I have a serious interest in how we get around. Currently the tech press seems entirely focused on car sharing and self-driving cars as THE FUTURE, but those approaches are problematic. I’ve spent a fair amount of time highlighting those issues, but rather than drone on for pages and pages I’ll recommend a new book from a friend – Elements of Access by David Levinson .. essential reading for anyone trying to make sense of cities and suburban areas. It’s non-technically, fascinating and humorous. From the about:
Bike-sharing via smartphone apps is on a roll in Japan, with flea market app Mercari, messaging app Line and Yahoo Japan having entered the market in the last six months.
So why are online technology companies so keen on bike-sharing?
Analysis suggests that it is a prelude to a “payment war” like the one that took place in China, where bike-sharing was used as a marketing tool by internet companies to boost online payment services.
Mercari launched a bike-sharing service on Feb. 27, choosing Fukuoka in southern Japan as its pilot city. It set up 22 “ports,” or bases, where customers rent and return bikes.
Currently, 120 bikes are available, with the company planning to increase ports to 50 and bikes to 400 by the end of March. By the end of summer, the company hopes to have a fleet of 2,000 bikes.
A prototype of the car, the LSEV, is currently on display at Shanghai’s China 3D-printing Culture Museum, before being exhibited at Auto China 2018 in Beijing next month.
The company claims it is the world’s first mass-produced 3D-printed electric vehicle, and that it has received 7,000 orders from companies including postal service providers.
Nearly all its visible parts are 3D-printed except for its windows, tyres and chassis.
3D printing is a manufacturing process where materials are joined or solidified under computer control to create three-dimensional objects.
Technically, the manufacturing process often shortens research and development time and can offer customers tailor-made products.
The average person still spends one hour commuting in a car in major cities. Good on you, Prof. Marchetti.
2. Are cities ~25 miles in diameter (8 times larger than Old Venice)?
Here’s where Marchetti needs some updating.
US cities seem to be significantly larger than Marchetti’s Wall would imply.
Jim Chanos, the short seller famous for betting against Enron, has said he thinks Tesla Inc.’s stock is “worthless.” Chanos got some new evidence this week that may support his short sales against Elon Musk’s car company. A string of executives have headed for the exits, including a surprising number from the company’s finance team, as Tesla is dogged by questions about whether it can meet its production targets.
The chief financial officer left abruptly last year in a curious turn of events, where he was replaced by his predecessor: Deepak Ahuja served as Tesla’s CFO from 2008 to 2015 and then took over the job again in March 2017, according to his LinkedIn. Then late last year, one of Tesla’s audit committee members, Steve Jurvetson, went on leave from the board (following accusations of misconduct, which he has denied). The vice president of business development and director of battery technology both left in the past year. Jon McNeill, one of Tesla’s most senior executives, went to take the chief operating officer job at Lyft Inc. last month. Eric Branderiz, Tesla’s chief accounting officer, departed last week. And Bloomberg reported this week that Susan Repo, the corporate treasurer and vice president of finance, is out.
The success of German manufacturers, whose volumes more than trebled from 4m units in 1990 to 15m last year, was largely based on “platform sharing” that let multiple models use the same design underpinnings. VW Group, the world’s largest carmaker, uses common building blocks under “the Lego principle” to share engines, transmissions and components across its 12 brands.
These progressive changes were all based on superior methods of producing cars, forcing rivals to adapt or die. “Efficiency was always the cornerstone of success in the automotive industry,” says Oliver Zipse, head of production at BMW. “As soon as you were not able to produce in a particular cost frame, you were out of the market.”
Carmakers are today investing in production plants that integrate reams of data with processes across the supply chain. Assembly times are being accelerated and downtime is being cut by fixing problems before they occur.
“The whole system is becoming enormously complex all of a sudden,” Mr Zipse says. He refers to the need for carmakers to incorporate new drive trains and autonomous technology, while keeping the speed of production cycle at just 60 seconds. “If you’re not able to [keep] this complex system working 100 per cent faultless, you will never do 60 second [manufacturing] cycles, and if you’re not doing 60 second cycles, you’ll never build 300,000 cars.”
“For most of human history, maps have been very exclusive,” said Marie Price, the first woman president of the American Geographical Society, appointed 165 years into its 167-year history. “Only a few people got to make maps, and they were carefully guarded, and they were not participatory.” That’s slowly changing, she said, thanks to democratizing projects like OpenStreetMap (OSM).
OSM is the self-proclaimed Wikipedia of maps: It’s a free and open-source sketch of the globe, created by a volunteer pool that essentially crowd-sources the map, tracing parts of the world that haven’t yet been logged. Armed with satellite images, GPS coordinates, local community insights and map “tasks,” volunteer cartographers identify roads, paths, and buildings in remote areas and their own backyards. Then, experienced editors verify each element. Chances are, you use an OSM-sourced map every day without realizing it: Foursquare, Craigslist, Pinterest, Etsy, and Uber all use it in their direction services.
When commercial companies like Google decide to map the not-yet-mapped, they use “The Starbucks Test,” as OSMers like to call it. If you’re within a certain radius of a chain coffee shop, Google will invest in maps to make it easy to find. Everywhere else, especially in the developing world, other virtual cartographers have to fill in the gaps.
The paradigm shift from the age of information to the age of reputation must be taken into account when we try to defend ourselves from ‘fake news’ and other misinformation and disinformation techniques that are proliferating through contemporary societies. What a mature citizen of the digital age should be competent at is not spotting and confirming the veracity of the news. Rather, she should be competent at reconstructing the reputational path of the piece of information in question, evaluating the intentions of those who circulated it, and figuring out the agendas of those authorities that leant it credibility.
Whenever we are at the point of accepting or rejecting new information, we should ask ourselves: Where does it come from? Does the source have a good reputation? Who are the authorities who believe it? What are my reasons for deferring to these authorities? Such questions will help us to get a better grip on reality than trying to check directly the reliability of the information at issue. In a hyper-specialised system of the production of knowledge, it makes no sense to try to investigate on our own, for example, the possible correlation between vaccines and autism. It would be a waste of time, and probably our conclusions would not be accurate. In the reputation age, our critical appraisals should be directed not at the content of information but rather at the social network of relations that has shaped that content and given it a certain deserved or undeserved ‘rank’ in our system of knowledge.
These new competences constitute a sort of second-order epistemology. They prepare us to question and assess the reputation of an information source, something that philosophers and teachers should be crafting for future generations.
It was during Kotka’s tenure that the e-Estonian goal reached its fruition. Today, citizens can vote from their laptops and challenge parking tickets from home. They do so through the “once only” policy, which dictates that no single piece of information should be entered twice. Instead of having to “prepare” a loan application, applicants have their data—income, debt, savings—pulled from elsewhere in the system. There’s nothing to fill out in doctors’ waiting rooms, because physicians can access their patients’ medical histories. Estonia’s system is keyed to a chip-I.D. card that reduces typically onerous, integrative processes—such as doing taxes—to quick work. “If a couple in love would like to marry, they still have to visit the government location and express their will,” Andrus Kaarelson, a director at the Estonian Information Systems Authority, says. But, apart from transfers of physical property, such as buying a house, all bureaucratic processes can be done online.
ROAD TRIPS. DRIVE-THROUGHS. Shopping malls. Freeways. Car chases. Road rage. Cars changed the world in all sorts of unforeseen ways. They granted enormous personal freedom, but in return they imposed heavy costs. People working on autonomous vehicles generally see their main benefits as mitigating those costs, notably road accidents, pollution and congestion. GM’s boss, Mary Barra, likes to talk of “zero crashes, zero emissions and zero congestion.” AVs, their champions argue, can offer all the advantages of cars without the drawbacks.
In particular, AVs could greatly reduce deaths and injuries from road accidents. Globally, around 1.25m people die in such accidents each year, according to the WHO; it is the leading cause of death among those aged 15-29. Another 20m-50m people are injured. Most accidents occur in developing countries, where the arrival of autonomous vehicles is still some way off. But if the switch to AVs can be advanced even by a single year, “that’s 1.25m people who don’t die,” says Chris Urmson of Aurora, an AV startup. In recent decades cars have become much safer thanks to features such as seat belts and airbags, but in America road deaths have risen since 2014, apparently because of distraction by smartphones. AVs would let riders text (or drink) to their heart’s content without endangering anyone.
Evidence that AVs are safer is already building up. Waymo’s vehicles have driven 4m miles on public roads; the only accidents they have been involved in while driving autonomously were caused by humans in other vehicles. AVs have superhuman perception and can slam on the brakes in less than a millisecond, compared with a second or so for human drivers. But “better than human” is a low bar. People seem prepared to tolerate deaths caused by human drivers, but AVs will have to be more or less infallible. A realistic goal is a thousandfold improvement over human drivers, says Amnon Shashua of Mobileye, a maker of AV technology. That would reduce the number of road deaths in America each year from 40,000 to 40, a level last seen in 1900. If this can be achieved, future generations may look back on the era of vehicles driven by humans as an aberration. Even with modern safety features, some 650,000 Americans have died on the roads since 2000, more than were slain in all the wars of the 20th century (about 630,000).
In Brooklyn, Uber is now bigger than taxis
October 12, 2015 marked the first day that Uber made more pickups in Brooklyn than yellow and green taxis combined. As of June 2016, Uber makes 60% more pickups per day than taxis do, and the gap appears to be growing. Lyft has also surpassed yellow taxis in Brooklyn, but still makes fewer pickups than green boro taxis.
The city of Portland has tapped into an unexpected stream of revenue: Uber and Lyft. A 50-cent surcharge, which is paid by passengers for every ride-hailing trip or taxi, has raised $6.7 million since 2016, according to data obtained through a public records request.
By law, the revenue can only be used for enforcement and regulation of the ride-hailing and taxi industries, which puts the city in an unusual position. The 50-cent surcharge is currently bringing in more money than the city needs to run the program.
“The program is not designed to make money,” said Dave Benson, a senior manager for the Portland Bureau of Transportation. “Right now we have about 3 million in excess dollars.”
As ride-hailing services increase in popularity, the city expects to generate even more revenue.
Last year, Uber, Lyft and taxis recorded a record 10 million rides in Portland, according to PBOT.
“Ten million rides is enough for 15 rides for every man, woman and child in the city of Portland,” said Benson. “I thought we would have hit the ceiling by now. Every quarter we see the numbers going up.”
Rather than building and operating its own auto-assembly plant, which has required billions of dollars of capital expenditures for Tesla, EVelozcity is in talks with U.S. and Chinese companies for contract production, Krause said. Also unlike Tesla, it will source batteries, motors and components for autonomous driving capability from outside suppliers.
“Over time battery packs and electric motors will not offer a potential for differentiation anymore,” Krause said. “The technology is evolving and that will be a commodity over time.”
The brand’s value will come from unique design and engineering, taking a page from Apple.
“If you look at Apple, they are designers and engineers, they don’t necessarily manufacture themselves,” Krause said. “We want to develop an American boutique, native EV brand. That’s what we’re all about. We believe that the engineering and design skills are going to be the core ones, not the manufacturing ones.”
Volkswagen AG secured 20 billion euros ($25 billion) in battery supplies to underpin an aggressive push into electric cars in the coming years, ramping up pressure on Tesla Inc. as it struggles with production issues for the mainstream Model 3.
The world’s largest carmaker will equip 16 factories to produce electric vehicles by the end of 2022, compared with three currently, Volkswagen said Tuesday in Berlin. The German manufacturer’s plans to build as many as 3 million of the cars a year by 2025 is backstopped by deals with suppliers including Samsung SDI Co., LG Chem Ltd. and Contemporary Amperex Technology Ltd. for batteries in Europe and China.
A local city council member is beginning to float the idea of taxing ridehailing companies like Uber and Lyft as a possible way to raise millions of dollars and help pay for local public transportation and infrastructure improvements.
If the effort is successful, Oakland could become the first city in California—Uber and Lyft’s home state—to impose such a tax. However, it’s not clear whether Oakland or any other city in the Golden State has the authority to do so under current state rules.
Councilwoman Rebecca Kaplan told the East Bay Express that she wants the city council to put forward a ballot measure that would tax such rides.
“The power to tax is a separate power regardless of whether or not you can regulate something,” said Kaplan in an interview with the alt-weekly. “They’re using our streets to do business, and we don’t currently have any revenue from it.”
For now, no California city taxes on a per-ride basis—although airports are allowed to impose a pickup and drop-off fee. That fee at Oakland International Airport, for instance, is $3.70, paid by the passenger.
Other American cities, such as Seattle and Chicago, currently impose add-on fees ranging from 14 cents to 40 cents per trip. Since 2016, Massachusetts has imposed a five-cent fee to subsidize the state’s taxi industry.
Stephan Schaller, the BMW Motorrad MD isn’t one to mince words. When he launched the electric Concept Link at the Concorso d’Eleganza Villa in 2017 he and the mammoth motorcycle manufacturer already stated that he believed that vehicles that ‘move in the city’ would be the focus for the company’s electric future; referring directly to scooters such as the C-Evolution or the Concept Link.
Now, in an interview with Italian publisher Motociclismo, he speaks with even more clarity when discussing placing batteries into larger, motorcycle-shaped frames.
“Building an electric motorcycle isn’t an impossible, technical challenge, and you can solve every problem. But can you imagine supplying electricity in the desert?”, he continues, referring to putting batteries into a GS Adventure.
As Southern California continues to embrace ‘dockless’ bike sharing, a new player in the app-based mobility market has picked up considerable momentum — electric scooters.
These motorized scooters have created a challenge for local authorities as riders of all ages from beach communities to urban centers have in recent weeks and months been riding illegally on sidewalks and without helmets.
Like dockless rental bikes, users can unlock the scooters using a smart phone and then drop them anywhere. The business comes in contrast to the docked model, where users must pick up and return bikes to a fixed station.
Most recently, the city of San Diego seems to have been caught flatfooted enforcing state laws on the increasingly popular motorized scooters.
The problem with the city’s argument for regulating Bird is that it’s claiming that Bird should be governed by current ordinances that cover… food trucks. It’s the benefit (for Bird) of operating in a legally grey area with a service that lawmakers could never have predicted when writing regulations — something, again, that VanderZanden is familiar with from his days in the wild world of ride-sharing.
What’s also familiar is the phenomenon that taking a Bird (flipping a Bird?) has become. It’s a legitimate phenomenon in Los Angeles — with investors and customers alike excited about the potential of a low-cost, last-mile solution providing fast rides for an initial cost of $1 and 15 cents per minute traveled.
One executive from Sidewalk Labs visiting Los Angeles from New York couldn’t stop talking about the transformative potential of last-mile mobility solutions like Bird when I spoke to them weeks ago (Sidewalk Labs has not been mentioned as an investor in the latest financing for the company).
Wednesday, 9pm, raining. You just finished watching Bergman’s latest movie and you really want to be home soon, without having to walk around in the rain. You open your car2go app, only to find that the nearest car is good 20 minute walk from you. Well, the öffi it is, then.
As an avid user of car-sharing services I found myself in a similar situation quite often, staring at an empty screen, hoping for at least one available car to appear in a reasonable vicinity. Every time I thought whether it’s just bad luck, or whether I am literally in the wrong place at the wrong time. Is there a pattern to the availability of car sharing cars? Where (and when) do you have the highest chance of getting a car?
Zhu’s e-bike, which he bought for around $1,000, is his lifeline. When he spoke to Fast Company, he was getting over a cold, but the extra boost from his motor allowed him to keep pedaling without exhausting himself. If he stopped making deliveries, even for a day, he would fall behind on rent and supporting his family. He tries to fit as many deliveries in as possible during a shift; there’s no other way for him to earn enough in tips to supplement his low hourly pay. And for that, the quicker bike is essential. “It would be impossible to make all those deliveries without it,” he says.
But under a revamped policy recently implemented by New York City mayor Bill de Blasio, Zhu could face fines, or even confiscation, for riding his e-bike in the city. Technically, due to a mismatch in the law, electric bikes are legal to own but illegal to operate, in New York. (Federal law treats motorized bikes like regular bikes. New York state law considers them vehicles, but there’s no way for riders to register them.) The New York Police Department has variably enforced this law over the years; there have been previous incidences of crackdowns on people who ride e-bikes, but this one is different: It was declared as official policy by the mayor.
It’s also been received with total silence from delivery companies like GrubHub, which have facilitated the massive boom in delivery work in cities like New York. The company issued a statement to Fast Company stating that all workers and restaurants that use the platform are obliged to follow local laws, but GrubHub has largely skirted commentary on the e-bike ban, particularly its effect on workers (the company did not respond to multiple attempts for further comment). This silence testifies to a fundamentally untenable problem within the gig economy–the distance between the big tech companies at the top, and the often vulnerable workers that power them on the bottom. While immigrant and bike advocates push for e-bike legalization, de Blasio’s crackdown should serve as a reckoning for gig economy companies regarding how they protect their workers, and under what terms.
In this report, we examined more than 13.9 million vehicle transactions to delve deep into what drives buyer loyalty at both the segment and the brand level. We uncover the reasons why shoppers have made such a dramatic pivot away from passenger cars toward SUVs. We call out the specific man- ufacturers that are managing to attract buyers to their passenger cars, and how that’s giving them an edge in overall buyer loyalty. We name the spe- cific brands, both mainstream and luxury, that are doing the best job at keeping car shoppers in their brand family — and call out exactly what they’re doing right.
GERMAN carmakers have much in common with the self-confident roadhogs who favour their vehicles. The cars they produce, with sleek design, doors that close with a satisfying thunk and roomy interiors swagged with leather and technology, are the dominant force at the upper end of the car market worldwide. At home, too, they are the purring engine of the economy; carmaking is by far Germany’s biggest industrial sector.
But cars are changing. Electric power and autonomous vehicles will alter radically the way they are used (see special report). The difficulty in adapting threatens not only future revenues and profits at the big three—Daimler, BMW and Volkswagen (VW)–but also Germany’s status as a mean economic machine.
It’s only a matter of time before American roads are filled with self-driving cars. In fact, it is quite likely that within the next decade or so, all the vehicles we see on the road will be self-driving, making the cars of today a thing of the past.
Already, the race to develop these vehicles is well underway, as major companies from Volvo to Alphabet Inc, the parent company of Google, are competing to have the first line of autonomous cars to obtain government approval.
We’ve said for some time that Uber and Lyft are exploiting the fact that their drivers don’t understand their own economics and don’t factor in the wear and tear on their vehicles. One former Uber driver did a back of the envelope work up and argued that you’d make more than minimum wage only if your car was more than six years old. The fact that only 4% of Uber drivers continue for more than a year suggests that working for these ride-sharing companies is an unattractive proposition.
A large-scale study confirms these doubts about driver pay, and then some. A team from Stanford, Stephen M. Zoepf, Stella Chen, Paa Adu and Gonzalo Pozo, under the auspices of MIT’s Center for Energy and Environmental Policy Research obtained information from 1100 Uber and Lyft drivers using questionnaires and information about vehicle-specific operating costs, such as insurance, maintenance, repairs, fuel and depreciation.
Their main finding:
Results show that per hour worked, median profit from driving is $3.37/hour before taxes, and 74% of drivers earn less than the minimum wage in their state. 30% of drivers are actually losing money once vehicle expenses are included. On a per-mile basis, median gross driver revenue is $0.59/mile but vehicle operating expenses reduce real driver profit to a median of $0.29/mile.
If you gross up the median hourly profit to gross revenue, using the same ratio for gross revenue versus net profit per mile, median gross revenue is only $6.86 an hour, still below minimum wage. These drivers would be better off doing almost anything else. Consider the safety risks. From Wired:
German cities can ban the most heavily polluting diesel cars from their streets, a court ruled on Tuesday, a move that could accelerate a shift away from the combustion engine and force manufacturers to pay to improve exhaust systems.
The court said Stuttgart, which styles itself the birthplace of the modern automobile and is home to Mercedes-maker Daimler, should consider gradually imposing a year-round ban for older diesel models, while Duesseldorf should also think about curbs.
Many other German cities exceed European Union limits on nitrogen oxide (NOx), known to cause respiratory disease. After the ruling, the northern city of Hamburg said it would start to implement limits on diesel vehicles from the end of April.
There has been a global backlash against diesel-engine cars since leading German carmaker Volkswagen (VOWG_p.DE) admitted in 2015 to cheating U.S. exhaust tests. The scandal has spread across the industry and boosted investment in electric vehicles.
I’ve spent most of the last six years playing around with data and drawing insights from it (a lot of those insights have been published in Mint). A lot of work that I’ve done can fall under the (rather large) umbrella of “data science”, and some of it can be classified as “machine learning”. Over the last couple of years, though, I’ve been rather disappointed by what goes on in the name of data science.
Stripped to its bare essentials, machine learning is an exercise in pattern recognition. Given a set of inputs and outputs, the system tunes a set of parameters in a mathematical formula such that the outputs can be predicted with as much accuracy as possible given the inputs (I’m massively oversimplifying here, but this captures sufficient essence for this discussion).
One big advantage with machine learning is that algorithms can sometimes recognize patterns that are not easily visible to the human eye. The most spectacular application of this has been in the field of medical imaging, where time and again algorithms have been shown to outperform human experts while analysing images.
In February last year, a team of researchers from Stanford University showed that a deep learning algorithm they had built performed on par against a team of expert doctors in detecting skin cancer. In July, another team from Stanford built an algorithm to detect heart arrhythmia by analysing electrocardiograms, and showed that it outperformed the average cardiologist. More recently, algorithms to detect pneumonia and breast cancer have been shown to perform better than expert doctors.
Autonomous vehicles will transform personal mobility by slashing the cost per mile relative to a traditional taxi, Uber, or personal car, according to ARK’s research. Here, we evaluate which firms will reap the benefits of a new market which promises to ramp from essentially $0 now to $10 trillion in global gross annual revenues by 2030.1
We expect four types of firms to get a cut of the estimated $0.352 in revenue per mile that autonomous taxis will charge: platform providers, lead generators, vehicle manufacturers, and owner/operators, as shown below. Some companies probably will benefit from more than one source of revenues.
On any given day, there could be a half dozen autonomous cars mapping the same street corner in Silicon Valley. These cars, each from a different company, are all doing the same thing: building high-definition street maps, which may eventually serve as an on-board navigation guide for driverless vehicles.
These companies converge where the law and weather are welcoming—or where they can get the most attention. For example, a flock of mapping vehicles congregates every year in the vicinity of the CES technology trade show, a hot spot for self-driving feats. “There probably have been 50 companies that mapped Las Vegas simply to do a CES drive,” said Chris McNally, an analyst with Evercore ISI. “It’s such a waste of resources.”
Autonomous cars require powerful sensors to see and advanced software to think. They especially need up-to-the-minute maps of every conceivable roadway to move. Whoever owns the most detailed and expansive version of these maps that vehicles read will own an asset that could be worth billions.
Which is how you get an all-out mapping war, with dozens of contenders entering into a dizzying array of alliances and burning tens of millions of investment dollars in pursuit of a massive payoff that could be years away. Alphabet Inc.’s Google emerged years ago as the winner in consumer digital maps, which human drivers use to evade rush-hour traffic or find a restaurant. Google won by blanketing the globe with its street-mapping cars and with software expertise that couldn’t be matched by navigation companies, automakers and even Apple Inc. Nobody wants to let Google win again.
The companies working on maps for autonomous vehicles are taking two different approaches. One aims to create complete high-definition maps that will let the driverless cars of the future navigate all on their own; another creates maps piece-by-piece, using sensors in today’s vehicles that will allow cars to gradually automate more and more parts of driving.
BP’s latest Energy Outlook sees peak oil on the horizon for the first time — driven by the rise of shared and autonomous electric vehicles.
Under the Evolving Transition (ET) scenario, which assumes that policies and technology continue to evolve at a speed similar to that seen in recent past, oil demand slows and eventually plateaus in the late 2030s.
At the same time, the total passenger vehicle fleet will nearly double to 2 billion cars by 2040 — including more than 320 million EVs, up from roughly 3 million today. This represents a significant increase over previous forecasts.
Automakers have been installing wireless connections in vehicles and collecting data for decades. But the sheer volume of software and sensors in new vehicles, combined with artificial intelligence that can sift through data at ever-quickening speeds, means new services and revenue streams are quickly emerging. The big question for automakers now is whether they can profit off all the driver data they’re capable of collecting without alienating consumers or risking backlash from Washington.
“Carmakers recognize they’re fighting a war over customer data,” said Roger Lanctot, who works with automakers on data monetization as a consultant for Strategy Analytics. “Your driving behavior, location, has monetary value, not unlike your search activity.”
Carmakers’ ultimate objective, Lanctot said, is to build a database of consumer preferences that could be aggregated and sold to outside vendors for marketing purposes, much like Google and Facebook do today.
Toyota Motor Corp. is readying electric motors that include as much as 50 percent less in rare earths amid concern of a supply crunch as automakers race to expand their electric-vehicle lineups.
Asia’s biggest carmaker has developed a magnet for the motors that as much as halves the use of a rare earth called neodymium and eliminates the use of others called terbium and dysprosium, the company said at a briefing in Tokyo on Tuesday. In their place, Toyota will use the rare earths lanthanum and cerium, which cost 20 times less than neodymium. The carmaker plans to ask suppliers to manufacture the magnets.
Toyota sees demand for neodymium exceeding supply from 2025, by which time the carmaker intends to be offering an electrified version of every vehicle in its lineup. By 2030, Toyota aims to sell 5.5 million electrified vehicles — including 1 million wholly battery- or hydrogen-powered cars — accounting for half of its projected deliveries. Motors with the magnets can be used in any electrified powertrain, the company said.
Hydrogen — the H of H2O fame — turns out to be something of an all-purpose element, a Swiss Army knife for energy. It can be produced without greenhouse gases. It is highly flammable, so it can be used as a combustion fuel. It can be fed into a fuel cell to produce electricity directly, without combustion, through an electrochemical process.
It can be stored and distributed as a gas or a liquid. It can be combined with CO2 to create other useful fuels like methane or ammonia. It can be used as a chemical input in a range of industrial processes, helping to make fertilizers, plastics, or pharmaceuticals.
It is quite handy.
And it is the most abundant chemical element in the universe, so you’d think we’d have all we need. Sadly, it’s not that easy.
It is expensive, in both money and energy, to pry hydrogen loose from other elements, store it, and convert it back to useful energy. The value we get out of it has never quite justified what we invest in producing it. It is one of those technologies that seems perpetually on the verge of a breakthrough, but never quite there.
Seattle native Evan Johnson thinks he can change that. He thinks he’s finally figured out how to unlock a hydrogen economy.
In the skies above Hullavington airfield in south-west England, there was a time when trainee parachutists would leap out of planes into the void, trusting in the kit strapped to their backs to save them from falling to earth.
The former RAF base’s current inhabitant, Dyson, is embarking on its own adventure fraught with peril: a £2bn project to develop and build electric cars from scratch.
The UK company is betting on its ingenuity, engineering skills and technology to save it from falling to earth in its audacious attempt to break into the global automotive industry.
Uwe Michael, Head of the Electrics/Electronics Development Division at Porsche, on battery technology, charging times, apps and artificial intelligence – and how his team are remaining true to the Porsche ethos in this area.
Mr Michael, why is Porsche forging its own path in terms of charging technology?
Fast loading is a great match for our intelligent performance strategy. We’ve closely examined what customers really expect from e-mobility, and what they actually want. There are two key challenges in this respect: the power and performance of e-vehicles and, following on from this, the infrastructure. Customers have two main concerns in this regard, namely inadequate ranges and long charging times.
Via Farooq Butt.
It’s 2043. Few people in cities own cars anymore. It’s cheaper to rely on electric, self-driving taxis. Some vehicles are big enough to share; others are individually sized to make the most of limited street space. They have one button inside: Stop. Dynamic curbs—patrolled by enforcement droids—remain clear for deliveries, pick-ups, and drop-offs. Street parking no longer exists, and this space has been recaptured for better public uses.
That’s the future as seen by David Levinson, the University of Sydney transport professor who writes the popular Transportist blog and is co-author of the 2017 book The End of Traffic and the Future of Access. “Look back to the 1920s, and you have magazines that ask: What does the future look like?” he says. “Some of it is absurd. Why would we all be using blimps? But some of it’s still like: Why doesn’t the future look like that?”
Yes, we know it’s not really a bike. But the Nowergian Podbike is certainly an interesting development. We’ve seen some movement in the electric personal transport space over the last year or two: vehicles that are more than a bike, but still pedal-based. There’s the Schaeffler Bio Hybrid, for one, and the Iris e-trike for another. The Podbike hails from Norway, and is another solution to urban transport that’s lighter and more efficient than a car.
With an aim to revitalize Japan’s taxi industry and improve its efficiencies, Toyota Motor Corporation (Toyota) and JapanTaxi Co., Ltd. (JapanTaxi) have concluded a basic agreement on considering, among other activities, the joint development of services for taxi operators. They also agreed that, to strengthen ties between the two companies, Toyota will invest 7.5 billion yen in JapanTaxi and subscribe for and acquire shares to be newly issued by JapanTaxi though a third-party allocation.
Toyota has been exploring ways to revitalize and improve the efficiencies of Japan’s overall taxi industry through R&D and the development of services. Activities have included Toyota’s concluding a memorandum of understanding with the Japan Federation of Hire-Taxi Associations on August 5, 2016 to study areas for collaboration, leading to such activities as the start of verification testing on data collection using Toyota data-transmission driving recorders in the Tokyo metropolitan area.
Below you can download the book in several different formats. The license of the books is under a Creative Commons Attribution-Noncommercial-ShareAlike license, which lets you share it, remix it, and share your remixes, provided that you do so on a noncommercial basis.
Modern cars are more computerized than ever. Infotainment and navigation systems, Wi-Fi, automatic software updates, and other innovations aim to make driving more Âconvenient. But vehicle technologies havenâ€™t kept pace with todayâ€™s more hostile security environment, leaving Âmillions vulnerable to attack.
The Car Hackerâ€™s Handbook will give you a deeper understanding of the computer systems and embedded software in modern Âvehicles. It begins by examining vulnerabilities and providing detailed explanations of communications over the CAN bus and Âbetween devices and systems.
Without this shift away from car use, London cannot continue to grow sustainably. […] The design and layout of development should reduce the dominance of cars, and provide permeability to support active travel (public transport, walking and cycling), community interaction and economic vitality.
London is one of a number of major cities committing to the future where getting from point A to point B doesn’t depend on personal cars.
Reflected in this decision is a move towards micromobility, a trend of adopting more compact, efficient, and often shared modes of transportation in the urban setting. It is a counterweight to macromobility— transportation that relies on large vehicles for long distances and generic applications. As industry analyst Horace Dediu put it, “it’s the personal computer of 1980s.”¹
I am excited about the switch. As an enthusiastic cyclist and environmentalist, I’m quick to notice the tragedy of the commons flourishing in personal transportation, especially in the U.S. Driving in one’s own vehicle is comfortable, convenient, for some people fun. At the same time, it is seriously polluting the environment and supports a sedentary lifestyle. Both unquestionably are hurting public health outcomes.
As much as it is the means to connect, transportation has been divisive and discriminating throughout U.S. history. Observing some of the struggling areas of New Hampshire, where I happen to spend more time than I ever thought I would, has taught me that owning a car is often a prerequisite to having a job (one that barely pays for that same car).
Canada’s largest oil company announced on Wednesday that they will be cutting about 400 heavy-equipment operator positions over the next six years as they phase in a new fleet of self-driving trucks.
The company, Suncor Energy based in Calgary, Alberta, Canada, announced on Wednesday, January 31st, that it plans to deploy over 150 driver-less trucks, leading to job cuts starting as soon as 2019. At present, Suncor has nine self-driving trucks moving building materials at a job site in Alberta, making it one of the first companies in Canada to use autonomous trucks, reported Rueters.
Driving a car into the busiest parts of Manhattan could cost $11.52 under a major proposal prepared for Gov. Andrew M. Cuomo that would make New York the first city in the United States with a pay-to-drive plan.
Similar traffic charges are already used in cities like Singapore, Stockholm, London and Milan, but New York has rejected or ignored versions of them dating to at least the 1970s. The newest plan embraces the twin goals of easing Manhattan’s choking traffic while raising badly needed revenue for the city’s failing subways and buses.
Trucks would pay $25.34, and taxis and for-hire vehicles could see surcharges of $2 to $5 per ride. The pricing zone would cover Manhattan south of 60th Street. In a key change from past efforts, drivers would not have to pay if they entered Manhattan by all but two of the city-owned East River bridges, which are now free to cross, as long as they bypassed the congestion zone.
A boom in sales, a pickup in defaults, and risk premiums keep on dropping.
It’s all happening in the market for subprime auto bonds, where loans to American consumers with some of the patchiest credit histories are packaged into securities to be sold to big investors. A decade after risky mortgage lending toppled the U.S. financial system, the securities have rarely been so popular. But the collateral behind the bonds is getting less safe: car-owners are increasingly falling behind on bigger loans with longer repayment terms made against depreciating assets.
“As used-car values drop a bit and delinquencies and roll rates begin to increase, the subprime sector will show significant underperformance and lack of decent liquidity,” said Don McConnell, senior portfolio manager at Bank of Montreal’s BMO Global Asset Management in Chicago, who helps manage $15 billion of taxable bonds. He’s reinvesting cash from maturing notes elsewhere.
The outlook for trucking jobs has been grim of late. Self-driving trucks, several reports and basic logic have suggested, are going to wipe out truckers. Trucking is going to be the next great automation bloodbath.
But a counter-narrative is emerging: No, skeptics in the industry, government, academia are saying, trucking jobs will not be endangered by autonomous driving, and in the brightest scenarios, as in new research by Uber’s Advanced Technologies Group, there may be an increase in trucking jobs as more self-driving vehicles are introduced.
“We’ve been disappointed over the last year to see a lot of stories about how self-driving trucks are going to be this huge problem for truck drivers,” says Alden Woodrow, the product lead for self-driving trucks at Uber. “That’s not at all what we think the outcome is going to be.”
Over the past nine years, we’ve put our vehicles through the world’s longest and toughest ongoing driving test. Each day our vehicles can be found test driving on closed courses, on public roads, and in simulation. Waymo’s testing program is a critical aspect to building a safe and capable driver: it lets us extend our vehicle’s capabilities, try out new driving skills, and introduce new vehicle platforms and hardware.
As we prepare to launch Waymo’s self-driving ride-hailing service this year, we’ve accelerated the pace of testing at every level. Last year was a record year for Waymo:
Taxi transportation is deregulated in Finland in July 2018. The market moves from a system where the number of taxi licenses was limited to one where there are no arbitraly limits. This opens up the market for new players. One of them is Fixutaxi that brings flat rate 10 € rides to the capital Helsinki.
Opening up personal transportation is a global trend with US companies Uber and Lyft being the most prominent in western media, but there are many operators such as Dixi Chuxing in China and Yandex Taxi in Russia. After years of combatting Uber, Finland chose to embrace the change instead of wasting tax payer’s money.
In its 114-year history, Ford has been many kinds of automaker. A manufacturing innovator, a hawker of Mustang muscle, a pickup powerhouse. Now the company that helped put a car (or two) in every garage wants to be something else altogether: an operating system.
“With the power of AI and the rise of autonomous and connected vehicles, for the first time in a century, we have mobility technology that won’t just incrementally improve the old system but can completely disrupt it,” CEO Jim Hackett said in a keynote address at this year’s Consumer Electronics Show, trumpeting the pivot. “A total redesign of the surface transportation system with humans and community at the center.”
As Ford executives move to execute the plan, they unveiled yesterday a reorganization of the automaker’s young mobility business, with two acquisitions to help it along. It’s all in service of a new, very 21st century goal. Ford will put less effort into convincing people to plunk down their credit cards for personal cars (though that’s still important) and more into moving them from A to B, with a little Ford badge tacked onto whatever gets them there.
It’s a turbulent time for traditional automakers, which have to keep making money today while aggressively prepping for the market changes—carshare, ridehailing, self-driving—that will happen tomorrow. Ford’s news comes eight months after the company dismissed CEO Mark Fields in favor of Hackett, a former furniture exec who oversaw the formation of Ford’s mobility subsidiary—and promised a greater vision for the future. Earlier this week, the Detroit automaker posted disappointing quarterly profits. Ford blamed rising metal prices while CFO Bob Shanks said, “We have to be far fitter than we are.”
In lean times, every expenditure merits extra scrutiny. And while Ford Mobility President Marcy Klevorn did not disclose how much it spent on its new companies, she says they’re important steps on Ford’s path to becoming more than a big ol’ automaker. “We did an assessment of our strategy and what our gaps were and the speed we wanted to go,” she says. “We looked at where we thought we needed a really fast infusion of help.”
I thought I knew the VW emissions scandal story quite well. But I’ve never seen it so well laid out as in this documentary, Hard NOx, one of a new investigative Netflix series from Alex Gibney about scandal and corruption in the business world.
It is mainly told from a US viewpoint but the story is a global one, from 2015, when the German car manufacturer was discovered to have installed defeat devices to dupe emissions tests, affecting 11m vehicles.
Gibney directs and presents this episode himself, and brings to it an extraordinary thoroughness. He interviews everyone who could and would be interviewed – VW employees, scientists, testers, lawyers, car journalists, etc, and turns up new evidence, more shocking details about the scale of the deceit, the attempts to cover it up, and the unhealthy alliance between governments and car manufacturers that allowed it to happen in the first place.
He also sets Volkswagen in a historical context, going right back to Hitler and his people’s car, through the 60s counterculture of Beetles and Campers, to declining sales, and the intense pressure to sell more, at any cost, which is what a corporate culture permeated by fraud was born of.
But to Cottage Grove parents Tujama and Jeannine Kameeta, whose son is a freshman at Monona Grove High School, the novel “provides no educational value” and is racist itself due to how themes are presented and because of its use of racial slurs — the Kameetas counted 48 — in character dialogue, they said in a statement.
“By mandating students read this book the school district is subjecting students of color to racial harassment,” the statement said. Tujama Kameeta also clarified in an interview with the Wisconsin State Journal on Wednesday that he was OK with the book being available in the high school library but found it inappropriate as curriculum.
“The N-word is used so many times that it numbs the readers to its potency,” he said, also charging that the “novel reduces black people to passive, humble victims and ignores the reality of black agency in resistance.”
There are many newer books available that deal with “the same topics in more contemporary ways,” he noted, including those by minority authors who have “a different and more valid perspective when it comes to racism.”