Department of Transportation Secretary Pete Buttigieg announced new rules for the airline industry that will require airlines to automatically give cash refunds to passengers for canceled and significantly delayed flights. They will also require airlines to give cash refunds if your bags are lost and not delivered within 12 hours.

"This is a big day for America's flying public," said Buttigieg at a Wednesday morning news conference. According to Buttigieg, the new rules are the biggest expansion of passenger rights in the department's history. ABC News reports: Airlines can no longer decide how long a delay must be before a refund is issued. Under the new DOT rules, the delays covered would be more than three hours for domestic flights and more than six hours for international flights, the agency said. This includes tickets purchased directly from airlines, travel agents and third-party sites such as Expedia and Travelocity.

The refunds must be issued within seven days, according to the new DOT rules, and must be in cash unless the passenger chooses another form of compensation. Airlines can no longer issue refunds in forms of vouchers or credits when consumers are entitled to receive cash. Airlines will have six months to comply with the new rules.

The DOT said it is also working on rules related to family seating fees, enhancing rights for wheelchair-traveling passengers for safe and dignified travel and mandating compensation and amenities if flights are delayed or canceled by airlines. Buttigieg said the DOT is also protecting airline passengers from being surprised by hidden fees -- a move he estimates will have Americans billions of dollars every year. The DOT rules include that passengers will receive refunds for extra services paid for and not provided, such as Wi-Fi, seat selection or inflight entertainment.

An anonymous reader quotes a report from Ars Technica: Two researchers at the University of California, Davis -- Yanning Li and Alan Jenn -- have determined that nearly two-thirds of [California's] feeder lines don't have the capacity that will likely be needed for car charging. Updating to handle the rising demand might set its utilities back as much as 40 percent of the existing grid's capital cost. Li and Jenn aren't the first to look at how well existing grids can handle growing electric vehicle sales; other research has found various ways that different grids fall short. However, they have access to uniquely detailed data relevant to California's ability to distribute electricity (they do not concern themselves with generation). They have information on every substation, feeder line, and transformer that delivers electrons to customers of the state's three largest utilities, which collectively cover nearly 90 percent of the state's population. In total, they know the capacity that can be delivered through over 1,600 substations and 5,000 feeders.[...]

By 2025, only about 7 percent of the feeders will experience periods of overload. By 2030, that figure will grow to 27 percent, and by 2035 -- only about a decade away -- about half of the feeders will be overloaded. Problems grow a bit more slowly after that, with two-thirds of the feeders overloaded by 2045, a decade after all cars sold in California will be EVs. At that point, total electrical demand will be close to twice the existing capacity. The problems aren't evenly distributed, though. They appear first in high-population areas like the Bay Area. And throughout this period, most of the problems are in feeders that serve residential and mixed-use neighborhoods. The feeders that serve neighborhoods that are primarily business-focused don't see the same coordinated surge in demand that occurs as people get home from work and plug in; they're better able to serve the more erratic use of charging stations at office complexes and shopping centers. In terms of the grid, residential services will need to see their capacity expand by about 16 gigawatts by 2045. Public chargers will need nine gigawatts worth of added capacity by the same point. The one wild card is direct current fast charging. Eliminating fast chargers entirely would reduce the number of feeders that need upgrades by 12 percent. Converting all public stations to DC fast charging, in contrast, would boost that number by 15 percent. So the details of the upgrades that will be needed will be very sensitive to the impatience of EV drivers.

Paying for the necessary upgrades will be pricey, but there's a lot of uncertainty here. Li and Jenn came up with a range of anywhere between $6 billion and $20 billion. They put this in context in two ways. The total capital invested in the existing grid is estimated to be $51 billion, so the cost of updating it could be well over a third of its total value. At the same time, the costs will be spread out over decades and only total up to (at most) three times the grid's annual operation and maintenance costs. So in any one year, the costs shouldn't be crippling. All that might be expected to drive the cost of electricity up. But Li and Jenn suggest that the greater volume of electricity consumption will exert a downward pressure on prices (people will pay more overall but pay somewhat less per unit of electricity). Based on a few economic assumptions, the researchers conclude that this would roughly offset the costs of the necessary grid expansion, so the price per unit of electricity would be largely static. The findings have been published in the journal Proceedings of the National Academy of Sciences (PNAS).

Construction has begun on a $12 billion high-speed rail project to connect Las Vegas and Los Angeles by the end of the decade. The project, backed by $3 billion in federal support, aims to reduce travel time to under two hours and significantly cut greenhouse gas emissions. Popular Science reports: Brightline expects its trains will depart every 40 minutes from a station outside of the Vegas strip and another one in the LA suburb of Rancho Cucamonga. When it's completed, the train will travel at 186 miles per hour, making it the fastest train in the U.S. and comparable to Japan's famous bullet trains. For context, Brightline's most recently completed train connecting parts of Florida is estimated to top out around 130 miles per hour. Both of those still fall far short of the speed achieved by the world fastest commuter train in Shanghai, which can reportedly reach a speed of 286 miles per hour. Still, the new train could complete the 218 mile trip between Sin City and a suburb of the City of Angels in just 2 hours and 10 minutes. That same trip would take about four hours by car, and that's without substantial traffic.

Once built, the trains will reportedly include onboard Wi-Fi, restrooms, and food and drinks available for purchase. Brightline hasn't provided an exact price for how much an individual train ticket will cost but has instead said they expect it to be roughly equivalent to the price of an airline flight. Brightline reportedly believes the train could attract 11 million one-way passengers annually once it's up and running. The U.S. Department of Transportation estimates the new train could cut back 400,000 tons of carbon dioxide per year and create 35,000 new jobs. Department of Transportation Secretary Pete Buttigieg described the moment as a "major milestone in building the future of American rail." The ceremony symbolically took place on Earth Day. "Partnering with state leaders and Brightline West, we're writing a new chapter in our country's transportation story that includes thousands of union jobs, new connections to better economic opportunity, less congestion on the roads, and less pollution in the air," Buttigieg said in a statement.

An anonymous reader quotes a report from Ars Technica: There's a new Linux distro on the scene today, and it's a bit specialized. Its development was led by the automotive electronics supplier Elektrobit, and it's the first open source OS that complies with the automotive industry's functional safety requirements. [...] With Elektrobit's EB corbos Linux for Safety Applications (that sure is a long name), there's an open source Linux distro that finally fits the bill, having just been given the thumbs up by the German organization TUV Nord. (It also complies with the IEC 61508 standard for safety applications.) "The beauty of our concept is that you don't even need to safety-qualify Linux itself," said Moritz Neukirchner, a senior director at Elektrobit overseeing SDVs. Instead, an external safety monitor runs in a hypervisor, intercepting and validating kernel actions.

"When you look at how safety is typically being done, look at communication -- you don't safety-certify the communication specs or Ethernet stack, but you do a checker library on top, and you have a hardware anchor for checking down below, and you insure it end to end but take everything in between out of the certification path. And we have now created a concept that allows us to do exactly that for an operating system," Neukirchner told me. "So in the end, since we take Linux out of the certification path and make it usable in a safety-related context, we don't have any problems in keeping up to speed with the developer community," he explained. "Because if you start it off and say, 'Well, we're going to do Linux as a one-shot for safety,' you're going to have the next five patches and you're off [schedule] again, especially with the security regulation that's now getting toward effect now, starting in July with the UNECE R155 that requires continuous cybersecurity management vulnerability scanning for all software that ends up in the vehicle."

"In the end, we see roughly 4,000 kernel security patches within eight years for Linux. And this is the kind of challenge that you're being put up to if you want to participate in that speed of innovation of an open source community as rich as that of Linux and now want to combine this with safety-related applications," Neukirchner said. Elektrobit developed EB corbos Linux for Safety Applications together with Canonical, and together they will share the maintenance of keeping it compliant with safety requirements over time.

Toyota's Mirai, a hydrogen-powered Fuel Cell EV initially heralded as the future of driving, has faced significant challenges due to inadequate hydrogen fueling infrastructure. As chronicled by InsideEVs, many owners have become disillusioned with the vehicle's high operational costs, unreliable refueling options, and significant depreciation, prompting lawsuits and calls for buybacks. Longtime Slashdot reader whoever57 writes: Toyota Mirai owners are fed up and disillusioned. Hydrogen fuel pumps are hard to find and, rather than new pumps opening, they are closing down. Owners feel misled about the costs and availability of hydrogen fuel stations. Even if a Mirai owner can find a fuel station, it may not be operating. Moreover, refueling is frequently a long and problematic process, with pumps taking over an hour to fill a tank and cars getting stuck to the fuel pump for hours. It would be quicker to charge a battery EV. Naturally, resale values of these cars are plummeting. Even without those problems, once the complimentary hydrogen fuel supply that Toyota gives new owners expires or runs out, the cost of hydrogen fuel becomes quite expensive. "Not in my wildest dreams or nightmares would I expect a purchase from a giant car company like Toyota would turn out to be such a terrible experience," said owner Shawn Hall. "The entire H2 vehicle experience is an experiment that is failing. I didn't expect to buy a vehicle from Toyota and feel duped, cheated, and misled."

Another user wrote on Reddit: "We all need to realize that we bought a vehicle that had, at best, a questionable future. Unfortunately in this instance, the gamble didn't pay off, and the technology of hydrogen fuel cell vehicles does not appear to be something the vehicle industry is invested in pursuing. Very similar to HD-DVD vs Blu-Ray, there was one clear winner and in our instance, the battery-powered EV won out over H2. Its sucks, but it is what it is."

Amazon confirmed it is ending Prime Air drone delivery operations in Lockeford, California. The Central California town of 3,500 was the company's second U.S. drone delivery site, after College Station, Texas. Operations were announced in June 2022. From a report: The retail giant is not offering details around the setback, only noting, "We'll offer all current employees opportunities at other sites, and will continue to serve customers in Lockeford with other delivery methods. We want to thank the community for all their support and feedback over the past few years."

College Station deliveries will continue, along with a forthcoming site in Tolleson, Arizona set to kick off deliveries later this year. Tolleson, a city of just over 7,000, is located in Maricopa County, in the western portion of the Phoenix metropolitan area. Prime Air's arrival brings same-day deliveries to Amazon customers in the region, courtesy of a hybrid fulfillment center/delivery station. The company says it will be contacting impacted customers when the service is up and running. There's no specific information on timing beyond "this year," owing, in part, to ongoing negotiations with both local officials and the FAA required to deploy in the airspace.

A Shanghai flying taxi company says that China's "low altitude" industry is edging ahead of western rivals, thanks to more supportive regulators, technological breakthroughs and cut-throat competition in the Chinese logistics sector. From a report: The total market created by electric vertical take-off and landing, or eVTOL, aircraft is forecast to be worth $1.5tn a year by 2040 in a base-case assessment by Morgan Stanley analysts, with potential customers across airlines, logistics, emergency services, agriculture, tourism and security operations. China's AutoFlight Group won airworthiness certification from the Civil Aviation Administration of China in late March for the design and parts for its unmanned CarryAll aircraft -- a global first for an eVTOL weighing more than 1 tonne being cleared by regulators.

Kellen Xie, AutoFlight vice-president, said that while the company is also seeking similar approvals in Europe, the CAAC has been "quite supportive" of the new industry. "They work longer hours... they are determined to actually speed up the process of bringing this new technology into reality," he said. EVTOL aircraft take off vertically, like helicopters, but then transition into fixed-wing mode for travelling at higher speeds, offering faster and more efficient transport than ground-based options. Analysts point to a labyrinth of regulatory and safety hurdles, but supporters say the technology could fundamentally reshape how humans travel and freight is moved, in a level of disruption akin to the introduction of mass-market cars and commercial airlines. Most eVTOL aircraft are still in the testing stages and vary widely in terms of how fast and high they can fly and how much weight they can carry.

Bloomberg looks at America's biggest operator of private electrical vehicle charging infrastructure: Amazon. "In a little more than two years, Amazon has installed more than 17,000 chargers at about 120 warehouses around the U.S." — and had Rivian build 13,500 custom electric delivery vans. Amazon has a long way to go. The Seattle-based company says its operations emitted about 71 million metric tons of carbon dioxide equivalent in 2022, up by almost 40% since Jeff Bezos's 2019 vow that his company would eventually stop contributing to the emissions warming the planet. Many of Amazon's emissions come from activities — air freight, ocean shipping, construction and electronics manufacturing, to name a few — that lack a clear, carbon-free alternative, today or any time soon. The company has not made much progress on decarbonization of long-haul trucking, whose emissions tend to be concentrated in industrial and outlying areas rather than the big cities that served as the backdrop for Amazon's electric delivery vehicle rollout...

Another lesson Amazon learned is one the company isn't keen to talk about: Going green can be expensive, at least initially. Based on the type of chargers Amazon deploys — almost entirely midtier chargers called Level 2 in the industry — the hardware likely cost between $50 million and $90 million, according to Bloomberg estimates based on cost estimates supplied by the National Renewable Energy Laboratory. Factoring in costs beyond the plugs and related hardware — like digging through a parking lot to lay wires or set up electrical panels and cabinets — could double that sum. Amazon declined to comment on how much it spent on its EV charging push.
In addition to the expense of the chargers, electric vehicle-fleet operators are typically on the hook for utility upgrades. When companies request the sort of increases to electrical capacity that Amazon has — the Maple Valley warehouse has three megawatts of power for its chargers — they tend to pay for them, making the utility whole for work done on behalf of a single customer. Amazon says it pays upgrade costs as determined by utilities, but that in some locations the upgrades fit within the standard service power companies will handle out of their own pocket.
The article also includes this quote from Kellen Schefter, transportation director at the Edison Electric Institute trade group (which worked with Amazon on its electricity needs). "Amazon's scale matters. If Amazon can show that it meets their climate goals while also meeting their package-delivery goals, we can show this all actually works."

The Los Angeles Times reports that the U.S.-China rivalry "has a new flashpoint in the battle for technology supremacy: electric cars."

"So far, the U.S. is losing." Last year, China became the world's foremost auto exporter, according to the China Passenger Car Assn., surpassing Japan with more than 5 million sales overseas. New energy vehicles accounted for about 25% of those exports, and more than half of those were created by Chinese brands, a shift from the traditional assembly role China has played for foreign automakers. "The big growth has happened in the last three years," said Stephen Dyer, head of the Asia automotive and industrials unit at AlixPartners, a consulting firm. "With Chinese automakers making inroads for most of the market share, that's a huge challenge for foreign automakers." China's rapid expansion domestically and abroad has added fuel to a series of clashes between the U.S. and China over trade and advanced technology, as competition intensifies between the two superpowers...

One area in which Chinese automakers handily beat Western competitors is on price, thanks to government subsidies that supported the industry's initial rise as well as cheap access to critical minerals and components such as lithium-ion batteries, which account for about a third of the overall cost of production... In March, BYD cut the price of its cheapest EV model in China to less than $10,000. According to Kelley Blue Book, the average EV retail price is $55,343 in the U.S., compared with $48,247 across all vehicles... Though 27.5% tariffs have in effect locked Chinese EVs out of the U.S. market, the fear that the cheaper models could eventually undermine American automakers has started to spread. The Alliance of American Manufacturing warned in a February report that allowing Chinese EVs into the country would be an "extinction-level event" for the U.S. auto industry. The group also cited the risks of Chinese auto companies building facilities across the border in Mexico that could circumvent tariffs....

"When the global market is flooded by artificially cheap Chinese products, the viability of American and other foreign firms is put into question," [said America's Treasury Secretary in April]. The European Union has opened an investigation into government subsidies utilized by China's EV industry and whether such support violates international trade laws.

San Francisco-based drone-delivery service Zipline "said Friday that it hit its 1 millionth delivery to customers," reports CNBC, "and that it's eyeing restaurant partnerships in its next phase of growth."

Zipline's clients already include more than 4,700 hospitals, according to the article, as well as major brands like Walmart. A Panera executive even told CNBC they hope to test Zipline deliveries in Seattle next year, expecting they won't cost the company any more than third-party delivery services: The company said its zero-emission drones have now flown more than 70 million autonomous commercial miles across four continents and delivered more than 10 million products. The milestone 1 millionth delivery carried two bags of IV fluid from a Zipline distribution center in Ghana to a local health facility... Zipline CEO Keller Rinaudo Cliffton told CNBC that 70% of the company's deliveries have happened in the past two years and, in the future, the goal is to do 1 million deliveries a day...

"We need to start using vehicles that are light, fast, autonomous and zero-emission," Cliffton said. "Delivering in this way is 10 times as fast, it's less expensive ... and relative to the traditional delivery apps that most restaurants will be working with, we triple the service radius, which means you actually [get] 10 times the number of customers who are reachable via instant delivery."

New submitter Baloo Uriza writes: In a rare display of sanity in the automotive space, British Columbia has banned autonomous cars from its highways after years of watching autonomous cars hamper emergency response efforts in California and outright kill a pedestrian in Arizona. Let's hope this regulatory trend continues and moves into the human space by pulling licenses of drivers with a known history of poor driving. In the shared article, The Drive notes that the ban only applies to self-driving vehicles that exceed a Society of Automotive Engineers (SAE) autonomy rating of Level 2. [A full breakdown of each of the levels can be found here.] The ban is part of an update to B.C.'s Motor Vehicle Act that went into effect on April 5, 2024 and includes possible consequences of a max penalty of $2,000 (CAD) in fines and up to six months of prison time. Importantly, the ban could change as autonomous driving tech evolves in the coming years.

Since the ban doesn't affect Level 2 vehicles, Tesla owners who use Autopilot and FSD, as well as Ford and GM vehicle owners with BlueCruise and Super Cruise, will be exempt. In fact, there are currently no Level 3 autonomous vehicles for sale in Canada.

U.S. aircraft manufacturer Boeing plans to enter the flying car business in Asia by 2030, looking to tap demand for the fast travel the vehicles could provide in the region's traffic-choked cities. Nikkei: Boeing Chief Technology Officer Todd Citron revealed the plans in an interview with Nikkei. The company is developing electric vertical take-off and landing (eVTOL) craft at subsidiary Wisk Aero. The aircraft will adopt autonomous technology, rare among eVTOL craft. The plan is to first obtain certification in the U.S. before expanding into Asia. Details of the Asia business will be finalized in the future, including whether Boeing will sell the aircraft to companies aiming to provide eVTOL transportation services or operate the services itself.

Boeing is currently considering which country in Asia to enter first, including Japan. In Japan, domestic startup SkyDrive and Germany's Volocopter are scheduled to operate air taxi services at the 2025 Osaka World Expo. Boeing opened a research and development base in Nagoya on Thursday. It first established R&D operations in Japan in 2022 but had been renting space from other companies until now.

U.S. lawmakers have moved closer to enacting a countrywide ban on TikTok. From a report: Last month, the House of Representatives passed a bill by a wide margin that would ban distribution of TikTok in U.S. unless TikTok's Chinese parent, ByteDance, sells its ownership in the app within 165 days of the law's enactment. On Wednesday, House Speaker Mike Johnson issued a new proposal that would extend the sale requirement deadline to nine months, with a potential for a 90-day extension -- addressing a key concern of Sen. Maria Cantwell (D-Wash.), chair of the Senate's Commerce, Science and Transportation Committee, that the divestiture timeline was too short.

The revised TikTok ban proposal is tied to a broader bill providing emergency aid for Ukraine and Israel; the House is expected to vote on the measure Saturday, and if it passes would move to the Senate. President Biden has said he will sign the TikTok divest-or-ban legislation into law. On Wednesday evening, Cantwell said she supported the revised TikTok ban bill. "I'm very happy that Speaker Johnson and House leaders incorporated my recommendation to extend the ByteDance divestment period from six months to a year," she said in a statement. "As I've said, extending the divestment period is necessary to ensure there is enough time for a new buyer to get a deal done. I support this updated legislation."

An anonymous reader shared this report from the Los Angeles Times: A network of air monitors installed in Northern California has provided scientists with some of the first measurable evidence quantifying how much electric vehicles are shrinking the carbon footprint of a large urban area. Researchers from UC Berkeley set up dozens of sensors across the Bay Area to monitor planet-warming carbon dioxide, the super-abundant greenhouse gas produced when fossil fuels are burned. Between 2018 and 2022, the region's carbon emissions fell by 1.8% each year, which the Berkeley researchers concluded was almost exclusively owed to drivers switching to electric vehicles, according to a study published in the journal Environmental Science & Technology.

In that time, Californians purchased about 719,500 zero-emission or plug-in hybrid vehicles, more than triple the amount compared to the previous five years, according to the California Department of Energy. The Bay Area also had a higher rate of electric vehicle adoption than the state as a whole.

While the findings confirm the state's transition to zero-emission vehicles is substantially lowering carbon emissions, it also reveals these reductions are still not on pace to meet the state's ambitious climate goals. Emissions need to be cut by around 3.7% annually, or nearly twice the rate observed by the monitors, according to Ronald Cohen, UC Berkeley professor of chemistry. Although cars and trucks are the state's largest source of carbon emissions, it underscores the need to deploy zero-emission technology inside homes and for the power grid.

"I think what we see right now is evidence of strong success in the transportation sector," Cohen said. "We're going to need equally strong success in home and commercial heating, and in the [industrial] sources. We don't yet see significant movement in those, but policy pushing on those is not as far ahead as policy on electric vehicles." Although cities only cover roughly 3% of global surface area, they produce about 70% of carbon emissions.

"Federal regulators are investigating a whistleblower's claims about flaws in the assembly of Boeing's 787 Dreamliner," NPR reported this week: Longtime Boeing engineer Sam Salehpour went public Tuesday with claims that he observed problems with how parts of the plane's fuselage were fastened together. Salehpour warns that production "shortcuts" could significantly shorten the lifespan of the plane, eventually causing the fuselage to fall apart in mid-flight. "It can cause a catastrophic failure," Salehpour said Tuesday during a press briefing to discuss his claims.

A spokesman for the FAA confirmed that the agency is investigating those allegations, which were first reported by the New York Times, but declined to comment further on them. Boeing immediately pushed back. "These claims about the structural integrity of the 787 are inaccurate and do not represent the comprehensive work Boeing has done to ensure the quality and long-term safety of the aircraft," Boeing spokeswoman Jessica Kowal said in a statement. "We are fully confident in the 787 Dreamliner."
Salehpour and his lawyers argue that Boeing has never adequately addressed production flaws discovered in 2021 (which included unacceptable gaps between the fuselage panels), according to the article. "Instead, he says the company took 'shortcuts' by applying greater force to fit segments of the fuselage together." "Boeing hid the problem by pushing the pieces together with force to make it appear like that the gap didn't exist," Salehpour told reporters at Tuesday's press briefing. Salehpour says he repeatedly raised these concerns with management, but instead of addressing them, they transferred him to work on a different plane, the 777, where he alleges he saw similar problems. "I literally saw people jumping on the pieces of the airplane to get them to align," he said. "That's not how you build a plane."
In a follow-up piece, NPR reports that former Boeing mechanic Davin Fischer "says he spoke up — and paid a steep price for it." He says Boeing's leaders were constantly pushing to speed up production. "Hey, we need to go faster, faster, faster," Fischer said. "They cared more about shareholders and investors than they did planes, their employees, anything." When Fischer finally pushed back, he says he was demoted in retaliation, and then fired from the company in 2019. Fischer says many of his friends who still work at Boeing are afraid to speak out. "People there are scared, a hundred percent," he said. "Because they don't want to get fired."
NPR also cites the example of longtime quality manager John Barnett, who said in a 2019 interview with Ralph Nader that his managers at Boeing retaliated against him by docking his pay and creating a hostile environment.

An anonymous reader quotes a report from Ars Technica: Influential US Senator Sherrod Brown (D-Ohio) has called on U.S. President Joe Biden to ban electric vehicles from Chinese brands. Brown calls Chinese EVs "an existential threat" to the U.S. automotive industry and says that allowing imports of cheap EVs from Chinese brands "is inconsistent with a pro-worker industrial policy." Brown's letter to the president (PDF) is the most recent to sound alarms about the threat of heavily subsidized Chinese EVs moving into established markets. Brands like BYD and MG have been on sale in the European Union for some years now, and last October, the EU launched an anti-subsidy investigation into whether the Chinese government is giving Chinese brands an unfair advantage.

The EU probe won't wrap until November, but another report published this week found that government subsidies for green technology companies are prevalent in China. BYD, which now sells more EVs than Tesla, has benefited from almost $4 billion (3.7 billion euro) in direct help from the Chinese government in 2022, according to a study by the Kiel Institute. Last month, the EU even started paying extra attention to imports of Chinese EVs, issuing a threat of retroactive tariffs that could start being imposed this summer. Chinese EV imports to the EU have increased by 14 percent since the start of its investigation, but they have yet to really begin in the U.S., where there are a few barriers in their way. Chinese batteries make an EV ineligible for the IRS's clean vehicle tax credit, for one thing. And Chinese-made vehicles (like the Lincoln Nautilus, Buick Envision, and Polestar 2) are already subject to a 27.5 percent import tax.

But Chinese EVs are on sale in Mexico already, and that has American automakers worried. Last year, Ford CEO Jim Farley said he saw Chinese automakers "as the main competitors, not GM or Toyota." And in January, Tesla CEO Elon Musk said he believed that "if there are no trade barriers established, they will pretty much demolish most other car companies in the world." [...] It's not just the potential damage to the U.S. auto industry that has prompted this letter. Brown wrote that he is concerned about the risk of China having access to data collected by connected cars, "whether it be information about traffic patterns, critical infrastructure, or the lives of Americans," pointing out that "China does not allow American-made electric vehicles near their official buildings." At the end of February, the Commerce Department also warned of the security risk from Chinese-connected cars and revealed it has launched an investigation into the matter. "When the goal is to dominate a sector, tariffs are insufficient to stop their attack on American manufacturing," Brown wrote. "Instead, the Administration should act now to ban Chinese EVs before they destroy the potential for the U.S. EV market. For this reason, no solution should be left off the table, including the use of Section 421 (China Safeguard) of the Trade Act of 1974, or some other authority."

Beginning today, Waymo said it would start offering paid robotaxi rides in Los Angeles. It's been offering free "on tour" rides since it announced plans for the service in January, and last month it received regulatory approval for the expansion to a paid service. NBC News reports: Waymo said Tuesday that more than 50,000 people were on its waitlist to use the service. The company did not say how many users it would allow to fully use the app starting Wednesday. Last month, the company said it was starting with a Los Angeles fleet of fewer than 50 cars covering a 63-square-mile area from Santa Monica to downtown L.A. Los Angeles County has a population of 9.7 million people. The service works similarly to other ride-hailing smartphone apps such as Flywheel, Lyft and Uber, except that Waymo's vehicles have no human drivers present. Riders follow instructions on the app and through the vehicle's sound system, though Waymo workers can assist remotely.

[F]or now, Waymo's only competition is traditional, human-driven car services. Waymo's expansion to Los Angeles will bring autonomous for-profit taxis to the nation's second-largest city -- and to a city long synonymous with car travel. Waymo already operates commercial robotaxi services in San Francisco and Phoenix. The Los Angeles Department of Transportation said the Waymo expansion was happening too soon, without enough local oversight of autonomous vehicle operations, but in an order last month state officials said that those concerns were unfounded.

Cruise is redeploying robotaxis in Phoenix after nearly five months of paused operations, the company said in a blog post. The catch? The cars will be in so-called "manual mode," so they won't be driving themselves. From a report: Cruise will resume manual driving of its autonomous vehicles to create maps and gather road information in certain cities, starting with Phoenix, the company said Tuesday. The General Motors subsidiary already had a presence in Phoenix before it pulled its entire U.S.-based fleet last year following an incident in San Francisco that left a pedestrian stuck under and dragged by a Cruise robotaxi. Prior to that incident, Cruise had been announcing launches in new cities -- including Dallas, Houston and Miami -- at a startling pace. Critics accused the company of expanding too fast and cutting corners on safety.

Those taking public transport in the tech hub of San Francisco may be reassured to know that their rides will soon no longer be dependent on floppy disks. From a report: San Francisco Municipal Transportation Agency's director of transportation Jeffrey Tumlin told ABC that the city's automatic light-rail control system is running on outdated tech and "relies on three five-inch floppy disks" to boot up. The reporter was holding a 3.5-inch disk in the broadcast, so may have just skipped the word "point."

"It's a question of risk," Tumlin explained in a three-minute segment about the floppy replacement project. "The system is currently working just fine, but we know that with each increasing year the risk of data degradation on the floppy disks increases and that at some point there will be a catastrophic failure." The agency noted that its system was installed in 1998, when floppies were still in common use and, er, "computers didn't have hard drives."

The Seattle Times has a Pulitzer Prize-winning aerospace journalist named Dominic Gates. Sunday he published an expose on "a yearslong decline of safety standards" at Boeing.

After a 1997 merger, its new executive leaders "treated experienced engineers and machinists as expendable, ignoring the potential damage to Boeing's essential mission of designing and building high-quality airplanes...." The arc of Boeing's fall can be traced back a quarter century, to when its leaders elevated the interests of shareholders above all others, said Richard Aboulafia, industry analyst with AeroDynamic Advisory. "Crush the workers. Share price. Share price. Share price. Financial moves and metrics come first," was Boeing's philosophy, he said. It was, he said, "a ruthless effort to cut costs without any realization of what it could do to capabilities...." Its leaders outsourced work, sold off whole divisions and discarded key capabilities such as developing avionics, machining parts and building fuselages. On the 787, they even outsourced the jet's wings to Japan. They moved work away from Boeing's highly skilled, unionized base in the Puget Sound region. They weakened unions and extorted state government with repeated threats to build future airplanes elsewhere. They squeezed suppliers by demanding price cuts every year that in turn forced the suppliers into ruinous cost-cutting and left them vulnerable to collapse during shocks like the COVID-19 pandemic....

Belatedly, Boeing's current leaders, overwhelmed by criticism, mockery and outrage since January, have finally admitted publicly that some key strategies they pursued for decades were flawed. "Boeing, more than 20 years ago, probably got a little too far ahead of itself on the topic of outsourcing," Chief Financial Officer Brian West said last month. And in January, on CNBC, Boeing Chief Executive Dave Calhoun conceded: "Did it go too far? Yeah, probably did."

Both were speaking about major supplier Spirit AeroSystems of Wichita, Kan., part of Boeing until it was sold off two decades ago, part of a broad divestment of assets to please Wall Street and boost the stock. Following a litany of quality lapses in Wichita, Boeing is now admitting a mistake and trying to buy Spirit back — "for safety and for quality," said West. Another mistake belatedly recognized: With annual bonuses for Boeing's factory managers based largely on meeting cost and schedule targets, it was long a cardinal sin to stop the assembly line. That meant unfinished jobs piled up on aircraft as they moved forward down the line, what Boeing calls "traveled work." Done out of sequence, this work is more difficult and takes much longer. If too much traveled work piles up, it creates chaos. That's what happened in Renton on the 737 assembly line. "For years, we prioritized the movement of the airplane through the factory over getting it done right, and that's got to change," West said. "Once you reduce traveled work, your quality gets better...."

Speaking of how Spirit might be fixed, West said: "It's really about focus and running it, not as a business, as a factory. Run it as a factory and stay focused on safety and quality and stability."
Phil Chandler, a highly skilled Boeing machinist for more than 42 years (retiring in 2020), saw a "dictatorial" approach on the factory floor, according to the article. "Whereas in the past, first-level and even second-level managers in the factory had come up through the ranks as mechanics and had deep knowledge of the work, after [Boeing president Harry] Stonecipher came in those jobs shifted to white-collar people with degrees, often with MBAs."

And a former Boeing physicist also complains about the "shoot-the-messenger" management approach when developing their 787, according to the article: "Engineers who raised technical doubts were told: 'Follow the plan. If you can't do your job, I'll fire you and get someone who can.'"