An anonymous reader quotes a report from Motherboard: You may have noticed recently that an Uber ride is more expensive than it used to be. As ride-hail companies Uber and Lyft hike prices to record heights during the COVID-19 pandemic, much commentary has settled on explaining this as a consequence of a "labor shortage" largely motivated by a lack of proper financial incentives. Drivers, the story goes, saw the new cash bonuses offered by companies to lure workers back as insufficient. Some, perhaps, decided they were not worth the risk of getting infected with COVID-19 or one of its budding variants, while other analyses suggested drivers were content with living on stimulus funds rather than money from driving. At the same time, the firms began curtailing subsidies that kept prices low enough to attract riders and work towards monopoly. Together, this has left us with a sudden and massive spike in ride-hail prices; Gridwise, a ride-hail driver assistance app, estimated that Uber has increased its prices by 79 percent since the second quarter of 2019.

While Uber and Lyft are reportedly thinking about offering new perks such as education, career, and expense programs, analysts admit these don't strike at core problems with the gig economy that were driving workers away before COVID-19 hit and are making it difficult to attract them now. In conversations with Motherboard, former and current ride-hail drivers pointed to a major factor for not returning: how horrible it is to work for Uber and Lyft. For some workers, this realization came long before the pandemic reared its head, and for others, the crisis hammered it home. Motherboard has changed some drivers' names or granted them anonymity out of their fear of retaliation. "If I kept driving, something was going to break," said Maurice, a former driver in New York who spent four years working for Uber and Lyft before the pandemic. "I already go nights without eating or sleeping. My back hurt, my joints hurt, my neck hurt, I felt like a donkey. Like a slave driving all the time."

"I've been driving for six years. Uber has taken at least 10,000 pounds in commission from me each year! They take 20 percent of my earnings, then offer me 200 pounds," Ramana Prai, a London-based Uber driver, told Motherboard. "I don't understand how they can take 60,000 pounds from me, then offer nothing when I'm in need. How can I provide for my partner and two kids with this? My employer has let me down."

"I woke up every day asking how long I could keep it up, I just didn't feel like a person," Yona, who worked for Lyft in California for the past six years until the pandemic, told Motherboard. "I got two kids, my mother, my sister, I couldn't see them. And I was doing all this for them but I could barely support them, barely supported myself."

"I was making even less than my sister and I was probably less safe too," Yona's sister, Destiny, told Motherboard. "She got out back in the spring, I hopped on and was coming back negative some days. I tried UberEats and DoorDash to see if that was any better, but stopped after a friend was almost robbed on a delivery. Okay, so the options are get covid or get robbed, then guess what: I'm doing none of them."

Motherboard argues that the degrading working conditions, as well as the poor pay, "are structurally necessary for ride-hail companies. They were necessary to attract and retain customers with artificially low prices, to burn through drivers at high rates that frustrate labor organizing, and bolster the narrative of gig work as temporary, transient, and convenient. It's no wonder, then, that drivers aren't coming back."

President Biden is signing an executive order Friday urging federal agencies to more aggressively police conduct by Big Tech -- including to more closely review acquisitions that thwart competition. The action comes amid a growing backlash by lawmakers and regulators against massive Silicon Valley firms. From a report: Biden's order doesn't name the likes of Google, Facebook, Amazon or Apple but the White House says it addresses "areas in which dominant tech firms are undermining competition and reducing innovation," including M&A, data collection and the "right to repair" devices. The order, "Promoting Competition in the American Economy," isn't just aimed at Big Tech. The sweeping set of recommendations also includes provisions targeted at internet service providers -- including an official call to restore net neutrality rules repealed under Trump -- as well as healthcare, agriculture, transportation, and banking and consumer finance. All told, Biden's executive order includes 72 initiatives directed at more than a dozen federal agencies to "promptly tackle some of the most pressing competition problems across our economy," according to a White House press release.

Volkswagen, Audi, Porsche, BMW, and Mercedes-Benz parent company Daimler spent years illegally colluding to slow the deployment of cleaner emissions technology, says the European Union, which is dishing out fines as a result. From a report: The EU's executive branch hit the Volkswagen Group (which owns Audi and Porsche) and BMW with a collective $1 billion fine on Thursday for their role in the scheme. Volkswagen Group must pay $595 million, while BMW will pay $442 million. Daimler, however, evaded a $861 million fine of its own because the automaker revealed the collusion to the regulators.

The scheme described by EU authorities is separate from the Volkswagen Group's massive Dieselgate scandal, in which the company installed software on its diesel vehicles that helped fool environmental regulators into believing they were compliant, when in reality, they were polluting far more than the legal limit. Dieselgate ultimately led to nearly $40 billion in fines, buybacks, and legal fees for the Volkswagen Group. Daimler also installed software on some of its diesel vehicles to cheat emissions tests and has paid billions of dollars in fines. BMW was careful to point out Thursday that, unlike the other companies it was caught colluding with, it had not cheated emissions testing.

Americans gobbled up fewer fossil fuels in 2020 than they have in three decades, according to the U.S. Energy Information Administration (EIA). The Verge reports: Consumption of petroleum, natural gas, and coal dropped by 9 percent last year compared to 2019, the biggest annual decrease since the EIA started keeping track in 1949. The COVID-19 pandemic was responsible for much of the fall as people stayed home to curb the spread of the virus and used less gas. In April 2020, oil prices nosedived below zero because there was so little demand. The U.S. transportation sector alone used up 15 percent less energy in 2020 compared to the year before. Higher temperatures last winter also helped to cut energy demand for heating, according to the EIA. As a result, greenhouse gas emissions from burning fossil fuels plummeted to a near 40-year low.

That downward trend will have to continue in order to stave off the climate crisis. Upon rejoining the Paris climate agreement, President Joe Biden committed the U.S. to slash its planet-heating pollution in half this decade from near-peak levels it reached in 2005. That's part of a global effort to keep global warming from surpassing a point that life on Earth would struggle to adapt to, a global average temperature that's roughly 1.5 degrees Celsius above preindustrial levels. To hit that goal, there should be no further investments in new fossil fuel projects, according to a recent landmark report from the International Energy Agency. The oil and gas industries are already feeling the crunch from lawsuits and activist investors forcing them to move faster toward more sustainable forms of energy.

According to the Financial Times, Croatian electric supercar startup Rimac Automobili is taking over Bugatti. Rimac will own a controlling 55% share in the new company, Bugatti-Rimac, with VW's Porsche owning the remaining 45%. TechCrunch reports: "Rimac and Bugatti are a perfect match in terms of what we each bring to the table," said founder and CEO of Rimac, Mate Rimac, in a statement. "As a young, agile and fast-paced automotive and technology company, we have established ourselves as an industry pioneer in electric technologies. With the Nevera, we have also proven that we can develop and manufacture outstanding hypercars, that are not only fast but also exciting and high-quality. Bugatti, with over a century of experience in engineering excellence, also possesses one of the most exceptional heritage of any car company in history." The company recently unveiled the Nevera, a hypercar powered by a 120kWh battery pack and four motors to achieve a staggering 1.4MW of power, which is about 1,914 horsepower. It can go from 0 to 60 mph in 1.85 seconds and has a top speed of 258 mph. The Nevera is expected to be the fastest sports car, a spot previously held by the Bugatti Chiron's.

Rimac's meteoric rise from bootstrapping in a garage in 2009 to building supercars with one of the most desirable and well-known car brands demonstrates how electric vehicles are beginning to take over the luxury and sports car market. It's not just about doing what's right for the environment -- it's about pioneering speed in the future of automobiles. Along with this announcement, Rimac said it would separate the development, production and supply of battery systems, drivetrains and other EV components into a new entity owned by Rimac Group called Rimac Technology, which will work independently with other global car manufacturers.

schwit1 writes: Cathay Pacific is working with Airbus to introduce "reduced crew" long-haul flights with a sole pilot in the cockpit much of the time, industry sources told Reuters. The programme, known within Airbus as Project Connect, aims to certify its A350 jet for single-pilot operations during high-altitude cruise, starting in 2025 on Cathay passenger flights, the sources said. High hurdles remain on the path to international acceptance. Once cleared, longer flights would become possible with a pair of pilots alternating rest breaks, instead of the three or four currently needed to maintain at least two in the cockpit. That promises savings for airlines, amid uncertainty over the post-pandemic economics of intercontinental flying. But it is likely to encounter resistance from pilots already hit by mass layoffs, and safety concerns about aircraft automation.

An anonymous reader quotes a report from BuzzFeed News: A government inquiry into federal agencies' deployment of facial recognition may have overlooked some organizations' use of popular biometric identification software Clearview AI, calling into question whether authorities can understand the extent to which the emerging technology has been used by taxpayer-funded entities. In a 92-page report published by the Government Accountability Office on Tuesday, five agencies -- the US Capitol Police, the US Probation Office, the Pentagon Force Protection Agency, Transportation Security Administration, and the Criminal Investigation Division at the Internal Revenue Service -- said they didn't use Clearview AI between April 2018 and March 2020. This, however, contradicts internal Clearview data previously reviewed by BuzzFeed News.

In April, BuzzFeed News revealed that those five agencies were among more than 1,800 US taxpayer-funded entities that had employees who tried or used Clearview AI, based on internal company data. As part of that story, BuzzFeed News published a searchable table disclosing all the federal, state, and city government organizations whose employees are listed in the data as having used the facial recognition software as of February 2020. While the GAO was tasked with "review[ing] federal law enforcement use of facial recognition technology," the discrepancies between the report, which was based on survey responses and BuzzFeed News' past reporting, suggest that even the US government may not be equipped to track how its own agencies access to surveillance tools like Clearview. The GAO report surveyed 42 federal agencies in total, 20 of which reported that they either owned their own facial recognition system or used one developed by a third party between April 2018 and March 2020. Ten federal agencies -- including Immigration and Customs Enforcement and Customs and Border Protection -- said they specifically used Clearview AI.

The U.S. government's highway safety agency has ordered automakers to report any crashes involving fully autonomous vehicles or partially automated driver assist systems. The Associated Press reports: The move Tuesday by the National Highway Traffic Safety Administration indicates the agency is taking a tougher stance on automated vehicle safety than in the past. It has been reluctant to issue any regulations of the new technology for fear of hampering adoption of the potentially life-saving systems. The order requires vehicle and equipment manufacturers and companies that operate the vehicles to report crashes on public roads involving fully autonomous vehicles, or those in which driver assist systems were operating immediately before or during a crash.

"By mandating crash reporting, the agency will have access to critical data that will help quickly identify safety issues that could emerge in these automated systems," NHTSA Acting Administrator Steven Cliff said in a statement. The agency says it will look for potential safety defects, and the information could cause it to send out a crash investigation team or open a defect investigation. Companies have to report crashes involving fully autonomous or partially automated vehicles within one day of learning about them, if they involve a hospital-treated injury, a death, air bag deployment, pedestrians or bicyclists, or were serious enough for a vehicle to be towed away. Other crashes involving vehicles equipped with the systems involving injury or property damage have to be reported every month. The requirement does not apply to consumers who own vehicles or auto dealers. NHTSA says in a statement that the data can show if there are common patterns in crashes involving the systems.

Canada will ban the sale of fuel-burning new cars and light-duty trucks from 2035 in an effort to reach net-zero emissions across the country by 2050, Prime Minister Justin Trudeau's government said on Tuesday. Reuters reports: Only zero-emissions cars and trucks can be sold from 2035, according to a statement, adding that a mixture of investments and regulations will help industry transition toward that goal. The government also said it will set interim targets for 2025 and 2030. "We are committed to aligning Canada's zero-emission vehicles sales targets with those of the most ambitious North American jurisdictions," Environment Minister Jonathan Wilkinson said in the statement. "We will work with the United States to harmonize fuel efficiency regulations and we're investing in consumer rebates, charging stations, business tax breaks and industry transition costs," Wilkinson added.

"Canada cannot reach our greenhouse gas targets if emissions from cars, SUVs and pickups, which are currently growing, are not curtailed," said Keith Brooks, programs director at advocacy group Environmental Defence, who welcomed the move. Brooks said only 3.5% of vehicles now sold in Canada are electric and that the government needs to do more to support the market for zero-emissions vehicles.

"Organizations are beginning to develop, design, and manage their own AI-powered voice assistant systems independent of platforms such as Siri and Alexa," reports VentureBeat: The transition is being driven by the desire to manage the entirety of the user experience and integrate voice assistance into multiple business processes and brand environments, from call centers to stores. In a recent survey of 500 IT and business decision-makers in the U.S., France, Germany, and the U.K., 28% of respondents said they were using voice technologies and 84% expect to be using them in the next year.

To support the evolution, the Linux Foundation launched the Open Voice Network (OVN), an alliance advocating for the adoption of open standards across voice assistant apps in automobiles, smartphones, smart home devices, and more. With founding members Target, Schwarz Gruppe, Wegmans Food Markets, Microsoft, Veritone, Deutsche Telekom, and others, the OVN's goal — much like Amazon's Voice Interoperability Initiative — is to standardize the development and use of voice assistant systems and conversational agents that use technologies including automatic speech recognition, natural language processing, advanced dialog management, and machine learning... It was first announced as the Open Voice Initiative in 2019, but expanded significantly as the COVID-19 pandemic spurred enterprises to embrace digital transformation.

"Voice is expected to be a primary interface to the digital world, connecting users to billions of sites, smart environments and AI bots ... Key to enabling enterprise adoption of these capabilities and consumer comfort and familiarity is the implementation of open standards," Mike Dolan, SVP and general manager of projects at the Linux Foundation, said in a statement. "The potential impact of voice on industries including commerce, transportation, healthcare, and entertainment is staggering and we're excited to bring it under the open governance model of the Linux foundation to grow the community and pave a way forward."
Besides a focus on standards and technology-sharing, the group plans to collaborate with existing industry associations on regulatory/legislative issues — including data privacy."

Jalopnik reports: A new United Kingdom-based study conducted by CarGurus confirms a trend that's been popping up lately: most drivers aren't confident in sharing the road with fully-autonomous vehicles. The site surveyed just over 1,000 automobile owners in the UK to understand their thoughts regarding self-driving cars, making sure to balance respondents by race, income, gender, and more. The study showed that, overall, 36 percent of respondents were concerned about the development of self-driving cars, with another 35 percent identifying as neutral and 30 percent as excited.

41 percent of respondents said they would not be comfortable in any self-driving car scenario, whether they were the one behind the wheel or they were sharing the road with autonomous delivery vehicles...

Ultimately, CarGurus offers a few points that sum up the sentiment of the survey:

- More people are concerned about autonomous vehicles than they are excited. It'll take more convincing and safety assurances to get people involved.

- Most buyers would rather have driver assistance features but still be in charge.
On the bright side, the study also found that people were at least excited about having a car that could steer into a parking spot by itself.

CNET News: President Joe Biden and Vice President Kamala Harris on Thursday agreed to a $1.2 trillion bipartisan infrastructure plan that includes building out high-speed universal broadband across the nation. The infrastructure framework will use two-thirds of the resources from Biden's proposed American Jobs Plan, and also includes clean transportation, clean water infrastructure, renewable energy infrastructure and climate change resilience. Under the plan, $65 billion will be invested in broadband for all. It proposes state and local investment in broadband infrastructure as well as using the proceeds from 5G spectrum auctions. It's a step backwards from the $2.25 trillion infrastructure plan previously proposed by Biden in March, which included $100 billion for broadband infrastructure. In March, Biden spoke about the digital divide, and how more than 30 million Americans have no access to broadband while those living in urban and suburban markets face broadband bills that are too expensive.

Amid worries that technological advances may someday eliminate jobs, the Associated Press reports on a new experimental universal basic income program in upstate New York: During the pilot program, funded by private donations, 100 county residents making less than $46,900 annually will get $500 a month for a year. The income threshold was based on 80% of the county's average median income, meaning it includes both the poor and a slice of the middle class — people who face financial stress but might not ordinarily qualify for government aid based on income.

For researchers, the pilot could give them a fuller picture of what happens when a range of people are sent payments that guarantee a basic living... Basic income programs elsewhere tend to focus on cities. In contrast, this upstate program stretches out over a mix of places: a city, small towns and remote areas many miles from bus lines and supermarkets. "Showing that this approach will work not just in urban areas, but for rural parts of the country — which we know is one of our big national problems — I think there's great opportunity there," said Ulster County Executive Patrick Ryan... Center for Guaranteed Income Research co-founder Stacia West, who is evaluating more than 20 such pilot programs, is interested in seeing how spending compares to cities like Stockton, California, where more that a third went for food. "Knowing what we know about barriers to employment, especially in rural areas, we may see more money going toward transportation than we've ever seen before in any other experiment," said West, also a professor at the University of Tennessee College of Social Work...

The end goal for a number of advocates is a universal basic income, or UBI, which would distribute cash payment programs for all adults... Critics of cash transfer programs worry about their effectiveness and cost compared to aid programs that target funds for food, shelter or for help raising children. Drake University economics professor Heath Henderson is concerned the programs miss needier people less likely to apply, including those without homes. While there are times people might benefit from a cash infusion, the money is unlikely to address the structural issues holding people back, like inadequate health care and schools, he said.

"If we keep thinking about remedying poverty in terms of just throwing cash at people, you're not thinking about the structures that kind of reproduce poverty in the first place and you're not really solving the problem at all," Henderson said.

Check out this video footage of the sleek Mayflower 400 slicing through the water, hoping to retrace the historic 1620 journey of the famous ship which carried pilgrims to America. Unfortunately, unlike the real Mayflower, this robotic 21st-century doppelganger "had to turn back Friday to fix a mechanical problem," reports the Associated Press: Nonprofit marine research organization ProMare, which worked with IBM to build the autonomous ship, said it made the decision to return to base "to investigate and fix a minor mechanical issue" but hopes to be back on the trans-Atlantic journey as soon as possible.

With no humans on board the ship, there's no one to make repairs while it's at sea.

Piloted by artificial intelligence technology, the 50-foot (15-meter) Mayflower Autonomous Ship began its trip early Tuesday, departing from Plymouth, England, and spending some time off the Isles of Scilly before it headed for deeper waters.

It was supposed to take up to three weeks to reach Provincetown on Cape Cod before making its way to Plymouth, Massachusetts. If successful, it would be the largest autonomous vessel to cross the Atlantic.

The trend toward self-driving and electric vehicles will add hundreds of millions of lines of code to cars. Can the auto industry cope? From a report: Ten years ago, only premium cars contained 100 microprocessor-based electronic control units (ECUs) networked throughout the body of a car, executing 100 million lines of code or more. Today, high-end cars like the BMW 7-series with advanced technology like advanced driver-assist systems (ADAS) may contain 150 ECUs or more, while pick-up trucks like Ford's F-150 top 150 million lines of code. Even low-end vehicles are quickly approaching 100 ECUs and 100 million of lines of code as more features that were once considered luxury options, such as adaptive cruise control and automatic emergency braking, are becoming standard.

Vard Antinyan, a software quality expert at Volvo Cars who has written extensively about software and system complexity, explains that as of 2020, "Volvo has a superset of about 120 ECUs from which it selects to create a system architecture present within every Volvo vehicle. Altogether, they comprise a total of 100 million lines of source code." This source code, Antinyan says, "contains 10 million conditional statements as well as 3 million functions, which are invoked some 30 million places in the source code." How much and what types of software resides in each ECU varies greatly, depending on, among other things, the computing capability of the ECU, the functions the ECU controls, the internal and external information and communications required to be processed and whether they are event or time triggered, along with mandated safety and other regulatory requirements. Over the past decade, more ECU software has been dedicated to ensuring operational quality, reliability, safety and security.

"The amount of software written to detect misbehavior to ensure quality and safety is increasing," says Nico Hartmann, Vice President of ZF's Software Solutions & Global Software Center at ZF Friedrichshafen AG, one of the world's largest suppliers of automotive components. Where perhaps a third of an ECU's software was dedicated to ensuring quality operations ten years ago, it is now often more than half or more, especially in safety critical systems, Hartmann states. Which ECUs and associated software end up going into a Volvo like its luxury SUV XC90 model, which has approximately 110 ECUs, depends on several factors. Volvo, like all auto manufacturers, has variants of each model offered for sale aimed at different market segments.

Hundreds of Southwest Airlines flights were delayed or canceled again on Wednesday as the company sought to resolve disruptions from earlier in the week amid a pickup in summer travel. From a report: The headaches for Southwest, which is widely credited for pioneering the low-fare airline business model, began on Monday night, when a problem with a weather data supplier prevented the airline from safely flying planes. The issue was resolved within hours, but on Tuesday the airline suffered its own technological problems, resulting in half of its flights that day being delayed and many being canceled, according to FlightAware, a flight tracking service. Spillover from that episode caused Wednesday's problems, the airline said. About 10 percent of Southwest's flights were canceled and another 19 percent were delayed by midafternoon, according to FlightAware.

"While our technology issues from Tuesday have been resolved, we are still experiencing a small number of cancellations and delays across our network as we continue working to resume normal operations," Dan Landson, a Southwest spokesman, said in a statement. Southwest said on Tuesday that it was having problems with "network connectivity." Mr. Landson said that those troubles were unrelated to the weather data problems from Monday and that there was no indication the airline's computer systems had been breached or hacked. The flight disruptions came at a critical time for a company celebrating its 50th year.

The New York Times shares footage from a flying car's test flight in California — "a single-person aircraft for use in rural areas — essentially a private flying car for the rich — that could start selling this year." (You can read the text of the article here.)

"It may look like a strange beast, but it will change the way transportation happens," they're told by Marcus Leng, the Canadian inventor who designed the aircraft (which he named BlackFly): BlackFly is what is often called a flying car. Engineers and entrepreneurs like Mr. Leng have spent more than a decade nurturing this new breed of aircraft, electric vehicles that can take off and land without a runway. They believe these vehicles will be cheaper and safer than helicopters, providing practically anyone with the means of speeding above crowded streets. "Our dream is to free the world from traffic," said Sebastian Thrun, another engineer at the heart of this movement.

That dream, most experts agree, is a long way from reality. But the idea is gathering steam. Dozens of companies are now building these aircraft, and three recently agreed to go public in deals that value them as high as $6 billion. For years, people like Mr. Leng and Mr. Thrun have kept their prototypes hidden from the rest of the world — few people have seen them, much less flown in them — but they are now beginning to lift the curtain...

Others are building larger vehicles they hope to deploy as city air taxis as soon as 2024 — an Uber for the skies. Some are designing vehicles that can fly without a pilot. One of the air taxi companies, Kitty Hawk, is run by Mr. Thrun, the Stanford University computer science professor who founded Google's self-driving car project. He now says that autonomy will be far more powerful in the air than on the ground, and that it will enter our daily lives much sooner. "You can fly in a straight line and you don't have the massive weight or the stop-and-go of a car" on the ground, he said...

The next few years will be crucial to the industry as it transitions from what Silicon Valley is known for — building cutting-edge technology — to something much harder: the messy details of actually getting it into the world.

The auction has ended for a seat with Jeff Bezos and his brother on their first Blue Origin flight into space next month. Slashdot reader ytene writes that a live-streamed auction for the seat "lasted less than 10 minutes after opening at $4.8 million."

The Hill reports: That came after nearly 7,600 people from 159 countries had registered to bid on a seat for the July 20 space flight by the time registration closed Thursday, according to ABC News... Blue Origin said the $28 million would be donated to Club for the Future, Blue Origin's 501(c)(3) nonprofit with a mission to "inspire future generations to pursue careers in STEM and to help invent the future of life in space," according to its website... Blue Origin said the fourth and final crew member of the mission will also be announced when the identity of the auction winner is revealed.
Today CNN ran a story headlined "Jeff Bezos is going to space for 11 minutes. Here's how risky that is." (Or how safe?) They'll be going up and coming right back down, and they'll be doing it in less time — about 11 minutes — than it takes most people to get to work. Suborbital flights differ greatly from orbital flights of the type most of us think of when we think of spaceflight. Blue Origin's New Shepard flights will be brief, up-and-down trips, though they will go more than 62 miles above Earth, which is widely considered to be the edge of outer space.

Orbital rockets need to drum up enough power to hit at least 17,000 miles per hour, or what's known as orbital velocity, essentially giving a spacecraft enough energy to continue whipping around the Earth rather than being dragged immediately back down by gravity. Suborbital flights require far less power and speed. That means less time the rocket is required to burn, lower temperatures scorching the outside of the spacecraft, less force and compression ripping at the spacecraft, and generally fewer opportunities for something to go very wrong.

New Shepard's suborbital fights hit about about three times the speed of sound — roughly 2,300 miles per hour — and fly directly upward until the rocket expends most of its fuel. The crew capsule will then separate from the rocket at the top of the trajectory and briefly continue upward before the capsule almost hovers at the top of its flight path, giving the passengers a few minutes of weightlessness. It works sort of like an extended version of the weightlessness you experience when you reach the peak of a roller coaster hill, just before gravity brings your cart — or, in Bezos' case, your space capsule — screaming back down toward the ground.

The New Shepard capsule then deploys a large plume of parachutes to slow its descent to less than 20 miles per hour before it hits the ground... Blue Origin's New Shepard capsule, which is fully autonomous and does not require a pilot, has never had an explosive mishap in 15 test flights. And the nature of Bezos' flight means it comes with some inherently lower risks than more ambitious space travel attempts.

But that doesn't mean the risk is zero, either.

Back in 2009, then-governor of California Arnold Schwarzenegger requested $4.7 billion in federal stimulus money to help build an 800-mile bullet train system from San Diego to San Francisco. "We're traveling on our trains at the same speed as 100 years ago," the governor said. "That is inexcusable. America must catch up."

Nearly 12 years later, "a $929-million federal grant for the California bullet train project was restored Thursday," reports the Los Angeles Times, "reversing a decision by the Trump administration to terminate the funding." But their story (shared by Slashdot reader schwit1) notes this grant has a very long history: The grant was originally made in 2010 after other states backed out of high-speed rail projects and declined to take the federal support. The California project already had won another $2.5-billion grant from the Obama administration's stimulus program, known as the American Recovery and Reinvestment Act. The Trump action to take back the money was highly controversial, and federal grant experts said such terminations were rare in cases that did not involve fraud but were merely behind schedule.

Ronald Batory, then chief of the Federal Railroad Administration, cited California's multiple failures to forecast accurate schedules, among other problems, in taking the action. Along with House Republicans from California, Trump officials were highly critical of the California project, with former Transportation Secretary Elaine Chao calling it a "bait and switch" on promises made to taxpayers. Chao and Trump had issued an even bigger threat, to claw back the much larger $2.5-billion grant that had already been spent. Despite such rhetoric, the Trump administration never made an attempt to get back the funds.

The $929 million is part of a planned $22.8-billion effort aimed at building a 171-mile partial operating system between Bakersfield and Merced [part of the route between San Francisco and Los Angeles], as well as completing environmental planning and making some high-speed rail investments in Southern California and the Bay Area.
In a statement, America's Federal Rail Agency said the settlement "reflects the federal government's ongoing partnership in the development of high-speed rail." And they called their restoration of funding "an important step in advancing an economically transformational project in California."

The Times adds that "Some bullet train advocates believe $10 billion or more from the state and federal government could be added to the project, allowing an expansion of the current construction. But even that much money would not close a roughly $80-billion shortfall needed to connect Los Angeles to San Francisco."

An anonymous reader quotes a report from The Wall Street Journal: The Biden administration launched an initiative Thursday aiming to make more government data available to artificial intelligence researchers, part of a broader push to keep the U.S. on the cutting edge of the crucial new technology. The National Artificial Intelligence Research Resource Task Force, a group of 12 members from academia, government, and industry led by officials from the White House Office of Science and Technology Policy and the National Science Foundation, will draft a strategy for potentially giving researchers access to stores of data about Americans, from demographics to health and driving habits. They would also look to make available computing power to analyze the data, with the goal of allowing access to researchers across the country. The task force, which Congress mandated in the National Artificial Intelligence Initiative Act of 2020, is part of an effort across the government to ensure the U.S. remains at the vanguard of technological advancements.

Many researchers, particularly in academia, simply don't have access to these computational resources and data, and this is hampering innovation. One example: The Transportation Department has access to a set of data gathered from vehicle sensors about how people drive, said Erwin Gianchandani, senior adviser at the National Science Foundation and co-chairman of the new AI task force. "Because you have very sensitive data about individuals, there are challenges in being able to make that data available to the broader research community," he said. On the other hand, if researchers could get access, they could develop innovations designed to make driving safer. Census data, medical records, and other data sets could also potentially be made available for research by both private companies and academic institutions, officials said. They said the task force will evaluate how to make such data available while protecting Americans' privacy and addressing other ethical concerns.