Apple has lifted the embargo on the first wave of non-curated reviews of its Vision Pro headset, and the results are somewhat surprising. The initial "high" experienced upon first impressions, where reviewers laud the headset's "incredibly impressive displays" and "near perfect" tracking capabilities, has waned. In real-world conditions outside of Apple's heavily-regulated demos, the Vision Pro appears to suffer from limited productivity usecases, DRM'd apps, and half-baked features that suggest this device is still very much in the dev-kit stage. Above all, however, is the isolation experienced when using the Vision Pro. It offers very few options for wearers to socialize and share memories with one another in any meaningful way. Tim Cook may be right when he said headsets are inherently isolating.

"You're in there, having experiences all by yourself that no one else can take part it," concludes Nilay Patel in his review for The Verge. "I don't want to get work done in the Vision Pro. I get my work done with other people, and I'd rather be out here with them."

These are some of our favorite reviews of the Apple Vision Pro:

- The Verge: Apple Vision Pro review: magic, until it's not
- The Wall Street Journal: Apple Vision Pro Review: The Best Headset Yet Is Just a Glimpse of the Future
- Washington Post: Apple's Vision Pro is nearly here. But what can you do with it?
- Tom's Guide: Apple Vision Pro review: A revolution in progress
- CNET: Apple Vision Pro Review: A Mind-Blowing Look at an Unfinished Future
- CNBC: Apple Vision Pro review: This is the future of computing and entertainment

An anonymous reader quotes a report from Ars Technica: The business arm of Raspberry Pi is preparing to make an initial public offering (IPO) in London. CEO Eben Upton tells Ars that should the IPO happen, it will let Raspberry Pi's not-for-profit side expand by "at least a factor of 2X." And while it's "an understandable thing" that Raspberry Pi enthusiasts could be concerned, "while I'm involved in running the thing, I don't expect people to see any change in how we do things." CEO Eben Upton confirmed in an interview with Bloomberg News that Raspberry Pi had appointed bankers at London firms Peel Hunt and Jefferies to prepare for "when the IPO market reopens."

Raspberry previously raised money from Sony and semiconductor and software design firm ARM, and it sought public investment. Upton denied or didn't quite deny IPO rumors in 2021, and Bloomberg reported Raspberry Pi was considering an IPO in early 2022. After ARM took a minority stake in the company in November 2023, Raspberry Pi was valued at roughly 400 million pounds, or just over $500 million. Given the company's gradual recovery from pandemic supply chain shortages, and the success of the Raspberry Pi 5 launch, the company's IPO will likely jump above that level, even with a listing in the UK rather than the more typical US IPO. Upton told The Register that "the business is in a much better place than it was last time we looked at it [an IPO]. We partly stopped because the markets got bad. And we partly stopped because our business became unpredictable." "It's a good thing, in that people care about us," Upton said in response to concerned hobbyists and tech enthusiasts. "What Raspberry Pi [builds] are the products we want to buy, and then we sell them to people like us," Upton said. "Certainly, while I'm involved in it, I can't imagine an environment in which the hobbyists are not going to be incredibly important."

The IPO is "about the foundation," Upton said, with that charitable arm selling some of its majority stake in the business entity to raise funds and expand. "We've not cooked up some new way for a not-for-profit to do an IPO, no," he noted. [He told Ars that Raspberry Pi's business arm has had both strategic and private investors in its history, along with a majority shareholder in its Foundation (which in 2016 owned 75 percent of shares), and that he doesn't see changes to what Pi has built. He also noted that the foundation was previously funded by dividends from the business side.]

"We do this transaction, and the proceeds of that transaction allow the foundation to train teachers, run clubs, expand programs, and ... do those things at, at least, a factor of 2X. That's what I'm most excited about." Upton said there would be "no change" to the kinds of products Pi makes, and that makers are "culturally important to us." [...] "If people think that an IPO means we're going to ... push prices up, push the margins up, push down the feature sets, the only answer we can give is, watch us. Keep watching," he said. "Let's look at it in 15, 20 years' time."

Meta's latest update to its code generation AI model, Code Llama 70B, is "the largest and best-performing model" yet. From a report: Code Llama tools launched in August and are free for both research and commercial use. According to a post on Meta's AI blog, Code Llama 70B can handle more queries than previous versions, which means developers can feed it more prompts while programming, and it can be more accurate. Code Llama 70B scored 53 percent in accuracy on the HumanEval benchmark, performing better than GPT-3.5's 48.1 percent and closer to the 67 percent mark an OpenAI paper (PDF) reported for GPT-4. Built on Llama 2, Code Llama helps developers create strings of code from prompts and debug human-written work. Meta simultaneously launched two other Code Llama tools last fall, Code Llama -- Python and Code Llama -- Instruct, which focused on specific coding languages.

Russia is facing a widespread internet outage that's affected users across the country, with access to websites on the local .ru domain down. From a report: The issue was linked to a technical problem with the .ru domain's global Domain Name System Security Extensions, or DNSSEC, which is used to secure data exchanged in internet protocol networks, Russia's Digital Ministry said in a statement on Telegram Tuesday. Websites including the most popular local search engine Yandex.ru, ecommerce leaders Ozon.ru and Wildberries.ru, and apps of the country's biggest banks -- Sberbank PJSC and VTB Group -- were all affected, state-run Ria reported, citing Downradar, a traffic monitoring service.

AmiMoJo writes: Apple has attacked proposals for the UK government to pre-approve new security features introduced by tech firms. Under the proposed amendments to existing laws, if the UK Home Office declined an update, it then could not be released in any other country, and the public would not be informed. The government is seeking to update the Investigatory Powers Act (IPA) 2016. The Home Office said it supported privacy-focused tech but added that it also had to keep the country safe.

A government spokesperson said: "We have always been clear that we support technological innovation and private and secure communications technologies, including end-to-end encryption, but this cannot come at a cost to public safety." The proposed changes will be debated in the House of Lords tomorrow. Apple says it is an "unprecedented overreach" by the UK government. "We're deeply concerned the proposed amendments to the Investigatory Powers Act (IPA) now before Parliament place users' privacy and security at risk," said Apple in a statement. "It's an unprecedented overreach by the government and, if enacted, the UK could attempt to secretly veto new user protections globally preventing us from ever offering them to customers."

The Internet Corporation for Assigned Names and Numbers (ICANN) has proposed creating a new top-level domain (TLD) and never allowing it to be delegated in the global domain name system (DNS) root. From a report: The proposed TLD is .INTERNAL and, as the name implies, it's intended for internal use only. The idea is that .INTERNAL could take on the same role as the 192.168.x.x IPv4 bloc -- available for internal use but never plumbed into DNS or other infrastructure that would enable it to be accessed from the open internet.

ICANN's Security and Stability Advisory Committee (SSAC) advised the development of such a TLD in 2020. It noted at the time that "many enterprises and device vendors make ad hoc use of TLDs that are not present in the root zone when they intend the name for private use only. This usage is uncoordinated and can cause harm to Internet users" -- in part by forcing DNS servers to handle, and reject, queries for domains only used internally. DNS, however, can't prevent internal use of ad hoc TLDs. So the SSAC recommended creation of a TLD that would be explicitly reserved for internal use.

New submitter betso.net shares a report: A German railway firm posted a vacancy for a Windows 3.11 Administrator just before the weekend. In addition to skills in wrangling Windows for Workgroups on the 30-year-old operating system, the recruiter would look upon a candidate more fondly for possessing MS-DOS experience. The admin would purportedly oversee systems with 166MHz processors and a whopping 8MB of RAM. It might seem slightly worrying that modern railways are still running on such ancient systems, but mission-critical systems often adhere to the "if it ain't broke, don't fix it" philosophy.

Benj Edwards reports via Ars Technica: In a move that marks the end of an era, New Mexico State University (NMSU) recently announced the impending closure of its Hobbes OS/2 Archive on April 15, 2024. For over three decades, the archive has been a key resource for users of the IBM OS/2 operating system and its successors, which once competed fiercely with Microsoft Windows. In a statement made to The Register, a representative of NMSU wrote, "We have made the difficult decision to no longer host these files on hobbes.nmsu.edu. Although I am unable to go into specifics, we had to evaluate our priorities and had to make the difficult decision to discontinue the service."

Hobbes is hosted by the Department of Information & Communication Technologies at New Mexico State University in Las Cruces, New Mexico. In the official announcement, the site reads, "After many years of service, hobbes.nmsu.edu will be decommissioned and will no longer be available. As of April 15th, 2024, this site will no longer exist." The earliest record we've found of the Hobbes archive online is this 1992 Walnut Creek CD-ROM collection that gathered up the contents of the archive for offline distribution. At around 32 years old, minimum, that makes Hobbes one of the oldest software archives on the Internet, akin to the University of Michigan's archives and ibiblio at UNC.

With the increasing adoption of e-bikes and drones for efficient, eco-friendly delivery services, New York is proposing the Department of Sustainable Delivery to regulate these services, focusing on safety, data sharing, and operational permits to ease congested lanes. Fast Company reports: The first step of the new department will be a task force made up of tech, transportation, labor, and government representatives. There are currently some city regulations around delivery operations, but they're fragmented; the Department of Consumer and Worker Protection, for example, has addressed delivery worker rights (and recently announced a new minimum pay rate for app-based food delivery workers), while the Department of Transportation focuses on commercial delivery, and has taken steps to address delivery cargo bikes. "We don't have a place where every company that wants to dispatch in volume and move freight [and goods] around in the city on a micro level comes through and has to show that they're going to meet certain requirements," [New York City Deputy Mayor of Operations Meera Joshi] says.

Managers of truck delivery fleets often track their driver's performance and behavior with tools like GPS; through the new department, micromobility app companies may be required to share their GPS delivery data with the city. That data might reveal more about how long delivery riders are working, or how heavy cargo bikes' loads are, which could lead to new regulations. Joshi also points to e-bike fires and rising e-bike rider deaths as red flags that signal the need for more oversight and legislation, which could prevent future tragedies. More information about where and when these deliveries are happening could also help the city adapt its infrastructure to this growing market. "As more and more of the city is feeling the effects of the commercialization of bike lanes, we certainly do have to rethink how wide our bike lanes are, what they are there to accommodate, does there need to be some separation between motorized and nonmotorized [bikes]?" Joshi says. "But these things need to be informed." The city is already making some such updates. Last summer, it upgraded a stretch of 10th Avenue to include a 10-foot-wide bike lane, to better allow regular cyclists and delivery e-bikes to coexist

Tech advancements often move faster than the government, resulting in a game of legislative catch up for cities. Joshi says New York City is thinking about micromobility in this way because "we've seen this movie before," referring to tech disruption, "and we'd like a different ending." While Joshi knows that companies may bristle at the increased oversight, she says being proactive about these issues and taking steps to address them will likely help the firms and their public perception long-term. And not addressing micromobility challenges now could also impede larger climate progress. "If we are not able to show that we have a comprehensive framework, show that we're able to manage what we have today and prepare for the unknown, we could have people, saying 'it was better when [delivery] was in trucks,'" Joshi says, "and that would actually be probably the worst thing for the environment."

An anonymous reader quotes a report from The Register: Europe's aviation safety body is working with the airline industry to counter a danger posed by interference with GPS signals -- now seen as a growing threat to the safety of air travel. The European Union Aviation Safety Agency (EASA) and the International Air Transport Association (IATA) held a recent workshop on incidents where people spoofed and jammed satellite navigation systems, and concluded these pose a "significant challenge" to safety. Mitigating the risks posed by such actions will require measures to be enacted in the short term as well as medium and long term timescales, the two bodies said. They want to start by sharing information about the incidents and any potential remedies.

In Europe, this information sharing will occur through the European Occurrence Reporting scheme and EASA's Data4Safety program. Given the global nature of the problem, a broader solution would be better, but this would have to be pursued at a later date, EASA said. Inevitably, another of the measures involves retaining traditional navigation aids to ensure there is a conventional backup for GNSS navigation, while a third calls for guidance from aircraft manufacturers to airlines and other aircraft operators to ensure they know how to manage jamming and spoofing situations. As a further measure, EASA said it will inform all relevant stakeholders, which includes airlines, air navigation service providers, airports and the air industry, about recorded incidents.

Interference with global navigation systems can take one of two forms: jamming requires nothing more than transmitting a radio signal strong enough to drown out those from GPS satellites, while spoofing is more insidious and involves transmitting fake signals that fool the receiver into calculating its position incorrectly. According to EASA, jamming and spoofing incidents have increasingly threatened the integrity of location services across Eastern Europe and the Middle East in recent years. [...] The IATA said that coordinated action is needed, including sharing of safety data and a commitment from nations to retain traditional navigation systems as backup.

David Pierce reports via The Verge: A few minutes ago, I opened the new Arc Search app and typed, "What happened in the Chiefs game?" That game, the AFC Championship, had just wrapped up. Normally, I'd Google it, click on a few links, and read about the game that way. But in Arc Search, I typed the query and tapped the "Browse for me" button instead. Arc Search, the new iOS app from The Browser Company, which has been working on a browser called Arc for the last few years, went to work. It scoured the web -- reading six pages, it told me, from Twitter to The Guardian to USA Today -- and returned a bunch of information a few seconds later. I got the headline: Chiefs win. I got the final score, the key play, a "notable event" that also just said the Chiefs won, a note about Travis Kelce and Taylor Swift, a bunch of related links, and some more bullet points about the game.

Basically, instead of returning a bunch of search queries about the Chiefs game, Arc Search built me a webpage about it. And somewhere in there is The Browser Company's big idea about the future of web browsers -- that a browser, a search engine, an AI chatbot, and a website aren't different things. They're all just parts of an internet information finder, and they might as well exist inside the same app. [...] But from a pure product perspective, this feels closer to the way AI search should work than anything I've tried. Products like Copilot and Perplexity AI are cool, but they're fundamentally just chatbots with web access. Arc Search imagines something else entirely: AI that explores websites by building you a new one every time you ask.

T-Mobile has tweaked its terms of service for its home broadband users to add a new clause: If you are a heavy internet user that passes 1.2TB of data in a monthly billing cycle, you may have your speeds slowed in "times of congestion" or when there is a lot of pressure on the network. CNET: As spotted by The Mobile Report, the change went into effect on Jan. 18. In its updated terms, the carrier says that these users "will be prioritized last on the network" in congestion situations, which could mean painfully slow speeds for however long the congestion persists. T-Mobile does note that since its Home Internet service is available only in "limited areas" and intended to be used in a "stationary" setting, as opposed to a phone that could be in a busy place like a packed stadium, "these customers should be less likely to notice congestion in general."

Spying used to be all about secrets. Increasingly, it's about what's hiding in plain sight [non-paywalled link] . From a report: A staggering amount of data, from Facebook posts and YouTube clips to location pings from mobile phones and car apps, sits in the open internet, available to anyone who looks. US intelligence agencies have struggled for years to tap into such data, which they refer to as open-source intelligence, or OSINT. But that's starting to change. In October the Office of the Director of National Intelligence, which oversees all the nation's intelligence agencies, brought in longtime analyst and cyber expert Jason Barrett to help with the US intelligence community's approach to OSINT. His immediate task will be to help develop the intelligence community's national OSINT strategy, which will focus on coordination, data acquisition and the development of tools to improve its approach to this type of intelligence work. ODNI expects to implement the plan in the coming months, according to a spokesperson.

Barrett's appointment, which hasn't previously been reported publicly, comes after more than a year of work on the strategy led by the Central Intelligence Agency, which has for years headed up the government's efforts on OSINT. The challenge with other forms of intelligence-gathering, such as electronic surveillance or human intelligence, can be secretly collecting enough information in the first place. With OSINT, the issue is sifting useful insights out of the unthinkable amount of information available digitally. "Our greatest weakness in OSINT has been the vast scale of how much we collect," says Randy Nixon, director of the CIA's Open Source Enterprise division. Nixon's office has developed a tool similar to ChatGPT that uses AI to sift the ever-growing flood of data. Now available to thousands of users within the federal government, the tool points analysts to the most important information and auto-summarizes content. Government task forces have warned since the 1990s that the US was at risk of falling behind on OSINT. But the federal intelligence community has generally prioritized information it gathers itself, stymying progress.

Blackstone is betting big on AI, plowing billions into data centers after its $10 billion takeover of QTS last year. The private equity giant is bankrolling the development of massive computing bunkers on hundreds of acres in Phoenix and other key markets to meet exploding demand from tech titans like Microsoft. With AI taking hold, QTS has become North America's top provider of leased data center capacity. But the data crunch has strained power grids. QTS estimates its data centers will tap 6 gigawatts of electricity, equal to the needs of 5 million homes.

"Someday in the not too distant future, it might no longer be possible to drive a brand-new car faster than 80 mph in California," writes Car and Driver: That's because state senator Scott Wiener earlier this week proposed a new bill that aims to prevent certain new vehicles from going more than 10 mph over the speed limit. In California, the maximum posted speed limit is 70 mph, meaning anything north of 80 mph would be off limits.

The Speeding and Fatality Emergency Reduction on California Streets — or SAFER California Streets, for short — is a package of bills that includes SB 961 that was published Tuesday, which essentially calls for speed governors on new cars and trucks built or sold in California starting with the 2027 model year. These vehicles would be required to have an "intelligent speed limiter system" that electronically prevents the driver from speeding above the aforementioned threshold.

The speed-limiter tech wouldn't apply to emergency vehicles. There's also language in the bill that the passive device would have the ability to be temporarily disabled by the driver, however, it's unclear in what situations that might apply. The bill also states that automakers would be able to fully disable the speed-limiter, but presumably only for authorized emergency vehicles. The commissioner of the California Highway Patrol could authorize disabling the speed-limiter too at their discretion...

The proposed legislation is said to be an attempt to address rising traffic fatalities, which in California have reportedly increased by 22 perecent from 2019 to 2022.

The Wall Street Journal reports that "a motley crew of AM radio advocates," including conservative talk show hosts and federal emergency officials, are lobbying Congress to stop carmakers from dropping AM radio from new vehicles: Lawmakers say most car companies are noncommittal about the future of AM tuners in vehicles, so they want to require them by law to keep making cars with free AM radio. Supporters argue it is a critical piece of the emergency communication network, while the automakers say Americans have plenty of other ways, including their phones, to receive alerts and information. The legislation has united lawmakers who ordinarily want nothing to do with one another. Sens. Ted Cruz (R., Texas) and Ed Markey (D., Mass.) are leading the Senate effort, and on the House side, Speaker Mike Johnson — himself a former conservative talk radio host in Louisiana — and progressive "squad" member Rep. Rashida Tlaib of Michigan are among about 200 co-sponsors...

A spring 2023 Nielsen survey, the most recent one available, showed that AM radio reaches about 78 million Americans every month. That is down from nearly 107 million in the spring of 2016, one of the earliest periods for which Nielsen has data... Automakers say the rise of electric vehicles is driving the shift away from AM, because onboard electronics create interference with AM radio signals — a phenomenon that "makes the already fuzzy analog AM radio frequency basically unlistenable," according to the Alliance for Automotive Innovation, a car-industry trade group. Shielding cables and components to reduce interference would cost carmakers $3.8 billion over seven years, the group estimates.

Markey and other lawmakers say they want to preserve AM radio because of its role in emergency communications. The Federal Emergency Management Agency says that more than 75 radio stations, most of which operate on the AM band and cover at least 90% of the U.S. population, are equipped with backup communications equipment and generators that allow them to continue broadcasting information to the public during and after an emergency. Seven former FEMA administrators urged Congress in a letter last year to seek assurances from automakers that they would keep broadcast radio available. The companies' noncommittal response spurred legislation, lawmakers said.

Automakers increasingly want to put radio and other car features "behind a paywall," Markey said in an interview. "They see this as another profit center for them when the American driving public has seen it as a safety resource for them and their families...." He compared the auto industry's resistance to the bill to previous opposition to government mandates like seat belts and air bags. "Leaving safety decisions to the auto industry is very dangerous," Markey said.
Lawmakers have heard from over 400,000 AM radio supporters, according to the president of the National Association of Broadcasters.

But the article also cites an executive at the Consumer Technology Association, who says automakers and tech advocacy groups have told lawmakers that requiring AM radio "would be "inconsistent with the principles of a free market.... It's strange that Congress is focused on a 100-year-old technology."

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

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

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

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

"As important as its historically underhanded business dealings were for its success, Microsoft didn't have to cheat to win," argues a new article in the Register.

"The Unix companies were doing a great job of killing themselves off." You see, while there were many attempts to create software development standards for Unix, they were too general to do much good — for example Portable Operating System Interface (POSIX) — or they became mired in the business consortium fights between the Open Systems Foundation and Unix International, which became known as the Unix wars.

While the Unix companies were busy ripping each other to shreds, Microsoft was smiling all the way to the bank. The core problem was that the Unix companies couldn't settle on software standards. Independent Software Vendors (ISV) had to write applications for each Unix platform. Each of these had only a minute desktop market share. It simply made no business sense for programmers to write one version of an application for SCO OpenDesktop (also known as OpenDeathtrap), another for NeXTStep, and still another one for SunOS. Does that sound familiar? That kind of thing is still a problem for the Linux desktop, and it's why I'm a big fan of Linux containerized desktop applications, such as Red Hat's Flatpak and Canonical's Snap.

By the time the two sides finally made peace by joining forces in The Open Group in 1996, it was too late. Unix was crowded out on the conventional desktop, and the workstation became pretty much a Sun Microsystems-only play.
Linux's GPL license created an "enforced" consortia that allowed it to take over, according to the article — and with Linus Torvalds as Linux's single leader, "it avoided the old Unix trap of in-fighting... I've been to many Linux Plumbers meetings. There, I've seen him and the top Linux kernel developers work with each other without any drama. Today's Linux is a group effort... The Linux distributors and developers have learned their Unix history lessons. They've realized that it takes more than open source; it takes open standards and consensus to make a successful desktop operating system.
And the article also points out that one of those early Unix desktops "is still alive, well, and running in about one in four desktops." That operating system, of course, is macOS X, the direct descendent of NeXT's NeXTSTEP. You could argue that macOS, based on the multi-threaded, multi-processing microkernel operating system Mach, BSD Unix, and the open source Darwin, is the most successful of all Unix operating systems.

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

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

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

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

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

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

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