The European Parliament and EU member countries have reached a deal to ban the sale of new petrol and diesel cars and vans by 2035. From a report: European Union negotiators sealed on Thursday night the first agreement of the bloc's "Fit for 55" package set up by the Commission to achieve the EU's climate goals of cutting emissions of the gases that cause global warming by 55 percent over this decade. The European Parliament said the deal is a "clear signal ahead of the UN COP27 Climate Change Conference that the EU is serious about adopting concrete laws to reach the more ambitious targets set out in the EU Climate Law." According to the bloc's data, transport is the only sector where greenhouse gas emissions have increased in the past 30 years, rising 33.5 percent between 1990 and 2019. Passenger cars are a significant polluter, accounting for 61 percent of total CO2 emissions from EU road transport.

NASA obligated $2.04 billion to SpaceX in fiscal year 2022, which ended last month, according to new federal procurement data. For the first time, the amount paid by the space agency to SpaceX exceeds that paid to Boeing, which has long been the leading hardware provider to NASA. Boeing received $1.72 billion during the most recent fiscal year, based on data first reported by Aviation Week's Irene Klotz. Ars Technica reports: The California Institute of Technology, which manages the Jet Propulsion Laboratory field center for NASA, remains the agency's No. 1 contractor, with $2.68 billion in funding. The academic institution is responsible for operating the California-based NASA field center and distributing funding for myriad robotic spacecraft missions such as Mars Perseverance and the Europa Clipper. On the one hand, the ascension of SpaceX to the No. 2 spot on NASA's contractor list represents a major shakeup in the order of things. For a long time, NASA's human spaceflight and exploration programs were dominated by Boeing, Lockheed Martin, Aerojet, Northrop Grumman, and a handful of other traditional defense aerospace contractors.

However, it should come as no surprise that a company that has recently delivered the most services -- and, arguably, value -- to NASA should start to receive a large share of its contract awards. This has been most notable with SpaceX's performance on Commercial Crew, NASA's program to buy transportation services from private companies to bring its astronauts to and from the International Space Station. NASA awarded contracts to Boeing and SpaceX in 2014 to develop their spacecraft, paying Boeing about 60 percent more. At the time, it was widely believed that the traditional contractor, with this additional money, would deliver services sooner. But it was SpaceX that first flew crew to the space station in May 2020, and the company has since launched five operational missions to the orbiting laboratory. [...] Much of the funding increase for SpaceX in 2022, an increase of about $400 million over the previous year, appears to be driven by contracts for the Human Landing System as part of the Artemis Moon Program and the purchase of additional Crew Dragon missions to the space station. (Individual contracts can be found within the Federal Procurement Data System).

Argo AI, an autonomous vehicle startup that burst on the scene in 2017 stacked with a $1 billion investment, is shutting down -- its parts being absorbed into its two main backers: Ford and VW, according to people familiar with the matter. TechCrunch reports: During an all-hands meeting Wednesday, Argo AI employees were told that some people would receive offers from the two automakers, according to multiple sources who asked to not be named. It was unclear how many would be hired into Ford or VW and which companies will get Argo's technology. [...] Ford said in its third-quarter earnings report (PDF) released Wednesday that it made a strategic decision to shift its resources to developing advanced driver assistance systems, and not autonomous vehicle technology that can be applied to robotaxis. The company said it recorded a $2.7 billion non-cash, pretax impairment on its investment in Argo AI, resulting in an $827 million net loss for the third quarter.

That decision appears to have been fueled by Argo's inability to attract new investors. Ford CEO Jim Farley acknowledged that the company anticipated being able to bring autonomous vehicle technology broadly to market by 2021. "But things have changed, and there's a huge opportunity right now for Ford to give time -- the most valuable commodity in modern life -- back to millions of customers while they're in their vehicles," said Farley. "It's mission-critical for Ford to develop great and differentiated L2+ and L3 applications that at the same time make transportation even safer." Farley also insinuated that Ford would be able to buy AV tech down the line, instead of developing it in house. "We're optimistic about a future for L4 ADAS, but profitable, fully autonomous vehicles at scale are a long way off and we won't necessarily have to create that technology ourselves," he added. Ford also stated that the "development and customer enthusiasm for benefits of L2+ and L3 ADAS warrant dialing up the company's near-term aspirations and commitment in those areas."

An anonymous reader quotes a report from the Guardian: A group of New Zealand Uber drivers have won a landmark case against the global ridesharing company, forcing it to treat them as employees, not contractors, and entitling them to a suite of worker rights and protections. New Zealand's employment court ruled on Tuesday that the drivers were employees, not independent contractors. While the ruling applies specifically to the case of four drivers, the court noted that it may have wider implications for drivers across the country. The court "does not have jurisdiction to make broader declarations of employment status" so all Uber drivers "do not, as a result of this judgment, instantly become employees," chief judge Christina Inglis wrote. She continued, however: "It may well have broader impact, particularly where, as here, there is apparent uniformity in the way in which the companies operate, and the framework under which drivers are engaged."

Employment status is the bedrock on which most of New Zealand's minimum employment rights rest. It is "the gate through which a worker must pass" before they can access legal minimum entitlements including the minimum wage, six minimum hours of work, rest and meal breaks, holidays, parental leave, domestic violence leave, bereavement leave, ability to pursue a personal grievance, and access to union membership and collective bargaining. A spokesperson for Uber said the company was "disappointed" and would be appealing against the decision. They said it was "too soon to speculate" on whether New Zealand's drivers having employee status would affect the company's operations in the country more broadly.

The Federal Aviation Administration (FAA) wants the U.S. telecommunications regulatory agency to ensure a delay in some 5G C-Band transmissions from smaller operators. Reuters reports: Acting FAA Administrator Billy Nolen said the agency wants the Federal Communications Commission (FCC) to mandate voluntary mitigations that AT&T and Verizon agreed to earlier this year mandated for 19 smaller telecoms and other spectrum holders. In a previously unreported letter dated Friday, Nolen cited industry data established "aviation safety would be compromised if the U.S. government does not codify certain additional operating limits in the 5G C-Band environment."

Concerns that the 5G service could interfere with airplane altimeters, which give data on a plane's height above the ground and are crucial for bad-weather landing, led to disruptions at some U.S. airports earlier this year. Nolen's letter warns that without the FCC mandating the mitigations "the FAA would be forced to take immediate steps to ensure the safety of the traveling public, raising the likelihood of flight disruptions across the United States."

An anonymous reader quotes a report from Electrek: Montgomery County Public Schools, one of the largest school districts in the US, has deployed the single largest electric school bus fleet in the country. Last school year, the school district saw the delivery of its first 25 electric buses and installed electric infrastructure at one of its transportation depots. It's now added 61 more electric buses to its fleet, for a total of 86. Montgomery County Public Schools (MCPS) will replace 326 diesel school buses with electric school buses by 2025, and it will have an entirely electric school bus fleet in 10 years. Superintendent Dr. Monifa B. McKnight said at yesterday's launch that, when procurement of the 326 electric buses is complete, "we are going to be saving upwards of 6,500 gallons of diesel fuel per day, and immediately, this is going to cut costs by 50%."

Electrek notes that under Maryland's Climate Solutions Now Act of 2022 (PDF), all new school bus purchases and contracts must be electric by 2025.

Aaron Gordon writes via Motherboard: This past June, Stockholm introduced a new shared bicycle service to replace Stockholm City Bikes, which operated from 2006 until 2018. Since that service shut down, the city was one of many around the world swamped by shared e-scooters that littered sidewalks and streets. As a result, the city wanted to reboot a bikeshare program with a more modern approach without succumbing to the trappings of the dockless scooter and bike craze. The new service, Stockholm eBikes, started relatively small, with just over a thousand bikes this past summer, but will grow to more than 5,000 for this coming summer. However, this is not just another bikeshare program. First, all of the bikes are electric. And second, it is ridiculously, ludicrously, almost impossibly cheap to use.

The first time I stumbled on the Stockholm eBikes website and did a currency conversion, I figured there must be some mistake. The website says a 24-hour plan "just to unlock a bike and enjoy Stockholm eBikes for 24 hours" costs 11 Krona, or 98 cents at current conversion rates. A 7-day plan is 26 Krona ($2.32). A 30-day plan is 35 Krona ($3.12). And a whole year of unlimited 90-minute e-bike rides costs a measly 157 Krona, or just about $14. If you want to ride more than 90 minutes in one trip, you will be charged an extra 11 Krona (about $1) per extra hour. This is not simply cheap by e-bike rental standards. It is several orders of magnitude cheaper. And it is a story with global implications for the bikeshare industry and urban transportation in general. Because bikeshare systems have entered a paradox. The invention and proliferation of e-bikes have the potential to make bikeshare systems even more useful thanks to the effortless pedaling including on hills and higher speeds. But virtually every system has surcharges to ride an e-bike, making it expensive to use over time. "It's a truly unique system," [said Daniel Mohlin, Nordics Regional Manager for Inurba Mobility, the company that won the seven-year contract for the new bikeshare program]. "Both in terms of the technology and the setup and the pricing in combination with it." So I asked Mohlin the obvious question: How can Stockholm offer essentially the same product and service for so much less than basically every other city? The obvious assumption would be that, unlike most every bikeshare system in the world which is expected to break even without public subsidies in contrast to traditional public transportation like buses and subways, the government is helping to foot the bill of Stockholm eBikes. [...] But Mohlin said that isn't the case in Stockholm. The city isn't giving Inurba any money.

Mohlin says they plan to run a profitable bikeshare system by doing one thing most other systems do and another thing he says is too often missing. The first thing, the one that everyone does, is advertising. Inurba will be selling advertisements on the bikes and on 350 advertising locations near where the bikes are parked. But the brand will remain Stockholm eBikes. [...] Advertising will only get them so far. The entire bikeshare system, Mohlin said, has been designed to be as efficient and cost-effective as possible. And this, he says, is the biggest difference between Stockholm's system and the ones other cities offer. [...] Inurba adopted a hybrid solution that some e-scooter companies have piloted in a few cities. Instead of traditional docks, there are virtual stations, painted lines on the ground with a sign post. Users lock and unlock the bikes via an app. Locking the bikes requires being within one of the station's geofenced zones. These virtual stations not only save Inurba lots of money not having to outfit and maintain physical docks, but it also provides operational flexibility. Because there is some wiggle room in the geofence by nature of GPS's imprecision, the stations can "swallow a lot more bikes" than traditional docks, as Mohlin put it. This helps avoid the always-empty-or-always-full phenomenon many docked bikeshare systems struggle with.

Mohlin also talked up Inurba's IT infrastructure that helps them learn which stations tend to get full at what time of day and which tend to get empty. He says this enables them to be more efficient with bike-balancing efforts, that it's "basically, do the right task in the right order at the right time." Another smaller money-saver is the company uses cargo e-bikes to go around swapping out batteries, which has to happen about once every three days per bike on average. This means battery swappers aren't stuck in traffic driving a van and can swap out more batteries per worker. So far, the model appears to be working. "55,000 active users took almost 450,000 trips, averaging six per day per bike, which is generally considered high for a bikeshare system," writes Gordon. "Plus, the average trip was almost 40 minutes, much higher than most bikeshare schemes with mechanical bikes, including Helsinki where Inurba also operates the bikeshare system where the average trip is between 12 and 16 minutes."

"We're really looking forward for next year when we can get the full system in operation," Mohlin said. "But I'm confident this is a really unique system that is going to have an impact."

"Auto industry insiders have waxed poetic about the safety benefits of the 'software-defined vehicle' — which also enables revenue-boosting data collection and subscriptions that make it safer to be an auto executive too," writes Wired.

"Less talked about are the consequences of computerized cars at the auto shop." Fixing complex vehicles requires increasingly expert and expensive knowledge, and tools that are in limited supply.... [T]he upshot can be that it takes longer to get your car fixed.

The trend is worsened by an ongoing decline in the number of U.S. auto shops, driven by consolidation and owners taking retirement.... There are now significantly fewer places to get your car fixed in the U.S. than there were just five years ago. One industry publication found that for every active service bay inside U.S. auto shops there were 225 cars and trucks on the road in 2016. Now there are 246 vehicles per bay.

Pandemic supply-chain jams for computer chips and auto parts, and a nationwide labor shortage of car technicians, have worsened the problem. Cars took an average of 2.1 days longer to repair in 2021 than in 2019, according to CCC Intelligent Solutions, which sells software to automotive and insurance agencies, nearly 11 days in all. Industry experts say the problem will only get worse. "In 10 years, I see a lot fewer shops, and I see a lot more people looking for shops," says Rick White, who coaches auto repair shop owners through his company, 180biz. An industry survey taken late last year found 96 percent of shops reporting delays, with an average scheduling backlog of 3.4 weeks, compared to 1.7 weeks in late 2019....

Some brands of vehicle can only be calibrated with specialized and expensive tools.... In all, it can cost hundreds of thousands of dollars to acquire the tools and make the shop adjustments to repair just a few car makes. That's before the cost of training workers to use those tools, with shops paying thousands each year to keep their staff certified to fix specific cars. Investing for the future, then, can set shop owners back by millions.
Wired interviewed the former owner of a collision repair shop. Their assessment? Shop owners are just "fed up... we went from a very simple industry to a very complex industry."

IEEE Spectrum reports that "Standard electric-vehicle batteries can recharge much of their range in just 10 minutes with the addition of a thin sheet of nickel inside them, a new study finds." This could provide a welcome and economically attractive alternative to expensive EVs that carry massive and massively expensive battery packs. If faster-charging options were available, enabling the EV's sticker price to drop substantially, some researchers suspect consumers' EV phobia and industry dogma against "range anxiety" could be overcome....

In the new study, researchers experimented with a lithium-ion battery with a roughly 560-kilometer range when fully charged. (The battery's energy density was 265 watt-hours-per-kilogram.) By adding an ultrathin nickel foil to its interior [to heat the battery quickly], they could recharge it to 70 percent in 11 minutes for a roughly 400-km range, and 75 percent in 12 minutes for a roughly 440-km range.

"Our technology enables smaller, faster-charging batteries to be deployed for mass adoption of affordable electric cars," says study senior author Chao-Yang Wang, a battery engineer at Pennsylvania State University....

The scientists detailed their findings online in the journal Nature.
Thanks to long-time Slashdot reader gunner2028 for sharing the story.

"A U.S. judge in Texas ruled on Friday that people killed in two Boeing 737 MAX crashes are legally considered 'crime victims,'" reports Reuters, "a designation that will determine what remedies should be imposed." In December, some crash victims' relatives said the U.S. Justice Department violated their legal rights when it struck a January 2021 deferred prosecution agreement with the planemaker over two crashes that killed 346 people. The families argued the government "lied and violated their rights through a secret process" and asked U.S. District Judge Reed O'Connor to rescind Boeing's immunity from criminal prosecution — which was part of the $2.5 billion agreement — and order the planemaker publicly arraigned on felony charges.

O'Connor ruled on Friday that "in sum, but for Boeing's criminal conspiracy to defraud the (Federal Aviation Administration), 346 people would not have lost their lives in the crashes."

Paul Cassell, a lawyer for the families, said the ruling "is a tremendous victory" and "sets the stage for a pivotal hearing, where we will present proposed remedies that will allow criminal prosecution to hold Boeing fully accountable."

Boeing did not immediately comment.

Two state legislators in New Jersey are proposing a bill that would ban car companies from "[offering consumers] a subscription service for any motor vehicle feature" that "utilizes components and hardware already installed on the motor vehicle at the time of purchase." The Drive reports: The bill has one stipulation, however. The subscription would only be unlawful if there was no "ongoing expense to the dealer, manufacturer, or any third-party service provider." In other words, if an automaker or other associated party can prove that it costs money to maintain the feature and/or service in question, then it'd be legally allowed. This would include services like OnStar and such.

The way "ongoing expense" is interpreted is going to be key here, assuming the bill makes it into law. This, obviously, is not guaranteed. In theory, a car company could claim that over-the-air updates and their associated data costs constitute an ongoing expense. That means anything to do with connected features could theoretically be charged for. Since a car needs an internet connection in order to purchase subscriptions, well, that might make this particular piece of legislation worthless. On the other hand, if the core value of the subscription is derived from the pre-installed hardware as opposed to the data connection itself, then there is probably a case to be made.

Besides heated seats, the bill also mentions "driver assistance." That could be a problem for systems like Tesla's autopilot or General Motors' Super Cruise, both of which are going to a subscription model. Both of these systems cost money to maintain, though, especially Super Cruise. The system requires enabled highways to be scanned with Lidar. Tesla's AutoPilot and "Full Self-Driving" are also actively updated and maintained, which costs money. If automakers don't comply, they risk "civil penalties of up to $20,000 per violation," notes the report.

BMW says it will make batteries for its electric vehicles at a factory in South Carolina in the latest move by a major automaker to localize EV production in the United States. The Verge reports: The German company plans to invest $1.7 billion in the US, including $1 billion for EV production at BMW's Spartanburg plant and $700 million for a new battery-assembly facility in nearby Woodruff. By 2030, BMW says it will have at least six electric models in production in the US. Establishing a US-based EV plant will allow BMW's upcoming line of plug-in vehicles to qualify for the federal EV tax credit.

BMW said it is partnering with Envision AESC on its plans for a dedicated battery plant in South Carolina. The Japan-based energy company will produce round lithium-ion battery cells specifically designed for BMW's next-gen EV platform. When it's completed, the battery factory will have an annual capacity of 30 gigawatt-hours (GWh). BMW has also announced plans to build EV production facilities in Europe and China to meet demand. The company currently has several electric models for sale, including the i4 sedan and iX SUV.

An anonymous reader quotes a report from Bloomberg: Flights into the Dallas area are being forced to take older, cumbersome routes and a runway at Dallas-Fort Worth International Airport was temporarily closed after aviation authorities said GPS signals there aren't reliable. The Federal Aviation Administration said in an emailed statement Tuesday it's investigating the possible jamming of the global-positioning system that aircraft increasingly use to guide them on more efficient routes and to runways. So far, the agency has found "no evidence of intentional interference," it said. American Airlines, the primary carrier at DFW, said the GPS issue is not affecting its operations. Southwest Airlines, which flies from nearby Love Field, said it also isn't experiencing any disruptions. The FAA reopened the closed runway earlier on Tuesday.

The GPS problem -- despite the lack of impact -- highlights the risk of widespread reliance on the weak GPS radio signals from space used for everything from timing stock trades to guiding jetliners. The FAA occasionally warns pilots in advance of military testing that may degrade the GPS signals and pilots sometimes report short-lived problems, but the interference in Dallas is atypical, said Dan Streufert, founder of the flight-tracking website ADSBexchange.com. "In the US, it's very unusual to see this without a prior notice," Streufert said in an interview. ADSBExchange.com monitors aircraft data streams that indicate the accuracy of the GPS signals they are receiving and the website began seeing problems around Dallas on Monday, he said. The military has told the FAA it isn't conducting any operations that would interfere with GPS in that area, said a person familiar with the situation who wasn't authorized to speak publicly about it. The primary way FAA's air-traffic system tracks planes is based on GPS, but older radars and radio-direction beacons have remained in place as backups.

An anonymous reader quotes a report from Gizmodo: Bernard Arnault, the CEO of luxury brand LVMH -- known for expensive labels like Louis Vuitton -- is the world's second-richest man according to Bloomberg's Billionaires Index. He currently clocks in at a net worth of $133 billion, beating out Amazon founder Jeff Bezos' paltry $130 billion. He's also been harangued on Twitter for his consistent use of private jets. French accounts that use planes' transponder signals and publicly accessible information have tracked Arnault's and other rich folks' use of private jets to reveal just how much wasteful flying time is used by the world's wealthiest.

In September, the Twitter account laviodebernard (Bernard's Plane) wrote that Arnault's plane had been de-registered in France. The account wrote "The LVMH private jet has not been registered in France since September 1, 2022. Still no word from Bernard Arnault or LVMH on the subject of private jets. So Bernard, are we hiding?" Apparently, that's just what Arnault has been doing. On the LVMH-owned podcast released Monday, Arnault admitted that the LVMH group "had a plane, and we sold it." He added: "The result now is that no one can see where I go because I rent planes when I use private planes."

Antoine Arnault, the second scion of the world's second richest man, a LVMH board member and director of communications for Louis Vuitton, also said during the podcast that other people knowing where their company jet is could give competitors an edge. He also told French news channel 5's a Vous last week "This plane is a work tool." As translated by Bloomberg, the younger Arnault added that the company sold the plane over the summer.

Apple AirTags "are allowed on Lufthansa flights," Lufthansa announced this week — the opposite of their position last Sunday, remembers SFGate: The airline insisted the tech was "dangerous" and referred to International Civil Aviation Organization guidelines (set by the United Nations's specialized agency that recommends air transport policy) stipulating that baggage trackers are subject to the dangerous goods regulations. ["Furthermore, due to their transmission function, the trackers must be deactivated during the flight if they are in checked baggage," Lufthansa added on Twitter, "and cannot be used as a result"]
Ars Technica reports on the public relations debacle that then ensued: Outcry, close reading of the relevant sections (part 2, section C) of ICAO guidelines, and accusations of ulterior motives immediately followed. AppleInsider noted that the regulations are meant for lithium-ion batteries that could be accidentally activated; AirTag batteries are not lithium-ion, are encased, and are commonly used in watches, which have not been banned by any airline. The site also spoke with "multiple international aviation experts" who saw no such ban in ICAO regulations. One expert told the site the ban was "a way to stop Lufthansa from being embarrassed by lost luggage...."

Numerous people pointed out that Lufthansa, in its online World Shop, sells Apple AirTags. One Ars staffer noted that Lufthansa had previously dabbled in selling a smart luggage tag, one that specifically used RFID and BLE to program an e-ink display with flight information. On Tuesday, Apple told numerous publications that it, too, disagreed with Lufthansa's interpretation. It went unsaid but was strongly implied that a company that is often the world's largest by revenue would take something like air travel regulations into consideration when designing portable find-your-object devices....

Representatives from the Federal Aviation Administration and Transportation Security Administration said early this week that Bluetooth-based trackers were allowed in checked luggage. The European Union Aviation Safety Agency said its regulations could "not in itself ban or allow" trackers, but airlines could determine their own guidelines.

On Wednesday, Lufthansa walked back the policy under the cover of "The German Aviation Authorities (Luftfahrtbundesamt)," which the airline said in a tweet "shared our risk assessment, that tracking devices with very low battery and transmission power in checked luggage do not pose a safety risk." This would seem to imply either that Lufthansa was acting on that authority's ruling without having previously mentioned it, or that Lufthansa had acted on its own and has now found an outside actor to approve their undoing.

"Sony and Honda have officially launched their joint mobility venture that aims to start delivering premium electric vehicles with automated driving capabilities in the United States in the spring of 2026, followed by Japan in the second half of 2026," reports TechCrunch. Details are scarce but the partnership appears to produce what the companies promise to be a wildly smart vehicle that's heavily focused on keeping its passengers entertained. Slashdot reader SouthSeb shares the news with us, writing: Since cars are expected to fully drive themselves in a near future, how to maintain their occupants entertained seems to be the next big question. It makes one wonder if cars are going to radically change and become more and more like living rooms or office spaces on wheels. "The new EV, which will be initially manufactured at Honda's North America factory, will be developed with Level 3 automated driving capabilities under limited conditions, and with Level 2 advanced driver assistance systems that can handle situations as complex as urban driving," reports TechCrunch. "Sony will provide the sensors and tech for the autonomous capabilities, as well as all of the other software, from cloud-based services to entertainment, that drivers will hopefully be able to enjoy all the better for not having to actually drive the car all the time. The companies didn't share too much about what the infotainment system would look like, but they did say the metaverse would be involved."

"[Sony Honda Mobility] aims to evolve mobility space into entertainment and emotional space, by seamlessly integrating real and virtual worlds, and exploring new entertainment possibilities through digital innovations such as the metaverse," according to SHM.

An anonymous reader quotes a report from Bloomberg: California's roads just got a little smarter with the passage of a bill that paves the way for the sale of digital license plates across the state. The technology allows for emergency messaging like marking the car stolen or indicating an Amber Alert, and can be personalized through an app with touts like "Go Warriors" or "Go Lakers" to cheer on the local sports teams. The pesky task of car registration also will become easier with DMV auto-renewals, eliminating the need for registration cards and stickers. California-based startup Reviver is the only company offering digital license plates right now, and they're expensive, costing up to $1,100 for four years for a hard-wired version. (The cost for a traditional license plate, registration card and sticker totals $69, according to state's DMV.) A battery-powered version is available for an about $20 per month subscription, or $215 a year, for four years. Privacy advocates have concerns that the devices could be hacked and tracked. The Electronic Frontier Foundation has also been "fighting for years to restrict police from using automated license plate readers to surveil neighborhoods for location data that can detect travel patterns of targeted vehicles," reports Bloomberg.

Despite this, Reviver has continued to expand to Arizona and Michigan, where digital license plates are already approved.

An anonymous reader quotes a report from Axios: TikTok is planning to build its own product fulfillment centers in the U.S., creating an e-commerce supply chain system that could directly challenge Amazon, as indicated by more than a dozen new job openings posted in the past two weeks to LinkedIn. The move signifies TikTok's commitment to e-commerce as its next major revenue stream, following the explosive growth of its ads business. "By providing warehousing, delivery, and customer service returns, our mission is to help sellers improve their operational capability and efficiency, provide buyers a satisfying shopping experience and ensure fast and sustainable growth of TikTok Shop," the company wrote in one job listing.

According to the job postings, TikTok is looking to build an "international e-commerce fulfillment system" that will include international warehousing, customs clearings and supply chain systems that support domestic e-commerce efforts in the U.S. and cross-border e-commerce efforts. The systems will eventually perform parcel consolidation, along with transporting goods from one stage to the next and managing free returns. One position, a logistics solutions manager for a global fulfillment center, is looking for a Seattle-based employee to plan and design fulfillment centers and e-commerce logistics solutions that include the transportation of goods, order prediction and inventory management.

Another Seattle-based role calls for the creation of a new fulfillment service center "from scratch." The center, the posting says, "is a global team responsible for developing and growing our logistics solution" and will include product fulfillment by TikTok Shop to its sellers by "providing warehousing, delivery, and customer service returns." While that role explicitly calls for the development of fulfillment services for TikTok's e-commerce logistics in the U.S., other roles reference a team that is responsible for a global logistics and warehousing network. For now, it does not appear that TikTok plans to build out its own transportation unit like Amazon. The job postings imply that TikTok would work with vendors to handle shipping, parcel consolidation and transportation. One job description for a fulfillment logistics manager implies that, like Amazon, TikTok is looking to develop a free return program.

UPDATE: Lufthansa has since reversed their position, and now says Apple AirTags "are allowed on Lufthansa flights, according to SFGate. But only after their earlier remarks stirred up a lot of consternation.

Slashdot's original story appears below:


Citing rules issued by the International Civil Aviation Organization (ICAO), German airliner Lufthansa says it is banning activated Apple AirTags from luggage "as they are classified as dangerous and need to be turned off." Slashdot reader AmiMoJo first shared the news with us. The New York Times reports: Lufthansa, a German airline, set off confusion recently after telling passengers that they could not use trackers like Apple AirTags in checked baggage because of international guidelines for personal electronic devices. Apple rejected that interpretation on Tuesday, saying its trackers comply with all regulations. It does not appear that any other airlines are requiring passengers to turn off the trackers, which have become popular as a way to find lost baggage.

Lufthansa found itself in the middle of the issue when reports surfaced in the German news media that the devices were prohibited. Though Lufthansa said it has no desire to prohibit the devices that it deemed safe, the airline seems to have stepped in a mess based on the reading of obscure international guidelines and regulations, with no clear consensus on what is and is not allowed in Europe.

Lufthansa said on Sunday on Twitter that the trackers must be deactivated in checked baggage on its flights, citing the International Civil Aviation Organization's guidelines for dangerous goods as well as the trackers' "transmission function." Shutting off the trackers renders them useless. The airline has not issued a specific policy prohibiting baggage trackers. Rather, it says it is at the mercy of the rules. On Tuesday, the airline said it was "in close contact with the respective institutions to find a solution as quickly as possible." It also indicated its own examination saw no danger from their use. "The Lufthansa Group has conducted its own risk assessment with the result that tracking devices with very low battery and transmission power in checked luggage do not pose a safety risk," said Martin Leutke, a Lufthansa spokesman. "We have never issued a ban on devices like that. It is on the authorities to adapt regulations that right now limit the use of these devices for airline passengers in checked luggage."

In its statement, Apple said that AirTags are "compliant with international airline travel safety regulations for carry-on and checked baggage."

An anonymous reader quotes a report from Reuters: Drivers using advanced driver assistance systems like Tesla Autopilot or General Motors Super Cruise often treat their vehicles as fully self-driving despite warnings, a new study has found. The Insurance Institute for Highway Safety (IIHS), an industry funded group that prods automakers to make safer vehicles, said on Tuesday a survey found regular users of Super Cruise, Nissan/Infiniti ProPILOT Assist and Tesla Autopilot "said they were more likely to perform non-driving-related activities like eating or texting while using their partial automation systems than while driving unassisted."

The IIHS study of 600 active users found 53% of Super Cruise, 42% of Autopilot and 12% of ProPILOT Assist owners "said that they were comfortable treating their vehicles as fully self-driving." About 40% of users of Autopilot and Super Cruise -- two systems with lockout features for failing to pay attention -- reported systems had at some point switched off while they were driving and would not reactivate. "The big-picture message here is that the early adopters of these systems still have a poor understanding of the technology's limits," said IIHS President David Harkey.