Transport for London (TfL) has dropped its investigation into how it could introduce driverless trains on the London Underground. From a report: One of the many conditions imposed on TfL during the pandemic to keep services running when most of us were stuck at home was that it would investigate how it could introduce driverless trains on the Underground. TfL was required to produce a business case for converting the Waterloo & City line and Piccadilly line to a DLR-style operation, and in September 2021, it advertised for consultancy work on the project.

It's now been confirmed that the study reached the same conclusion that every other study into the issue has already reported -- it'll cost an awful lot of money for very little benefit. Despite the claims that it would prevent strikes on the tube, the reality is that it wouldn't, as driverless trains would still have staff on board, just as the DLR does, and the DLR still has strikes.

Singapore is positioning itself as a key testing ground for autonomous vehicles, attracting major Chinese firms and establishing unified national guidelines that contrast with fragmented regulations in the U.S. and China.

China's WeRide launched the country's first public autonomous bus service on Sentosa island in June, while multiple companies are deploying self-driving vehicles for logistics and transportation. The controlled rollout aligns with Singapore's strategy to address labor shortages and land constraints.

Singapore topped KPMG's Autonomous Vehicles Readiness Index, with companies citing its political neutrality and stringent safety standards as major draws for testing operations.

Craig Newmark "is alarmed about potential cybersecurity risks in the U.S.," according to Yahoo Finance. The 71-year-old Craigslist founder says "our country is under attack now" in a new interview with Yahoo Finance executive editor Brian Sozzi on his Opening Bid podcast.

But Newmark also revealed what he's doing about it: [H]e started Craig Newmark Philanthropies to primarily invest in projects to protect critical American infrastructure from cyberattacks. He told Sozzi he is now spending $200 million more to address the issue, on top of an initial $100 million pledge revealed in September of this year. He encouraged other wealthy people to join him in the fight against cyberattacks. "I tell people, 'Hey, the people who protect us could use some help. The amounts of money comparatively are small, so why not help out,'" he said... The need for municipalities and other government entities to act rather than react remains paramount, warns Newmark. "I think a lot about this," said Newmark.

"I've started to fund networks of smart volunteers who can help people protect infrastructure, particularly [for] the small companies and utilities across the country who are responsible for most of our electrical and power supplies, transportation infrastructure, [and] food distribution.... A lot of these systems have no protection, so an adversary could just compromise them, saying unless you do what we need, we can start shutting off these things," he continued. Should that happen, recovery "could take weeks and weeks without your water supply or electricity."
A web page at Craig Newmark Philanthropies offers more details Craig was part of the whole "duck and cover" thing, in the 50s and 60s, and realizes that we need civil defense in the cyber domain, "cyber civil defense." This is patriotism, for regular people.

He's committed $100 million to form a Cyber Civil Defense network of groups who are starting to protect the country from cyber threats. Attacks on our power grids, our cyber infrastructure and even the internet-connected gadgets and appliances in our homes are real. If people think that's alarmist, tell them to "Blame Craig." The core of Cyber Civil Defense [launched in 2022] includes groups like Aspen Digital, Global Cyber Alliance, and Consumer Reports, focusing on citizen cyber education and literacy, cyber tool development, and cybersecurity workforce programs aimed at diversifying the growing field.
It's already made significant investments in groups like the Ransomware Task Force and threat watchdog group Shadowserver Foundation...

America's Justice Department "has ordered all consensual searches by drug enforcement agents conducted at the nation's airports stopped," reports Georgia's local TV station Atlanta News First — after their series of investigations "uncovered how the agents often search innocent passengers at airport gates, looking for cash." On Thursday, the department made public a November 12, 2024, directive from the deputy attorney general to the U.S. Drug Enforcement Administration (DEA) that it suspend "all consensual encounters at mass transportation facilities unless they are either connected to an ongoing, predicated investigation involving one or more identified targets or criminal networks or approved by the DEA Administrator based on exigent circumstances." The management advisory memorandum was issued by DOJ Inspector General Michael Horowitz.

The memo specifically mentioned the case of an airline passenger interviewed by Atlanta News First Chief Investigator Brendan Keefe, author of the Atlanta News First investigation, In Plane Sight. The award-winning series uncovered how drug agents have been seizing anything over $5,000 if airline passengers can't prove — on the spot — that their own money didn't come from drug trafficking. The government seizes the cash when no drugs are found, without arresting the traveler or charging them with a crime, and the DEA gets to keep the money it seizes.

After witnessing the Atlanta News First series, the passenger in question — who was departing from Cincinnati and heading to New York, where he lives — refused consent to have his bags searched at the gate... "The DOJ Office of the Inspector General (OIG) further learned that the DEA Task Force Group selected this traveler for the encounter based on information provided by a DEA confidential source, who was an employee of a commercial airline, about travelers who had purchased tickets within 48 hours of the travel," the memo said. "The OIG learned that the DEA had been paying this employee a percentage of forfeited cash seized by the DEA office from passengers at the local airport when the seizure resulted from information the employee had provided to the DEA. The employee had received tens of thousands of dollars from the DEA over the past several years."
The news station's investigation "also revealed passengers selected for what the government calls 'random, consensual encounters' are actually profiled by the drug agents who search Black men far more often than any other group of passengers," according to the article.

"The reports analyzed data showing that, for drug agents to find just one passenger with money, they have to publicly search 10 departing passengers."

Longtime Slashdot reader Geoffrey.landis writes: Economist Phillip Kobernick makes the case that the emphasis on fast-charging stations for electric vehicles in the U.S. is misplaced. According to an article from CleanTechnica, he argues that, from an economic standpoint, what we should be doing is installing more slow chargers. All thing equal, who wouldn't choose a 10-minute charge over a 3-hour charge or a 10-hour charge? But all things are not equal.

Superfast chargers are far more expensive than Level 2 chargers, and Level 2 chargers are also significantly more expensive than Level 1 charging infrastructure, which consists of normal electricity outlets. He points out that we get 4-7 times more charging capability installed for the same cost by going with Level 1 charging instead of Level 2. And given that people often just plug in their electric vehicles overnight, Level 1 charging can more than adequately provide what is needed in that time. The case is examined in a podcast on the site.

Baidu's new Apollo Go robotaxi brings significant advances in affordability and scalability that should make U.S. competitors like Waymo a bit nervous, according to The Verge's Andrew J. Hawkins. From the report: The RT6 is the sixth generation of Apollo Go's driverless vehicle, which made its official debut in May 2024. It's a purpose-built, Level 4 autonomous vehicle, meaning it's built without the need for a human driver. And here's the thing that should make US competitors nervous: adopting a battery-swapping solution, the price for one individual RT6 is "under $30,000," Baidu CEO Robin Li said in an earnings call. "All the strengths just mentioned above are driving us forward, paving the way to validate our business model," Li added. [...]

We still don't know the net effect of Baidu's cost improvements. But bringing down the upfront cost of each individual vehicle to below $30,000 will go a long way toward improving the company's unit economics, in which each vehicle brings in more money than it costs. There are still a lot of outstanding costs to consider, such as hardware depreciation and fleet maintenance, but from what Baidu is signaling, things are on the right track. From the looks of it, the company is passing those savings along to its customers. Base fares start as low as 4 yuan (around 55 cents), compared with 18 yuan (around $2.48) for a taxi driven by a human, according to state media outlet Global Times. Apollo Go said it has provided 988,000 rides across all of China in Q3 2024 -- a year-over-year growth of 20 percent. And cumulative public rides reached 8 million in October.

Spirit Airlines has filed for bankruptcy protection and will attempt to reboot as it struggles to recover from the pandemic-caused swoon in travel, stiffer competition from bigger carriers, and a failed attempt to sell the airline to JetBlue. From a report: Spirit, the biggest U.S. budget airline, filed a Chapter 11 bankruptcy petition after working out terms with bondholders.

The airline has lost more than $2.5 billion since the start of 2020 and faces looming debt payments totaling more than $1 billion in 2025 and 2026. The airline said it expects to continue operating normally during the bankruptcy process.

Spirit told customers Monday they can book flights and use frequent-flyer points as they ordinarily would, and said employees and vendors would continue getting paid.

An anonymous reader shares a report: Earlier this year I had one of those encounters which, afterwards, I just couldn't stop thinking about. Eight months and some digging later, I have decided to write about it. My meeting was with an American businessman called Tom Kearney, who was on a pavement in central London one Christmas when he was whacked on the head so hard that he fell to the ground, spent weeks in a coma, and only just survived. Had he been mugged? Not quite. He'd been hit by the giant wing mirror of a London bus.

[...] The most recent data show that 86 people died or were badly injured in bus collisions in London between 10 December 2023 and 31 March 2024. Kearney's analysis of TfL data suggests that around three people a day are hospitalised after bus safety incidents. That doesn't feel good, even though it's tiny in comparison to the 1.8bn annual passenger journeys. Compared with other world cities like New York and Paris the capital's buses rank in the top quartile for financial efficiency but the bottom quartile for collisions per kilometre. And the number of collisions in London has increased in the past couple of years, despite buses travelling fewer miles.

Could this have anything to do with the way that bus contracts prioritise speed? Last week, hundreds of bus drivers marched to TfL headquarters to demand better working conditions and the right to report safety concerns "without fear of retribution from TfL or employers." Drivers described the pressure of long shifts, few breaks and having to drive in sometimes blistering heat, all while being shouted at over a monitor by controllers who want them to make up the time to the next stop, and keep the right amount of distance between their bus and next. It's not surprising that a third of bus drivers, before the pandemic, reported having had a "close call" from fatigue.

With the government about to export the London franchise model to other parts of the country, someone in Whitehall needs to take a look. Michael Liebreich, a former McKinsey consultant who sat on the TfL board for six years, believes that TfL's contracting out model is "institutionally unsafe." Bus drivers are under such pressure, he thinks, that some may break the speed limit and overtake cyclists dangerously.

Nyx is a new reusable space capsule that "safely and affordably carries cargo to and from space stations," according to the web page of its European-based manufacturer, The Exploration Company, "launching from any heavy launcher worldwide."

And the company "just closed a large funding round to further its mission of building Europe's first reusable space capsule," reports TechCrunch — pointing out that right now, "Only two companies currently provide cargo delivery to and from the International Space Station, and both are based in the United States." The $160 million Series B round will fund the continued development of the Nyx spacecraft, which will be capable of carrying 3,000 kilograms of cargo to and from Earth. The company, which was founded three years ago by aerospace engineers Hélène Huby, Sebastien Reichstat, and Pierre Vine, is aiming to conduct Nyx's maiden flight to and from the International Space Station in 2028.

"We are the first company in the world where this is for the first time mainly funded by private investors," Huby said in a recent interview. This is in contrast to SpaceX's Dragon capsule, which she said was "mainly funded by NASA." The new funding, which was led by Balderton Capital and Plural, brings the startup's total funding to date to over $208 million. The Series B also included participation from Bessemer Venture Partners, NGP Capital, and two sovereign European funds, French Tech Souveraineté and DeepTech & Climate Fonds. "We've been able to deliver on promises in the past three years," Huby said. "We've been able to meet our cash target ever quarter ... The investors, they could see that we basically can deliver on time, on cost, on quality."

The startup has made traction with the European Space Agency, which has recognized the need to foster native space launch and transportation capabilities... It's a promising start, but equally promising is the traction The Exploration Company is seeing on the commercial side. Around 90% of the startup's $770 million contract backlog has come from private station developers Vast, Axiom Space, and Starlab, according to recent reporting...

The second sub-scale demonstrator mission, called Mission Possible, is scheduled to launch on a SpaceX Falcon 9 next year.
TechCrunch quotes Huby as saying "I highly respect what SpaceX has been able to achieve.We are trying to learn as much as possible from that, we are inspired by what they have achieved."

In a CNBC interview, Huby says "It's a big market, and it's growing about a bit more than 10% per year because more nations want to fly their astronauts and more nations want to go to the moon. So there is an increased demand for sending people to stations, sending cargo to stations."

"Join us on our mission to democratize access to space," says a home-page link to the company's recruiting page — with a link further down titled "Book a mission."

Automotive Grade Linux is a collaborative open source project developing "an open platform from the ground up that can serve as the de facto industry standard" for fast development of new features. Automakers have joined with tech companies and suppliers to speed up development (and adoption) of "a fully open software stack for the connected car" — hosted at the Linux Foundation, and "with Linux at its core..."

And this week they created a new Open Source Program Office expert group, led by Toyota, to promote the establishment of Open Source Program Offices within the automotive industry, "and encourage the sharing of information and best practices between them." Open source software has become more prevalent across the automotive industry as automakers invest more time and resources into software development. Automakers like Toyota and Subaru are using open source software for infotainment and instrument cluster applications. Other open source applications across the automotive industry include R&D, testing, vehicle-to-cloud and fleet management. "Historically, there has been little code contributed back to the open source community," said Dan Cauchy, Executive Director of Automotive Grade Linux. "Often, this was because the internal procedures or IT infrastructure weren't in place to support open source contributions. The rise of software-defined vehicles has led to a growing trend of automakers not just using, but also contributing, to open source software. Many organizations are also establishing Open Source Program Offices to streamline and organize open source activities to better support business goals."

Automakers including Toyota, Honda, and Volvo have already established Open Source Program Offices. The new AGL OSPO Expert Group provides a neutral space for them to share pain points and collaborate on solutions, exchange information, and develop best practices that can help other automakers build their own OSPOs. "Toyota has been participating in AGL and the broader open source community for over a decade," said Masato Endo, Group Manager of Open Source Program Group, Toyota. "We established an OSPO earlier this year to promote the use of open source software internally and to help guide how and where we contribute. We are looking forward to working with other open source leaders to solve common problems, collaborate on best practices, and invigorate open source activities in the automotive industry."

The AGL OSPO EG is led by Toyota with support from Panasonic and AISIN Corporation.

An anonymous reader quotes a report from TechCrunch: A trend has emerged among a small group of climate tech founders who start with their eyes fixed on space and soon realize their technology would do a lot more good here on Earth. Halen Mattison and Luke Neise fit the bill. Mattison spent time at SpaceX, while Neise worked at Vanderbilt Aerospace Design Laboratory and Varda Space Industries. The pair originally wanted to sell reactors to SpaceX that could turn carbon dioxide into methane for use on Mars. Today, they're building them to replace natural gas that's pumped from underground. Their company, General Galactic, which emerged from stealth in April, has built a pilot system that can produce 2,000 liters of methane per day. Neise, General Galactic's CTO, told TechCrunch that he expects that figure to rise as the company replaces off-the-shelf components with versions designed in-house.

"We think that's a big missing piece in the energy mix right now," said Mattison, the startup's CEO. "Being able to own our supply chains, to be able to fully control all of the parameters, to challenge the requirements between components, all of that unlocks some real elegance in the engineering solution." At commercial scale, the company's reactors will be assembled using mass production techniques. It's a contrast to how most petrochemical and energy facilities are built today. General Galactic is focused on producing methane. However, Mattison said the company isn't necessarily looking to displace the fuel from heating and energy. "Those are generally going toward electrification," he said. Instead, it intends to sell its methane to companies that use it as an ingredient or to power a process, like in chemical or plastic manufacturing. The company isn't ruling out transportation entirely either. Mattison hinted that General Galactic is working on other hydrocarbons that could be used for transportation, like jet fuel. "Stay tuned," he said. General Galactic plans to deploy its first modules next year. The startup "hopes its modules will be able to plug into existing infrastructure, speeding its adoption relative to other fuels like hydrogen," notes TechCrunch.

Amazon is developing smart eyeglasses for delivery drivers to improve efficiency by offering turn-by-turn navigation. "Such directions could shave valuable seconds off each delivery by providing left or right directions off elevators and around obstacles such as gates or aggressive dogs," reports Reuters. "With millions of packages delivered daily, seconds add up. The glasses would also free drivers from using handheld Global Positioning System devices, allowing them to carry more packages." From the report: Amazon's delivery glasses, the people warned, could be shelved or delayed indefinitely if they do not work as envisioned, or for financial or other reasons. The sources said they may take years to perfect. "We are continuously innovating to create an even safer and better delivery experience for drivers," an Amazon spokesperson said, when asked about the driver eyeglasses. "We otherwise don't comment on our product roadmap." [...]

The delivery glasses in development build on Amazon's Echo Frames smart glasses, which allow users to listen to audio and use voice commands from Alexa, Amazon's virtual assistant, the people said. Known by the internal code name Amelia, the delivery glasses would rely on a small display on one of the lenses and could take photos of delivered packages as proof for customers, the sources said. Amazon released in September an unrelated chatbot for third-party sellers that is also known as Amelia. But the technology is still in development and Amazon has had trouble making a battery that can last a full eight-hour shift, and still be light enough to wear all day without causing fatigue, the people said. As well, gathering complete data on each house, sidewalk, street, curb and driveway could take years, they said.

Delivery drivers visit more than 100 customers per shift, Amazon has said. With increased efficiency, Amazon could ask drivers to ferry more packages and visit more homes. The Seattle company could face other obstacles, including convincing its thousands of drivers to use the eyeglasses, which may be uncomfortable, distracting or unsightly, the people said, not to mention the fact some drivers already wear corrective glasses. However, much of Amazon's delivery force consists of outside companies, meaning Amazon could make wearing the glasses a contractual requirement, the people said. [...] The embedded screen in development is also slated for a future generation of the Echo Frames that could be released as soon as 2026's second quarter, two of the people said.

On Tuesday Massachusetts voted to become the first state to allow gig-working drivers to join labor unions, reports WBUR: Since these gig workers are classified as independent contractors, federal law allowing employees the right to unionize does not apply to them. With the passage of this ballot initiative, Massachusetts is the first state to give ride-hailing drivers the ability to collectively bargain over working conditions.
Supporters have said the ballot measure "could provide a model for other states to let Uber and Lyft drivers unionize," reports Reuters, "and inspire efforts to organize them around the United States." Roxana Rivera, assistant to the president of 32BJ SEIU, an affiliate of the Service Employees International Union, that had spearheaded a campaign to pass the proposal, said its approval shows that Massachusetts voters want drivers to have a meaningful check against the growing power of app-based companies... The Massachusetts vote was the latest front in a years-long battle in the United States over whether ride-share drivers should be considered to be independent contractors or employees entitled to benefits and wage protections. Studies have shown that using contractors can cost companies as much as 30% less than employees.

Drivers for Uber and Lyft, including approximately 70,000 in Massachusetts, do not have the right to organize under the National Labor Relations Act... Under the Massachusetts measure, drivers can form a union after collecting signatures from at least 25% of active drivers in Massachusetts, and companies can form associations to allow them to jointly negotiate with the union during state-supervised talks.
But the Boston Globe points out that the measure " divided labor advocates in Massachusetts, some of whom worry it would in fact be a step backward in the lengthy fight to boost the rights of gig workers." Those concerns led the state's largest labor organization, the AFL-CIO, to remain neutral. But two unions backing the effort, the SEIU 32BJ and the International Association of Machinists, say allowing drivers to unionize, even if not as full employees, will help provide urgently needed worker protections and better pay and safety standards.

An anonymous reader shares a report: Curbside EV charging in Michigan should become easier in the coming months thanks to a new collaboration between telecom giant AT&T and lamppost EV charging startup Voltpost. The two have joined forces to bring internet connectivity to EV charging posts across Michigan and the Metro-Detroit area-this way, the operator knows immediately if a stall has gone offline and can send a team to fix it faster. Better uptime benefits both the company and the EV drivers who choose to top up their cars' batteries while parked.

Voltpost's lamppost charging solution essentially turns existing street lights into EV chargers. The startup claims the installation of a single stall takes anywhere from one to two hours and that the costs are much lower than a conventional EV charging station. However, the caveat here is that the charging speeds are limited to what one would experience with a home charger. The AC Level 2 lamppost chargers are powered by the street lighting grid, which was never designed to sustain high loads, so expect to keep the car plugged in for hours. That said, the system can still come in handy when the owner of an EV goes to work and parks the car on the street. Or during a lengthy shopping trip topped off with an evening movie. It's no DC fast charger, but it doesn't claim to be one.

Last December, Hyperloop One, the futuristic transportation company pursuing Elon Musk's dream of tube-based, airplane-speed travel, announced its shutdown. However, the concept itself has found a new lease on life in a scaled-down version overseas. According to The Verge's Andrew J. Hawkins, "The hyperloop, in fact, lives on -- as a 1/12th scale model in Switzerland." From the report: Sure, this isn't exactly the full realization of Musk's 2013 white paper, in which he theorized that aerodynamic aluminum capsules filled with passengers or cargo could be propelled through a nearly airless tube at speeds of up to 760mph. These tubes, either raised on pylons or sunk beneath the earth, could be built either within or between cities. Musk called it a "fifth mode of transportation" and argued it could help change the way we live, work, trade, and travel. The idea is being put to the test in Lausanne, Switzerland, where a 120-meter circular test track is being operated by a team that includes the Federal Institute of Technology Lausanne (EPFL), the School of Business and Engineering Vaud (HEIG-VD), and Swisspod Technologies. This week, the group announced that it had conducted "the longest" hyperloop test of its kind: traveling 11.8 km (7.3 miles) at a speed of 40.7km/h (25.3mph).

The circular test track has a circumference of 125.6 meters (412 feet) and a diameter of 40 centimeters (15.7 inches). It sounds modest, but the group claims that in a full-scale system, their test "directly translates" to a journey of 141.6 km (88 miles), which is about the distance between Geneva and Bern, or San Francisco to Sacramento, and speeds of up to 488.2 km/h (303.4mph). The project is called LIMITLESS, which stands for Linear Induction Motor Drive for Traction and Levitation in Sustainable Hyperloop Systems. During the test, the team "monitored the performance of vital subsystems," including propulsion, communication infrastructure, power electronics, and thermal management. They assessed "energy consumption, thrust variations, [linear induction motor] response, and control during acceleration, cruising, coasting, and braking scenarios."

Of course, a 1/12th-scale circular test track is hardly a sign that the hyperloop is alive and well. Most of the startups and companies pursuing a full-scale hyperloop have shut down, victims of financial mismanagement, as well as infrastructure and regulatory hurdles. Critics said that while the hyperloop may be technically feasible, it still only amounts to vaporware. It's been called a "utopian vision" that would be financially impossible to achieve. But the Swiss team is undeterred, promising to conduct a battery of future tests to further validate the system. Swisspod CEO Denis Tudor said the group plans to test its first freight product soon, and is currently building a larger test track in the US. "This is a key step toward making hyperloop for passengers a reality and changing how we connect, work, and live," he said.

Amazon is launching drone deliveries from its Tolleson, AZ, same-day delivery site, making over 50,000 essentials available to eligible customers in the West Valley Phoenix area. The Verge reports: The news came after Amazon announced it was shutting down its testing zone location in Lockeford, California. The new Tolleson location integrates drone deliveries into Amazon's delivery network for the first time, and the drones will deploy right next to the fulfillment center. Amazon is using its latest MK30 drones that can carry up to 5 pounds while also flying "twice as far" and running "50 percent quieter" than its previous models that sometimes crashed and burned in testing.

Amazon will launch the drones from its hybrid facility. The Federal Aviation Administration (FAA) has approved Amazon's drones for Beyond Visual Line of Sight (BVLOS), meaning they can be flown out of visual range from the operator. The company claims it's the first to launch both a new facility and BVLOS drone service that meets FAA requirements.

GM's president of global markets says their EV portfolio "is growing faster than the market," according to Investopedia, "because we have an all-electric vehicle for just about everybody, no matter what they like to drive."

The headline at Barrons? "Don't Look Now, but GM's EV Sales Are on Fire." GM delivered almost 32,000 all-electric vehicles in the third quarter — a record — and up about 58% from a year earlier. The more affordable Chevy Equinox, which starts at about $35,000 before any federal tax credit, helped boost sales. GM delivered almost 10,000 of the new EVs, up from 1,013 in the second quarter, when they first went on sale.

EV penetration of total GM car sales was about almost 5%, up almost two percentage points year over year. EVs accounted for 19.4% of Cadillac sales, up about 11 percentage points year over year. Year to date, GM has delivered just over 70,000 all-electric cars.

GM originally planned to manufacture 200,000 EVs in 2024. That still looks aggressive, but the strong third-quarter showing makes 120,000 possible, which would be up almost 60% year over year — a respectable outcome. More important to investors than EV sales right now might be dealer inventories. GM said there were about 627,000 vehicles on dealer lots at the end of September. That's a little better than what Wolfe Research analyst Emmanuel Rosner expected. It indicates GM dealers have roughly 60 days worth of sales on their lots. That's a safe level. Lower dealer inventories reduce presure to reduce prices. They also reduce the need to cut production because dealer lots are full... GM expects to generate a full-year operating profit of about $14 billion.
Meanwhile, Stellantis "slashed its financial guidance recently, partly because it needs to dramatically reduce its U.S. inventories," according to the article. For example, its Jeep dealers ended August with roughly 122 days worth of sales on their lots, while its Dodge dealers "had almost 150 days of inventory."

And Investopedia argues that while GM's EV sales growth is "soaring," Ford's is showing "only modest gains." [W]hile Ford's overall U.S. sales were 0.7% higher at 504,039, it had just a 12% gain in EVs to 23,509.3 In the second quarter, Ford's EV sales had soared 61% to 23,957. Sales growth was more than three times higher for Ford's hybrid models, with President of Ford Blue and Ford Customer Service Division Andrew Frick arguing that the company has "listened to customers to offer them vehicles with powertrains to meet their specific needs."

Ford is hoping to boost EV sales by offering buyers a free home charger and installation.

California signed an agreement with major airlines to increase the use of sustainable aviation fuels, aiming to reach 200 million gallons by 2035 or about 40% of the state's air travel demand. The Hill reports: The California Air Resources Board (CARB) and Airlines for America (A4A) -- an industry trade group representing almost a dozen airlines -- pledged to increase the availability of sustainable aviation fuels statewide. Sustainable aviation fuels -- lower-carbon alternatives to petroleum-based jet fuels -- are typically made from nonpetroleum feedstocks, such as biomass or waste. At a San Francisco International Airport ceremony Wednesday, the partners committed (PDF) to using 200 million gallons of such fuels by 2035 -- an amount estimated to meet about 40 percent of travel demand within the state at that point, according to CARB. That quantity also represents a more than tenfold increase from current usage levels of these fuels, the agency added.

Among A4A member airlines are Alaska Airlines, American Airlines, Atlas Air Worldwide, Delta Air Lines, FedEx, Hawaiian Airlines, JetBlue Airways, Southwest Airlines, United Airlines and UPS, while Air Canada is an associate member. To achieve the 2035 goals, CARB and A4A said they plan to work together to identify, assess and prioritize necessary policy measures, such as incentivizing relevant investments and streamlining the permitting processes. A Sustainable Aviation Fuel Working Group, which will include government and industry stakeholders, will meet annually to both discuss progress and address barriers toward meeting these goals, the partners added. A public website will display updated information about the availability and use of conventional and sustainable fuels across California, while also providing details about state policies, according to the agreement.

Waymo is advancing autonomous driving with a new training model for its robotaxis built on Google's multimodal large language model (MLLM) Gemini. The Verge reports: Waymo released a new research paper today that introduces an "End-to-End Multimodal Model for Autonomous Driving," also known as EMMA. This new end-to-end training model processes sensor data to generate "future trajectories for autonomous vehicles," helping Waymo's driverless vehicles make decisions about where to go and how to avoid obstacles. But more importantly, this is one of the first indications that the leader in autonomous driving has designs to use MLLMs in its operations. And it's a sign that these LLMs could break free of their current use as chatbots, email organizers, and image generators and find application in an entirely new environment on the road. In its research paper, Waymo is proposing "to develop an autonomous driving system in which the MLLM is a first class citizen."

The paper outlines how, historically, autonomous driving systems have developed specific "modules" for the various functions, including perception, mapping, prediction, and planning. This approach has proven useful for many years but has problems scaling "due to the accumulated errors among modules and limited inter-module communication." Moreover, these modules could struggle to respond to "novel environments" because, by nature, they are "pre-defined," which can make it hard to adapt. Waymo says that MLLMs like Gemini present an interesting solution to some of these challenges for two reasons: the chat is a "generalist" trained on vast sets of scraped data from the internet "that provide rich 'world knowledge' beyond what is contained in common driving logs"; and they demonstrate "superior" reasoning capabilities through techniques like "chain-of-thought reasoning," which mimics human reasoning by breaking down complex tasks into a series of logical steps.

Waymo developed EMMA as a tool to help its robotaxis navigate complex environments. The company identified several situations in which the model helped its driverless cars find the right route, including encountering various animals or construction in the road. [...] But EMMA also has its limitations, and Waymo acknowledges that there will need to be future research before the model is put into practice. For example, EMMA couldn't incorporate 3D sensor inputs from lidar or radar, which Waymo said was "computationally expensive." And it could only process a small amount of image frames at a time. There are also risks to using MLLMs to train robotaxis that go unmentioned in the research paper. Chatbots like Gemini often hallucinate or fail at simple tasks like reading clocks or counting objects.

An anonymous reader quotes a report from TechCrunch: The trend of big touchscreens in cars has left many yearning for the not-so-distant days when most user interactions happened with physical buttons. But Rivian's chief software officer Wassym Bensaid believes using buttons in a car is an "anomaly." "It's a bug. It's not a feature," Bensaid said Wednesday at TechCrunch Disrupt 2024. "Ideally, you would want to interact with your car through voice. The problem today is that most voice assistants are just broken." To that end, Bensaid said that "every week" he's driving around an engineering vehicle that has an AI-powered voice assistant, though he did not specify which one. He mentioned earlier in his interview with TechCrunch's transportation editor Kirsten Korosec that Rivian has "partnerships that I cannot yet talk about."

"I think the car is actually a fantastic environment for AI," he said, while noting that latency and hallucinations are still very big problems that need to be solved. "The final north star I have is having voice [controls] become the primary means of interaction with the vehicle. The reality is that the vehicle is so feature-rich, that even if we do a fantastic job in the UI, there will always be prioritization that we need to do in terms of having things one or two menus behind," Bensaid told TechCrunch after he got off stage. Bensaid also said he's a big believer in the ability of AI-powered voice controls to handle complex requests. For instance, he said if a driver says "I'm hungry" the in-car assistant should be able to quickly direct them to a nearby restaurant that they might prefer. Bensaid said the company is committed to creating a unique, integrated user experienced tailored for Rivian owners -- one that won't include CarPlay.

CarPlay "takes over all the pixels in the screen, and it's a replacement of the entire experience, and we truly believe that with the technology capabilities that we have, we can offer a much more refined, integrated experience," he said.