An anonymous reader shared this report from Reuters: U.S. insurer Lemonade said on Wednesday it would offer a 50% rate cut for drivers of Tesla electric vehicles when the automaker's Full Self-Driving (FSD) driver assistance software is steering because it had data showing it reduced accidents. Lemonade's move is an endorsement of Tesla CEO Elon Musk's claims that the company's vehicle technology is safer than human drivers, despite concerns flagged by regulators and safety experts.

As part of a collaboration, Tesla is giving Lemonade access to vehicle telemetry data that will be used to distinguish between miles driven by FSD — which requires a human driver's supervision — and human driving, the New York-based insurer said. The price cut is for Lemonade's pay-per-mile insurance. "We're looking at this in extremely high resolution, where we see every minute, every second that you drive your car, your Tesla," Lemonade co-founder Shai Wininger told Reuters. "We get millions of signals emitted by that car into our systems. And based on that, we're pricing your rate."

Wininger said data provided by Tesla combined with Lemonade's own insurance data showed that the use of FSD made driving about two times safer for the average driver. He did not provide details on the data Tesla shared but said no payments were involved in the deal between Lemonade and the EV maker for the data and the new offering... Wininger said the company would reduce rates further as Tesla releases FSD software updates that improve safety. "Traditional insurers treat a Tesla like any other car, and AI like any other driver," Wininger said. "But a driver who can see 360 degrees, never gets drowsy, and reacts in milliseconds isn't like any other driver."

Astronomers using the Vera C. Rubin Observatory have discovered a record-setting asteroid, known as 2025 MN45, nearly half a mile wide and spinning once every 1.88 minutes -- the fastest known rotation for an object of its size. "This is now the fastest-spinning asteroid that we know of, larger than 500 meters," said Sarah Greenstreet, University of Washington astronomer and lead author of the study. The findings have been published in the The Astrophysical Journal Letters. GeekWire reports: 2025 MN45 is one of more than 2,100 solar system objects that were detected during the observatory's commissioning phase. Over time, the LSST Camera tracked variations in the light reflected by those objects. Greenstreet and her colleagues analyzed those variations to determine the size, distance, composition and rate of rotation for 76 asteroids, all but one of which are in the main asteroid belt between the orbits of Mars and Jupiter. (The other asteroid is a near-Earth object.)

The team found 16 "super-fast rotators" spinning at rates ranging between 13 minutes and 2.2 hours per revolution -- plus three "ultra-fast rotators," including 2025 MN45, that make a full revolution in less than five minutes. Greenstreet said 2025 MN45 appears to consist of solid rock, as opposed to the "rubble pile" material that most asteroids are thought to be made of. "We also believe that it's likely a collisionary fragment of a much larger parent body that, early in the solar system's history, was heated enough that the material internal to it melted and differentiated," Greenstreet said. She and her colleagues suggest that the primordial collision blasted 2025 MN45 from the dense core of the parent body and sent it whirling into space.

Britain's road death rate has declined 22-fold per mile driven since 1950, dropping from 111 deaths per billion miles to approximately 5 today, according to new analysis from Our World in Data. Annual road fatalities fell from 5,000-7,000 deaths in the 1920s and 1930s to 1,700 in recent years despite a 16-fold increase in vehicles and 33-fold increase in miles driven.

The UK now ranks among the world's safest countries for road travel at 1.9 deaths per 100,000 people. Key interventions included mandatory breathalyzer tests in 1967 that reduced drunk-driving deaths by 82%, the introduction of motorways beginning in 1958, conversion to roundabouts that cut fatal accidents by two-thirds, and 20-mph speed zones around schools. If global road death rates matched Britain's current levels, approximately one million lives would be saved annually from the current 1.2 million road deaths worldwide.

Waymo's driverless cars have a much lower crash rate than human drivers, with fewer than one injury-causing crash per million miles driven, compared to an estimated 64 crashes by human drivers over the same distance. As Ars Technica's Timothy B. Lee notes, a significant portion of Waymo's most severe crashes involved human drivers rear-ending the Waymo vehicles. From the report: Twenty injuries might sound like a lot, but Waymo's driverless cars have traveled more than 22 million miles. So driverless Waymo taxis have been involved in fewer than one injury-causing crash for every million miles of driving -- a much better rate than a typical human driver. Last week Waymo released a new website to help the public put statistics like this in perspective. Waymo estimates that typical drivers in San Francisco and Phoenix -- Waymo's two biggest markets -- would have caused 64 crashes over those 22 million miles. So Waymo vehicles get into injury-causing crashes less than one-third as often, per mile, as human-driven vehicles.

Waymo claims an even more dramatic improvement for crashes serious enough to trigger an airbag. Driverless Waymos have experienced just five crashes like that, and Waymo estimates that typical human drivers in Phoenix and San Francisco would have experienced 31 airbag crashes over 22 million miles. That implies driverless Waymos are one-sixth as likely as human drivers to experience this type of crash. The new data comes at a critical time for Waymo, which is rapidly scaling up its robotaxi service. A year ago, Waymo was providing 10,000 rides per week. Last month, Waymo announced it was providing 100,000 rides per week. We can expect more growth in the coming months.

So it really matters whether Waymo is making our roads safer or more dangerous. And all the evidence so far suggests that it's making them safer. It's not just the small number of crashes Waymo vehicles experience -- it's also the nature of those crashes. Out of the 23 most serious Waymo crashes, 16 involved a human driver rear-ending a Waymo. Three others involved a human-driven car running a red light before hitting a Waymo. There were no serious crashes where a Waymo ran a red light, rear-ended another car, or engaged in other clear-cut misbehavior.

Hybrid and electric cars are more likely to hit pedestrians than petrol or diesel vehicles, due to their quieter engines that make them harder for pedestrians to hear. Other contributing factors include the tendency for drivers of electric cars to be younger and less experienced, and the vehicles' heavier weight and swift acceleration, increasing stopping distances. The Guardian reports: Data from 32 billion miles of battery-powered car travel and 3 trillion miles of petrol and diesel car trips showed that mile-for-mile electric and hybrid cars were twice as likely to hit pedestrians than fossil fuel-powered cars, and three times more likely to do so in urban areas. "Electric cars are a hazard to pedestrians because they are less likely to be heard than petrol or diesel cars," said Phil Edwards, first author on the study and professor of epidemiology and statistics at the London School of Hygiene & Tropical Medicine. "The government needs to mitigate these risks if they are going to phase out the sale of petrol and diesel cars." "If you're moving to an electric car, remember it's a new kind of vehicle," Edwards added. "They are much quieter than the old-fashioned cars, and pedestrians have learned to navigate roads by listening for traffic. Drivers of these vehicles need to be extra cautious."

Most vehicles on the road are petrol or diesel and these were involved in three-quarters of pedestrian collisions. But for the same distance travelled, battery-powered cars were more dangerous. The average annual pedestrian casualty rate per 100m miles travelled was 5.16 for electric and hybrid cars compared with 2.4 for petrol and diesel cars, according to the study in the Journal of Epidemiology and Community Health. In rural settings, battery-powered cars were no more dangerous than petrol or diesel, but in towns and cities they were three times more likely to collide with pedestrians, the researchers found. Since July 2019, all new hybrid and electric vehicles sold in Europe have been required to have an acoustic vehicle alerting system that emits sound when the car is travelling slowly, but there are hundreds of thousands of electric cars on the road without the devices. "If government made sure these systems were installed in all electric vehicles and retrofitted them to older electric cars, that would be a good start," Edwards said, adding that the Green Cross Code also "probably needs updating."

The Street interviewed Chad Anderson, founder/managing partner of the "space economy" investment firm Space Capital, who calls SpaceX's progress "unprecedented," and believes their next launch could carry "operational" payloads like Starlink satellites. Anderson added that Starship reaching orbital velocity and reentering the atmosphere at those speeds (roughly 16,000 miles per hour) was "a really big deal," though it's specifically important for the reusability of the vehicle, which would further cheapen the cost of launch.

"The fact that they did all those things and they can now move into operations as an investor is hugely important and significant," Anderson said. "Having an operational Starship vehicle is really important because, at the moment, they just can't launch Starlink satellites fast enough. Starship is going to be able to launch 10 times more than Falcon 9 can, and that's really important...."

The ship is so big that, according to Anderson, Starship could conceivably serve as a space station, or a hotel, or a manufacturing facility. There is also the potential of Starship actually competing with commercial airlines, flying, for example, from New York to Shanghai in 45 minutes.
Clayton Swope, senior fellow at CSIS, also believes Starship could be used for "last-mile delivery... where you could move something in less than an hour, anywhere from a point on Earth to another point on Earth, and you're just kind of using space as that transit point."

There's also defense applications. Defense One notes the U.S. Defense Department uses SpaceX to launch most of its satellites. "With a payload capacity of 100 to 150 tons, Starship could carry a bunch of satellites simultaneously and increase the Space Force's launch rate as it builds out a network of hundreds of satellites in low-Earth orbit." Once Starship is operational, it will be able to put things into higher orbits, which is key for the Pentagon's push to operate in the cislunar environment, the area between the geosynchronous orbit and the moon. "The Chinese have already begun cislunar operations and have put vehicles on the far side of the moon, which is something the U.S. doesn't really have the ability to do right now," said Bryan Clark, a senior fellow at the Hudson Institute.

However, the advantage the U.S. will get with Starship "won't last forever," and it will take years to build satellites specifically designed to take advantage of the rocket's payload capacity, said Todd Harrison, a senior fellow at the American Enterprise Institute. "At this rate, they will have Starship operational this year. We need payloads to go on that, if we're actually going to take advantage of it during this window of opportunity when it's a capability only we have. If you want those payloads available next year, you needed to start building them five years ago," Harrison said.

Starship could be used to put very large objects into space, such as fuel barges or energy stations, at a reasonable cost. "You could use this to put up an orbital bus that you can then put on and remove payloads from, so you can have a satellite on orbit that's basically a large docking station," Clark said... "[I]t could be a way to do that kind of thing where you establish essentially an unmanned, little space station that can carry various payloads."

The SF Standard reports that a San Francisco man whose car was stolen in the middle of the night "managed to track down the vehicle using his car insurance app and retrieve the stolen vehicle the following morning within half an hour of noticing it was gone." Harris realized he could track his phone using his app from MetroMile, a San Francisco-based digital pay-per-mile car insurance company that tracks a car's location and charges a rate based on how much it's driven. "I opened the app and found it was in Mission Bay," he said, adding that the person who stole it drove it all night before parking. "I rode my bike down there and picked it up...."

Before picking up his car, Harris didn't consult with the San Francisco Police Department and said officers were confused about why he wanted to report a stolen car that was already back in his possession. He said his driver's side window had been smashed, but there wasn't any other damage, just a mess of marijuana paraphernalia and blunt wraps inside... "If a vehicle owner locates their stolen vehicle prior to the police locating it, we highly recommend that they alert us to the vehicle's location and do not move the car prior to reporting it recovered," Sgt. Kathryn Winters wrote in an email. "Additionally, if they locate the vehicle occupied, they should not approach the vehicle or suspects and should call law enforcement immediately."

There were 274 motor vehicle theft reports in the Western Addition neighborhood, which includes Alamo Square, in the 12 months leading up to Oct. 21 compared with 219 during the same period the previous year, according to police data. Citywide, the problem has also gotten worse in recent years. The number of car thefts has risen from 60 incidents per 10,000 residents in 2019 to 101 incidents this year.

At 11 a.m. Friday in Orlando Florida, a train completed its 240-mile journey from Miami, inaugurating a new line from Brightline that reaches speeds of up to 125 miles per hour and reduces the journey to just under three hours. "This is going to revolutionize transportation not just in the country and the state of Florida but right here in Central Florida and really just make our backyard bigger," Brightline's director of public affairs Katie Mitzner told a local news station.

Ironically, within hours a different Brightline train had struck and killed a pedestrian. "Brightline trains have the highest death rate in the U.S.," reports one local news station, "fatally striking 98 people since Miami-West Palm operations began — about one death for every 32,000 miles its trains travel, according to an ongoing Associated Press analysis." A police spokesperson said the death appeared to be a suicide.

"None of the accidents have been determined to be Brightline's fault," writes The Points Guy, "and the company has spent millions of dollars on safety improvements at grade crossings. It also launched a public-relations push to encourage all residents along its corridor to commit to staying safe. However, it is a very real and ongoing element of this service in Florida. We hope these efforts will continue to further reduce these incidents in communities that see frequent Brightline trains coming through."

The Points Guy also shared photos in their blog post describing what it was like to take a ride on America's only privately owned and operated inter-city passenger railroad: When the train ultimately pulled out of the station, a surreal feeling washed over me. Those of us on the inaugural service were the first passengers to ride the rails along this stretch of Florida's east coast in more than 55 years. Florida East Coast Railway, which still owns the tracks and operates frequent freight trains along them, ceased passenger service on July 31, 1968... Each seat has multiple power outlets, and the Wi-Fi truly was high-speed based on my experience and the test I ran. I was even able to successfully join (and participate in) our morning editorial team call on Zoom...

The scenery along the route was simply spectacular... With no grade crossings and fencing on both sides, we reached 125 mph for the final stretch of the journey. The cars along the highway stood no chance of keeping up as we traversed the 30-plus miles in only 18 minutes as the tower at Orlando International Airport came into view... With plans to expand to Tampa and construction underway on its planned Los Angeles-to-Las Vegas route, we likely haven't heard the last from Brightline as it seeks to transform train service in the United States.
"I think what Brightline has done here has laid the blueprint for how speed rail can be built in America with private dollars versus government funding," investor Ryn Rosberg told a local news site. "It's much more efficient and it gets done a lot quicker."

"There have been colorful station openings, lawsuits, threats of lawsuits, threats of legislation and yes, fatal accidents," writes the Palm Beach Post, "but Brightline train passengers can now take the train from any of its five South Florida stations to visit the Disney World, Universal Studios or Sea World tourist attractions."

An anonymous reader quotes a report from Ars Technica: For years, people in cars stuck behind blue delivery trucks in traffic have echoed media reports criticizing Amazon for clogging American roadways. It's well-known that the Amazon drivers steering these fleets of trucks and vans don't actually work for Amazon but are hired by companies contracted by Amazon, and Amazon has repeatedly denied liability for any dangerous driving reported, though. Because Amazon has contracts with more than 50,000 firms, just how dangerous Amazon's contracted drivers really are remains a question that is hard to track. However, The Information reported last year that horrific car crashes are part and parcel of Amazon's culture of convenience. And then more recently, The Wall Street Journal provided another window into how deadly America's favorite speedy delivery service can be. Since 2015, WSJ reported this week, "Trucking companies hauling freight for Amazon have been involved in crashes that killed more than 75 people."

To arrive at this number, WSJ partnered with Jason Miller -- a Michigan State University professor who researches transportation safety -- to analyze various sources of government data from "3,512 trucking companies that were inspected by authorities three or more times while hauling trailers for Amazon since February 2020." The resulting report, WSJ said, "for the first time showed how the safety performance of Amazon's trucking contractors compared with their peers." And their results didn't appear good for Amazon. For example, a review of Department of Transportation data on unsafe driving scores of more than 1,300 Amazon trucking contractors from February 2020 to early August 2022 found that contractors who worked the most with Amazon were "more than twice as likely as all other similar companies to receive bad unsafe driving scores." WSJ also found evidence of dozens of companies that Amazon contracted that had "conditional" ratings, which is like DOT putting them on probation -- a black mark that typically alienates most firms from contracting them. One Illinois-based company contracted by Amazon "scored worse than the level DOT officials consider problematic" every month of WSJ's review period. "First and foremost, the insinuation that Amazon puts more value on meeting deadlines than on human lives is categorically false," said Amazon spokesperson Kelly Nantel. "Any accident involving one of our partners or community members is a tragedy, and we always work with our contractors to prevent accidents or learn from them, so they don't happen again."

The safety director of Amazon's freight unit, Steve DasGupta, noted that Amazon contractors had "a rate of fatalities per vehicle mile about 7 percent lower than the industry average in 2020." The company also told said it has "suspended all contractors involved in car crashes described in WSJ's report, suspended or terminated 80 percent of contracts where WSJ found unsafe driving scores, and made changes to its screening process," reports Ars.

"In late 2021, operators of the European Space Agency's Swarm constellation noticed something worrying," reports Space.com. "The satellites, which measure the magnetic field around Earth, started sinking toward the atmosphere at an unusually fast rate — up to 10 times faster than before.

"The change coincided with the onset of the new solar cycle, and experts think it might be the beginning of some difficult years for spacecraft orbiting our planet." "In the last five, six years, the satellites were sinking about two and a half kilometers [1.5 miles] a year," Anja Stromme, ESA's Swarm mission manager, told Space.com. "But since December last year, they have been virtually diving. The sink rate between December and April has been 20 kilometers [12 miles] per year."

Satellites orbiting close to Earth always face the drag of the residual atmosphere, which gradually slows the spacecraft and eventually makes them fall back to the planet. (They usually don't survive this so-called re-entry and burn up in the atmosphere.) This atmospheric drag forces the International Space Station's controllers to perform regular "reboost" maneuvers to maintain the station's orbit of 250 miles (400 km) above Earth. This drag also helps clean up the near-Earth environment from space junk.

Scientists know that the intensity of this drag depends on solar activity — the amount of solar wind spewed by the sun, which varies depending on the 11-year solar cycle.... [S]ince last fall, the star has been waking up, spewing more and more solar wind and generating sunspots, solar flares and coronal mass ejections at a growing rate. And the Earth's upper atmosphere has felt the effects. "There is a lot of complex physics that we still don't fully understand going on in the upper layers of the atmosphere where it interacts with the solar wind," Stromme said. "We know that this interaction causes an upwelling of the atmosphere. That means that the denser air shifts upwards to higher altitudes."

Denser air means higher drag for the satellites. Even though this density is still incredibly low 250 miles above Earth, the increase caused by the upwelling atmosphere is enough to virtually send some of the low-orbiting satellites plummeting. "It's almost like running with the wind against you," Stromme said. "It's harder, it's drag — so it slows the satellites down, and when they slow down, they sink...." The lower the orbit of the satellites when the solar storm hits, the higher the risk of the spacecraft not being able to recover, leaving operators helplessly watching as the craft fall to their demise in the atmosphere....

All spacecraft around the 250-mile altitude are bound to have problems, Stromme said. That includes the International Space Station, which will have to perform more frequent reboost maneuvers to keep afloat, but also the hundreds of cubesats and small satellites that have populated low Earth orbit in the past decade.... "Many of these [new satellites] don't have propulsion systems," Stromme said. "They don't have ways to get up. That basically means that they will have a shorter lifetime in orbit. They will reenter sooner than they would during the solar minimum."
Thanks to long-time Slashdot reader schwit1 for sharing the article!

More than 63,000 pounds of trash — including a refrigerator — have now been removed from the Great Pacific Garbage Patch, reports USA Today: A half-mile long trash-trapping system named "Jenny" was sent out in late July to collect waste, pulling out many items that came from humans like toothbrushes, VHS tapes, golf balls, shoes and fishing gear. Jenny made nine trash extractions over the 12-week cleanup phase, with one extraction netting nearly 20,000 pounds of debris by itself.

The mountain of recovered waste arrived in British Columbia, Canada, this month, with much of it set to be recycled. But this was not a one-off initiative. In fact, it was simply a testing phase. And the cleanup team is hoping it's only the start of more to come: more equipment, more extractions and cleaner oceans.

The catalyst behind the cleaning is The Ocean Cleanup, a nonprofit trying to rid the world's oceans of plastic. Boyan Slat, who founded the organization in 2013 at the age of 18, called the most recent testing phase a success, but said there's still much to be done. The 27-year-old from the Netherlands said the group can enter a new phase of cleanup after testing eased some scalability concerns and proved that the system could accomplish what it was designed to do: collect debris... It hopes to deploy enough cleaning systems to reduce the size of the Great Pacific Garbage Patch by 50% every five years and to initiate a 90% reduction in floating ocean plastic by 2040... While Jenny tackles the garbage patch, The Ocean Cleanup will work on a larger, full-scale cleaning system set to be released in summer 2022 that expects to be the blueprint for creating a fleet of systems.

Slat projects they will need 10 full-scale systems to clean the patch at a rate of just under 20,000 tons per year, which would put the group on par to reach its goal of reducing the mass by 50% in five years.
The garbage patch now has its own page on Wikipedia, which points out that some of the plastic in the patch is over 50 years old. "The patch is believed to have increased '10-fold each decade' since 1945. Estimated to be double the size of Texas, the area contains more than 3 million tons of plastic." So it's even more amazing that "It's within the realm of possibility for the first time since the invention of plastic that we can clean up the Great Pacific Garbage Patch," Slat tells USA Today.

The group also says that 95% of the plastic it collects can be recycled. And they've already begun turning that plastic into products like sunglasses to be sold on its website.

"TCP/IP doesn't work at interplanetary distances," 77-year-old Vinton Cerf tells Quanta magazine. "So we designed a set of protocols that do." Specifically, bundle protocols: a disruption/delay-tolerant networking (DTN) protocol with nodes that can also store information: A data packet traveling from Earth to Jupiter might, for example, go through a relay on Mars, Cerf explained. However, when the packet arrives at the relay, some 40 million miles into the 400-million-mile journey, Mars may not be oriented properly to send the packet on to Jupiter. "Why throw the information away, instead of hanging on to it until Jupiter shows up?" Cerf said. This store-and-forward feature allows bundles to navigate toward their destinations one hop at a time, despite large disruptions and delays...

So, a couple decades after conceiving of bundle protocols, is the interplanetary internet up and running?

We don't have to build the whole thing and then hope somebody uses it. We sought to get standards in place, as we have for the internet; offer those standards freely; and then achieve interoperability so that the various spacefaring nations could help each other. We're taking the next obvious step for multi-mission infrastructure: designing the capability for an interplanetary backbone network. You build what's needed for the next mission. As spacecraft get built and deployed, they carry the standard protocols that become part of the interplanetary backbone. Then, when they finish their primary scientific mission, they get repurposed as nodes in the backbone network. We accrete an interplanetary backbone over time.

In 2004, the Mars rovers were supposed to transmit data back to Earth directly through the deep space network — three big 70-meter antennas in Australia, Spain and California. However, the channel's available data rate was 28 kilobits per second, which isn't much. When they turned the radios on, they overheated. They had to back off, which meant less data would come back. That made the scientists grumpy. One of the JPL engineers used prototype software — this is so cool! — to reprogram the rovers and orbiters from hundreds of millions of miles away. We built a small store-and-forward interplanetary internet with essentially three nodes: the rovers on the surface of Mars, the orbiters and the deep space network on Earth. That's been running ever since.

We've been refining the design of those protocols, implementing and testing them. The latest protocols are running back-and-forth relays between Earth and the International Space Station... We did another test at the ISS where the astronauts were controlling a little robot vehicle in Germany.

An anonymous reader quotes the New York Times: Why were two apparently unexploded bombs sticking out of a lava tube on Hawaii's Mauna Loa? That's what Kawika Singson, a photographer, wondered in February when he was hiking on Mauna Loa, the colossal shield volcano that rises 55,700 feet from its base below the sea to its summit. Singson had stumbled upon relics of one of volcanology's more quixotic disaster response plans. These devices, described in more detail recently in the U.S. Geological Survey Hawaiian Volcano Observatory's Volcano Watch blog, were two of 40 dropped by the U.S. Army Air Corps in 1935 in an attempt to stop lava from plowing into Hilo, the most populous town on the island of Hawaii.

While Hilo was spared as the lava flow naturally lost its forward momentum, it wasn't the last time that humanity tried to fight volcanic fire with fire of its own. History is filled with schemes to stop molten kinetic rock, and the ineffective 1935 bombing and others show that lava flows are very rarely "a force we humans can reckon with," said Janine Krippner, a volcanologist at the Smithsonian Institution's Global Volcanism Program...

That December, a pond of lava breached its levees and advanced on Hilo at a rate of a mile per day. Fearing it would reach the town and its watershed, Thomas Jaggar, the founder and first director of the U.S. Geological Survey's Hawaiian Volcano Observatory, called on the Army Air Corps. On Dec. 27, 10 Keystone B-3 and B-4 biplane bombers struck the lava flow, targeting its tubes and channels. Half these bombs were packed with 355 pounds of TNT. The other half were not explosive, and instead designed to emit smoke so the pilots could see where the bona fide bombs landed. Singson found one of those inert devices last month.

On Jan. 2, 1936, the lava flows ceased. Jaggar was convinced the bombing worked, but other experts thought it was a coincidence. Pilots did spot several imploded lava tubes, but their collapses were insufficient to block the flow of lava.

A similar operation was attempted in 1942, again to not much effect.
The conclusion reached by the Times' reporter? "Dense, superheated lava does whatever it wants."

An anonymous reader quotes a report from Ars Technica: [T]he U.S. has traditionally paid for the upkeep of its roads via direct taxation of gasoline and diesel fuel, which means that as our fleet becomes more fuel-efficient, that revenue will drop in relation to the total number of vehicle miles traveled each year. As a result, some states are starting to grapple with the problem of how to get drivers to pay for the roads they use in cars that use less or even no gas per mile. At the start of this year, Utah has begun a pilot Road Usage Charge program, coupled to an increase in registration fees for alternative fuel vehicles. Assuming a state gas tax of 30c/gallon and 15,542 miles/year driven, Utah says it collects $777 a year from a 6mpg heavy truck, $311 from a pickup getting 15mpg, $187 from a 25mpg sedan, $93 from a 50mpg hybrid, and nothing from anyone driving a battery EV.

So in 2020, Utah is increasing vehicle registration fees. In 2019, registering a BEV in Utah would cost $60; in 2020 that will be $90, increasing to $120 in 2021. PHEV fees were $26 in 2019, increasing to $39 this year and $52 in 2021, and not-plug-in hybrid fees have gone from $10 to $15, increasing to $20 next year. An extra $30 a year -- or even $60 a year -- is pretty small in the grand scheme of things, particularly considering how much cheaper an EV is to run. But Utahns with EVs have an alternative. Instead of paying that flat fee, they can enroll in the pilot program that involves fitting a telematics device to the car. The device tracks the actual number of miles driven on Utah's roads. These are billed at a rate of 1.5c/mile, but only until the total equals whatever that year's registration fee for the vehicle would have been; participating in the pilot means you could pay less than you would otherwise, but Utah's Department of Transportation says that participants would not ever be charged more than that year's registration fee. The data will be collected by a contractor called Emovis, which operates toll roads around the U.S. As for Oregon -- another state working to solve this problem, the state is increasing its state gas tax by 2c/gallon, and like Utah, it's also increasing vehicle registration fees. "Now, fees for registering your car in Oregon will depend on how many miles per gallon your car gets; a two-year registration for something that gets below 19mpg will cost $122, rising to $132 for a vehicle between 20â"39mpg, then $152 for a vehicle that gets 40mpg or better, and $306 for a BEV," reports Ars Technica.

Thankfully, if you own a 40+mpg vehicle or a BEV, you can cut that two-year fee to $86 by enrolling in OReGO. However, you will need to fit your qualifying car with a telematics device to track the actual miles traveled on the state's roads. "Those are billed at 1.8c/mile -- Oregon evidently decided its roads are worth a little more than those in Utah -- but you can then get credited for any fuel tax you pay in the state," the report adds.

A new study has determined that a gas well blowout in Belmont County, Ohio last year was one of the most significant ever to occur in the country. Newsweek reports: In a study published in the Proceedings of the National Academy of Sciences, a team of scientists estimated that the gas well -- owned by ExxonMobil -- leaked around 120 metric tons of methane per hour over a period of 20 days before the company managed to fix the problem. This amounted to a total of more than 50,000 tons of methane. The authors -- led by Sudhanshu Pandey from SRON Netherlands Institute for Space Research -- said that the hourly emission rate from the leak was about twice that of the widely reported event at an oil and gas storage facility in Alison Canyon, California, which took place in 2015 -- the largest known methane leak in the country.

While the emission rate of the Ohio event was higher, the California event lasted longer and produced more emissions overall, The New York Times reported. Nevertheless, the leak at the Belmont County well still released vast amounts of methane into the atmosphere, according to the researchers. In fact, it emitted more of the gas in 20 days than the oil and gas industries of some European nations do in a year. The scientists detected the leak using an instrument known as TROPOMI on the recently launched European Space Agency satellite Copernicus Sentinel-5P, which is designed to continuously monitor methane and other pollutants. [...] The Ohio incident did not garner much attention at the time, although 100 residents within a 100-mile radius had to be evacuated from their homes while workers attempted to fix the leak. Some of these residents had complained of health issues such as throat irritation, dizziness and breathing problems.

An anonymous reader shares a Bloomberg Businessweek article: For almost a half-century there's been a clear speed limit on most commercial air travel: 660 miles per hour, the rate at which a typical-size plane traveling at 30,000 feet breaks the sound barrier and creates a 30-mile-wide, continuous sonic boom. That may be changing. In August, NASA says, it will begin taking bids for construction of a demo model of a plane able to reduce the sonic boom to something like the hum you'd hear inside a Mercedes-Benz on the interstate. The agency's researchers say their design, a smaller-scale model of which was successfully tested in a wind tunnel at the end of June, should cut the six-hour flight time from New York to Los Angeles in half. NASA proposes spending $390 million over five years to build the demo plane and test it over populated areas. The first year of funding is included in President Trump's 2018 budget proposal. Over the next decade, growth in air transportation and distances flown "will drive the demand for broadly available faster air travel," says Peter Coen, project manager for NASA's commercial supersonic research team. "That's going to make it possible for companies to offer competitive products in the future." NASA plans to share the technology resulting from the tests with U.S. plane makers, meaning a head start for the likes of Lockheed Martin, General Dynamics, Boeing, and startups such as Boom Technology and billionaire Robert Bass's Aerion. [...] NASA is targeting a sound level of 60 to 65 A-weighted decibels (dBa), Coen says. That's about as loud as that luxury car on the highway or the background conversation in a busy restaurant. Iosifidis says that Lockheed's research shows the design can maintain that sound level at commercial size and his team's planned demo will be 94 feet long, have room for one pilot, fly as high as 55,000 feet, and run on one of the twin General Electric engines that power Boeing Co.'s F/A-18 fighter jet.

A class-action lawsuit against Uber alleges that Uber has "devised a 'clever and sophisticated' scheme in which it manipulates navigation data used to determine 'upfront' rider fare prices while secretly short-changing the driver," reports Ars Technica. "When a rider uses Uber's app to hail a ride, the fare the app immediately shows to the passenger is based on a slower and longer route compared to the one displayed to the driver. The software displays a quicker, shorter route for the driver. But the rider pays the higher fee, and the driver's commission is paid from the cheaper, faster route, according to the lawsuit." From the report: This latest lawsuit (PDF) claims that Uber implemented the so-called "upfront" pricing scheme in September and informed drivers that fares are calculated on a per-mile and per-minute charge for the estimated distance and time of a ride. "However, the software that calculates the upfront price that is displayed and charged to the Users calculates the expected distance and time utilizing a route that is often longer in both distance and time to the one displayed in the driver's application," according to the suit. In the end, the rider pays a higher fee because the software calculates a longer route and displays that to the passenger. Yet the driver is paid a lower rate based on a quicker route, according to the suit. Uber keeps "the difference charged to the User and the fare reported to the driver, in addition to the service fee and booking fee disclosed to drivers," according to the suit.

Slashdot contributor Bennett Haselton writes: "A year ago, getting ready for Burning Man, I read that the cars in the exit line sometimes have to wait in the sun for hours to get out. I came up with an algorithm that I thought would alleviate the problem. Do you think it would work? If not, why not? Or can you think of a better one?" Read on for the rest of Bennett's thoughts.

Bennett Haselton writes "The city of Seattle just imposed new limits on commercial app-based ride-sharing companies like Uber and Lyft, effectively protecting taxi companies from low-cost competition in the form of smartphone apps. If other cities follow suit, could a company help ridesharers circumvent the restrictions by creating a ride-trading app, allowing drivers to earn 'miles' by driving passengers, and redeem those miles later to get rides for themselves?" Continue reading below to see what Bennett has to say.

An anonymous reader writes "Here's a listing of several scientific and economic guides for estimating the volume of flow of the leak in the Gulf of Mexico erupting at a rate of somewhere around 1 million barrels per day. A new video released shows the largest hole spewing oil and natural gas from an aperture 5 feet in diameter at a rate of approximately 4 barrels per second. The oil coming up through 5,000 feet of pressurized salt water acts like a fractionating column. What you see on the surface is just around 20% of what is actually underneath the approximate 9,000 square miles of slick on the surface. The natural gas doesn't bubble to the top but gets suspended in the water, depleting the oxygen from the water. BP would not have been celebrating with execs on the rig just prior to the explosion if it had not been capable producing at least 500,000 barrels per day — under control. If the rock gave way due to the out-of-control gushing (or due to a nuke being detonated to contain the leak), it could become a Yellowstone Caldera type event, except from below a mile of sea, with a 1/4-mile opening, with up to 150,000 psi of oil and natural gas behind it, from a reserve nearly as large as the Gulf of Mexico containing trillions of barrels of oil. That would be an Earth extinction event."