"Amazon workers at the air hub outside the Cincinnati Northern Kentucky international airport, Amazon's largest air hub in the world, are pushing to organize a union," reports the Guardian, "in the latest effort to mobilize workers at the tech company." Workers say they are dissatisfied with annual wage increases this year. About 400 of them have signed a petition to reinstate a premium hourly pay for Amazon's peak season that hasn't been enacted at the site yet. Their main demands also include a $30 an hour starting wage, 180 hours of paid time off and union representation at disciplinary hearings....

About 4,500 workers are employed at the expanding air hub in Kentucky. Those organizing have already filed two unfair labor practice charges over Amazon's response to the unionization effort, which has included anti-union talking points on televisions and its communications system for employees that characterize the effort as a third-party scheme....

Organizing efforts at Amazon have spread beyond the JFK8 Staten Island, New York, warehouse, where workers won the first union election at an Amazon site in the US in April 2022. But they have yet to repeat the success.... Employees at an Amazon warehouse outside Raleigh, North Carolina, are now collecting union authorization signatures in hopes of filing for an election by this summer.... At other Amazon warehouses in Georgia, Minnesota, Illinois and California, workers have organized strikes and petitions to push the company to increase wages and improve working conditions.

Steven Kelley, a learning ambassador at the Kentucky air hub, explained that most workers were paid less than $20 an hour. He said the pay wasn't commensurate with the dangerous work the workers perform, in a location where employee turnover was about 150%, with a constant training of workers who wind up quitting. He also said the disciplinary procedures at Amazon weren't transparent or communicated well enough.... He explained that workers weren't paid enough to live without roommates and made less than other workers in transportation and logistics because they were classified as retail employees.
One worker at the Kentucy air hub complained to the Guardian, "We're the lifeblood of the company, not corporate, not upper management. We're actually the ones who are sorting the freight, and loading the freight."

This month Road & Track looked at "increased cybersecurity measures" automakers are adding to car systems — and how it's affecting the vendors of "aftermarket" enhancements: As our vehicles start to integrate more complex systems such as Advanced Driver Assist Systems and over-the-air updates, automakers are growing wary of what potential bad actors could gain access to by way of hacking. Whether those hacks come in an attempt to retrieve personal customer data, or to take control of certain aspects of these integrated vehicles, automakers want to leave no part of that equation unchecked. "I think there are very specific reasons why the OEMs are taking encryption more seriously," HP Tuners director of marketing Eddie Xu told R&T. "There's personal identifiable data on vehicles, there's more considerations now than just engine control modules controlling the engine. It's everything involved."

In order to prevent this from becoming a potential safety or legal issue, companies like Ford have moved to heavily encrypt their vehicle's software. S650 Mustang chief engineer Ed Krenz specifically noted that the new FNV architecture can detect when someone attempts to modify any of the vehicle's coding, and that it can respond by shutting down an individual vehicle system or the vehicle entirely if that's what is required.

That sort of total lockout presents an interesting challenge for [car performance] tuners who rely on access to things like engine and transmission control modules to create their products.
Last month Ford acknowledged tuners would find the S650 Mustang "much more difficult," the article points out. And they add that Dodge also "intends to lock down the Engine Control Units of its upcoming electric muscle car offerings, though it will offer performance upgrades via its own over-the-air network."

"We don't want to lock the cars and say you can't modify them," Dodge CEO Kuniskis told Carscoops. "We just want to lock them and say modify them through us so that we know it's done right."

Thanks to long-time Slashdot reader schwit1 for submitting the article.

The Washington Post reports: China is already a huge manufacturer of electric vehicles for its own market, and it is increasingly making EVs for overseas buyers, too. Made-in-China EVs are hitting U.S. dealerships and European auto shows, providing new competition to Western and Japanese automakers that have long dominated the global vehicle market.
Examples from the article:

• Polestar 2, from "an automaker headquartered in Sweden and controlled by Chinese billionaire Li Shufu... The company says it will start manufacturing its next model, the Polestar 3, in the United States in 2024."
• Nio ET7, "an EV company founded in Shanghai by entrepreneur William Li. The company is selling its ET7 sedan in the Netherlands, Germany, Denmark, Sweden, and Norway, and has said it aims to enter the U.S. market in 2025."
• China's largest automaker, the state-owned SAIC, "bought the British MG brand in the early 2000s and is now selling several electric MG models in Europe."

South Korea's capital launched its first self-driving bus route on Friday, part of an experiment which engineers said aims to make people feel more comfortable with driverless vehicles on the roads. From a report: The new vehicle does not look like a regular bus and has rounded edges along with large windows that make it appear more like a toy than a technological breakthrough. This design is intentional, said Jeong Seong-gyun, head of autonomous driving at 42dot, the start-up responsible for the self-driving technology that is now owned by auto giant Hyundai. "This is the future," he told AFP, adding that the bus required "a considerable new type of design." The bus looks a bit "like Lego" and is made of composite parts to help keep costs down and make it easy to replicate, he said. It uses cameras and lasers to navigate the way instead of expensive sensors, Seong-gyun added. The company's goal was to make the technology low-cost, safe and easily transferable to many types of vehicle in the future, for example delivery trucks.

Mercedes is the latest manufacturer to lock auto features behind a subscription fee, with an upcoming "Acceleration Increase" add-on that lets drivers pay to access motor performance their vehicle is already capable of. From a report: The $1,200 yearly subscription improves performance by boosting output from the motors by 20-24 percent, increasing torque, and shaving around 0.8 to 0.9 seconds off 0-60 mph acceleration when in Dynamic drive mode. The subscription doesn't come with any physical hardware upgrades -- instead, it simply unlocks the full capabilities of the vehicle, indicating that Mercedes intentionally limited performance to later sell as an optional extra. Acceleration Increase is only available for the Mercedes-EQ EQE and Mercedes-EQ EQS electric car models. As global sales for new cars have fallen in recent years, car manufacturers have pivoted toward selling software updates and features as subscriptions to generate a continuous revenue stream long after a car has been purchased.

Regulators are pushing the UN's International Civil Aviation Organization (ICAO) to examine ways of making single pilot operations the eventual norm in commercial flights. From a report: In a working paper filed with the aviation standards body, the European Union Aviation Safety Agency (EASA) requested on behalf of member states that the "necessary enablers" be created "for a safe and globally harmonized introduction of commercial air transport (CAT) operations of large aeroplanes with optimised crew/single-pilot operations while ensuring an equivalent or higher level of safety compared to that achieved in current operations." There are two obvious drivers for the proposal -- cost cutting and crew shortages. Technology has over decades reduced the need for more people in the cockpit and the hope seems to be that further improvements can pare the current two down to one.

"One of the driving factors for the industry to propose taking advantage of the introduction of these new concepts of operations is a foreseen reduction in operating costs," the paper says, though it does note: "Potential additional costs related to higher-level ground support and two-way communications should also be considered. On the aircraft manufacturer side, the development and certification of new cockpit designs and associated systems may require significant investment, although these will likely produce safety benefits and savings in the medium/long term." The requirements for a full flying license are also incredibly onerous, which creates a bottleneck in the supply for qualified pilots. For most European airlines, you need 1,500 hours flight time before you get a full license. Until then, you're on provisional terms and need a fully qualified pilot operating alongside you.

"Waymo is one step closer to charging passengers for fully driverless rides in San Francisco," reports Engadget: The California Public Utilities Commission (CPUC) has granted the company a Driverless Pilot permit, which allows it to pick up passengers in a test vehicle without a driver behind the wheel. It's only the second participant in the CPUC's Driverless Permit program, with Cruise being the first.

By securing the permit, Waymo now has the authority to offer driverless rides throughout San Francisco, portions of Daly City, as well as in portions of Los Altos, Los Altos Hills, Mountain View, Palo Alto and Sunnyvale. Its vehicles are allowed to go as fast as 65 miles per hour and can operate 24/7, but the company can't charge for the rides just yet. Waymo told Engadget that it will begin offering free rides without a driver to select members of the public in the coming weeks. To note, the company has been offering free driverless rides to the public in Phoenix since 2020.Â
In a statement the CPUC's Commissioner said that "We are seeing momentum build in this space and are working to assure the safe expansion of the driverless pilot program." The state agency says their permit "Represents a milestone for driverless passenger service, expanding the potential availability of driverless AV rides to more Californians and increasing opportunities for public engagement in the pilot."

But the agency also points out that Waymo "may not charge passengers for any rides in test AVs." (The ability to charge for driver-less rides requires a separate permit...)

An anonymous reader quotes a report from CleanTechnica: Ford CEO Jim Farley made a blockbuster of a statement this week. According to the somewhat jovial and optimistic cousin of late comedic actor Chris Farley, producing electric vehicles requires about 40% less labor than producing the same number of fossil-powered cars. The fact that electric vehicles are "simpler" than internal combustion engine (ICE) vehicles has long been a talking point of electric vehicle fans and evangelists (aka EVangelists). This has mostly come into play when talking about lower maintenance costs. There aren't all the belts, tubes, hoses, etc. that you find in a gasmobile. That means fewer parts that can break and less maintenance over time. What is less discussed is what Jim Farley has highlighted this week -- that it also means simpler production and a smaller labor force manufacturing the world's cars and trucks.

Interestingly, Farley is also taking this difference to shift Ford back to more vertical integration. Rather than lay off workers, Farley aims to retrain them to produce more parts within the walls of Ford. As Farley says it, "we have to insource, so that everyone has a role in this growth." Nonetheless, that's not easy and certainly not going to be 100% smooth. Farley noted that the transition to EVs would involve "storm clouds." Recall that Ford aims to reach 50% EV sales by 2030, up from just a few percent in 2022. Making that massive transition provides the opportunity for a new approach and retraining, but also plenty of likely hurdles and challenges.

The FT highlighted that back in the days of Henry Ford, vertical integration was the name of the game. "A shift in corporate strategy towards more vertical integration at Ford would hark back to the company's early days when founder Henry Ford owned forest, iron mines, limestone quarries and even a rubber plantation in Brazil to wholly control the company's supply chain," the media outlet stated. "If Henry Ford came back to life, he would have thought the last 60 years weren't that exciting, but he would love it right now because we're totally reinventing the company," Farley said.

The U.S. Consumer Product Safety Commission (CPSC) warned Americans against buying or using any Onewheel self-balance skateboardings, ranging from the original through to newer models like the GT and Pint X. Engadget reports: The vehicles can forcefully eject riders, the CPSC said. The Commission added that here have been reports of "at least" four deaths and multiple serious injuries between 2019 and 2021 after the boards either stopped balancing properly or came to an abrupt stop.

Onewheel creator Future Motion has refused a recall and rejected the CPSC's stance. The company believes the Commission's warning is "unjustified and alarmist," and that its boards are safe if they're used responsibly with appropriate safety equipment. Board owners are "adults" who know that there's always a risk to any board sport or even riding a bike, Future Motion argued. To that end, it noted that the CPSC itself prized safety education over warnings when snowboarding took off in the 1990s.

The firm said it had studied boards affected by sudden stops, and hadn't found any inherent technical problems. Onewheels have lower serious injury rates than bikes, ATVs and motorcycles, Future Motion claimed. It also accused the CPSC of preferring a "sensational" alert over cooperating on safety improvements.

The Transportation Department has fined a half-dozen airlines a total of more than $7 million for failing to provide timely refunds to customers. The department's intervention contributed to the airlines' issuing more than $600 million in refunds, it said. From a report: Frontier Airlines, a budget carrier based in Denver, was fined $2.2 million, more than any other company. It was the only U.S. airline penalized as part of Monday's announcement and has issued $222 million in refunds, according to the department. The refunds were meant to compensate passengers for flights that were canceled, significantly delayed or otherwise altered substantially, the department said. "As people get ready to fly this holiday season, I want customers to know that the D.O.T. has their back," the transportation secretary, Pete Buttigieg, said on a call with reporters. Air India was assessed the second-largest fine, of $1.4 million, and TAP Air Portugal was fined $1.1 million. The remaining three carriers -- Aeromexico, El Al and Avianca -- will each pay less than $1 million. Including the penalties announced on Monday, the department's Office of Aviation Consumer Protection has issued a record $8.1 million in fines in 2022.

Two new U.S. studies show that automatic emergency braking can cut the number of rear-end automobile crashes in half, and reduce pickup truck crashes by more than 40%. From a report: The studies released Tuesday, one by a government-auto industry partnership and the other by the insurance industry, each used crash data to make the calculations. Automatic emergency braking can stop vehicles if a crash is imminent, or slow them to reduce the severity. Some automakers are moving toward a voluntary commitment by 20 companies to make the braking technology standard equipment on 95% of their light-duty models during the current model year that ends next August.

A study by The Partnership for Analytics Research in Traffic Safety compared data on auto equipment with 12 million police-reported crashes from 13 states that was collected by the National Highway Traffic Safety Administration, the partnership said in a statement Tuesday. The group studied forward collision warning as well as emergency braking. The group found front-to-rear crashes were cut 49% when the striking vehicle had forward collision alert plus automatic braking, when compared with vehicles that didn't have either system. Rear crashes with injuries were cut by 53%, the study found. Vehicles with forward collision warning systems only reduced rear-end crashes by 16%, and cut rear crashes with injuries by 19%.

Waymo's latest car sensor arrays are "creating real-time weather maps to improve ride hailing services in Phoenix and San Francisco," reports Engadget. "The vehicles measure the raindrops on windows to detect the intensity of conditions like fog or rain." From the report: The technology gives Waymo a much finer-grained view of conditions than it gets from airport weather stations, radar and satellites. It can track the coastal fog as it rolls inland, or drizzle that radar would normally miss. While that's not as important in a dry locale like Phoenix, it can be vital in San Francisco and other cities where the weather can vary wildly between neighborhoods. There are a number of practical advantages to gathering this data, as you might guess. Waymo is using the info to improve its Driver AI's ability to handle rough weather, including more realistic simulations. The company also believes it can better understand the limits of its cars and set higher requirements for new self-driving systems. The tech also helps Waymo One better serve ride hailing passengers at a given time and place, and gives Waymo Via trucking customers more accurate delivery updates.

The current weather maps have their limitations. They may help in a warm city like San Francisco, where condensation and puddles are usually the greatest problems, but they won't be as useful for navigating snowy climates where merely seeing the lanes can be a challenge. There's also the question of whether or not it's ideal to have cars measure the very conditions that hamper their driving. This isn't necessarily the safest approach. Waymo describes the research in a blog post.

346 people died in two separate crashes of the Boeing 737 MAX — one in 2018 and one in 2019. And then in 2021, a Boeing 737-500 crashed in Indonesia, killing all 62 people on board.

Thursday Indonesia's national transportation safety committee (KNKT) released its final report on that 737-500 crash. It found that after takeoff the plane's autothrottle system (which automatically adjusts power to the jet's two engines) became stuck on the right engine, "as a result of friction or binding within the mechanical system," according to the Seattle Times. The newspaper also notes that the same system "had repeatedly malfunctioned on the aircraft before the crash."

The report also blames an inadequate response from the pilots. As the jet climbed away from the runway in Jakarta and the pilots adjusted the autopilot mode to reduce thrust, the autothrottle duly eased back power to the left engine but the right engine continued at full power. The resultant asymmetric thrust caused the plane to turn to the left even as the pilots steered the control wheel to the right and the autopilot followed by moving control surfaces on the wing to roll right. Another system on the plane designed to monitor for asymmetric thrust also malfunctioned and delayed disengaging the autothrottle as it should have.

But as this was happening, the pilots were unaware of it. The pilots should have seen from the instrument panel attitude display that the plane was deviating from its flight path to the left. And they should have noted the right thrust lever not having moved backward like the left lever, alerting them to the asymmetric thrust. They apparently missed both clues.

Just under 5 minutes after takeoff, as the jet banked steeply left, a warning alert sounded in the cockpit: "BANK ANGLE." Two seconds after the alert sounded, at an altitude of 10,700 feet, the pilot in command disengaged the autopilot system to take manual control. This pilot, 54 years old with almost 18,000 hours of flight time, half of that in a 737, clearly didn't realize that the autopilot had been compensating and masking the effect of the asymmetric thrust in the engines. With the autopilot gone, the countering forces from the control surfaces on the wings were removed and "the yaw and roll forces of the asymmetric power rolled the aircraft to the left," the investigation report states.

The pilot was so unaware of what was happening that he steered the control wheel further left instead of right, which "increased the roll tendency of the aircraft to the left." The plane rolled more than 45 degrees left and went nose down.

At that moment, the autothrottle finally disengaged. But it was too late to recover. The flight data stopped recording as the plane crashed into the sea.

The report faults the pilots for their lack of recognition of the situation.

It blames "pilot automation complacency" (overreliance on the automated system) and "confirmation bias" (believing that the plane was steering right as commanded, when in fact it was rolling left).

The Indonesian safety authority found that Sriwijaya Air provided "inadequate" training for its pilots in upset recovery, which means righting an airplane if it inadvertently stalls, rolls or pitches to deviate from the intended flight position. Indonesia now mandates detailed upset recovery training for all airline pilots.

The KNKT report also states that the system that was supposed to monitor the 737's autothrottle for asymmetric thrust and disengage it — the Cruise Thrust Split Monitor — may have been misrigged by maintenance personnel, or its failure may have been due to a sensor fault providing an incorrect value for the positions of the control surfaces on the wings to the autothrottle computer.

The report notes that Boeing is issuing a bulletin to all 737 operators requiring repetitive inspections of the control surface sensors. An Airworthiness Directive that will make this mandatory is pending from the Federal Aviation Administration.

America's Department of Energy awarded $3 million to Oregon State University "to explore the development of a new rechargeable battery technology that would accelerate the clean energy transition," reports the Associated Press, "without relying on rare finite minerals such as lithium, cobalt and nickel." OSU chemistry professor Xiulei "David" Ji, who will lead a battery research team, said it could be a game-changer. "It's a new paradigm," he told Oregon Public Broadcasting. "We are very excited and very grateful to have this opportunity to work on this project...." His plan is to explore anion batteries that provide the necessary components without using limited minerals like the ones lithium batteries use and that could potentially increase how much energy a battery can hold. "The new battery chemistry does not have to rely on these elements," Ji said. "That's the benefit of the new chemistry. It's a game changer."

Ji said the primary market for these batteries would be electric vehicles, but he doesn't rule out the possibility of anion batteries being used by large-scale utilities, like Portland General Electric's solar, wind and battery facility. He also said they could be commercialized soon and be used in homes.
The article points out that the price of lithium tripled in 2021, and according to the International Energy Agency, the world could face lithium shortages by 2025.

California's EV-funding proposition 30 "has suffered an unambiguous defeat," reports Bay City News.

The measure would've increased taxes by 1.75% on income above $2 million a year (for roughly 43,000 California multimillionaires) to fund electric car rebates and combat wildfires. "In the statewide vote count as of late Wednesday, 59% rejected the proposal."

So what happened? Before the election the New York Times described the fight: On one side, environmentalists have teamed up with firefighters, Democrats and Lyft, the ride-share company, which has poured more than $45 million into its campaign to pass a climate initiative. On the other, [Democrat] Governor Gavin Newsom has aligned himself with California billionaires, teachers and Republicans in opposition....

Proponents say the measure would raise money from those who can afford it to fund critical state mandates on electric vehicle sales and ride-share miles that have been highly promoted but not fully funded. Opponents argue it would require taxpayers to foot the bill for electric vehicle subsidies that Uber and Lyft would eventually have to pay for on their own. In August, California regulators voted to ban the sale of all gasoline-powered cars in the state by 2035, which was hailed by environmentalists — and by Newsom — as a significant step in combating climate change. Last year, the state implemented an even earlier standard for ride-share companies like Lyft and Uber: 90 percent of ride-share drivers' miles will have to be in electric vehicles by 2030.

Left out of those mandates was an explanation of who would be expected to pay for the switch to greener cars.... The opposition to the measure, which includes some of the wealthy individuals who would have to pay more in taxes and business groups opposed to tax increases, argues that the proposal benefits corporations, because Uber and Lyft would eventually have to comply with the new state electric vehicle mandates and would have to cough up the money to do so on their own, most likely by offering subsidies for their drivers to buy battery-powered cars.

The "no" campaign got a huge boost over the summer from Newsom, who, despite his focus on fighting climate change, has emerged as its highest-profile opponent and appeared in an television advertisement attacking Lyft in September. "Prop. 30 is being advertised as a climate initiative," Newsom says in the ad as he strolls across the screen. "But in reality, it was devised by a single corporation, to funnel state income taxes to benefit their company."
Currently Lyft's gig workers use their own cars — but was the opposition looking ahead to a future where Lyft owns its own fleet of self-driving (and electric) robo-taxis?

In any case, Proposition 30 "was among the country's top five ballot measures this Election Day in terms of total contributions," reports Axios, "with nearly $73 million spent by parties on either side, per Ballotpedia. The results "are an unfortunate setback for the climate movement," Lyft — which spent about $45 million supporting Prop 30 — said in a statement Wednesday.

On the other side of the country, Massachusetts voters approved a new 4% tax on those making more than $1 million for transportation and education funding, broadly speaking. And New Yorkers OK'd $4.2 billion in bond sales to fund climate change mitigation and resiliency programs.

After 908 days in orbit, the U.S. military's X-37B space plane finally touched down today in Florida, reports Space.com.

And "the Boeing-built space plane also carried a service module on the newly completed mission, a first for the U.S. Space Force's X-37B program." "With the service module added, this was the most we've ever carried to orbit on the X-37B, and we're proud to have been able to prove out this new and flexible capability for the government and its industry partners," Jim Chilton, senior vice president at Boeing Space and Launch, said in a statement today.

The X-37B resembles NASA's now-retired space shuttle but is much smaller, measuring just 29 feet (8.8 meters) from nose to tail. The space shuttle was 122 feet (37 m) long and was piloted — another key difference, as the X-37B is autonomous.

The U.S. Space Force is thought to own two X-37B vehicles, both of which were provided by Boeing. To date, the duo has flown six orbital missions, each of which is known by the signifier OTV ("Orbital Test Vehicle"):

OTV-1: Launched on April 22, 2010 and landed on Dec. 3, 2010 (duration 224 days).
OTV-2: March 5, 2011 to June 16, 2012 (468 days).
OTV-3: Dec. 11, 2012 to Oct. 17, 2014 (674 days).
OTV-4: May 20, 2015 to May 7, 2015 (718 days).
OTV-5: Sept. 7, 2017 to Oct. 27, 2019 (780 days).
OTV-6: May 17, 2020 to Nov. 12, 2022 (908 days).

According to The Verge, Volkswagen Norway as part of a marketing exercise "claims to have built an office chair that not only looks worthy of a Star Trek captain but also can drive around the office on its own five wheels -- at speeds of up to 20 kilometers per hour (roughly 12mph)." From the report: The company says it can travel a distance of 12 kilometers (roughly 7.5 miles) on its swappable battery. That's not all: it's got more amenities than my last car, with 360-degree collision avoidance sensors, a backup camera with full guidance, a heated embroidered seat, party lights, a touchscreen display, a USB charger, and a tow hitch. LED headlights, a seatbelt, and a horn come standard. There's even a "trunk" (a pocket, anyhow) with 0.17 cubic feet of space for documents and / or a laptop. The company has uploaded a behind-the-scenes video on YouTube on how it was created, including some footage of the final product that "will be available for test drives at various locations."

MachineShedFred writes: Tesla has opened their charging connector and equipment standards as the "North American Charging Standard" (NACS), including links to technical specifications and connector data sheets and CAD files. The formerly proprietary connector, now called NACS, is the most common charging standard in North America: "NACS vehicles outnumber CCS two-to-one, and Tesla's Supercharging network has 60% more NACS posts than all the CCS-equipped networks combined." Tesla noted that charging network operators "already have plans in motion to incorporate NACS at their chargers."

An anonymous reader quotes a report from CNBC: Amazon on Thursday showed off a new robot that could one day assist warehouse workers with some of the more tedious aspects of the job. The company unveiled "Sparrow," a robotic arm that can pluck millions of items of varying shapes and sizes, on stage at the Delivering the Future conference near Boston, where it showcased new robotics, transportation and last-mile delivery technologies. Amazon says Sparrow uses computer vision and artificial intelligence to move products before they're packaged. A video of Sparrow shows the robotic arm picking up a board game, a bottle of vitamins and a set of sheets -- all the kinds of items that might flow through one of the company's warehouses -- and deftly placing them in crates.

Suction cups attached to the surface of the robot allow it to firmly grasp items. Previous iterations of robotic arms have been able to pick up boxes, which are generally uniform in their shape but might vary in size. But Sparrow is capable of handling items with varying curvature and size, said Jason Messinger, principal technical product manager of robotic manipulation at Amazon Robotics, in a demonstration. "This is not just picking the same things up and moving it with high precision, which we've seen in previous robots," Messinger said. The robotic arm can identify around 65% of Amazon's product inventory, the company said.

While the introduction of robots to the warehouse often raises questions about whether human jobs will be replaced, Amazon says Sparrow will "take on repetitive tasks," freeing employees up to focus on other things. The company also said the technology can improve safety in the workplace, although that prospect has been debated. An investigation by Reveal from the Center for Investigative Reporting found the company's warehouses with robots have higher injury rates than facilities without automation. Further reading: Amazon Unveils Smaller Delivery Drone That Can Fly in Rain

France opened a hub for testing electric air taxis as it seeks to introduce the world's first service with the new category of aircraft in time for the 2024 Summer Olympics in Paris. From a report: Aeroports de Paris, which runs the French capital's major airports, will operate the facility alongside UK-based Skyports, a leading developer of so-called vertiports, as flying-taxi bases have been termed. The hub at Pontoise Cormeilles aerodrome, unveiled Thursday, combines a passenger terminal, take-off and landing area, mission control zone and hangar, all as close as possible to the configuration envisaged for 2024.

As part of the launch, Volocopter GmbH, a German developer of electric vertical take-off and landing craft or eVTOLs, as flying taxis are known, carried out a flight integrated into conventional air traffic. The project is also backed by RATP Group, which provides public transport in the Paris area, and the DGAC aviation regulator, as well as the transport ministry and Ile-de-France region.