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.

An anonymous reader quotes a report from The Guardian: Complaints about the brightness of modern headlights have become commonplace. On X, thousands of users have tweeted about headlights being too bright. The subreddit r/fuckyourheadlights has over 35,000 members who post blurry photos of offending high beams and LED headlights. Outlets like the New York Times and NBC News have written about the risks of headlight glare. Advocacy groups have called for bans on LED headlights. And the UK government launched a review into the dangers of headlight glare earlier this year, after many driver complaints. And yet, according to many experts, the problem with headlights is not that they're too bright -- it's that they're not bright enough. "We actually need more light on the road than what we have," says Greg Bannon, director of automotive engineering at the American Automobile Association (AAA). Only a minority of US roadways have overhead street lighting, as one 2019 AAA report noted. As a result, in many areas, headlights are the sole method of illumination when driving at night. But which is the safety bigger risk: inadequate illumination, or headlights that impair the vision of other drivers? The report notes that the U.S. standards set by the National Highway Traffic Safety Administration (NHTSA) haven't changed in decades and are much weaker than Europe's. Adaptive headlights, which automatically adjust brightness to avoid blinding other drivers, have been approved by NHTSA since 2022 but are still relatively rare due to differing standards and costs.

Zoox, an Amazon-owned autonomous vehicle company, is set to roll out dozens of its purpose-built robotaxis in San Francisco and Las Vegas, starting with employee rides in San Francisco's SoMa neighborhood and the Las Vegas Strip. "We have achieved that internal safety readiness" required to launch the service, said co-founder and CTO Jesse Levinson on the TechCrunch Disrupt 2024 stage. TechCrunch reports: The announcement comes a decade after Zoox was founded and four years since it was acquired by Amazon and unveiled its purpose-built robotaxi. In that time, the nascent autonomous vehicle industry has gone through the full hype cycle that led to multi-billion-dollar valuations and later a wave of shutdowns and consolidation. "We still exist," Levinson said, in a nod to the tumult the industry has gone through in recent years.

Levinson said Zoox is going to take a "measured approach" to rolling out its robotaxi service, and noted that his company has been working closely with local and federal safety regulators. "I can say that in the next few weeks, we're actually going to have a couple dozen Zoox robotaxis across our Foster City, San Francisco and Las Vegas, geofences that will expand several fold over the next year," he said. "And then, you know, 2026 is when we're going to really start cranking out production vehicles at very large scale."

He also said Zoox will launch an "explorer" program of early riders who will be able to use the robotaxis for free before opening the service up to paying customers. (Rival Waymo operated a similar invite-only early rider program before opening its service to the paying public.) These early riders, or explorers, will gain access to the Zoox vehicles early next year starting with Las Vegas, Levinson said. The Zoox AVs will operate throughout the "most busy 16 hours" of the day, Levinson said, noting that it's "so boring at four in the morning, we don't think we would learn very much."

Boeing received an email from the chief pilot at Ethiopian Airlines on December 1, 2018 with several questions, reports the New York Times (alternate URL here). "in essence the pilot was asking for direction. If we see a series of warnings on the new 737 Max, he posed, what do we do?" What ensued was an email conversation among a number of Boeing senior officials about whether they could answer the pilot's questions without violating international restrictions on disseminating information about a crash while it was still under investigation. That restriction was in play because a 737 Max flown by Lion Air had crashed a few weeks earlier leaving Indonesia. The inquiry from Ethiopian Airlines would prove chillingly prescient because just months later one of its 737s would go down because of a flight control malfunction similar to the one that led to the Lion Air crash. The Ethiopian Airlines crash would kill everyone on board and leave questions about whether Boeing had done everything it could to inform pilots of what it had learned about the malfunction and how to handle it.

In response to the inquiry from Ethiopian Airlines, Boeing's chief pilot, Jim Webb, proposed to his colleagues that he thank the airline for attending a previous briefing on the flight control system, called MCAS, but otherwise decline to answer the pilot's first two questions and just refer the airline to training materials and previously issued guidance. Most of those on the email agreed.
Boeing's eventual response? "I can only address the current system and the Operations Manual Bulletin. The first two questions directly relate to the accident scenario; therefore, I will be unable to address them here." The Times adds that Boeing's chief pilot Jim Webb then "ended the email by stating that if airline officials had any additional questions about the bulletin and system, they should feel free to reach out....

"It is impossible to know whether any pilots with Ethiopian Arlines would have acted differently if Webb's reply had been more forthcoming. But Boeing's limited response to an airline seeking help highlights a missed opportunity to collaborate on safety and to pass along lessons Boeing had collected following the Lion Air jet's crash into the Java Sea on Oct. 29, 2018."

San Francisco's Municipal Transportation Agency approved a $212 million contract with Hitachi Rail to modernize the Muni Metro system's outdated train control system, which currently uses floppy disks and wire loops. Government Technology reports: The software that runs the system is stored on floppy disks that are loaded each morning and an outdated type of communication using wire loops that are easily disrupted. It was expected to last for 20 to 25 years, according to Muni officials. It moves data more slowly than a wireless modem, they said. By late 2027 and into 2028, a new communications-based system, which employs Wi-Fi and cell signals to precisely track the locations of trains, will be installed by Hitachi, which will provide support services for 20 years under the agreement.

While the current train control system operates only on the Market Street subway and Central Subway, the new system will control Metro light rail trains on the system's surface lines as well. The Hitachi system is said to be five generations ahead of the current system, said Muni Director of Transit Julie Kirschbaum, who described it as the best train control system on the market.

The FAA has released final regulations for electric vertical takeoff and landing (eVTOL) vehicles, introducing a new category of aircraft for the first time in nearly 80 years. These rules provide a framework for pilot training and operational requirements, addressing industry concerns while aiming to support the future of advanced air mobility. The Verge reports: The FAA says these "powered-lift" vehicles will be the first completely new category of aircraft since helicopters were introduced in 1940. These aircraft will be used for a variety of services, including air taxis, cargo delivery, and rescue and retrieval operations. The final rules published today contain guidelines for pilot training as well as operational requirements regarding minimum safe altitudes and visibility. [...] Powered lift includes aircraft described by industry watchers as electric vertical takeoff and landing, or eVTOL. Using tilt rotors, eVTOL aircraft are designed to take off and land vertically like a helicopter and then transition into forward flight on fixed wings like a plane.

[...] A new pilot training and qualifications rule was needed because "existing regulations did not address this new category of aircraft, which can take off and land vertically like a helicopter and fly like an airplane during cruise flight," the FAA said. The rule also provides a "comprehensive framework" for certifying the initial group of powered-lift instructors and pilots. According to the agency, the rule would: "Makes changes to numerous existing regulations and establishes a Special Federal Aviation Regulation (SFAR) with new requirements to facilitate instructor and pilot certification and training. Applies helicopter operating requirements to some phases of flight and adopts a performance-based approach to certain operating rules. Allows pilots to train in powered-lift with a single set of flight controls; legacy rules require two flight controls -- one for the student and one for the instructor." "The regulation published today will ensure the U.S. continues to play a global leadership role in the development and adoption of clean flight," said JoeBen Bevirt, founder and CEO of Joby, in a statement. "Delivering the rules ahead of schedule is testament to the dedication, coordination and hard work of the rulemaking team."

An anonymous reader shares a post: EVs are still winning. But they haven't won yet; only 4% of the global passenger car fleet, 23% of the bus fleet, and less than 1% of delivery trucks are electrified.

But at this point I think the writing is on the wall. The phenomenon of a superior technology displacing an older, inferior technology is not uncommon, and it generally looks like the EV transition is looking now. When a new technology passes a 5% adoption rate, it almost never turns out to be inferior to what came before; with EVs, that threshold has now been reached in dozens of countries.

In fact, we don't have to rely on trend-based forecasting to understand why EVs are just going to win. There are a number of fundamental factors that make EVs simply better than combustion vehicles. The longer time goes on, the more these inherent advantages will make themselves felt in the market.

The first of these is price. Currently, EVs often require government subsidies in order to be price-competitive with combustion cars. But batteries are getting cheaper and cheaper as we get better and better at building them. The cheaper batteries get, the smaller the subsidies required to get people to switch to EVs. Goldman Sachs reports that this crucial tipping point will be reached in about two years:

[...] Once batteries cross that tipping point, the EV revolution will take on its own momentum. It will simply be cheaper to buy an EV than a combustion car. People will gravitate toward the cheaper option, especially if it comes with other advantages. And in this case it does.

EVs' second advantage is convenience. Most EV owners will almost never have to fill their cars up at a station. This is because they will charge their cars at night, in their own home garages or driveway.

"Several of Europe's biggest carmakers unveiled low-cost electric vehicles at the Paris Motor Show this week," reports CNBC. The automakers are "seeking to jump-start a demand slump and recapture some of the market share now held by Chinese brands." "It feels like Europe is fighting back," Julia Poliscanova, senior director for vehicles and e-mobility supply chains at the Transport & Environment campaign group, told CNBC at the Paris Motor Show. "There are so many new models on show, and what is really great is that there are a lot of launches that are more affordable. So, Citroen, Peugeot [and] Renault, they are all showing some smaller affordable models," Poliscanova said. "This is exactly what we need for the mass market, for people to buy those vehicles more, and this is also where the competition from the Chinese is also the hardest," she added...

"The storytelling is that people have cooled off on EVs and there is no consumer demand, [but] this is really not true," Transport & Environment's Poliscanova said. "This year in Europe, we did not have affordable models, so people are not buying those overpriced premium vehicles. However, as soon as vehicles come in the right price range next year ... people will flock to buy them." Poliscanova said the launch of several low-cost EVs means electric car sales could account for up to a 24% market share next year, up from 14% this year. Chinese-made EVs typically cost less than half the prices seen in Europe and the U.S. last year, according to figures published by data firm JATO, underscoring the challenge for Western automakers to keep pace with Beijing...

Pere Brugal, president and managing director of GM Europe, said that the challenges facing Europe's auto industry should be seen as a transitional phase — and not evidence of a crisis. "The adoption of new technologies and new behaviors is never a linear growth story, but the end is full-electric [vehicles]," Brugal told CNBC at the Paris Motor Show.
Meanwhile, GM's CEO "says it will start making money on battery-powered models by the end of the year — becoming the only U.S. automaker aside from Tesla to achieve that feat," reports the New York Times (adding that sales are increasing "and the company just introduced a model that sells for less than $30,000 after a federal tax credit.")

And GM "is still committed to doing away with combustion engine cars in the United States by 2035."

A California oil refinery that produces 8% of the state's gasoline is shutting down late next year — a decision the Los Angeles Times says is "driven by climate change, the transition to electric vehicles and demands for cleaner air."

"There's no question we are going to lose refineries over time, because demand is going to go down as we transition to electric vehicles, but I did not expect to see any of them exiting this quickly," said Severin Borenstein, faculty director of the Energy Institute at UC Berkeley's Haas School of Business. California "over the medium term" will have to rely more on imports, he said. "I think part of the response the state's going to need to consider is how to make sure that we can import sufficient gasoline to meet our needs...."

David Hackett, chairman of Stillwater Associates, an Irvine oil consultancy, said he was contacted by Phillips just before the announcement, and was told the closure was a business decision. He said that although the timing was somewhat surprising, the closure wasn't, given the age of the refineries, their relatively small size and the inefficient layout that connects them by a pipeline. "That plant has been for sale for years. It hasn't found any buyers and I think that this has been an economic decision on their part. They looked at the profitability of the place and compared it with the other businesses that they have, and it didn't make the cut," he said.
"The closure is likely to increase California's already high prices at the gas pump, given that much of the replacement gasoline will be shipped in by ocean vessel, analysts say..." according to another article from the Los Angeles Times.

"Environmentalists and community activists cheered the news, however, saying it will mean cleaner air for the thousands who live in the area and that the state must continue the transition away from its dependence on fossil fuels."