When automakers were forced to make fewer vehicles with the chips they had available, Business Insider reports that "Naturally, they chose to prioritize those models that had the highest demand and made them the most money.

"At the same time, the reduction in the supply from all brands meant that dealers could make a sale without the traditional haggling over the vehicle's sticker price. The result has been a boon for automakers." Mark Wakefield, a consultant with AlixPartners in Detroit, told Bloomberg that US car companies were now making $3,000 more per car than average, as well as up to $10,000 more on certain pickups and SUVs.

One dealer who sells upgraded pickups in Ohio told Morning Brew that his dealership recently closed a deal in 52 minutes that would have taken four hours before the chip shortage. "The surprising part is the average selling price on those trucks is close to $100,000, and the consumer demand has still been sky-high," the dealer said.

Jim Farley, Ford's CEO, said in June that this new pricing power was "breathtaking" and indicated that the company wouldn't be returning to the days of guessing over how many cars it should produce and then marking them down until they sell. Mary Barra, GM's CEO, has also said that customer orders will play a larger role in her company's production strategy. Kevin Tynan, an auto analyst for Bloomberg, told Insider earlier this year that the industry has been trying to get off the incentives and discounting model for decades. "They don't totally hate this," he said, referring to the shortages. "Moving forward you're probably going to get an industry more like what we're seeing now, where supply is a little bit more managed, and incentives are not as aggressive as they've been."
The article summarizes the prediction of the Bloomberg auto analyst: "Good news for automakers and investors, but that also means consumers can expect to continue to see fewer options, higher prices, and a tighter used-vehicle market going forward."

"Lebanon's electricity network collapsed on Saturday," reports the Washington Post, "after the two most important power stations ran out of fuel, leaving private generators as the only source of power." The state-owned electricity company has been providing citizens with just a few hours of power a day for months, but the total collapse of the national grid will compound the misery of those who can't afford to run generators and had relied on those few hours. The outage marks the latest milestone in the unraveling of Lebanon, which is undergoing what the World Bank has described as one of the world's three biggest financial collapses of the past 150 years.

The banking system was the first to implode in 2019, triggering a 90 percent slide in the value of the currency that has left the government unable to afford fuel, food and medicine imports while plunging millions of Lebanese into poverty. The electricity grid ground to a halt after the country's two main power stations, Deir Ammar and Zahrani, ran out of diesel fuel, leaving the nationwide network without the minimum amount of power required to sustain it, said Energy Minister Walid Fayyad.

The government is working to secure emergency fuel supplies from other sources, including the army, to bridge the shortfall until a shipment of Iraqi oil due to arrive Saturday night can be offloaded and distributed into the network. At most, he said, the total outage can be expected to last only a couple of days, and he hoped to find a stopgap solution faster. But the collapse is a reminder of the dire state of Lebanon's electricity sector, which has been unable to provide 24-hour power for decades. In recent months, its capacity has been further eroded by the lack of money and by corruption, with smugglers diverting state purchases of fuel to sell at a profit in neighboring Syria.

A recent deal struck with Iraq to supply 80,000 tons of fuel a month still falls short of the minimum amount required to ensure a stable grid and at most will be able to keep the power on for about four hours a day, Fayyad said.

The Texas Tribune (an Austin-based non-profit digital news site) reports that climate change "has made the Texas heat worse, with less relief as nighttime temperatures warm, a report from the state's climatologist published Thursday found." Climate data also show that the state is experiencing extreme rainfall — especially in eastern Texas — bigger storm surges as seas rise along the Gulf Coast and more flooding from hurricanes strengthened by a warming ocean, the report says. Those trends are expected to accelerate in the next 15 years, according to the report, which analyzes extreme weather risks for the state and was last updated in 2019. The report was funded in part by Texas 2036, a nonpartisan economic policy nonprofit group named for the state's upcoming bicentennial.

The average annual temperature in Texas is expected to be 3 degrees warmer by 2036 than the average of the 1950s, the report found. The number of 100-degree days is expected to nearly double compared with 2000-2018, especially in urban areas. "From here on out, it's going to be very unusual that we ever have a year as mild as a typical year during the 20th century," said John Nielsen-Gammon, the Texas state climatologist who authored the report. "Just about all of them are going to be warmer."

A hotter Texas will threaten public health, squeeze the state's water supply, strain the electric grid and push more species toward extinction, experts told The Texas Tribune...

The entire baseline of temperatures in the state has shifted upward — a trend that is likely to continue to cause problems for the state's aging infrastructure, experts said. "I was surprised at how strong the upward trend was in the coldest temperatures of the summer," Nielsen-Gammon said. While global temperature analysis had already shown that trend, he said, it is now very clearly happening on the local level in Texas. Even this year, which was considered a mild year because Texas didn't see temperatures above 100 degrees in much of the state, Nielsen-Gammon said nighttime temperatures stayed warm enough to put 2021 in the top 20% of years with the hottest summer nights on record.

Italian winemakers have increasingly relied on migrant workers for the autumn harvest, but travel restrictions and soaring wage costs are pushing many to turn to machines. From a report: Last year's grape harvest was a harrowing scramble at Mirko Cappelli's Tuscan vineyard. With the Italian border closed because of the pandemic, the Eastern European workers he had come to rely on couldn't get into the country. The company he had contracted to supply grape pickers had no one to offer him. He ultimately found just enough workers to bring the grapes in on time. So, this year Mr. Cappelli made sure he wouldn't face the same problem: He spent â85,000, equivalent to $98,000, on a grape-harvesting machine. The coronavirus pandemic is pushing the wine industry toward automation.

Covid-related travel restrictions left severe shortages of agricultural workers last year, as Eastern Europeans and North Africans were unable to reach fields in Western Europe. Though the shortages have eased this year, the difficulty of finding workers has accelerated the shift, which was already under way across the agricultural sector. While harvests of some crops, like soybeans and corn, are already heavily automated, winemakers have been slower to make the switch. Vintners debate whether automated harvesting is more likely to damage grapes, which can affect the quality of the wine. The cost is a deterrent for many small farmers. Some European regions even ban machine harvesting.

For many vintners in Europe and the U.S., however, the difficulty of finding workers -- a problem they say had grown steadily for years but became acute during the pandemic -- has pushed them to take the robot plunge. It is a change that will outlast the pandemic and could shift longstanding migration patterns that bring tens of thousands of foreign workers to Italy, France and Spain for agricultural harvests each year. Ritano Baragli, president of Cantina Sociale colli Fiorentini Valvirgilio, a winemaker's group in Tuscany, said it has been getting harder to find pickers for several years, as locals increasingly shun the physically demanding, low-paid, short-term work while the demand for pickers has increased. But last year was the worst labor shortage of his half-century career in wine. Use of harvesting machines among the group's members increased 20% this year in response, he said.

An anonymous reader quotes a report from The Verge: Valve has posted an official teardown of its upcoming handheld gaming PC, the Steam Deck. Before diving into the teardown, though, the company spends about a minute to strongly caution against taking one apart unless you're sure you know what you're doing. "Even though it's your PC -- or it will be once you've received your Steam Deck -- and you have every right to open it up and do what you want, we at Valve really don't recommend that you ever open it up," a Valve representative said in the video. "The Steam Deck is a very tightly designed system, and the parts are chosen carefully for this product with its specific construction, so they aren't really designed to be user-swappable." Despite its warnings, however, the company likely understands that people are going to take the Steam Deck apart anyway, so this video could be a handy resource for people who are considering doing so.

In the video, Valve shows how to swap out two parts of the system. First, Valve shows how to replace the thumbsticks. The company cautions that they are completely custom, but says that it will offer a source for "replacement parts, thumbsticks, SSDs, and possibly more" in the coming months. After that, Valve shows how to swap out the SSD, which could be helpful for people who may have reserved the cheapest version of the device with an eMMC hard drive with the intention of upgrading it themselves. Be aware that all versions of the Steam Deck use an m.2 connector, including the version with the eMMC drive, so if you plan to make a swap, you're going to have to reinstall the OS and bring over any games you might have had loaded on your other drive.

On Tuesday, D-Wave released its roadmap for upcoming processors and software for its quantum annealers. The company is also announcing that it's going to be developing its own gate-based hardware, which it will offer in parallel with the quantum annealer. Ars Technica's John Timmer talked with company CEO Alan Baratz to understand all the announcements. An anonymous reader shares an excerpt from the report: The simplest part of the announcement to understand is what's happening with D-Wave's quantum-annealing processor. The current processor, called Advantage, has 5,000 qubits and 40,000 connections among them. These connections play a major role in the chip's performance as, if a direct connection between two qubits can't be established, others have to be used to act as a bridge, resulting in a lower effective qubit count. Starting this week, users of D-Wave's cloud service will have access to an updated version of Advantage. The qubit and connection stats will remain the same, but the device will be less influenced by noise in the system (in technical terms, its qubits will maintain their coherence longer). [...] Further out in the future is the follow-on system, Advantage 2, which is expected late next year or the year after. This will see another boost to the qubit count, going up to somewhere above 7,000. But the connectivity would go up considerably as well, with D-Wave targeting 20 connections per qubit.

D-Wave provides a set of developer tools it calls Ocean. In previous iterations, Ocean has allowed people to step back from directly controlling the hardware; instead, if a problem could be expressed as a quadratic unconstrained binary optimization (QUBO), Ocean could produce the commands needed to handle all the hardware configuration and run the problem on the optimizer. D-Wave referred to this as a hybrid problem solver, since Ocean would use classical computing to optimize the QUBO prior to execution. The only problem is that not everyone who might be interested in trying D-Wave hardware knows how to express their problem as a QUBO. So, the new version of Ocean will allow an additional layer of abstraction by allowing problems to be sent to the system in the format typically used by people who tend to solve these sorts of problems. "You will now be able to specify problems in the language that data scientists and data analysts understand," Baratz promised.

The biggest part of today's announcement, however, may be that D-Wave intends to also build gate-based hardware. Baratz explained that he thinks that optimization is likely to remain a valid approach, pointing to a draft publication that shows that structuring some optimization problems for gate-based hardware may be so computationally expensive that it would offset any gains the quantum hardware could provide. But it's also clear that gate-based hardware can solve an array of problems that a quantum annealer can't. He also argued that D-Wave has solved a number of problems that are currently limiting advances in gate-based hardware that uses electronic qubits called transmons. These include the amount and size of the hardware that's needed to send control signals to the qubits and the ability to pack qubits in densely enough so that they're easy to connect but not close enough that they start to interfere with each other. One of the problems D-Wave faces, however, is that the qubits it uses for its annealer aren't useful for gate-based systems. While they're based on the same bit of hardware (the Josephson junction), the annealer's qubits can only be set as up or down. A gate-based qubit needs to allow manipulations in three dimensions. So, the company is going to try building flux qubits, which also rely on Josephson junctions but use them in a different way. So, at least some of the company's engineering expertise should still apply.

Researchers at Northwestern University have devised a new method for recording information to DNA that takes minutes rather than hours or days. Interesting Engineering reports: The researchers utilized a novel enzymatic system to synthesize DNA that records rapidly changing environmental signals straight into its sequences, and this method could revolutionize how scientists examine and record neurons inside the brain. To record intracellular molecular and digital data to DNA, scientists currently rely on multipart processes that combine new information with existing DNA sequences. This means that, for an accurate recording, they must stimulate and repress the expression of specific proteins, which can take over 10 hours to complete.

The new study's researchers hypothesized they could make this process faster by utilizing a new method they call "Time-sensitive Untemplated Recording using Tdt for Local Environmental Signals," or TURTLES. This way, they would synthesize completely new DNA rather than copying a template of it. The method enabled the data to be recorded into the genetic code in a matter of minutes. "Nature is good at copying DNA, but we really wanted to be able to write DNA from scratch," Northwestern engineering professor Keith E.J. Tyo, the paper's senior author, said, in the press release. "The ex vivo (outside the body) way to do this involves a slow, chemical synthesis. Our method is much cheaper to write information because the enzyme that synthesizes the DNA can be directly manipulated. State-of-the-art intracellular recordings are even slower because they require the mechanical steps of protein expression in response to signals, as opposed to our enzymes which are all expressed ahead of time and can continuously store information."

When Facebook went down yesterday for nearly six hours, so did Oculus' services. Since Facebook owns VR headset maker Oculus, and controversially requires Oculus Quest users to log in with a Facebook account, many Quest owners reported not being able to load their Oculus libraries. "[A]nd those who just took a Quest 2 out of the box have reported that they're unable to complete the initial setup," adds PCGamer. As VRFocus points out, "the issue has raised another important question relating to Oculus' services being so closely linked with a Facebook account, your Oculus Quest/Quest 2 is essentially bricked until services resume." From the report: This vividly highlights the problem with having to connect to Facebook's services to gain access to apps -- the WiFi connection was fine. Even all the ones downloaded and taking up actual storage space didn't show up. It's why some VR fans began boycotting the company when it made all mandatory that all Oculus Quest 2's had to be affiliated with a Facebook account. If you want to unlink your Facebook account from Oculus Quest and don't want to pay extra for that ability, you're in luck thanks to a sideloadable tool called "Oculess." From an UploadVR article published earlier today: You still need a Facebook account to set up the device in the first place and you need to give Facebook a phone number or card details to sideload, but after that you could use Oculess to forgo Facebook entirely -- just remember to never factory reset. The catch is you'll lose access to Oculus Store apps because the entitlement check used upon launching them will no longer function. System apps like Oculus TV and Browser will also no longer launch, and casting won't work. You can still sideload hundreds of apps from SideQuest though, and if you want to keep browsing the web in VR you can sideload Firefox Reality. You can still use Oculus Link to play PC VR content, but only if you stay signed into Facebook on the Oculus PC app. Virtual Desktop won't work because it's a store app, but you can sideload free alternatives such as ALVR.

To use Oculess, just download it from GitHub and sideload it using SideQuest or Oculus Developer Hub, then launch it from inside VR. If your Quest isn't already in developer mode or you don't know how to sideload you can follow our guide here.

Car buyers are discovering that supply chain constraints "have thrusted prices upwards considerably for new and used vehicles alike," notes Jalopnik.

But while last month Fortune ran an article headlined "Chipmakers to carmakers: Time to get out of the semiconductor Stone Age," Jalopnik argues it's not that simple. The implication here is that the auto industry is far too reliant on archaic tech that isn't applicable to other consumer tech fields. It's now finally reckoning with its reluctance to change, and only a fool would invest in shops to pump out the outdated silicon cars require. But is that a fair assessment? As Fortune notes in its own piece, there are reasons why carmakers — some of the largest corporations in the world — choose the chips they do. The comparison to smartphones is moot... The potential ramifications of a glitch in a metal box traveling at many miles per hour are a little more severe. That's especially true if you're talking about modern vehicles with driver-assist functions...

I asked some auto industry veterans to weigh in... What automakers require is somewhat at odds with what chipmakers prefer and are tooled to produce: smaller, more densely packed chips, that can be manufactured at lower cost and yield more units.... However, to suggest as [Intel CEO] Gelsinger did that the burden to adapt should fall squarely on automakers simplifies the issue. General purpose chipmakers don't seem to grasp the unique challenges of the automotive sector — something that became clear to me after chatting with Jon M. Quigley, Society of Automotive Engineers member and columnist at Automotive Industries. "Qualifying a product, specifically testing activities, are costly and requires time, talent, and equipment," Quigley said. "Some of the test equipment requirements are expensive and often not on hand at the OEM but will require an external lab, and booking time at this lab can be a long lead time activity, and is necessary for certain product certifications. Depending upon the vehicle system commonality, this testing might have to be performed on multiple vehicle platforms. Making changes to an existing product, changing an integrated circuit that only has the difference in the manufacturing processes would still require this sort of testing. Unless there are some compelling associated cost improvements to recoup the investment, this is not very plausible."

It's easy for those of us on the outside to miss the many steps of validation automotive components are required to go through before they end up in what we drive. Ultimately, carmakers don't care how small or new a chip is; all that matters is that it works for its intended purpose and is properly vetted... Chipmakers want as much miniaturization as possible to maximize production efficiency, automakers need significant lead time to make sure a chip will work for them. Each industry has reasons for operating the way it does. That doesn't change the fact that someone's going to have to budge to address this shortfall....

Over time, the transition to newer technology may naturally happen, but certainly not quickly enough to Band-Aid the snags of the present moment. That doesn't give anyone a single, solitary scapegoat, and it's not the easy answer anyone likely wants to hear — not prospective shoppers, not automakers and not the CEO of Intel. But it's the most realistic answer nonetheless.
In the meantime, one analyst that Jalopnik spoke to predicted automakers will try strategic partnerships with chipmakers — that is, "find ways to own or control more of the chip supply base going forward by partnering with ASIC design companies who do similar design service for networking companies."

"Pound for pound, gallon for gallon, hour-for-hour, the two-stroke gas powered engines in leaf blowers and similar equipment are vastly the dirtiest and most polluting kind of machinery still in legal use," James Fallows writes.

"According to the California Air Resources Board (CARB), the two-stroke leaf blowers and similar equipment in the state produce more ozone pollution than all of California's tens of millions of cars, combined." How can such little engines do so much damage? It's all about technological progress, and the lack of it: Over the past 50 years, gasoline engines for trucks and automobiles have become so much more efficient that they have reduced most of their damaging emissions-per-mile by at least 95 percent... Two-stroke engines, by contrast, are based on long-obsolete technology that inefficiently burns a slosh of oil and gasoline, and pumps out much of the unburned fuel as toxic aerosols... They're the basis of noisy, dirty scooters and tuk-tuks in places like Jakarta, Hanoi, Manila, and Bangkok, where they're being phased out as too polluting.

Using a two-stroke engine is like heating your house with an open pit fire in the living room — and chopping down your trees to keep it going, and trying to whoosh away the fetid black smoke before your children are poisoned by it. But these machines persist in American landscaping because they are cheap. And because — to be brutally honest — the people paying the greatest price in much of suburban American are the hired lawn-crew workers...
Fallows points out America's Environmental Protection Agency concluded the engines expose their operators to unusually high levels of carcinogens include benzene and other dangerous substances. And "The noise produced by two-stroke engines really is different from other sounds. New acoustic research shows that its distinctive low-frequency noise penetrates vastly further than other machine-generated sound waves. It goes through solid walls.

"There is an obvious, rapidly improving alternative. That is battery-powered equipment (to say nothing of rakes)... If batteries can power a multi-ton F-150 truck, it is fatuous for landscapers to say that they aren't strong enough for a dozen-pound leaf blower."

Tesla announced that it's delivered a new record number of electric cars in its third quarter, according to Reuters, "beating Wall Street estimates after Chief Executive Elon Musk asked staff to 'go super hardcore' to make a quarter-end delivery push."

Slashdot reader McGruber shared Reuters' report: Tesla has weathered the chip crisis better than rivals, with its overall deliveries surging 20% in the July to September period from its previous record in the second quarter, marking the sixth consecutive quarter-on-quarter gains... Tesla delivered 241,300 vehicles globally in the July to September quarter, up 73% from a year earlier. Analysts had expected the electric-car maker to deliver 229,242 vehicles, according to Refinitiv data.

General Motors, Honda and some of its bigger rivals posted declines in U.S. sales in the third quarter, hit by a prolonged chip shortage. GM's third-quarter U.S. sales fell nearly 33% to its lowest level in more than a decade.

"Like a half-filled bag of salty snacks, there simply aren't enough semiconductor chips to go around these days," writes CNET.

"At General Motors, the crisis struck one of its biggest cash cows as Cadillac confirmed too few chips led it to scrap the Super Cruise [hands-free highway driving] feature from its flagship Escalade SUV."

Slashdot reader McGruber writes: A Cadillac spokesperson said "Super Cruise is an important feature for the Cadillac Escalade program. Although it's temporarily unavailable at the start of regular production due to the industry-wide shortage of semiconductors, we're confident in our team's ability to find creative solutions to mitigate the supply chain situation and resume offering the feature for our customers as soon as possible."
CNET adds that in addition, "Essentially, Super Cruise is unavailable across GM's entire lineup of cars."

Cloudflare, which has a network of data centers in 250 locations around the world, announced its first dalliance with infrastructure services today, an upcoming cloud storage offering called R2. From a report: Company co-founder and CEO Matthew Prince says that the idea for moving into storage as a service came from the same place as other ideas the company has turned into products. It was something they needed in-house and that led to them building it for themselves, before offering it to customers too. "When we build products, the reason that we end up building them is usually because we need them ourselves," Prince told me. He said that the storage component grew out of the need to store object components like images on the company's network. Once they built it, and they looked around at the cloud storage landscape, they decided that it would make sense to offer it as a product to customers too. [...] The R2 name is a little swipe at Amazon's S3 storage product and obviously a play on the name. The difference, according to Prince, is that they have found a way to reduce storage costs by up to 10% by eliminating egress fees. Cloudflare plans to price storage at $0.015 per GB of data stored per month. That compares with S3 pricing that starts at $0.023 per GB for the first 50 TB per month. Ben Thompson, writing at Stratechery: The reason that Cloudflare can pull this off is the same reason why S3's margins are so extraordinary: bandwidth is a fixed cost, not a marginal one. To take the most simplified example possible, if I were to have two computers connected by a cable, the cost of bandwidth is however much I paid for the cable; once connected I can transmit as much data I would like for free -- in either direction.

That's not quite right, of course: I am constrained by the capacity of the cable; to support more data transfer I would have to install a higher capacity cable, or more of them. What, though, if I already had built a worldwide network of cables for my initial core business of protecting websites from distributed denial-of-service attacks and offering a content delivery network, the value of which was such that ISPs everywhere gave me space in their facilities to place my servers? Well, then I would have massive amounts of bandwidth already in place, the use of which has zero marginal costs, and oh-by-the-way locations close to end users to stick a whole bunch of hard drives.

In other words, I would be Cloudflare: I would charge marginal rates for my actual marginal costs (storage, and some as-yet-undetermined-but-promised-to-be-lower-than-S3 rate for operations), and give away my zero marginal cost product for free. S3's margin is R2's opportunity.

Rolls-Royce is the latest automaker to reveal plans to move entirely to electric vehicles within the next decade. Engadget reports: Spectre, Rolls-Royce's first EV, will arrive in the last quarter of 2023. The BMW brand plans to start testing the vehicle soon, according to Reuters. Rolls-Royce teased the EV in some images, but it literally kept the Spectre's design under wraps. Rolls-Royce CEO Torsten Muller-Otvos said that by 2030, the automaker "will no longer be in the business of producing or selling any internal combustion engine products." Sibling brand Mini has made a similar pledge. Parent company BMW has not set a date for making a full switch to EVs, though it aims to move half of production to electric models by the end of this decade.

A global deceleration of laptop sales is being linked in a new report from market research firm Trendforce to increasing vaccination rates and a corresponding decrease in remote work and remote learning. From a report: According to the findings, demand for Chromebooks slid by over 50 percent during one month since July. And notebook shipments for the remainder of the year are expected to be affected by the COVID-19 pandemic and the shifting demand from businesses. Trendforce said that interest for ChromeOS-powered laptops within the last year had primarily been driven by remote learning. The analyst pointed to rising vaccination rates in North America, Europe, and Japan throughout the second half of 2021 as recently slowing demand for Chromebooks.

After being a "primary driver" of overall laptop shipments in the first half of 2021, Chromebook shipments dropped by over 50 percent during one month in the second half of the year. And because Chromebooks represent a "relatively high share" of HP's and Samsung's overall laptop shipments, the OEMs' shipments are predicted to fall by 10 to 20 percent from the first half of the year to the second half. Still, it's not all downhill from here for Chromebooks -- Trendforce still expects a total of 36 million devices shipped in 2021. "The US FCC released the Emergency Connectivity Fund, which totals US$7.17 billion, in July in order to facilitate the purchase of such equipment as notebooks, tablets, and network connectivity devices by schools and libraries," Trendforce said. "This fund will likely sustain the demand for Chromebooks for the next year."

em1ly shares a report from Motherboard: Amazon's new robot called Astro is designed to track the behavior of everyone in your home to help it perform its surveillance and helper duties, according to leaked internal development documents and video recordings of Astro software development meetings obtained by Motherboard. The system's person recognition system is heavily flawed, according to two sources who worked on the project. The documents, which largely use Astro's internal codename "Vesta" for the device, give extensive insight into the robot's design, Amazon's philosophy, how the device tracks customer behavior as well as flow charts of how it determines who a "stranger" is and whether it should take any sort of "investigation activity" against them.

The meeting document spells out the process in a much blunter way than Amazon's cutesy marketing suggests. "[Astro] slowly and intelligently patrols the home when unfamiliar person are around, moving from scan point to scan point (the best location and pose in any given space to look around) looking and listening for unusual activity," one of the files reads. "Vesta moves to a predetermined scan point and pose to scan any given room, looking past and over obstacles in its way. Vesta completes one complete patrol when it completes scanning all the scan point on the floorplan." [...]

Developers who worked on Astro say the versions of the robot they worked on did not work well. "Astro is terrible and will almost certainly throw itself down a flight of stairs if presented the opportunity. The person detection is unreliable at best, making the in-home security proposition laughable," a source who worked on the project said. "The device feels fragile for something with an absurd cost. The mast has broken on several devices, locking itself in the extended or retracted position, and there's no way to ship it to Amazon when that happens." "They're also pushing it as an accessibility device but with the masts breaking and the possibility that at any given moment it'll commit suicide on a flight of stairs, it's, at best, absurdist nonsense and marketing and, at worst, potentially dangerous for anyone who'd actually rely on it for accessibility purposes," the source said.

Amazon announced its long-rumored $999 Astro home robot on Tuesday. CNBC: I had a chance to check it out in a demo with Amazon last week and wanted to share a few thoughts on what Astro is, what it can and can't do and why Amazon decided to build a home robot. Astro seems like a strange gadget for Amazon to launch. The company is best known as an online store. And most of its operating profit comes from its AWS cloud business. Notably, Astro is a "Day 1 Edition" product, which means it won't be sold to everyone at first. [...] Astro is about the size of a small dog. It roams around your house on three wheels, including two big ones that prevent it from getting stuck and a smaller one for rotating. It has a camera that rises up on a 42-inch arm that can keep an eye on your home as Astro patrols while you're away. It can follow you around and play music or display TV shows on its 10-inch touchscreen. It can recognize faces (if you want it to) so you can load up two sodas in the back storage compartment and tell Astro to go to someone in the living room.

Astro is like a combo of lots of Amazon's other gadgets placed on wheels. The cameras can be used for home security or for video chat, sort of combining Amazon's Ring cameras with its Echo Show smart screens. The cameras are also used to create a map of your house when you set Astro up for the first time. You can talk to Astro much like you'd talk to an Echo or Alexa (you can change the name to Alexa if you want) to get sports scores or the weather. And you can play movies or TV shows like you would on an Amazon tablet or Fire TV.

Electric car inquiries are soaring as petrol stations in parts of the UK have started running out of fuel on Friday. The Guardian reports: While scenes of chaos play out at petrol stations across the country amid shortages, for many electric vehicle (EV) dealers the fuel crisis has led to an unexpected surge in inquiries and sales. EVA England, a non-profit representing new and prospective EV drivers, reports a rise in electric car inquiries and in interest at EV dealers, particularly in the last week. Along with existing factors such as the expansion of London's ultra-low emission zone, the fuel crisis has proved to be another trigger point, he said. "People were using it as 'this is the moment where I'm not going to put this off any longer,'" [said Martin Miller, owner of an electric car dealership in Guildford, Surrey].

The EV market is no longer the preserve of innovators and early adopters, he said, with the most popular models the Nissan Leaf, Volkswagen ID 3 and Jaguar I-Pace. Ben Strzalko, the owner of Electric Cars UK in Leyland, Lancashire, said that as a small business it would take a few months to feel the knock-on effect of the fuel crisis on sales. But every time there are problems with petrol or diesel, he said they acted as "one more tick for people making that transition to electric cars." Matt Cleevely, the owner of Cleevely Electric Vehicles in Cheltenham, Gloucestershire, which specialises in used EVs, had a surge of inquiries over the weekend and on Monday morning from customers citing the fuel crisis as a reason for switching to electric. He expects enthusiasm to continue rising, with petrol shortages adding "fuel to the fire." Further reading: Europe's Energy Crisis Is About To Go Global As Gas Prices Soar (Bloomberg)

An anonymous reader shares a report from Daring Fireball, written by John Gruber: Chaim Gartenberg, writing for The Verge, "The Lightning Port Isn't About Convenience; It's About Control": "Notably absent from Apple's argument, though, is the fact that cutting out a Lightning port on an iPhone wouldn't just create more e-waste (if you buy Apple's logic) or inconvenience its customers. It also means that Apple would lose out on the revenue it makes from every Lightning cable and accessory that works with the iPhone, Apple-made or not -- along with the control it has over what kinds of hardware does (or doesn't) get to exist for the iPhone and which companies get to make them. Apple's MFi program means that if you want to plug anything into an iPhone, be it charger or adapter or accessory, you have to go through Apple. And Apple takes a cut of every one of those devices, too." Gartenberg summarizes a commonly-held theory here: that Apple is sticking with its proprietary Lightning port on iPhones because they profit from MFi peripherals. That it's a money grab.

I don't think this is the case at all. Apple is happy to keep the money it earns from MFi, of course. And they're glad to have control over all iPhone peripherals. But I don't think there's serious money in that. It's loose-change-under-the-couch-cushion revenue by Apple's astonishingly high standards. How many normal people do you know who ever buy anything that plugs into a Lightning port other than a USB cable? And Apple doesn't make more money selling their own (admittedly overpriced) Lightning cables to iPhone owners than they do selling their own (also overpriced) USB-C cables to iPad Pro and MacBook owners. My theory is that Apple carefully weighs the pros and cons for each port on each device it makes, and chooses the technologies for those ports that it thinks makes for the best product for the most people. "What makes sense for the goals of this product that we will ship in three years? And then the subsequent models for the years after that?" Those are the questions Apple product designers ask.

The sub-head on Gartenberg's piece is "The iPhone doesn't have USB-C for a reason". Putting that in the singular does not do justice to the complexity of such decisions. There are numerous reasons that the iPhones 13 still use Lightning -- and there are numerous reasons why switching to USB-C would make sense. The pro-USB-C crowd, to me, often comes across as ideological. I'm not accusing Gartenberg of this -- though it is his piece with the sub-head claiming there's "a" singular reason -- but many iPhones-should-definitely-use-USB-C proponents argue as though there are no good reasons for the iPhone to continue using Lightning. That's nonsense. To be clear, I'm neither pro-Lightning nor pro-USB-C. I see the trade-offs. If the iPhones 13 had switched to USB-C, I wouldn't have complained. But I didn't complain about them not switching, either. You'll note that in none of my reviews of iPad models that have switched from Lightning to USB-C in recent years have I complained about the switch. Apple, to my eyes, has been managing this well. But, if the iPhones 13 had switched to USB-C, you know who would have complained? Hundreds of millions of existing iPhone users who have no interest in replacing the Lightning cables and docks they already own. "In 15 generations of iPhones, Apple has changed the connector once. And that one time was a clear win in every single regard," adds Gruber. "Changing from Lightning to USB-C is not so clearly an upgrade at all. It's a sidestep."

Regardless of which side you take on this debate, it's inevitable that Apple iPhones will adopt USB-C. Last week, the executive arm of the European Union, the European Commission, announced plans to force smartphone and other electronics manufacturers to fit a common USB-C charging port on their devices. The rules are intended to cut down on electronic waste by allowing people to re-use existing chargers and cables when they buy new electronics. Unless Apple plans to skip out on the European market or pay a potentially steep fine for refusing to adopt the port, they'll likely give into the pressure and release a USB-C-equipped iPhone by the time this law goes into effect in late 2023 or 2024.

Tesla's Big Battery, located in southern Australia, just got hit with a federal lawsuit for failing to provide the crucial grid support it once promised it could. Motherboard reports: Built by Tesla in 2017, the 150-megawatt battery supplies 189 megawatt-hours of storage and was designed to support the grid when it becomes overloaded. Now operated by French renewable energy producer Neoen, it supplies storage for the adjacent Hornsdale wind farm, using clean energy to fill gaps that coal power leaves behind. It made waves at the time of its construction for being the largest lithium-ion battery in the world -- though it's now been superseded by another Tesla battery, the 300-megawatt Victorian Big Battery, also in Australia, which caught fire in July. On Wednesday, the Australian Energy Regulator (AER), the body that oversees the country's wholesale electricity and gas markets, announced it had filed a federal lawsuit against the Hornsdale Power Reserve (HPR) -- the energy storage system that owns the Tesla battery -- for failing to provide "frequency control ancillary services" numerous times over the course of four months in the summer and fall of 2019. In other words, the battery was supposed to supply grid backup when a primary power source, like a coal plant, fails.

The HPR's alleged pattern of failures was first brought to light during a disruption to a nearby coal plant in 2019, according to the regulator. When the nearby Queensland's Kogan Creek power station tripped on October 9, 2019, the HPR was called on to offer grid backup, having made offers to the Australian Energy Market Operator (AEMO) to do so. But the power reserve failed to provide the level of grid support that AEMO expected, and, in fact, was never able to do so in the first place, the lawsuit alleges, despite making money off of offering them. Though HPR did step in eventually, and no outages were recorded, the incident spurred investigation into a number of similar failures over the course of July to November 2019. The reserve's failure to support the grid in the way it promised created "a risk to power system security and stability," a press release on the lawsuit says.