, 190 people were safely evacuated from a plane in Turkey after one of its tires burst during landing at a southern airport, Turkey's transportation ministry said.

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An anonymous reader quotes a report from Ars Technica: There's a fundamental flaw in current car safety tech: It's limited to line of sight. Or, perhaps, line of "sensing" is more accurate, because the way cameras and lidar work is to inspect the perimeter of a vehicle and use predictive algorithms to understand the motion of an object in relation to the motion of the vehicle itself. Which is good, because as carmakers have added elements such as pedestrian and cyclist detection, they're trying to prevent drivers from hurting the most vulnerable road users. And unfortunately this is necessary, because even though 2023 saw a slight reduction in drivers striking cyclists and pedestrians, according to the most recent data from the Governor's Highway Safety Association, since 2019 pedestrian fatalities are still up 14 percent -- and cyclist deaths are up 50 percent since 2010. That doesn't mean lidar and cameras have "failed," but because they rely on what the sensors can pick up, they cannot necessarily ID hazards (and alert drivers) as quickly as we need them to, particularly if that's a cyclist in your lane 300 feet down the road, just over the next rise. Yes, current sensing works well now with figuring out the pace of a traffic jam, and automatic emergency braking can step in to stop your car if you fail to. But for non-automotive obstacles, they're still limited. For that, we need better tech, which is emerging and is called Connected Vehicle to Everything (C-V2X). The idea isn't that complicated. Boiled down, it's a chipset that operates on a portion of the cellular bandwidth, and vehicles with this tech embedded (say in an e-bike or car) monitor anything with a C-V2X chip as well as broadcast their own location at a pulse of 10 times a second. This precision location system would then warn a driver of a cyclist on the road ahead, even beyond line of sight, and in an emergency -- possibly because a cyclist was right in a car's path -- could prevent a collision. [W]ith C-V2X, you don't need Verizon or ATT or anything like that," explains Audi's Kamal Kapadia. Because it isn't using the cellular network -- it's using a portion of cellular bandwidth to allow direct object, or vehicle-to-vehicle, communication. Audi has been working on C-V2X for nearly a decade, and it's part of a group in the US called the Coalition for Cyclist Safety, which also includes suppliers like Bosch, a tech startup in the space called Spoke Safety, and bike brands such as massive Trek, parts supplier Shimano, more niche bikemakers like Switzerland's Stromer, as well as mega telco suppliers and networks such as Qualcomm, Deutsche Telekom, and TELUS. [...] Mio Suzuki is Trek Bicycle's director of embedded systems, "and we are exploring all sorts of safety," she says. For instance, Trek recently introduced its own radar tail light, which warns riders of a car approaching rapidly -- Garmin has had similar systems for several years. But Suzuki is intrigued by C-V2X because it offers more advanced warning than rear-facing radar. "And unlike cars, we have a very vulnerable road user so we need to augment our senses and the rider's awareness of the riding environment, because we don't have a big metal shield around us." What Suzuki envisions this direct communication might enable is an e-bike where the rider has a display that would warn a rider "of an imminent danger that's approaching; a car might be coming from the side, but the view of the car is obstructed by a building, so the rider can't see." Franz Reindl is CTO of Stromer, a high-end Swiss brand that only makes e-bikes with very top tech, including ABS brakes. Reindl says they're also studying C-V2X. "Safety is one of our biggest promises, and we need to do everything we can with products and technologies to make it more safe for customers." Right now, only Audi and the VW Group have openly talked about using the tech. "Trek's Suzuki thinks that together, the Coalition and so many bike brands within it do have a strong voice," reports Ars. "She also envisions municipalities deploying the technology, especially around work crews and EMS, which should build broader momentum and pressure on automakers."

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Tim Levin reports via InsideEVs: Two things of note in the electric vehicle world happened today around the same time. First, the Geely Group-owned Chinese EV brand Zeekr debuted on the New York Stock Exchange today at a valuation of around $5.2 billion. Then, around 250 miles south in Washington, D.C., news emerged that the Biden Administration is set to quadruple tariffs on Chinese-made electric cars if they hit American roads. The timing may be purely coincidental. But after this week, one thing feels clearer than ever: the automotive Cold War between China and the West is fully underway, and EVs specifically are at the center of it all. The Wall Street Journal got the scoop that the White House plans to announce higher tariffs on Chinese clean-energy imports in the coming days. Under the reported new policies, tariffs on Chinese EVs are set to quadruple, rising from the current 25% to a whopping 100%, anonymous sources told the outlet. In theory, that would substantially increase the cost of any Chinese-made EVs on our market, including, potentially, ones sold by known Western and other Asian brands. It's no secret why the U.S. is attempting to push back on Chinese EVs, to say nothing of other clean energy imports from that country like solar panels. China has spent years aggressively building up its capacity to manufacture electric cars. It's developed a stranglehold on the supply chains for lithium-ion batteries and the critical minerals they contain. It has lavished state incentives on both EV production and purchasing. In recent years, the country has emerged as a global EV powerhouse -- and, for the first time ever, an exporter on par with leaders like Japan and Germany. Many still believe that China's cars are cheap and technologically subpar. But the truth is China has learned to build cars very, very well, as InsideEVs' own Kevin Williams discovered during a recent trip to the Beijing auto show. China's homegrown electrified vehicles range from the inexpensive -- some, like the BYD Seagull, cost less than $10,000 in their home market -- to higher-end, luxury-focused offerings like the Yangwang U8, a kind of plug-in hybrid competitor to the Mercedes G-Class that can "float" on water. From batteries to software, most are incredibly advanced. Car companies and policymakers in the U.S. (and Europe) say these cars pose a real threat to our nascent EV market, where many options still remain unaffordable and things like batteries and software are works in progress. In response, European Union officials have also launched investigations into Chinese imports that could lead to stronger tariffs. "In effect, the tariffs may end up buying the U.S. some time, rather than being a permanent solution here," concludes Levin. "After all, as Kevin Williams pointed out after going to Beijing: all of these crackdowns aren't guaranteed to yield better cars from Ford, General Motors and the rest." According to the WSJ, the new tariffs on Chinese goods will also apply to solar panels, batteries and critical battery minerals. They're expected to be announced as soon as next week.

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An anonymous reader quotes a report from The Hill: Tens of millions of Americans each day breathe in carcinogenic chemicals that are woven into the interiors of their cars, a new study has found. While opening a window can help reduce the risk, only reforms can keep people safe, researchers wrote in a study in Environmental Science and Technology. Approximately 124 million Americans commute each day, spending an average of an hour in their cars. By federal law, the interior of these vehicles are required to contain flame retardants, or chemicals that make it harder for them to combust in a crash. These chemicals have been a legally mandated part of modern cars since the 1970s, when the National Highway Traffic Safety Administration (NHTSA) passed a law requiring their use. It's arguable how effective this protection is. Patrick Morrison, of the International Association of Firefighters, said in a statement on the study that these chemicals do little to prevent blazes -- but instead simply make them "smokier and more toxic." What the study conclusively demonstrates is that any such protection comes at a price. Virtually all cars investigated by Duke University researchers contained the chemical tris (1-chloro-isopropyl) phosphate, or TCIPP -- which the U.S. National Toxicology Program is investigating as a potential carcinogen. Most cars also had two other phosphate-based flame retardants that the state of California is investigating as potential carcinogens: Those chemicals are tris (1,3-dichloro-2-propyl) phosphate (TDCIPP) and tris (2-chloroethyl) phosphate (TCEP). All three chemicals are linked to reproductive and neurological problems -- particularly because they don't stay in the fabrics they're woven into. Flame retardant chemicals off-gas or leach from the seat and interior fabrics into the air, -- especially in hot weather, when car interiors can reach 150 degrees Fahrenheit. A study from 2017 found that the average U.S. child has lost up to 5 IQ points from exposure to flame retardants in cars and furniture. Meanwhile, adults with the highest levels of flame retardants in their blood face a risk of death by cancer that is four times greater than those with the lowest levels, according to a study published last month.

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"With all the improvements in car safety over the decades, the recent addition of a plethora of high tech sensors and warnings comes with increased costs," writes longtime Slashdot reader smooth wombat. "And not just to have to have them on your car. Any time you get into an accident, even a minor one, it will most likely require a detailed examination of any sensors which may have been affected and their subsequent realignment, replacement, and calibration." CNN reports: Some vehicles require "dynamic calibration," which means, once the sensors and cameras are back in place, a driver needs to take the vehicle out on real roads for testing. With proper equipment attached the car can, essentially, recalibrate itself as it watches lane lines and other markers. It requires the car to be driven for a set distance at a certain speed but weather and traffic can create problems. "If you're in Chicago or L.A., good luck getting to that speed," said [Hami Ebrahimi, chief commercial officer at Caliber] "or if you're in Seattle or Chicago or New York, with snow, good luck picking up all the road markings." More commonly, vehicles need "static calibration," which can be done using machinery inside a closed workshop with a flat, level floor. Special targets are set up around the vehicle at set distances according to instructions from the vehicle manufacturer. "The car [views] those targets at those specific distances to recalibrate the world into the car's computer," Ebrahimi said. These kinds of repairs also demand buildings with open space that meet requirements including specific colors and lighting. And it requires special training for employees to perform these sorts of recalibrations, he said "The change that we've seen in the last five years is greater than we've seen, probably, in the last five decades," said Todd Dillender, chief operating officer of Caliber Collision, one of the biggest auto body repair companies in the United States with more than 1,700 locations across 41 states. [...] With a rapidly changing industry, qualified auto body repair technicians are in short supply, just as they are in the engine repair business. That's also led to upward pressure on pay in the industry as technicians have to be highly qualified and educated, Dillender said. That's good for people who work in the industry, of course, but tougher for those who pay, and for the insurance companies who, in turn, pay for the repairs. A new study from consumer automotive group AAA says the cost to fix sensors and cameras in new vehicles "now accounts for more than a third of the post-crash repair costs," reports CNN. However, "no one, including AAA, recommends not getting these features because of repair costs," since many of them can cut crash rates in half and improve a car's overall safety. "They're not going to prevent everything," said Greg Brannon, director of automotive engineering at AAA. "And when you are in a crash, there are additional costs so it's sort of the old 'there's no free ride' when it comes to these things."

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Wayve, a UK-based AI firm focused on developing self-driving car technology, has secured a record $1.05 billion in funding, with Microsoft and Nvidia participating in the round led by SoftBank. According to the BBC, this investment is the largest for an AI company in Europe. The BBC reports: Wayve says the funding will allow it to help build the autonomous cars of the future. [...] Wayve is developing technology intended to power future self-driving vehicles by using what it calls "embodied AI." Unlike AI models carrying out cognitive or generative tasks such as answering questions or creating pictures, this new technology interacts with and learns from real-world surroundings and environments. "[The investment] sends a crucial signal to the market of the strength of the UK's AI ecosystem, and we look forward to watching more AI companies here thrive and scale," said Wayve head Alex Kendall.

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An anonymous reader quotes a report from TechCrunch: Hyundai has agreed to spend nearly $1 billion on Motional, an investment that will give the automaker a majority stake while providing the self-driving startup with the necessary capital to keep operating. The Korean automaker invested $475 million directly into Motional as part of a broader deal that includes buying out joint venture partner Aptiv. As part of the deal, Hyundai will spend another $448 million to buy 11% of Aptiv's common equity interest in Motional, according to information revealed Thursday in Aptiv's first-quarter earnings report. Aptiv also shared that it expects to reduce its common equity interest in Motional from 50% as of March 31 to about 15%, leaving Hyundai with the remaining 85% control. Aptiv Chairman and CEO Kevin Clark flagged in January that the company would reduce its ownership interest in Motional. The company said at the time that it would stop allocating capital towards Motional due to the high cost of commercializing a robotaxi business and the long road ahead to profits. Aptiv on Thursday reduced its full-year net sales forecast for 2024 to be between $20.85 billion and $21.45 billion, down from between $21.3 billion to $21.9 billion. Motional confirmed the new funding round and increased stake from Hyundai, but didn't confirm Aptiv's numbers. Hyundai, however, said the amounts listed in Aptiv's earnings report were accurate. "Motional started as Boston-based autonomous vehicle startup nuTonomy in 2013, before being acquired by Delphi for $450 million," reports TechCrunch. "Delphi would later split it's business with the Aptiv unit absorbing nuTonomy. The entity became Motional under a $4 billion Hyundai-Aptiv joint venture in 2019." "While it's clear from Aptiv's earnings report that the company is trying to manage risks and optimize finances amid a less positive outlook, the company's retreat, and Hyundai's step forward, raises questions about Motional's future."

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Reuters reports that America's Federal Aviation Administration "is investigating a union's claims that Boeing retaliated against two employees who in 2022 insisted the planemaker re-evaluate prior engineering work on 777 and 787 jets." The employees' union "said the two unidentified engineers were representatives of the FAA, which delegates some of its oversight authority and certification process to Boeing workers." The FAA noted on Tuesday that in 2022 it boosted oversight of planemakers by protecting aviation industry employees who perform agency functions from interference by their employers. A December 2021 Senate report found "FAA's certification process suffers from undue pressure on line engineers and production staff." "Boeing can tell Congress and the media all it wants about how retaliation is strictly prohibited," said SPEEA Director of Strategic Development Rich Plunkett. "But our union is fighting retaliation cases on a regular basis, and, in this specific case, Boeing is trying to hide information that would shed light on what happened...." Last week, Boeing quality engineer whistleblower Sam Salehpour, who raised questions about Boeing widebody jets, told senators he was told to "shut up" when he flagged safety concerns. He has said he was removed from the 787 program and transferred to the 777 jet due to his questions. Boeing has "zero tolerance for retaliation," according a statement quoted by Reuters, in which the company says they "encourage our employees to speak up when they see an issue. After an extensive review of documentation and interviewing more than a dozen witnesses, our investigators found no evidence of retaliation or interference. We have determined the allegations are unsubstantiated." The union's version of the story? "After nearly six months of debate, the two engineers, with backing from the FAA, prevailed. Boeing re-did the required analysis." The two engineers were still Boeing employees, however, and Boeing management was not pleased. When they came up for their next performance reviews, the two engineers received identical negative evaluations... Even after the manager of the two engineers admitted that he had rated them both poorly at the request of the 777 and 787 managers who had been forced to resubmit their work, Boeing refused to change the engineers' performance evaluations. At this point, one of the engineers left in disgust; the other filed a formal "Speak Up" complaint with Boeing.

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Jonathan M. Gitlin reports Ars Technica: Honda announced today that it will spend $11 billion to expand its electric vehicle manufacturing presence in North America. The Japanese automaker already has a number of factories in the US, Mexico, and Canada, and it's this last one that will benefit from the expansion, with four EV-related plants planned for Ontario. Honda says it has begun evaluating requirements for what it's calling an "innovative and environmentally responsible" EV factory and a standalone EV battery plant in Alliston, Ontario, which is already home to Honda's two existing Canadian manufacturing facilities. Additionally, the automaker wants to set up another two sites as joint ventures. One will be a plant that processes cathode active materials and their precursors -- the various elements like nickel and manganese that are combined with lithium in lithium-ion batteries -- set up in a partnership with POSCO Future M, a South Korean battery material and chemical company. (POSCO is already working with General Motors on another joint venture battery precursor material facility in Betancour, Quebec, that is supposed to become operational in 2026.) A second joint venture will be a partnership with Asahi Kasei, which will manufacture battery separators, the material that keeps the anode and cathode apart. The locations of these two joint ventures have not yet been announced. Honda thinks it will be able to start making EVs in Ontario in 2028 and says the assembly plant will have the capacity to build 240,000 EVs per year. Meanwhile, the battery plant is planned to have an annual output of 36 GWh.

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Ford's electric vehicle unit reported that losses soared in the first quarter to $1.3 billion, or $132,000 for each of the 10,000 vehicles it sold in the first three months of the year, helping to drag down earnings for the company overall. From a report: Ford, like most automakers, has announced plans to shift from traditional gas-powered vehicles to EVs in coming years. But it is the only traditional automaker to break out results of its retail EV sales. And the results it reported Wednesday show another sign of the profit pressures on the EV business at Ford and other automakers. The EV unit, which Ford calls Model e, sold 10,000 vehicles in the quarter, down 20% from the number it sold a year earlier. And its revenue plunged 84% to about $100 million, which Ford attributed mostly to price cuts for EVs across the industry. That resulted in the $1.3 billion loss before interest and taxes (EBIT), and the massive per-vehicle loss in the Model e unit. A price war among EVs for about a year and a half has made profitability very difficult said Ford CFO John Lawler. He said while Ford has removed about $5,000 in cost on each Mustang Mach-E, "revenue is dropping faster than we can take out the cost." In 2023, Ford Model e reported a full-year EBIT loss of $4.7 billion on sales of 116,000 EVs, or an average of $40,525 per vehicle, just more than a third of the first quarter loss.

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An anonymous reader quotes a report from Ars Technica: Two researchers at the University of California, Davis -- Yanning Li and Alan Jenn -- have determined that nearly two-thirds of [California's] feeder lines don't have the capacity that will likely be needed for car charging. Updating to handle the rising demand might set its utilities back as much as 40 percent of the existing grid's capital cost. Li and Jenn aren't the first to look at how well existing grids can handle growing electric vehicle sales; other research has found various ways that different grids fall short. However, they have access to uniquely detailed data relevant to California's ability to distribute electricity (they do not concern themselves with generation). They have information on every substation, feeder line, and transformer that delivers electrons to customers of the state's three largest utilities, which collectively cover nearly 90 percent of the state's population. In total, they know the capacity that can be delivered through over 1,600 substations and 5,000 feeders.[...] By 2025, only about 7 percent of the feeders will experience periods of overload. By 2030, that figure will grow to 27 percent, and by 2035 -- only about a decade away -- about half of the feeders will be overloaded. Problems grow a bit more slowly after that, with two-thirds of the feeders overloaded by 2045, a decade after all cars sold in California will be EVs. At that point, total electrical demand will be close to twice the existing capacity. The problems aren't evenly distributed, though. They appear first in high-population areas like the Bay Area. And throughout this period, most of the problems are in feeders that serve residential and mixed-use neighborhoods. The feeders that serve neighborhoods that are primarily business-focused don't see the same coordinated surge in demand that occurs as people get home from work and plug in; they're better able to serve the more erratic use of charging stations at office complexes and shopping centers. In terms of the grid, residential services will need to see their capacity expand by about 16 gigawatts by 2045. Public chargers will need nine gigawatts worth of added capacity by the same point. The one wild card is direct current fast charging. Eliminating fast chargers entirely would reduce the number of feeders that need upgrades by 12 percent. Converting all public stations to DC fast charging, in contrast, would boost that number by 15 percent. So the details of the upgrades that will be needed will be very sensitive to the impatience of EV drivers. Paying for the necessary upgrades will be pricey, but there's a lot of uncertainty here. Li and Jenn came up with a range of anywhere between $6 billion and $20 billion. They put this in context in two ways. The total capital invested in the existing grid is estimated to be $51 billion, so the cost of updating it could be well over a third of its total value. At the same time, the costs will be spread out over decades and only total up to (at most) three times the grid's annual operation and maintenance costs. So in any one year, the costs shouldn't be crippling. All that might be expected to drive the cost of electricity up. But Li and Jenn suggest that the greater volume of electricity consumption will exert a downward pressure on prices (people will pay more overall but pay somewhat less per unit of electricity). Based on a few economic assumptions, the researchers conclude that this would roughly offset the costs of the necessary grid expansion, so the price per unit of electricity would be largely static. The findings have been published in the journal Proceedings of the National Academy of Sciences (PNAS).

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Construction has begun on a $12 billion high-speed rail project to connect Las Vegas and Los Angeles by the end of the decade. The project, backed by $3 billion in federal support, aims to reduce travel time to under two hours and significantly cut greenhouse gas emissions. Popular Science reports: Brightline expects its trains will depart every 40 minutes from a station outside of the Vegas strip and another one in the LA suburb of Rancho Cucamonga. When it's completed, the train will travel at 186 miles per hour, making it the fastest train in the U.S. and comparable to Japan's famous bullet trains. For context, Brightline's most recently completed train connecting parts of Florida is estimated to top out around 130 miles per hour. Both of those still fall far short of the speed achieved by the world fastest commuter train in Shanghai, which can reportedly reach a speed of 286 miles per hour. Still, the new train could complete the 218 mile trip between Sin City and a suburb of the City of Angels in just 2 hours and 10 minutes. That same trip would take about four hours by car, and that's without substantial traffic. Once built, the trains will reportedly include onboard Wi-Fi, restrooms, and food and drinks available for purchase. Brightline hasn't provided an exact price for how much an individual train ticket will cost but has instead said they expect it to be roughly equivalent to the price of an airline flight. Brightline reportedly believes the train could attract 11 million one-way passengers annually once it's up and running. The U.S. Department of Transportation estimates the new train could cut back 400,000 tons of carbon dioxide per year and create 35,000 new jobs. Department of Transportation Secretary Pete Buttigieg described the moment as a "major milestone in building the future of American rail." The ceremony symbolically took place on Earth Day. "Partnering with state leaders and Brightline West, we're writing a new chapter in our country's transportation story that includes thousands of union jobs, new connections to better economic opportunity, less congestion on the roads, and less pollution in the air," Buttigieg said in a statement.

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An anonymous reader quotes a report from Ars Technica: There's a new Linux distro on the scene today, and it's a bit specialized. Its development was led by the automotive electronics supplier Elektrobit, and it's the first open source OS that complies with the automotive industry's functional safety requirements. [...] With Elektrobit's EB corbos Linux for Safety Applications (that sure is a long name), there's an open source Linux distro that finally fits the bill, having just been given the thumbs up by the German organization TUV Nord. (It also complies with the IEC 61508 standard for safety applications.) "The beauty of our concept is that you don't even need to safety-qualify Linux itself," said Moritz Neukirchner, a senior director at Elektrobit overseeing SDVs. Instead, an external safety monitor runs in a hypervisor, intercepting and validating kernel actions. "When you look at how safety is typically being done, look at communication -- you don't safety-certify the communication specs or Ethernet stack, but you do a checker library on top, and you have a hardware anchor for checking down below, and you insure it end to end but take everything in between out of the certification path. And we have now created a concept that allows us to do exactly that for an operating system," Neukirchner told me. "So in the end, since we take Linux out of the certification path and make it usable in a safety-related context, we don't have any problems in keeping up to speed with the developer community," he explained. "Because if you start it off and say, 'Well, we're going to do Linux as a one-shot for safety,' you're going to have the next five patches and you're off [schedule] again, especially with the security regulation that's now getting toward effect now, starting in July with the UNECE R155 that requires continuous cybersecurity management vulnerability scanning for all software that ends up in the vehicle." "In the end, we see roughly 4,000 kernel security patches within eight years for Linux. And this is the kind of challenge that you're being put up to if you want to participate in that speed of innovation of an open source community as rich as that of Linux and now want to combine this with safety-related applications," Neukirchner said. Elektrobit developed EB corbos Linux for Safety Applications together with Canonical, and together they will share the maintenance of keeping it compliant with safety requirements over time.

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Amazon confirmed it is ending Prime Air drone delivery operations in Lockeford, California. The Central California town of 3,500 was the company's second U.S. drone delivery site, after College Station, Texas. Operations were announced in June 2022. From a report: The retail giant is not offering details around the setback, only noting, "We'll offer all current employees opportunities at other sites, and will continue to serve customers in Lockeford with other delivery methods. We want to thank the community for all their support and feedback over the past few years." College Station deliveries will continue, along with a forthcoming site in Tolleson, Arizona set to kick off deliveries later this year. Tolleson, a city of just over 7,000, is located in Maricopa County, in the western portion of the Phoenix metropolitan area. Prime Air's arrival brings same-day deliveries to Amazon customers in the region, courtesy of a hybrid fulfillment center/delivery station. The company says it will be contacting impacted customers when the service is up and running. There's no specific information on timing beyond "this year," owing, in part, to ongoing negotiations with both local officials and the FAA required to deploy in the airspace.

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