In order to settle a lawsuit brought by the US Equal Employment Opportunity Commission, Activision Blizzard has agreed to establish an $18 million fund for eligible claimants — meaning, employees who were harmed by the company's discriminatory hiring and management practices. The EEOC lawsuit was filed Monday, and that same afternoon, Activision Blizzard announced the $18 million conclusion.

Activision Blizzard is the company behind blockbuster video game franchises including Call of Duty, World of Warcraft, Diablo and Overwatch. Activision Blizzard's revenue for the year 2020 was $8.1 billion, with a profit of more than $2 billion.

Today's $18 million agreement follows a three-year investigation into Activision Blizzard by the EEOC. The agreement is subject to court approval, and any leftover funds will be distributed among equality groups in the video game industry. The company is also upgrading its workplace policies and appointing a third-party equal opportunity consultant that will report to the Board of Directors and the EEOC.

This is just one of several lawsuits assailing Activision Blizzard at the moment. The first was filed by California's Department of Fair Employment and Housing on July 20th, following a years-long investigation that concluded Activision Blizzard executives fostered a sexist, frat-boy style culture, and the company routinely violated equal-pay and labor laws. Since then, the SEC has opened its own investigation into the company, investors have filed a separate lawsuit, and the National Labor Relations Board is looking into complaints of coercion and interrogation at Activision Blizzard in response to the recent legal pressure. Several high-profile executives have left the company.

Bitcoin and similar blockchain-based cryptos exhibit the same radical divergence from traditional scarcity economics that we first saw when MP3s and Napster cratered physical album sales at the turn of the century. Unlike gold, which derives its value from both its myriad uses in fashion and industry as well as the difficulty involved in extracting it from the Earth, acquiring new Bitcoin is as simple as digitally mining more of the stuff. In his latest book, The Future of Money, Senior Professor of Trade Policy at Cornell University, Eswar S Prasad deftly examines how we collectively assign value to these digital constructs and what that means for the economics of tomorrow.   

Harvard University Press

Copyright © 2021 by the President and Fellows of Harvard College. Used by permission. All rights reserved.

At a conference held in Scotland in March 2018, then Bank of England governor Mark Carney observed that “the prices of many cryptocurrencies have exhibited the classic hallmarks of bubbles including new paradigm justifications, broadening retail enthusiasm and extrapolative price expectations reliant in part on finding the greater fool.” The last phrase in his statement was an allusion to the period of seemingly ever-rising real estate prices during the US housing boom of the early to mid-2000s. High and rising real estate valuations seemed to be based on the notion that all it took to make money from a house purchased at inflated prices was to find just one buyer—an even greater fool than oneself—willing to pay an even higher price.

Carney’s speech came on the heels of another by Agustín Carstens, head of the Bank for International Settlements; he described Bitcoin as “a combination of a bubble, a Ponzi scheme and an environmental disaster.” Skeptics, including central bankers and academics, correctly note Bitcoin’s extremely volatile prices and the periodic price collapses it has experienced. Indeed, from an economist’s perspective, there is no logical reason Bitcoin should be priced beyond its value in providing an anonymous payment mechanism, let alone the sort of value it commands. Yet, even as it has shed all pretense of being an effective medium of exchange, Bitcoin has maintained the faith of its adherents. It seems not just to persevere but has become an increasingly prized store of value—or perhaps more accurately, an attractive speculative asset (at least as this book is being written—this could all change in a moment). What accounts for this?

To address this question, we must first consider what gives a financial asset, tangible or not, economic value. For one thing, an asset represents a claim on future goods and services. Owning a share of stock or debt issued by a firm is a claim on the firm’s future earnings, which in turn is based on its ability to create real products or services that have monetary value. The same is true for real estate, which yields real services to homeowners or renters that can be monetized. Owning a government bond is in principle a claim on future government revenues, which could come from taxes or other sources.

Gold is dif­ferent. It has an intrinsic value based on its industrial use, and it is also used in jewelry (and tooth fillings). But its market value seems far greater than its intrinsic value based on these uses. It appears that gold derives its value mainly from scarcity rather than its usefulness or any claim it offers of a future flow of goods and services. Scarcity by itself is clearly not enough; there has to be enough demand for an asset as well. Such demand could hang on a thread as slender as a collective belief in the market value of the asset—if you think there are other people who value gold as much as you do and enough people feel the same way, gold has value.

So is Bitcoin just a digital version of gold, with its value determined mainly by its scarcity? The limit of twenty-one million bitcoins is hardcoded into the algorithm, making it scarce by construction. But there still needs to be demand for it, as even Bitcoin cannot escape the basic laws of market economics, especially the determination of prices based on supply and demand. Such demand could of course be purely speculative in nature, as seems to be the case now that Bitcoin is not working well as a medium of exchange.

It does take copious amounts of computing power and electricity to mine Bitcoin, and unfortunately, computers and electricity have to be paid for in real money—which is still represented by fiat currencies. It has been argued that Bitcoin’s baseline price is determined by this mining cost. One research company estimated the electricity cost of mining one bitcoin in the United States to be about $4,800 in 2018. Another company estimated the overall break-even cost of mining a bitcoin in 2018 at $8,000, suggesting that this constituted a floor for its price. But this is hardly reasonable logic. Just because something takes a lot of resources to produce is not enough to create demand for it and, therefore, to justify its price.

Bitcoin devotees, needless to say, have an answer for this; given the technologically inclined nature of this community, it had to be a quantitative model. The model, if it can be called that, uses the ratio of the existing stock relative to the flow of new units as an anchor for the price.

Consider gold. The total stock of gold that exists in the world (above ground) is estimated at about 185,000 metric tons. Roughly 3,000 tons of gold are mined each year, which amounts to about 1.6 percent of the existing stock. Thus, the stock-to-flow ratio is about sixty. It would take that many years for annual gold production, assuming it continues at the average rate, to reproduce the existing stock. For silver, this ratio is about twenty-two. The logic of this pricing model appears to be that even doubling the annual rate of gold or silver production would leave their stock-to-flow ratios high, in which case they would remain viable stores of value with high prices. The physical constraints on supply—ramping up mining operations would take a long time—mean there is little risk of a surge in supply knocking down prices of the existing stock. By contrast, for other less precious commodities, including metals such as copper and platinum, the existing stock is equal to or lower than annual production. Thus, as soon as the price begins rising, production can be ramped up, preventing large price hikes. With these commodities, prices are more closely tied to values based on industrial and other practical uses.

In 2017 the stock of Bitcoin that had been mined was estimated to be around twenty-five times larger than that of the new coins produced in that year. This is high but still less than half of the stock-to-flow ratio for gold. Around 2022, Bitcoin’s stock-to-flow ratio is expected to overtake that for gold. Thus, if one accepts this logic, the price of Bitcoin must eventually rise.

This valuation is built entirely on a fragile foundation of faith. As one influential Bitcoin blogger puts it: “Bitcoin is the first scarce digital object the world has ever seen. . . . Surely this digital scarcity has value.” This blogger makes profuse allusions, which are echoed on most websites and chat boards frequented by Bitcoin adherents, to how Bitcoin and gold are analogous: “It is [the] consistently low rate of supply of gold that is the fundamental reason it has maintained its monetary role throughout human history. The high stock-to-flow ratio of gold makes it the commodity with the lowest price elasticity of supply.” Fiat money and other cryptocurrencies that have no supply cap, no Proof of Work consensus protocol, and no need of large amounts of computing power to keep operating are seen as less likely to retain value because their supplies are not constrained and can be influenced by the government or small groups of individuals or stakeholders.

Clearly, logic and reason are not important underpinnings of Bitcoin valuations. And it is hard to argue, as I have learned, with a twenty-fiveyear-old who bought his first bitcoin at $400, then kept buying, and now views every dip in Bitcoin prices as a buying opportunity to add to his stash. But, as an economist, one does worry for that young man (whom I sat next to at a conference in January 2019 and with whom I ended up having a long and heated discussion) and others who have bet their life savings on Bitcoin and other cryptocurrencies. Then again, with the price of Bitcoin where it is in April 2021, perhaps my time would have been better spent in the past few years acquiring some bitcoin rather than laboring on this book.

During Thursday's latest Nintendo Direct event, acclaimed video game designer Miyamoto Shigeru announced that the company's upcoming feature length animation project — in conjunction with American film studio, Illumination — now has a firm North American theatrical release date of December 21st, 2022.

While release dates for Europe, Japan, and other markets have yet to be revealed, Miyamoto did share the studio's key character casting decisions. Chris Pratt will voice Mario. "He's so cool," Miyamoto commented. Anya Taylor-Joy, star of Netflix's hit series Queen's Gambit will portray Princess Peach while It's Always Sunny in Philadelphia star Charlie Day will voice Luigi. Jack Black will of course be the voice behind series villain, Bowser, while Keegan Michael-Key has been cast as Toad. And, for some reason, Seth Rogan will be in this too as Donkey Kong? The company is also bringing back long-time voice actor Charles Martinet — who has portrayed Mario and the rest of his cohort in a number of games to date — to fill in on various cameos throughout the film.

A host of features are being added to Google's Android Auto experience, and the company's Automotive OS will come to more cars including, for the first time, Honda vehicles from 2022 onwards.

Google introduced its Android Auto app in 2015, enabling drivers to run a tethered connection between their smartphone and their vehicle’s stereo system to play music from the device, have Maps’ turn-by-turn directions be read aloud, and take calls through the sound system. In the six years since, both Android Auto and the infotainment systems they operate on have gotten a whole lot smarter. On Thursday, Google announced that it will be rolling out even more features and capabilities to drivers, whether they run Android Auto on their phones or directly through their cars.

While Android Auto has been designed to minimize distractions to the driver when on the road, initially connecting the phone to the infotainment or stereo system has to date been a whole thing. You’d have to make sure the Bluetooth radio was live on your phone, then cajole the vehicle into recognizing and pairing with the device, then remember the myriad various oral commands to incite Android Auto into doing what you actually wanted it to. But no longer! Drivers will soon be able to effectively automate the tethering process just by saying “Hey Google, let’s drive.” 

What’s more, Google has redesigned the Auto UI to enable access to a bevy of content sources including Amazon Music, Audible, iHeartRadio, JioSaavn, Pandora, Podcast Addict, SoundCloud, and YouTube Music with one-tap accessibility as well as have the system read incoming text messages aloud and allow the driver to respond by voice. Expect to see these new features arrive over the next few weeks in English-speaking markets as well as Germany, Spain, Mexico, France and Italy.

And for international travelers using dual-SIM phones, Android Auto will allow you to establish separate Work and Personal profiles and have their relevant contact lists and calendar appointments display, depending on when and why they’re behind the wheel.

For vehicles with in-car displays, Android Auto (the mirroring version, not what you’d find on the Polestar 2 or the XC40 Recharge) will soon boast a few new features, such as games. Google is partnering with GameSnacks to offer drivers quick and fun diversions to play while the vehicle is parked. Finally, an end to doom-scrolling while sitting in public charging lots. Conversely, Google is making paying for gas less interactive. Just say “Hey Google, pay for gas” to have the vehicle’s infotainment system complete a contactless payment with Google Pay. You do have to select the fuel grade and, you know, actually pump the gas but, still. The feature will be available at Exxon and Mobil gas stations to start with support for Shell, Conoco, Phillips 66 and 76 stations coming soon.

As for the integrated Android Automotive OS (like what you’d find in select Ford, GM, and Volvo vehicles), get ready to see it in a whole bunch of new makes and models. Google announced on Thursday that its latest partner is Honda, which will begin producing vehicles with built-in AAOS come the 2022 model year, and will soon be available in both the Chevy Silverado and the Renault Mégane E-Tech.

Back in 2019, Boston's Piaggio Fast Forward company released the first iteration of an automated cargo hauler for pedestrians, dubbed the Gita (pronounced JEE-tah). Two years, and multiple design improvements later, PFF is set to release a smaller, more nimble version which they're calling the Gitamini this October.

With a cargo volume of up to nearly 2,000 cubic inches and capable of carrying up to 44 pounds of gear and traveling at a top speed of 22 mph, the original Gita was a startlingly large machine able to hold a shopping carts-worth of groceries and keep up with cyclists. However, the Gita's size made it a liability to other pedestrians when navigating on crowded sidewalks, especially the earlier versions that relied on a belt-mounted tracker to know where its owners were.

The Gitamini, on the other hand, is about the size of a Border Collie (990 cubic square inches of cargo space) and weighs just 28 pounds. It can carry up to 20 pounds of gear and thanks to external handles the mini can easily be hoisted over curbs, stairs and other obstacles even when fully loaded. The mini is rated for a maximum range of 21 miles or around six hours of use before needing a recharge. What's more, PFF has traded in the belt-based tracker for advanced optics and machine vision. With the push of an onboard button, the mini will autonomously find, recognize and follow its "leader" using only visual and radar cues like color and motion — the robot does not require a GPS, cell, or wireless network connection in order to do so. 

Piaggio Fast Forward

The mini is also equipped with what the company is calling "pedestrian etiquette software." This trains the robot to follow its leader at a safe distance and speed while proactively anticipating the movements of the people around them. The mini's wheels are independently powered, enabling it to make Rivian-esque zero-radius tank turns, while a third motor is dedicated to maintaining the robot's balance when accelerating and braking. 

"Seeing the initial consumer response to Gita proved to us what a pioneer the product was within the consumer robotics industry,” said Greg Lynn, PFF’s CEO, said in a prepared statement. “The ask to ourselves then became, ‘how do we take what we have heard from people and create something different for a new segment of consumers?’’ Gitamini is the company's answer.

The Gitamini is slated to go on sale for $1,850 on October 15th while the original, larger Gita will see a price reduction to $3,250 at the same time. 

During a teleconference with journalists on Monday, NASA researchers revealed the decided landing and exploration site for its upcoming VIPER lunar ice survey. Lori Glaze, director of the Planetary Science Division at NASA Headquarters, announced that the VIPER mission will land along the western edge of "Relay crater" at the planet's south pole. 

NASA

The decision to select this landing site required balancing a number of competing factors. Mission control "considered critical parameters, such as Earth visibility — for communications from the moon to Earth — sunlight terrain that's well suited for the rover to navigate through, and most importantly, of course, the expected presence of ice and other resources," Glaze explained, "while analyzing all these constraints, one study area came out ahead of all the rest, maximizing science return and flexibility to help ensure mission success once Viper is on the moon."

During its 100-day mission, the VIPER rover is expected to investigate at least six potential sites covering 10 to 15 square-miles of lunar surface through one of the coldest areas in our solar system studied to date. That includes permanently-shadowed craters that have a good probability of potentially containing water ice. 

"We really don't know where that water is so we had to find a place where we could cover significant distances — and by significant distances I mean tens of kilometers — going in and out of thermal regimes that included everything from permanently shadowed craters with literally 50 Kelvin temperatures to areas that transitioned to a balmy 110 Kelvin, and then all the way up to 250 Kelvin," Anthony Colaprete, Lead Project Scientist at NASA Ames said during the call. "We want to study the entire range of thermal environments." 

Following reports last week that GM might have to extend the shutdown of its Bolt EV production until at least mid-October, the company announced on Monday that it has "outlined a comprehensive action plan to ensure that customers can safely and confidently drive, charge, and park the Chevy Bolt EV and EUV," according to a GM press release. Both LG plants at Holland and Hazel Park, Michigan have resumed production and dealer deliveries are expected to begin by mid-October. 

The battery fault that led to a model-wide recall of the electric vehicles beginning in August turned out to be a pair of issues. Manufacturing defects caused both for anodes to tear and cathode-anode separators to fold. Should both of these defects manifest within the same battery cell, it would have a higher chance of catching fire.

"LG has implemented new manufacturing processes and has worked with GM to review and enhance its quality assurance programs to provide confidence in its batteries moving forward," the GM statement read. "LG will institute these new processes in other facilities that will provide cells to GM in the future." 

GM has established a notification process to inform impacted customers as to when their replacement battery modules will be available. The company has also developed a diagnostic software suite designed to "detect specific abnormalities that might indicate a damaged battery in Bolt EVs and EUVs by monitoring the battery performance," per the release. The software has to be installed at the dealership but will enable Bolt EV owners to exceed the current GM-enacted 90-percent charge limit should their batteries pass muster. 

During the Roaring '20s just about everybody was convinced that dirigibles were not just the future of luxury travel but that these lumbering airships could also serve as platforms for scientific exploration and adventure. Why slog through malaria-infested jungles, parched deserts and frozen tundra when you could simply float an expedition to its destination? Among the technology's most fervent adherents were famed Norwegian explorer Roald Amundsen and Italian airship designer General Umberto Nobile. In 1928, Nobile attempted to lead the first expedition to land people at the North Pole aboard Airship Italia. However, a brutal storm forced the vessel to crash land, stranding its survivors with precious few provisions and setting off the largest arctic rescue effort in history. 

N-4 Down, by journalist and author Mark Piesing chronicles that rescue effort, led by Amundsen himself. In the excerpt below, we get a quick look at just what level of technological prowess the crew of the ill-fated expedition were actually dealing with.

Harper Collins Publishers

From N-4 Down by Mark Piesing. Copyright © 2021 by Mark Piesing. Reprinted by permission of Custom House, an imprint of HarperCollins Publishers.

Amundsen may have dreamed of multiple air bases in the Arctic Circle, but in 1925 his was one of the only ones. It consisted of two flying boats, no hangars, and a rough runway made from ice.

For the flight he had a team of six men who would be split between the two planes. Lincoln Ellsworth would be in one, Amundsen in the other. The Norwegian had also brought with him for the first time two journalists and a photographer to record the expedition.

The flying boats that Amundsen transported from Pisa, Italy, weren’t just any flying boats. The N-24 and N-25 were state-of-the-art Dornier Do J “whale” flying boats, which went on to pioneer many air routes across the world.

These expensive German-designed machines were cutting edge in 1925. This meant that they were all metal, with a whale-shaped hull and high, raised wings. Two stub wings, known as sponsons, kept the plane stable, while ribs on the hull gave the plane the strength to land on sea or ice. Two chunky Rolls-Royce Eagle propeller engines were arranged back to back: one to pull the plane through the air and the other to push it. The Eagle engines were the first aeroengines that Rolls-Royce ever built.

Alas, the pilots were still housed in an unheated open-air cockpit, obliged to wear woolen underwear, sweaters, two pairs of pants, a sealskin greatcoat as well as a leather jacket, a leather flying helmet, gloves, scarves, and heavy boots to stay warm while flying at high speeds. They all had a parachute (one of the conditions Ellsworth’s father made him agree to in exchange for his money), though the terrible battle to survive they would face if their parachutes worked was something it was better not to think about.

The state of aerial navigation wasn’t much better. Pilots, who still who relied on distinguishing features such as railways, rivers, and castles to help them work out where they were going, were always going to be challenged by the featureless and shifting Arctic landscape. As mariners had done for the last two hundred year, sextants could be used to determine their aircraft’s altitude, position, and ground speed. These sextants were of less use, of course, when visibility was blocked by fog or thick clouds. Then these early pilots could use a magnetic compass, which becomes less reliable the closer to the North Pole the aircraft flies, or a solar compass, which worked like a sundial by using the position of the sun to establish a bearing (particularly useful near the North Pole).

Radio had started to challenge these far older methods of navigation. Radio direction finding allowed a navigator to find the direction to a radio station, or beacon. Then if you could pick up the signals of two or more stations, or beacons, then you could work out where you were by simple triangulation. Airplane navigators had to take all these readings in conditions that didn’t lend themselves to accuracy, taking measurements and keeping records in what was usually a freezing cold — and sometimes open — cockpit in a noisy and unstable machine.

Unfortunately for the crew of his new expedition, the Amundsen of 1925 was not the Amundsen who beat Scott to the South Pole. It could be said that he had lost his eye for detail.

The planes had been test flown in the Mediterranean before they were shipped by train and boat to Kings Bay. What they hadn’t been was properly test flown in the below-freezing conditions of the Arctic. In 1925, no one really understood how these flimsy aircraft and their internal combustion engines would cope with the cold of the Arctic, and Amundsen didn’t seem particularly curious about the possible distinction. Then there were the sextants that didn’t work and the radio sets that hadn’t arrived yet, and which Amundsen decided they couldn’t wait for. Finally, Amundsen didn’t formulate any emergency procedures in the event that one of the planes had to land. Without the radios, there was no way for the crews to talk to each other midflight if something went wrong. He had compounded this risk by turning down the US Navy’s offer of the giant airship USS Shenandoah to act as a rescue ship the year before. But he did remember to take a moving-picture camera with them.

Amundsen’s haste was due to his worry that a narrow window in the Arctic weather was set to close. There was also the nagging fear that someone else would fly to the North Pole before him.

Finally, on May 21, 1925, after one last leisurely, rather staged cigarette to calm their nerves, and with a final shove of the plane from the miners — who were given the day off for the occasion — the two overloaded planes roared one after the other across the rough-ice runway like toboggans, the crews feeling every bump in the ice through the flying boats’ metal hull, then out on to the water and into the air. “It was unreal, mystic, fraught with prophecy,” Ellsworth wrote. “Something ahead was hidden, and we were going to find it.”

The low-lying fog quickly cleared. The film that the crew shot of the glaciers of Svalbard comprised the first images ever taken from the air of these rivers of ice.

Amundsen’s dream of flying over the Arctic Sea was realized. The explorers were covering in hours what would take a week to do with dogs and skis. “I have never seen anything more desolate and deserted,” Amundsen remarked. “A bear from time to time I would have thought, which could break the monotony a little. But no—absolutely nothing living.”

After eight hours, they should have been near the North Pole, and the plan was to try to land. But one of the engines of Amundsen’s plane started to splutter on their descent. It quickly became apparent that they had to land rather sooner than they wanted.

“I have never looked down upon a more terrifying place in which to land an airplane,” Ellsworth wrote. For what had looked like smooth ice from high altitude turned out to be cut by ridges, gaps of open water called leads, and icebergs.

Amundsen’s plane made it down safely thanks to the skills of his pilot. Ellsworth’s was not so lucky. His plane eventually found a stretch of water they too could land on. Unfortunately, distances are deceptive at that height and what had seemed long enough was too short. Ellsworth’s plane bounced across the surface of the sea and smashed into an ice floe. Water poured in. That the rivets on the hull had burst due to the rough takeoff only added to their problems.

Soon there was nothing Ellsworth and his men could do to rescue it; the flying boat floated there like a dead whale. Ellsworth’s men were cold and wet, and they had been awake for twenty-four hours. They needed rest and food, but there wouldn’t be any of either for a while. They had to try their best to protect the plane from being crushed by the ice or sinking while they tried to salvage what they could. Eventually they stopped, exhausted—and the peril Ellsworth and his men were in suddenly hit him. “In the utter silence this seemed to me to be the kingdom of death,” he wrote.

The two crews were now separated from each other by many miles. It was twenty-four hours before they spotted each other across the ice pack.

Even when they were in sight of each other, communication across the ice was hampered because no one knew Morse code or semaphore. Instead, the two crews managed to get a rudimentary flag system going between them. It took two to three hours to communicate a simple message. Walking across the ice wasn’t an option either. It was simply too dangerous.

They were lucky in the end. The blocks of sea ice floated closer together, making it possible for the crews to be reunited after five interminable days. This still wasn’t without risk. Attempts by the men to walk across the ice floes with as much equipment as possible nearly ended in disaster when two of them sank through the slush into the freezing water. One of the men screamed, “I’m gone! I’m gone,” as the current tried to pull him under the ice.

Amundsen looked shockingly changed, exhaustion and anxiety cut deep into his face, but he was now back in the world of the ice pack, a world he knew so well. Quickly he took control. He realized that they had to combine the supplies from both planes to give themselves a chance of survival. More important, perhaps, they were able to siphon the fuel out of Ellsworth’s plane to give them enough to reach home again with the heavier load of all the men on board. But before they could attempt this, they first needed to carve a runway out of the ice. Of course, they hadn’t brought any specialized tools with them, despite having planned to land at the North Pole.

Without radio contact, the world first suspected that something had gone wrong when the planes didn’t return to Kings Bay straight away. Even then, some people thought that the aviators could have stayed at the pole for a couple of days or even flown on to Alaska, as Amundsen had long wanted to do. Some remembered conversations where Ellsworth had said it might take a year for them to walk out of the wilderness if their plane crashed.

When nothing was heard from them, newspapers across America started to report that the planes were overdue. There were demands for a rescue effort to be launched. But the lack of ships, planes, airships, and any idea of where Amundsen and his men had crashed presented would-be rescuers with a fearsome challenge. Still, the pressure was there. One headline in the New York Times proclaimed, “Coolidge Favors Amundsen Relief Should He Need It; President Would Approve Naval Plan to Send One of Our Giant Dirigibles to the Arctic.”

The US Navy was keen to launch its own expedition to rescue Amundsen. Two years earlier, naval plans to explore the Arctic with one of its huge dirigibles had been canceled owing to the expense. Now they were pushing the president to dispatch the giant USS Shenandoah or USS Los Angeles airships to search for Amundsen. Either of the two ships could be ready in days for the mission, sources told the New York Times journalist. The flight itself to Greenland (a possible base for the mission) would then take a couple of days, depending on the weather and where the ships were based at that time. “Practically, every officer connected with the aeronautical service of the Navy will volunteer in the event that a call for help is made on behalf of Amundsen,” the reporter explained.

The next time you get pulled over in Michigan, it could be by a cop in an electric SUV — at least if Ford has anything to say about it. The American automaker is stepping up its Police Interceptor program, which modifies existing models for use by law enforcement, typically with beefed up suspensions, brakes and added horsepower. 

The company has pitched the idea to law enforcement agencies in the UK, while the city of Ann Arbor, MI already has two such vehicles on order. On Friday, Ford announced that it, in short order, will deliver one of its Mustang Mach-E Interceptor prototypes — which appears to be based on the Mach-E GT variant — to the Michigan State Police as well, where it will undergo real-world testing to see if the EV can handle the rigors of police work.

Ford hopes to "use the pilot program testing as a benchmark while it continues to explore purpose-built electric police vehicles in the future" as part of its $30 billion multi-year investment in EV technology. 

After GM shuttered all but four of its plants on account of the ongoing global chip shortage, the American automaker had to halt production at its Orion assembly plant, where its uncannily flammable Bolt EVs are built, on account of the vehicle battery recall. The Orion shutdown was only supposed to last until September 24th, to give GM time to properly address its battery issues, however, on Thursday, GM extended that shut down until at least the middle of October.

The company has not clarified when exactly Bolt EV production might restart but GM assured the public that sales will not resume until it has fully investigated and rectified the issue. Per Reuters, GM will continue "to work with our supplier to update manufacturing processes" until it is satisfied with the battery's performance and safety. There also still no word on when the six production plants that GM shut down due to the chip shortage will reactivate. These collective shutdowns have adversely impacted production of the Chevrolet Traverse, Equinox, Blazer, the Buick Enclave, and the GMC Terrain.