What’s stopping me (or you) getting an iPad Pro? The cost, for one. And a belief that anything I’d want to use an iPad for, I can already do with my eighth-generation vanilla model. That said, Nathan Ingraham’s review of the M2 iPad Pro did make me check if my bank balance could sustain the purchase. It can’t.
Apple’s top-end iPad hasn’t changed much since last year, with the same compromises around displays evident if you get the smaller model. In fact, aside from the M2, it’s pretty much the same as before, for better and, occasionally, worse. The major changes are all enabled by the even brawnier silicon inside that chassis.
That includes Stage Manager, the multitasking setup Apple hopes will unlock the iPad’s clearly hidden potential. Certainly, the system has not been warmly received by all iPad users, and Nathan found it lacking the usual level of elegance. Oh, and you can now shoot video in ProRes 4K at 30 fps. Useful? Not for many. Cool? Undoubtedly.
Unfortunately, such an iterative upgrade gave Nathan plenty of time to look for things that really should be fixed on a tablet that can cost well north of $2,000. That includes the awkward front camera placement − it’s clear for all to see it’ll be moved to the “top” side, like the new iPad, at some point.
Sony’s most recent financial results revealed it has sold more than 25 million PlayStation 5 consoles. That’s a staggering figure given the hardware’s high price, poor availability and strong competition. The company says it’s not even done and expects to shift a significant number of units through the holiday season. That’s the only way it’ll be able to hit an ambitious target to shift 18 million units in the financial year, which ends March 2023.
It needs to quell objections to its proposed purchase of Activision Blizzard.
Microsoft’s purchase of publisher Activision Blizzard has met resistance from fans and rivals for obvious monopoly concerns. Once it owns franchises, like Call of Duty, Microsoft could pull those titles to funnel buyers toward buying an Xbox. But Phil Spencer, head of Xbox, has promised that isn’t the case, saying it will support PlayStation for “as long as there’s a PlayStation.” That may not be enough to quell regulators, however, who are still picking through the deal to see if it’s going to hand the software giant too much power.
We may see the first orbital flight for SpaceX’s Starship craft as early as December, according to a senior NASA official. The trip, if successful, will see Starship launch from Boca Chica in Texas, orbit for a while, then land back in the ocean near Hawaii. It would also mean SpaceX has satisfied the FAA’s stringent requirements to ensure a launch is safe, both for SpaceX itself and the environment.
The company’s head of safety said the tweets weren’t widely seen.
Shortly after Elon Musk took over Twitter, a campaign of coordinated trolling started, to make people think the platform had relaxed its moderation policies. This included a surge of hate speech and hateful conduct on the site, forcing Twitter to address it. The company’s head of safety has revealed the platform has removed 1,500 accounts identified to be part of the campaign. Yoel Roth added that many instances of hate speech were not widely seen, and that work was continuing to address gaps in its enforcement policies.
Perks include fewer adverts and the ability to post longer videos.
Elon Musk says Twitter Blue will be a prerequisite for users looking to be verified, and its price will increase to $8 a month. The Twitter CEO added that Blue users will gain priority in replies, mentions and Twitter’s search feature. Some high-profile users, including author Stephen King and gaming account Nibellion, have already denounced the change. It remains to be seen if users will pay, or if this will just encourage more to look for greener social media pastures.
Meta has spent the GDP of a small country trying to make the metaverse a thing, and now we get to see the latest device designed to take us there. The Meta Quest Pro is a $1,500 flagship VR headset that should offer the best experience Mark Zuckerberg’s money can buy. And our Sam Rutherford has spent plenty of time with one and is full of praise for it.
Rutherford lauded the comfort, the design, the power and pretty much everything else about it, at least on a hardware level. The sting, of course, is that fancy hardware doesn’t mean much if there isn’t compelling software to back it up. And while there are some cool new apps able to take advantage of the Pro’s more muscular performance, it’s still a pretty thin selection.
As someone who would love to spend more time in VR but can’t find a headset that offers the right combination of eye (and neck) comfort, I’m excited to try the Pro. But, like many people, I’ll wait a year or two before investing in one, lest I wind up with a very pretty, very expensive piece of furniture gathering dust on my side table.
A luxury Chromebook has always been a bit of a paradox because Chrome is designed to work on the dirtiest of dirt-cheap hardware. HP’s Elite Dragonfly Chromebook fits the category, however, with a base model costing more than a grand, and our review model topping $1,500. Naturally, our Chromebook expert, Nathan Ingraham, put it through its paces and had plenty of nice things to say about it. Sadly, no matter how nice it is, it’s still 1,000-plus dollars for a Chromebook.
The process isn’t transparent, with a massive accountability gap.
The UK has been playing around with live facial recognition technology (LFR) for several years, but not in a way that’s ethical or legal. That’s the conclusion made by University of Cambridge researchers after analyzing its use by police forces in London and South Wales. The findings, published in a new study, said key information about how data is used has been “kept from view,” leaving unanswered questions around if the technology is used as a cover to justify racial profiling. Not to mention its overall efficacy, which third-party experts say is far lower than the forces themselves like to boast about.
An Instagram bug caused users to receive notices their accounts were suspended without cause. The issue also saw individual follower counts fall, as well as disruptions to the platform’s main image feed. Around eight hours later, Instagram said it had fixed the bug but declined to elaborate on what caused it. It’s the second high-profile service disruption to the image-sharing network in a month, and another sign not all is well inside Meta’s gilded walls.
Including students’ religions, sexual orientations and their parental income ranges.
Education provider Chegg is in the FTC’s sights after it exposed the personal information of more than 40 million users. Officials have filed a complaint accusing the company of treating private data “carelessly.” That included letting employees access databases with a single sign-in, storing data in plain text and using outdated password encryption. Chegg has already responded to the complaint, saying it takes its obligations seriously and will fully comply with the FTC’s order when it’s issued.
Twitter started verifying public figures to prevent scammers from distributing fake news. New owner Elon Musk, however, thinks the blue check is just a status symbol, and one people should pay for. The platform’s new owner has reportedly decided users will need to sign up for Twitter Blue to maintain verification, which will increase to $20 a month. It’s also reported Musk has given Twitter employees until November 7th to implement the changes, or he’ll start firing people.
I’m sure the blue check is, for some, little more than a bragging right, but it’s also Twitter’s fix to a fairly knotty problem. Back in the day, it was easy enough to create an account posing as a respected newswire to pump out fake stock information. The speed of Twitter’s platform means people can retweet something controversial about a stock price to their followers before they’ve clocked it came from the Well Street Jourral. Although, given Twitter’s new owner was responsible for the Funding Secured tweet, maybe that’s just allowed now.
If you were hoping to snag a 14- or -16-inch M2 MacBook Pro before the holiday season, brace yourself. A new report suggests while Apple had planned to launch the high-end machines this fall, the company has kicked things back. Bloomberg reporter Mark Gurman now believes we won’t see those models until March at the earliest. Hopefully, nobody is losing too much sleep over it, especially given just how much power the existing models are still throwing around.
Netflix’s popular adaptation of The Witcher is getting a fourth season, but without the star power of its original leading man. Henry Cavill, who played Geralt of Rivia for the show’s first three seasons, is (reportedly) freeing up his schedule to once again play Superman. Taking his place on the show is Liam Hemsworth, the youngest member of the Hemsworth acting clan, with a jaw that’s only marginally less square than his predecessor.
If Bob Ross were alive today, this is the sort of news that, I’m sure, would put a big ol’ smile on his big ol’ face. NASA’s Solar Dynamics Observatory has captured an image of the sun where it looks like it’s smiling. The cause of this is little more than the coincidental clustering of coronal holes, but it’s sufficiently cute that we imagine it’ll be everyone’s desktop background for the next month at least.
Apple earned plaudits for making the iPhone 14 more repairable compared to its predecessors, but the question of who can make those repairs remains. It appears the company has added an additional, seemingly-unnecessary layer of friction to the process of replacing a broken display. Much like in 2019, even genuine Apple screens are causing repaired iPhones to malfunction. Sources within the third-party repair community, who have asked not to be named for fear of reprisals, say that while tearing an iPhone 14 may be easier, getting it to work properly after is considerably harder.
Our sources say the new issue centers on the iPhone 14’s Always-On Display (AOD), which uses the phone’s two Ambient Light Sensors (ALS) to calibrate display brightness. In order to conserve battery life, when at night or when the phone is in your pocket, the display will shut down, leveraging the automatic brightness. If your display breaks, and you don’t use an Apple-authorized service center to replace it, however, the ALS shuts down, leaving the screen permanently black unless you can remember the position of the slider, and then you’ll be stuck manually adjusting your brightness.
(The Ambient Light Sensor has been an issue with previous iPhone releases, down to where its controller was sited. On the iPhone 12, for instance, it was mounted on a sensor flex itself that leant itself to mechanical failure. On the 13, it was moved to a new component cluster, reducing the risk of it breaking unexpectedly. Our source says that the iPhone 14’s sensor is in a similar place, and so any failure must be a software-related issue.)
YouTuber Hugh Jefferys posted a video about the problem, swapping the logic board between two brand new iPhones (both for the 14 and 14 Pro). Despite the fact that every component is new and Apple-made, the phones erupted into a chorus of error messages and broken features. FaceID, Battery Health, True Tone and Auto Brightness, as well as the forward-facing cameras are all disabled. When Jeffreys swapped them back, the problems persisted, and the phones were only “fixed” after he had downgraded to iOS 16.0.
The cause of this failure is Apple’s policy of “Parts Pairing,” tying individual components to the phones that carry them. A display – a commonly broken part – will have a unique ID logged in its hardware that the iPhone checks for whenever it boots. As far as the phone is concerned, it will only work properly if it has its “own” display attached, and if it’s not detected, it won’t work. Users will instead see a bunch of error messages urging them to go to their local Apple support technician. These messages will, eventually, stop, but your device will be marked as hosting unauthorized components.
The only way to prevent this is for an Apple-authorized technician to manually sanction the pairing with an in-house software tool. Our source said that this process requires a technician connecting to Apple’s private network over the internet, a process that is kept “under lock and key” by the company. Until the iPhone 13, there was a workaround for this with third-party repair stores using custom EEPROM programmers. These devices would read the part ID code from the paired display and write it to its replacement, which would often be a refurbished, genuine Apple-made display. Unfortunately, while this worked on previous iPhones, it does not remedy the issues for the iPhone 14.
The result of this is that repair stores outside of Apple’s own network will soon be left unable to make repairs on any new iPhones. The costs of joining Apple’s network, however, are high enough that many businesses have had second thoughts about doing so. “The Independent Repair Programme (IRP) is not profitable enough, as an independent repairer, to maintain as a retail operation” said one individual who asked not to be named.
Apple has been historically resistant to the idea that users should be able to fix their own gear. It has backed anti-Right to Repair groups and tries to keep all repairs within its own service process. That has led to situations where Apple grossly overcharged for basic repairs that did not require a machine to be sent away to be serviced. The most infamous example, as reported byCBC, was when a Genius Bar quoted $1,200 to make a fix a third-party store charged $75 for.
Apple withholds repair manuals and spare parts from third-party stores, despite the volume of iPhones that require basic fixes, like display and battery replacements. Instead, the only non-Apple outfits that can fix iPhones are Authorized Service Providers (ASPs) where Apple can exert some control. The company’s critics say boxing out third parties who can make simple repairs and forcing people back to the Genius Bar helps turn a tidy profit. Apple denies this, and told the US Antitrust subcommittee that in 2019, since 2009, “the costs of providing repair services has exceeded the revenue generated by repairs.” Although Apple did not explain if that constitutes the whole of its repair operations, or just those made under warranty.
But the company, through a combination of regulator and activist pressure, has been forced to loosen its grip on repairs. In 2019, it said it would allow third-party repair stores to become “verified,” enabling it to receive the same tools, parts and manuals as its ASPs. The process subsequently expanded this program to include Mac repair as well as for iPhones (and iPads). And, on November 17th, 2021, the company announced a self-service repair program where it would make tools, parts and manuals available to users.
This process, however, as detailed in depth by The Verge, revealed that enabling a user to fix their own iPhone display on Apple’s terms wasn’t that easy. The company handed over 79 pounds of tools, including a hot plate to melt the glue holding the display in place. If that wasn’t bad enough, the repair isn’t validated until the iPhone is connected to Apple’s own service team, which can then set the new part as legitimate. And in order to do it, a user has to lay down a deposit of $1,200 to ensure they return the tools within seven days.
The end result of this is that consumers have to pay a significantly higher price to keep their iPhone running than they should, or could. In one example, a third-party store that used genuine Apple displays charged around £140 ($157) to repair an iPhone 11 display, whereas that same repair at an Apple-authorized store would cost closer to £220 ($247). Compare that to aftermarket display replacements, made by third-party companies, which are priced at £95 ($106).
Jason Eccles is General Manager of SimplyFixIt, a chain of independent repair stores across Scotland. “The idea that someone can buy a device outright, but the manufacturer can still control the functionality of it for years to come is mind-blowing,” he said. “It’s frustrating for us, because we want to offer the best possible repair, but Apple appears to have arbitrary rules around what we can do, sometimes even creating new issues with iOS updates.” Eccles does not have an issue with iOS devices knowing that it was repaired with aftermarket parts, however. “Consumers getting relevant information in iOS that a component has been replaced is a good thing, but I think it’s difficult to say that reducing the functionality of the phone, even if we use genuine parts, is good for customers.”
Eccles added that it’s important to repair existing equipment from a sustainability standpoint as much as anything else. “We still regularly repair MacBooks and iMacs that are ten years old,” he said, “it shows plenty of Apple devices are out there that would be perfectly usable after a little repair.” Not to mention that responsible independent repair technicians should be welcomed by Apple with open arms. “If everyone had to pay £349 ($403) for a new screen, there would be a lot more people switching to Android for their next phone. Apple might not want to admit it, but we’re helping people stay in their ecosystem.
iFixit has tested and confirmed the issue to Engadget, saying that there is an issue related to the always-on display. Liz Chamberlain, iFixit Director of Sustainability, said that the practice of using software locks is an “insidious threat to repair as we know it.” And that this new issue is a greater demonstration of the fact that “repairability requires the ability to access software locks, not just hardware.” She added that, either by accident or intention, Apple has “proved [it] can’t be trusted with a parts pairing kill switch.” And that unless lawmakers step in to ensure there is a federally protected right to repair, there’s the possibility that Apple could “disable all phones that have undergone independent repair.”
Engadget contacted Apple for a comment on the story but none was made available by the time of publication.
If there’s a hope, it’s that pushes for Right to Repair legislation on both sides of the Atlantic make strong progress. Earlier this year, President Biden said it was a common problem that a person owns a product, but doesn’t “have the freedom to choose how or where to repair [it.]” And the FTC has recently moved to enforce legislation that sees major manufacturers – including Harley Davidson – from using warranty provisions to prevent owners seeking independent repair for their products.
And the EU, currently taking the lead in many elements of tech regulation, is also looking at laying down better right to repair provisions. Its “Ecodesign” initiative is in its infancy right now, but will focus on producing rules that will ensure devices sold there are more repairable. One of the key clauses in its earliest draft is to provide “appropriate information for users, repairers and recyclers” (Para 4). And that these requirements are designed to enable “repair operations by end-users,” (Para 15), something Apple allows, but doesn’t make easy. We can only hope, that when these rules are agreed, that the balance of power is swung back towards user repair.
It’s been a long road, getting from Lower Decks’ slightly rough-around-the-edges first episode to here. But it hasn’t taken that much time, since Star Trek’s first animated sitcom very quickly found its feet to become my favorite Trek of the streaming era. The second season showed a growing confidence in its own execution, and as the third season concludes, we find it proud to show the world what it’s now capable of.
The clue, really, was in the swift resolution to the Pakled cliffhanger which ended the second year. On one hand, a sitcom like Lower Decks doesn’t need to turn into The Wire to keep you hooked. But it’s also aware that it can sow the seeds of a running plot thread – the story of Rutherford’s implant – into the fabric of so many episodes. And that the payoff was far more interested in the impact on the character than the cliffhanger.
And these strands certainly paid off in “Reflections,” which revealed that a person, or persons unknown, were behind Rutherford’s implant. But even that paid off in a way that you weren’t necessarily expecting it to come back here in the two-ish part finale. And who was the big bad of the season, really? Nothing more than the bete noire of so many Golden Era Trek episodes, the Evil Admiral™. I loved the show’s attempted justification for why Starfleet churns out so many of them – the lack of career development pushes people to extremes – too.
If there was a sore spot, it was that the penultimate episode, “Trusted Sources” wheeled out the hacky Journalist Makes Everyone Look Awful plot. It’s about as hackneyed as the one where a sitcom character has their boss over for dinner yet accidentally forgets to tell their partner. It’s only really a crowbar to get Mariner pushed out of Starfleet in preparation for the finale, and it never looked like it was going to stick given her obvious love of the Cerritos.
Naturally, the season ends with a punch-the-air victory for not just the Cerritos, but the whole California Class. I’ve always loved Lower Decks’ celebration of the painstaking, cautious and fundamentally boring, yet fundamental, work that serving in Starfleet often requires. Its regular rejection of the, uh, more Kurtzmanesque tendencies of the series makes me love it all the more. Because, like science, the best work is often slow, incremental and dull until it marks a fundamental shift in how we understand the universe. And you can’t really do that if you’re spending your whole episode running from an explosion or proving how tough you are.
Another sign of the show’s confidence is in its second crew-lite episode (I’m always a fan of a show that’ll take you elsewhere for an episode or two). This time, it was centered on the fate of the evil Exocomp Peanut Hamper, last seen making a run for it in the first season finale. “A Mathematically Perfect Resolution” allowed the show to both flesh out a previously one-note character, and explore a new corner of the Star Trek world.
Even better, the sparse opening act offered a lengthy showcase for Chris Westlake’s gorgeous score. Star Trek has always been about its music as much as its narrative, and the show is lucky to have both Westlake and Nami Melumad producing virtuoso work on a weekly basis. I can’t wait for a season three soundtrack album, especially since we once again hear the James Horner-parodying Lower Decks Action Theme several times this year.
If I have a concern, it’s that Lower Decks often feels like it’s designed with lasers to milk my nostalgia glands. I’ll often spend a chunk of each episode clapping like a mad seal at the latest Trek deep cut Mike McMahon and Co. throw at viewers each week. The only thing that prevents it from becoming gratuitous fanservice is that these feel mostly earned. And it has been an orgy of references, including an extended visit to Deep Space Nine.
My heart can do nothing but swell when Nana Visitor (Kira), Armin Shimmerman (Quark), JG Hertzler (Martok), Susan Gibney (Leah Brahmas) and George Takei (Captain Sulu!). And the show has the appropriate respect for Trek MVP Jeffrey Combs to bring him back for a quick visit to Agimus, still trapped in Starfleet’s filing cabinet for self-aware, megalomaniacal computers. I didn’t even mention the extended First Contact riff, complete with an appearance by James Cromwell, or the riff on classic TNG episode “Symbiosis” with quite possibly the darkest joke ever seen in a Trek series.
I’m running out of room to heap the usual praise on the cast, all of whom do sterling work on a regular basis. And that’s before we discuss the glorious, last-minute reveal that T’Lyn, the so-called “emotional” Vulcan from last year’s “wej Duj” has transferred to the Cerritos. (Do I want her to join Beta Shift? I have no idea, but I’m looking forward to seeing how she interacts with the gang now she’s here.)
I’m naturally very excited for Lower Decks’ Season 4 but, by my calculations, the next time we’ll see Mariner and Boimler appear in Strange New Worlds. Given that we already know that Tawny Newsome and Jack Quaid look like their characters, I can’t wait to see them appear on the Enterprise bridge and stare lovingly at Pike’s Peak. My favorite nü-Trek series merging with my second-favorite? Be still my beating heart.
The BBC and Disney have announced future seasons of Doctor Who will stream on Disney+ outside the UK and Ireland. It’s the validation of a longstanding rumor that the UK’s public broadcaster was looking to move the show from its traditional distribution network.
Back in July, Bloomberg reported that Disney was looking for “established” brands to bolster its streaming platform. The world’s longest-running science-fantasy series, with its own global fanbase, certainly counts as a big draw for any global streamer.
Naturally, new series of Doctor Who will continue to air on the BBC’s own channels and streaming platform, iPlayer, in the UK and Ireland. The series will return in November 2023 with a run of specials to celebrate the show’s 60th anniversary, followed by a new series in 2024.
At the same time, the BBC has announced a new logo and branding that will feature on the show when it returns in 2023, as well as its vast catalog of merchandise. The new logo is a 21st century update of the classic “diamond” logo, designed by Bernard Lodge in 1973.
It's one of the most recognizable images in the show's long history, and while the diamond's shelf-life in the series proper stretched from 1973 to 1980 (for all but one year of Tom Baker's Tenure) — it was also plastered on merchandise from the early '70s all the way through to 1996. (Ironically, it was supplanted by a revamped version of the show's 1969-1974 logo.)
Back in 2018, the BBC recruited branding agency LittleHawk to revitalize the show’s image with a look covering both its Classic and New Series eras. The fact that, so quickly afterward, the show has opted to switch back to an older look stands as a repudiation of LittleHawk’s work. Not to mention the fact it’ll cause much consternation to the buyers of the show’s flagship Collection Blu-Ray boxsets. Who will, once again, have to deal with an inconsistent run of spines running along their shelves and are, arguably, the real victims in all of this.
As the need for cleaner, more sustainable transport becomes ever more urgent, I’ve noticed a familiar pattern in conversations on the topic. Someone will point out that bikes are a lot more efficient and environmentally friendly, reduce congestion and are often faster than cars in cities. Others respond saying that bikes can’t possibly replace cars for a multitude of reasons: Riding on roads is dangerous, it requires a fit body, it makes you get all sweaty, it’s not ideal for trips into the office and bikes can’t protect you from the rain. The other objection is that a standard bike can only carry one person, making it useless for the times when you need to carry multiple people, or lots of stuff. Bikes can’t be used to ferry kids on the school run or haul a week’s worth of groceries, and so it’s pointless to look at them.
Except, of course, bikes have always been able to do those things, sometimes more efficiently than a car, SUV or truck. Cargo bikes offer the capacity to carry multiple people at once and / or haul sizable loads of stuff with very little trouble. It’s this form of cycling that may provide the easiest win for both individuals and cities to help solve the climate crisis. The argument that you need to be physically fit to ride – if that’s even true – doesn’t really apply any more given the benefit of electrification. It means that modern cargo bikes can rid dense city streets of delivery vans cluttering up our roads, and SUVs doing little more than the school run. And this isn’t a dispatch from some far-flung utopia, but something that might become massively popular as a looming fuel crisis causes the price of fuel to skyrocket.
The Bakfiets
RUBEN RAMOS via Getty Images
It’s worth saying that cargo bikes are nothing new – in the days before the car was king, cargo bikes were used by many. In Europe, before the second world war, cargo bikes were a common sight on the streets, used by grocers, tradespeople and families to carry goods and people. In the post-war era, and the age of car-centric reconstruction that followed, cargo bikes were left a curiosity in many countries, save, of course, their use to sell ice cream or other food at funfairs, festivals and markets.
There are roughly four types of cargo bike in common use today, although none of these terms are official and there’s plenty of blurring on the edges. Cargo Bikes, for instance, are stretch limousine versions of regular two-wheeled bikes, with a small cargo section behind the front wheel and in front of the rider. Then there are Box Trikes, with two wheels up front and a much larger box between them, while the rider steers from behind. Now, both of these can be described as Bakfiets, from the Dutch “box bike,” but there’s a world between the two and three-wheeled versions.
A more nebulous category is the Longtail, a regular bicycle with a longer, load-bearing frame behind the rider. Instead of a pannier rack, the frame can hold a small cargo box, or a bench seat that can hold an adult or two children. Bikes like Tern’s GSD or Yuba’s Spicy Curry are examples of the type of bike I’m talking about here. Finally there are Cargo Trikes and Cargo Quad Cycles, where the rider sits up front and there’s a hefty box mounted on the two rear wheels. EAV’s 2Cubed, for instance, is already being adopted by some major logistics companies. (Obviously three-wheeled Bakfiets can also be called Cargo Trikes but I’m trying to keep the definitions clear here.)
The Babboe
Daniel Cooper
The Netherlands already underwent its dramatic transition into a cycling-first society, and is the nominal home of the cargo bike. Its bikes are designed not just for one or two people, but families of up to five, and I felt compelled to try one before lecturing people on the future of transport. Raleigh, the British distributors of several Dutch bicycles, leant me a Babboe Curve-E, which is arguably the SUV of the cycling world.
The Curve-E is big, beefy and relatively expensive – in Europe it retails for €3,449 ($3,441). The Curve-E’s box has a volume of around 275 liters (72 gallons) and a load capacity of 100kg (220 pounds), with two benches running along the front and back sides. On each side are two three-point harnesses, and the bike is designed to carry up to four small children comfortably.
(In the US, you can buy a more powerful mid-drive version of the Curve-E I rode from Going Dutch Bicycles in New York for $6,250. It’s worth saying, of course, that the cost of importing a model like this is significant, and there are domestic alternatives available for less. For instance, Bunch Bikes – which previously featured on Shark Tank – will sell you a four-seater model for $3,999.)
I’ve been using the Curve-E as much as I can in place of the family car, trying to see which parts of our lives it can fit into. My wife wasn’t enthused about being a participant in this story, and so I used the bike for various adventures with my two kids. Of particular interest to me was if the Babboe would revolutionize the school run, enabling me to save time at the start and end of each day.
Cleaning up our roads
Leon Neal via Getty Images
If you read Engadget, then you already know how bad cars and trucks are for climate change, air quality and congestion. The rise of e-commerce, supercharged by COVID, has seen a massive surge in fossil fuel-powered delivery vehicles on city streets. And that’s not good for congestion, air quality or emissions. But cargo cycling has already been found to be something of a silver bullet for all of the problems caused by this surge in heavy goods vehicles on our streets.
Last year, Dr. Ersilia Verlingheri at the University of Westminster found that a cargo bike is 1.61 times faster than a van to make deliveries. Using GPS data strapped to both bike and truck couriers, she found that the bikes had a faster average speed and reduced carbon emissions by 90 percent compared to a diesel vehicle, and 33 percent compared to an electric van. The study focused on London, and found that there are more than 213,100 vans working in the city, occupying 2,557,200 square meters of road space. Dr. Verlingheri’s study found that more than half of all motorized freight could be completed by a bike instead of a van. And that the benefits of doing so are staggering – including tens of thousands of hours lost to traffic jams, and several hundred thousand tonnes of CO2 not being released into the atmosphere.
A smaller 2019 study that focused on Seattle, found that electric-assisted cargo bikes were more cost-effective than vans in densely populated areas, such as the hearts of major cities. And that benefits of bikes were magnified when you added in the extra effort needed to find parking, and the second-order costs of owning a truck. Not to mention, of course, the cost of buying the truck, keeping it fueled, maintained, as well as the necessary insurances and permits to ensure it’s road legal.
Zedify
Daniel Cooper
One company already well ahead of this argument is Zedify, a British courier business making “last mile” deliveries in major cities. It exclusively uses low-and-zero emission vehicles, with the bulk of its fleet made up with a number of cargo trikes. The managing director of the Norwich branch of the company, Richard Jennings, talked me through the benefits of a bike-first delivery fleet. The first being the cost, the second being the relative speed compared to deliveries made by a light truck.
Jennings explained that most major freight companies operate large depots at business parks far outside a population center. Each van is loaded full with parcels before being sent in to cover a planned route that will take the bulk of the day to complete. Zedify’s model, by contrast, uses a smaller hub in the center of a city, where parcels in bulk are dropped off and then loaded on a smaller fleet of cargo trikes. These trikes will then do multiple routes each day, with riders able to choose their own routing in order to avoid cyclist-unfriendly roads and dodge traffic jams.
On paper, that sounds less efficient, but in practice Jennings said that it was significantly better, and Zedify deliveries are often a lot faster than expected. It’s also significantly cheaper, since all of the major capital costs associated with maintaining a fleet of vans are eliminated. The local setup, at least, uses cargo trikes from specialist provider Iceni Cycles, based in Wiltshire. It sells its heavy-duty delivery trike for £11,705 (around $13,486), or leases them for periods of up to five years for £61.47 ($71) a week.
While many fleet companies have to spend enormous sums on regular maintenance, Jennings can employ a single bike mechanic to run the entire fleet. Zedify doesn’t charge a premium for its services either, meaning that any cost savings can be passed on to employees. Jennings said that he’s able to “take better care of [his] people.” Zedify also made (local) headlines for being able to maintain deliveries during one of the UK’s several recent fuel crises.
There are limits, of course – a standard Iceni trike has a maximum weight limit of around 550 pounds, but Jennings says that the safe operating weight is just under 400. After that point, and hauling goods around just gets a lot harder to deal with. That means bicycle couriers won’t be delivering heavy goods, like home appliances or beds, any time soon. But the bulk of smaller goods could easily be carried by bike, removing a big reason for why city streets are full of vans. If companies like Zedify can corner the market in shipping and grocery delivery, then we should see significant benefits fairly quickly.
Jennings also showed me his latest purchase, a Maderna Tractor, a four-wheeled monster capable of taking pallet-sized loads. It’s equipped with a Bafang mid-drive motor that gives it extraordinary power and speed for a bike – as I learned when I rode it. It’s the sort of bike that you could imagine riding for a day without ever feeling fatigued, and certainly one you could have a lot of fun tearing around town on.
Our first trips
My adventures with the Babboe Curve-E involved me taking the kids out and about around the city. They were (and still are) delirious with excitement whenever we go out on the bike. Part of this, I suspect, is because it offers them a substantially better view of the trip compared to sitting in the back seat of a car. They like waving to people as we pass them by, and shouting hello to cyclists when they, in turn, pass us. They sit side-by-side on the forward facing bench, preferring the view (and a little bit of a squeeze) to one facing the other.
At a standing start, the bike requires a decent amount of push, but I found I didn’t need the electric assist at all. As soon as you start moving, the bike’s weight and inertia seem to do a lot of the work for you, to the point where I was riding the brakes more than the pedals. It’s also pretty quick, quicker than I was comfortable riding (especially with my kids in the front box) and so I never felt the need to switch up the gears to go faster.
More often than not, cars would give me a fairly generous berth – I think the uniqueness of the Babboe’s design on British roads meant there was some degree of curiosity. Especially on the main road close to my home, where cyclists are often given short shrift by motorists, it was a striking change. I suspect, too, the fact that the bike is wide enough, and my ride position high enough, that almost by default, I was taking a more aggressive pose on the road than I would ordinarily. That’s important, given the lack of segregated cycle infrastructure, although cargo bikes are often forced onto the roads by default, as most cycle lanes that do exist are designed for the two-wheeled variety.
The cargo boom
It’s clear that some of the factors that have boosted interest in cargo bikes relate to the energy crisis. COVID and Russia’s invasion of Ukraine have caused prices to spike, and Europeans are looking for ways to cut their energy consumption across the board. Back in August, Cycling Industry News reported that while e-bike sales – which had spiked for much of 2020 – were starting to slow, eCargo Bikes were still growing. In fact, the uptake of cargo bikes has increased by 37 percent compared to the previous year, while manufacturer Urban Arrow said that it expected to see sales jump by 50 percent across 2022.
The school run
Maja Hitij via Getty Images
The kids enjoy the Babboe so much that they ask, whenever we go out, if we’re taking it or the car. I was, therefore, expecting this bike to totally revolutionize the school run each day and make everyone’s life a lot easier. It didn’t, but there’s one very good reason that I struggled in this instance, and I want to be clear that it is actually worth doing. You just need to really make sure that you know what bike you’re buying, and what your home terrain is like.
My home city is relatively flat, but it does have a handful of utterly murderous hills, and my kids’ school is at the top of one of the worst. According to local maps, the gentlest gradient to get up the hill is around 11 percent, which is a very significant slope. (The road on the other end has a maximum gradient of 22.4 percent, which I wouldn’t attempt to walk, let alone ride up.)
Now, I’ve tested my cycling output to be around 200W, and the motor on the Babboe can output 250W. But it turns out that it’s not enough, given the weight of the bike, to get up that 11 degree gradient without a lot of sweating. In fact, it’s so hard to get up there, especially with kids in the front, that no matter what gear I rode in, or what strategies I tried, with the electric assistance on full, I was still a hyperventilating puddle by the time I got to the top.
This, I should admit, is something that Babboe (if you check) does say in its marketing materials, as its bikes are designed for flat Dutch roads. If a buyer expects to cover a lot of hilly ground, then they should opt for the specialist Mountain version of its bike with a far more powerful mid-drive motor. At my child’s school, another parent bought the same model of Babboe that I had – but said that he would be trading it in for a Mountain version at the earliest opportunity.
Cost
Education Images via Getty Images
The elephant in the room is price. You can expect to pay upwards of $3,000 for a standard cargo cycle, and some of the fancier brands start at $5,000. The common response from cyclists is that people think nothing of dropping tens of thousands of dollars on a car, nor the hidden costs of fuel, tax, insurance, servicing and depreciation. On a total cost of ownership basis, the price difference between a car and a cargo bike is stark, and bikes win out nine times out of every 10 when picking the ideal form of transportation. But I can see, and share, the mental barriers to spending thousands on a bike for all of the obvious reasons.
For a start, the comfort level is far less than that of a car, you’re exposed to the elements and you’re limited by range. Then there’s the unspoken truth that in many countries in North America and Europe, bicycle theft is effectively legal. After all, with law enforcement resources stretched thin and the prevalence of bicycle crime, it’s difficult to enforce. Even in situations where people can show the location of their bike with built-in GPS, officers are reluctant to engage in recovery action.
Interesting (!) afternoon while filming, tracking my stolen bike which has an internal tracker & can’t be ridden without a code being ferried presumably in a van …from being swiped in London Bridge….To Stratford in half an hour and now finding a new resting place in East Ham… pic.twitter.com/4SBsatjvA8
I took plenty of extra precautions, and rarely let my Babboe out of my sight knowing that if I’d left it in the street, even with a chorus of locks, it was at risk. That dilemma is doubled for people who have spent upwards of $3,000 on an e-cargo bike as their primary mode of transportation. Sadly, a lack of infrastructure to keep these bikes safe and secure means that they’re a prime target for thieves, and so you can’t always trust that they’ll be where you left them.
The solution to this problem, surely, would be for a manufacturer to grasp this market for itself. Is it possible for someone to mass-produce a low-spec, but solid, cargo bike “for the people?” And, when I say that, I mean at the sort of prices where it’d be affordable for utility, rather than sport and leisure, cyclists.
Certainly, this isn’t likely to come in the form of a cargo trike. Ben Johnson is the founder of The Cargo Bike Company, a former engineer who got into cargo biking when his kids were born and he “couldn’t afford a European one.” He produces custom cargo bikes and trikes from his workshop in Derbyshire, UK, with a focus on commercial bikes as well as custom bikes adapted to assist people with mobility issues. He said that the rise in cargo cycling is tied to the falling cost and greater access of electric motors, which “enables people to shift loads around town.” He, however, has resisted the trend in his own bikes, saying that the reliability issues are too risky for a small business like his to take on.
Johnson added that there are several factors that mean that cargo bikes will remain a more costly purchase for many. That includes the fact that major manufacturers are “very happy to use unusual or high-end engineering” on its bikes, including drum brakes, geared hubs and stub axles. But as well as the equipment hung on the frame, a major difference between a regular bike and a cargo bike is the time taken to build the frame itself. For instance, Taiwanese maker Giant says that it can produce a bike frame in under two hours, whereas it takes Johnson a full day to weld a frame, and a further day to build the bike that sits on it – in between it’s sent off to a third-party for painting.
That’s not to say that there aren’t affordable cargo bikes available, but the segment that’s ripest for lower prices is the longtail. RadPower’s RadWagon 4 can take a 350lb payload on its long rear rack, or that space could be used to carry two passengers for just $2,000. Similarly, Richard Andrews, who works in local government on cycling strategy in the UK said that an even more disruptive bike is hiding in plain sight. He pointed to (French sports retailer) Decathlon’s R500 electric longtail as a bike that could be mass-produced by the sort of manufacturer who could afford the initial outlay. There are only two downsides to the R500 – it uses a rear hub motor, and it’s presently out of stock.
Farewell
It’s now time to send the Babboe back to the company for someone else to test it. I didn’t expect to feel as sad sending it back as I presently do, mostly because of how engaged it made my kids. It was fun to cycle – except up and down hills – and I think they enjoyed having a front-row seat on the journey, taking in the city around them. I think that, with a model better suited to the terrain, a cargo e-bike could remove the need for us to have a car for any trips into the city. The only thing I would need is a place to securely store it when I’m out and about, or the reassurance that it wouldn’t go missing.
I should, at least, have some hope there – here in the UK, the previous administration published Gear Change: A Bold Vision for Cycling and Walking. The paper committed to improving road design to ensure segregated cycleways – with a physical barrier between cars and bikes – would be built as standard. It also, more crucially, pledged to back the construction of high-quality, theft-deterrent bicycle parking in towns and cities, as well as bike hangers for residential areas. This should benefit folks who might want to switch to cargo cycling but don’t have the space to store a bike in their own home.
Fundamentally, I’m a convert, even if I still don’t consider myself a cyclist by any means. Riding a cargo bike feels natural, fun and easy, and is something I want to do on a regular basis, especially since I’d like to think my kids will still appreciate the help getting to and from places for the next five years or more. I think I learned two things over the last couple of months: Cargo cycling really is for everyone, and don’t buy a bike with a hub motor if you live anywhere close to a huge hill.
At today's Pixel 7 event, Google has announced a new accessibility feature that will help blind and visually-impaired users take better selfies. "Guided Frame" is a voice coach that will tell users where to hold their phones in order to, for instance, take a selfie. Hold the device in front of you, and it'll ask you to go up, down, or to the side, until its AI believes you're in the best place to shoot. When it does, it'll even trigger the shutter automatically, telling the user when they can relax their hand.
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evicdGoogle’s Pixel Watch has been in the works for years, and Google’s been quite happy to drop hints about what it’s been cooking up. (Admittedly, having an employee leave a prototype in a restaurant will also help knock some of the wind out of any surprise you may have planned.) Today, however, is the first time that Google has really lifted the lid on its new flagship wearable, and the first time we can see if it can make up for so many false starts in the watch race.
Google
The first thing Google has revealed is that the watch has a domed crystal which looks very bulbous, distinct from many other watches on the market. The benefit of such a domed design is that it makes the bezel looks almost invisible, reducing the clunkiness of the look. In addition, the company has outlined that the watch will be available in black, silver or what appears to be a rose gold finish, all of which can connect to a wide variety of bands, which attach not with the usual lug system, but with an internal set of mounting grooves. And that the devices are all made with recycled stainless steel.
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Pure, the British e-scooter company founded by Adam Norris (father of F1 wunderkind Lando, pictured) is launching three new scooters. The Pure Advance, Advance+ and Advance Flex offer new features that, it’s hoped, will make it easier for novices to start using them.
The major innovation is the new, lower central chassis, with a fold-down footplate on either side to let riders stand with their feet side-by-side. Most e-scooters ask you to stand like a skateboarder, with one foot in front of the other, with all of the stability problems that can sometimes cause.
With a change in stance comes a number of other benefits, like a lower ride height and a lower center of gravity. Pure says it’s developed a new stabilization technology that makes steering more intuitive, and safer, than the shuddery wobblefests currently on the market.
All three scooters have 500W motors with a peak output of 710W, which the company says will offer strong speed and even better hill climbing. The range option on the Advance and Flex will be 40km, or around 25 miles, while the Advance+ has a top range of 50km, or 21 miles.
Pure Electric
The difference with the Flex, as the name implies, is that it will fold down much like a bike for commuter use. With a five-step process, the Flex can be folded down to fit in a car boot, train rack or if your apartment is a little on the snug side.
It’s not just the stance that has changed — all three have 10-inch air-filled tyres which should make ride quality a lot nicer. And to join a new, more powerful headlight, the scooters get turn and brake lights as standard, the latter of which are activated when you pull on the new disc brakes.
The UK has been something of a hotbed of e-scooter development of late, with Pure following Bo’s own attempt to redesign the form. We tested the former this summer, and found that the improvements in ride quality are a world apart from what’s currently on the market. Ironic, really, given that the country still hasn’t actually legalized the use of private scooters on public roads.
We don’t have word on pricing or availability for the new Pure scooters, but expect them to be competitive. Pure’s existing models are more-or-less equal to Xiaomi’s offerings, and that’s key in such a tight market.
