The Uber safety driver at the wheel during the first known fatal self-driving car crash involving a pedestrian has pleaded guilty to and been sentenced for an endangerment charge. Rafaela Vasquez will serve three years of probation for her role in the 2018 Tempe, Arizona collision that killed Elaine Herzberg while she was jaywalking at night. The sentence honors the prosecutors' demands and is stiffer than the six months the defense team requested.

The prosecution maintained that Vasquez was ultimately responsible. While an autonomous car was involved, Vasquez was supposed to concentrate on the road and take over if necessary. The modified Volvo XC90 in the crash was operating at Level 3 autonomy and could be hands-free in limited conditions, but required the driver to take over at a moment's notice. It noticed Herzberg but didn't respond to her presence.

The defense case hinged on partly blaming Uber. Executives at the company thought it was just a matter of time before a crash occurred, according to supposedly leaked conversations. The National Transportation Safety Board's (NTSB) collision findings also noted that Uber had disabled the emergency braking system on the XC90, so the vehicle couldn't come to an abrupt stop.

Tempe police maintained that Vasquez had been watching a show on Hulu and wasn't paying attention during the crash. Defense attorneys have insisted that Vasquez was paying attention and had only been momentarily distracted.

The plea and sentencing could influence how other courts handle similar cases. There's long been a question of liability surrounding mostly driverless cars — is the human responsible for a crash, or is the manufacturer at fault? This suggests humans will still face penalties if they can take control, even if the punishment isn't as stiff for conventional situations.

Fatal crashes with autonomy involved aren't new. Tesla has been at least partly blamed for collisions while Full Self Driving was active. The pedestrian case is unique, though, and looms in the background of more recent Level 4 (fully driverless in limited situations) offerings and tests from Waymo and GM's Cruise.While the technology has evolved since 2018, there are still calls to freeze robotaxi rollouts over fears the machines could pose safety risks.

Mazda's MX-30 is a strange EV, and it appears the company knows this. The automaker is pulling the small crossover from the US market after the 2023 model year. The company says it's currently focused on "large platform" plug-in hybrids like the CX-70 and CX-90, and also offers conventional hybrids like the CX-50.

The MX-30 is Mazda's first and only mass-produced EV to date, and it came to the country in fall 2021 as a California-only model. From the start, its prospects were limited by a number of unusual business decisions. On top of its small size, it had just a 35.5kWh battery with an estimated 100-mile range. This was supposed to make it feel more like a gas car and limit the car's CO2 footprint, but the net result was a car that was both less exciting to drive and less practical than competing EVs costing significantly less than Mazda's $35,385 sticker. The outgoing current-gen Chevy Bolt costs $9,000 less while delivering more performance and over twice the range.

Sales were accordingly poor. Mazda has sold just 571 MX-30 units in the US over three years. In some countries, the company has reworked the machine as a plug-in hybrid with a rotary gas engine and an estimated 53 miles of electric-only driving.

Mazda is rethinking its EV strategy. It plans to introduce cars based on both an existing platform as well as a new framework. There are claims the company might use a future Toyota platform expected to deliver over 600 miles on a charge. The MX-30 discontinuation isn't the end, in other words — rather, it's an acknowledgment that the company needs to be more competitive.

The move is also a reflection of Japanese brands' general trouble entering the EV market. Honda might not replace its E compact car, and is refocusing on SUVs like next year's Prologue as well as its collaboration with Sony. Toyota and Subaru, meanwhile, had problems launching the bZ4x SUV crossover and its Solterra equivalent. For now, they largely have to rely on hybrids to attract buyers.

As we slowly shift towards electric vehicles, there’s a growing number of big, fancy battery-powered SUVs. However, for those looking for something smaller, the options are a lot more limited. But with the upcoming EX30, Volvo has created a compact electric SUV with a ton of premium features and a surprisingly affordable price. After getting to check one out in person at its North American debut, it’s clear we need more electric vehicles like this in the market.

Due out sometime in the summer of 2024, a base EX30 will start at just $35,000 for a single-motor setup with around 275 miles of range. Granted, that’s a bit more than a gas-powered alternative like a Honda CR-V (which starts at just under $30,000) or a Subaru Crosstrek (around $25,000). But when you consider the average price of a new electric vehicle is over $53,000, Volvo is definitely helping make EVs a bit more affordable.

On top of that, a base EX30 appears to be well-equipped, with Volvo including things like a 12.3-inch touchscreen based on Android Automotive (with support for wireless Apple CarPlay), cyclist detection, Pilot Assist and rear passenger detection as standard. And as you’d expect from Volvo, you get a very Scandinavian minimalist interior made from a range of recycled and sustainable materials. Now some may take issue with a few of the components Volvo is using like the speckled panels on the dash – which kind of remind me of a fancy gym mat. But in a car sporting a slick modern design, I think it works.

That said, if you don’t mind spending a bit more, the EX30 is also available with an upgraded dual-motor all-wheel-drive configuration that boasts a 0 to 60 time of just 3.4 seconds. Not only does that make the EX30 faster than bigger and more expensive electric SUVs like a Tesla Model Y Performance, it’s also the fastest Volvo ever (across both electric and ICE vehicles).

The EX30 feels rather roomy in the front, with Volvo simplifying its interior by using a soundbar that runs the width of the windshield instead of multiple individual speakers. The company has also moved a lot of common controls for stuff like the windows to the center console to help streamline the interior. And Volvo put an emphasis on storage, with the EX30 featuring a lot of handy cubby holes including a center-mounted glove box and a dishwasher-safe removable tray (with a cute little moose graphic) for rear seat passengers. Thankfully, there’s no shortage of power options for your devices with two USB-C ports in the front, another two in back, and a built-in dual phone wireless charging pad between the driver and passenger seats.

When sitting in the rear, things do feel a bit tighter, though that’s somewhat expected for a car that’s only a few inches longer (166) and a couple inches (61) shorter than a Chevy Bolt. As someone who’s six feet tall, there’s very little legroom if the front seats are pushed all the way back. And in the truck, you get a surprising amount of cargo space at 31.9 cubic feet if you include the extra room underneath the load flat floor.

Photo by Sam Rutherford/Engadget

So while I haven’t had a chance to take it for a drive, all told the EX30 looks to offer a great blend of premium features and decent range in a compact size. Not to mention excellent performance, just so long as you’re willing to pay for it. And coming from someone who lives in the city, the EX30 seems like a great EV for getting around town while still being easy to park on the streets, which is something we need more of among electric SUVs.

Reservations for the EX30 in the U.S. are available today with a $500 refundable deposit before the car arrives at dealerships sometime next summer. 

Ford will take just a bit longer to reach the electric vehicle production goal it set for itself. As The Washington Post reports, Ford CEO Jim Farley now expects the automaker to be able to start producing 600,000 EV units per year sometime in 2024. The company was originally aiming to reach that production level in late 2023 with the help of lithium iron phosphate battery packs, which will help Ford cut manufacturing costs and reduce its dependence on nickel and other materials prone to shortage.

In the company's earnings report, (PDF) Farley explained that the "[t]he near-term pace of EV adoption will be a little slower than expected," but that he believes it's going to "benefit early movers like Ford." He added: "EV customers are brand loyal and we’re winning lots of them with our high-volume, first-generation products." The automaker's all-electric division did well in the second quarter of the year, with revenue from the first generation F-150 Lightning and the Mustang Mach-E vehicles increasing by 39 percent. 

Ford was inundated with pre-orders for the F-150 Lightning after it was announced and had to temporarily stop taking reservations due to the demand. The company has recently slashed the vehicle's prices citing increased production capacity, though it could also be because it's looking to entice more customers who are also eyeing models by rivals like Tesla and General Motors. 

Ford CFO John Lawler said "[t]he transition to EVs is happening, it just may take a little longer" and "it will be a little slower than the industry expected." The automaker was also aiming to manufacture 2 million EVs a year by 2026, but this delay affects that goal, as well. CNBC said Ford now doesn't know when it can reach that level of production, but Lawler assured that the company will still invest the same amount of money into its EV endeavors. 

Erik Buell, best known for founding Buell Motorcycles, announced Fuell, his new electric motorcycle venture, back in 2019. In that same announcement, he said that Fuell would begin work on its first electric motorcycle: the Fuell Fllow. Following though a few years later, Fuell is giving us more details on the Fllow and opening pre-orders today.

The Fllow is a mid-sized motorcycle that claims to have the capacity of a larger bike, with 10 gallons of total storage in addition to space for a passenger. It features 150 miles of city range on a full charge and uses the CCS connector for charging. You can expect to fully charge in about 30 minutes with a Level 2 charger and between one and a half to two and a half hours for a standard home charger. In a pinch, you’re looking at around eight hours when plugged into a standard 110/220V home outlet. While the bike’s standard CCS connector is widely available in North America, we’ve seen a recent uptick in major car brands adopting Tesla’s NACS connector – fortunately, adapters are common. The bike has a top speed of 85 miles per hour with a speedy 0-60MPH time of 3.5 seconds.

Buell says that one of the main focuses with the Fuell brand is integrated and interchangeable battery packs. This technology would enable the ability to swap some components as the technology improves in the future. The company calls it the “battery pack module” and enables components such as the charger, rear wheel motor and fast charging socket to be swapped out and upgraded over time.

While Buell has a history with Harley-Davidson, Fuell is its own independent company, separate from the Buell Motorcycles brand. Founded in 1983, the brand ran for a decade before Harley-Davidson acquired 49 percent of the company in 1993, followed by full ownership in 2003. In 2009, Harley-Davidson announced the discontinuation of the Buell product line. While the brand has been resurrected since then Buell himself is solely focused on Fuell going forward.

Harley-Davidson hasn’t been sitting quietly on the sidelines, either. The company’s LiveWire division announced its S2 Del Mar electric bike in early 2023. The bike features a 110 mile range and a 0-60MPH time of 3.1 seconds. While the S2 Del Mar has a faster 0-60 time, the Fuell has longer range and faster charging. The Fllow is also prioritizing cargo capacity and modularity in its design.

The Fuell Fllow is available now for pre-order at $9,995, with an MSRP of $12,995.

Don't expect to see many Waymo-powered autonomous big rigs in the near future. Waymo now plans to "push back" its driverless trucking efforts and shift its attention toward its One ride-hailing service. The move will help the company concentrate on making these self-driving taxis a "commercial success," according to co-CEOs Dmitri Dolgov and Tekedra Mawakana.

Waymo justified the decision by pointing to "significant" growth in demand for its robotaxis in Los Angeles, Phoenix and San Francisco. It also noted rapid upgrades to Driver, the AI system that handles its autonomous cars. There's "tremendous momentum" in One, the co-chiefs say, and the new strategy will help make the most of this trend.

The Alphabet-owned brand still intends to work with Daimler on self-driving semi trucks. It's shifting most of its technical development toward Waymo One, but believes work on Driver (particularly for highway driving) will indirectly benefit trucking. There's no updated timeline for when trucks may reach the roads, but TechCrunchunderstands only a handful of workers will lose jobs as a result of the transition. Most have taken other positions at Waymo.

Waymo started testing autonomous big rig trucks in 2017, with rapid expansions in 2019 and 2020 that included the launch of its Via cargo transportation division. The firm won the attention of major partners, including UPS and former rival Uber Freight. However, there's no doubt that Waymo One was the star and won the most interest. Uber even expects to offer Waymo rides and deliveries in Phoenix later this year.

The change isn't guaranteed to pan out. While Waymo is closer to offering paid rides in multiple markets, it's still facing opposition from officials who are concerned about safety issues. Driverless cars have blocked traffic, interfered with first responder vehicles and otherwise caused problems, and there's a call for regulators to limit just where and when robotaxis can operate.

Seven major automakers have banded together to create a new charging network in North America, with an eventual target of 30,000 high-powered charge points near urban and highway locations. The companies involved with the venture include BMW, General Motors, Honda, Hyundai, Kia, Mercedes and Stellantis. The venture issued a statement on the move, saying they are trying to “accelerate the transition to electric vehicles” and “make zero-emission driving even more attractive.”

The goal of this venture is 30,000 new charging points, and the companies say they will “leverage public and private funds” to get there. After all, the National Renewable Energy Laboratory (NREL) estimates that the country will need around 182,000 fast chargers to accommodate the massive influx of EVs hitting the roads by 2030. This venture represents a good portion of these needs.

These stations will use the Combined Charging System (CCS) standard and the North American Charging Standard (NACS). It’s worth mentioning that Tesla’s superchargers use the NACS charging type and the company recently opened up the technology to other EV manufacturers.

This new joint program will formally begin operations sometime this year, assuming it clears regulatory approval conditions, and it plans on opening up its first stations next summer. Each site will boast multiple chargers and plenty of amenities, like canopies, restaurants, restrooms and integrated brick-and-mortar retail stores.

EV sales are expected to contribute to more than 50 percent of total automobile sales by 2030, so the more charging stations available, the better. To that end, some of the companies involved in this venture are also striking out on their own to build more charging stations. GM, for instance, promises to build 40,000 charging stations at car dealerships throughout the US and Canada.

Honda's E electric car went on sale in the summer of 2020 in Europe and Japan, offering those who want a cute and compact vehicle a zero-emission option. The retro-styled EV could be the only model in its line, though, because the automaker apparently has no plans to produce more cars of the same size. At the launch event of e:Ny1, Honda's new electric SUV, Honda UK executive Rebecca Adamson told Autocar: "There won’t be more cars the size of the Honda E. I can say that confidently."

Adamson also said that Honda chose to focus on electric SUVs, because that's where the market demand in the UK is. "It's a market-led product line-up. As long as that’s where the market is, we will continue to be SUV driven," the executive said. Indeed, the car has several SUVs in its current lineup, which will soon include the e:Ny1. At a business briefing in April, Honda also said that it's building a mid-to-large-size EV based on its e:Architecture platform that will go on sale in North America in 2025. As another clue that Honda was going to put its focus on electric SUVs, it said it was further developing its vehicle OS for use with mid-to-large-size EVs.

The Honda E was relatively well-received for its stylish looks, but it has a small battery and has a pretty short range at 137 miles. It was meant for city and suburban use only, not for long stretches of road with no charging stations in sight. As for the e:Ny1, it's a compact SUV with a range of 256 miles and a fast charging capability that enables it to go from 10 to 80 percent in 45 minutes. It's only the brand's second pure EV after Honda E meant for release in the European market. 

The humble sedan isn't seeing much love these days. Most are being put out of production, clearing factory manufacturing lines to make room for ever-more SUVs. But, for Mercedes-Benz, luxury sedans are life, and the E-Class is one of their longest-running.

For the 2024 E-Class, Mercedes-Benz hasn't radically reinvented this stoic sedan, giving it a refreshed look and some new, more efficient engines with hybrid power. But more interestingly, the new E is loaded with interesting tech tricks and toys that, for now at least, are only found on Mercedes' mid-tier option.

The E-Class is Mercedes' first car with a selfie camera and the first car in the world that offers TikTok, WebEx, and Zoom right there in the dashboard. All that, paired with some advanced driver assistance on the highway plus all the luxuries you've come to expect from a Mercedes, creates a sedan that's perhaps a bit too steady for some, but will be right on the money for many. Watch the video below for the full story.

Despite decades of focusing our national infrastructure on personal vehicles (often at the direct exclusion and expense of other modes of transport), modern folks gets around on far more than planes, trains and automobiles these days. With our city streets and suburban neighborhoods increasingly populated by an ever-widening variety of vehicle — from e-scooters to city bikes, to autonomous EV taxis and internal combustion SUVs. The task of accommodating these competing priorities ensuring that everybody in town, regardless of physical or financial ability, can get where they're going is growing ever more challenging. 

Inclusive Transportation: A Manifesto for Divided Communities, by civil engineer Veronica O Davis, highlights the many failings (both procedural and structural) of America's transportation infrastructure and calls on city planners to reexamine how their public works projects actually affect the people they are intended to serve. Davis deftly agues in favor of a systemic revolution to the transportation planning field demanding better and more functional training for civil engineers, more diverse voices in transportation planning projects, and undoing at least some of the community-dividing harms that America's past love affair with freeways has wrought. In the excerpt below, Davis examines the relative successes of Washington DC's Vision Zero road safety program.  

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From Inclusive Transportation by Veronica O. Davis. Copyright © 2023 Veronica O. Davis.

Reevaluating Transportation Policies

Policies lay the foundation for many decisions. For example, I worked with a city that had a policy that the curb-to-curb space could not be expanded unless there were extenuating circumstances, and even then the answer was no. That meant the roadway could not be expanded, but we could do a “road diet,” or narrowing of the roadway. As an example, if a road was sixty feet wide from curb to curb, all we had was sixty feet to work with as we developed alternatives to move the growing number of people moving into the corridor. The city’s policy decision was “Work with what you have, and if we are going to spend money to reconstruct the road, it will not be to widen it.”

Vision Zero could be a path forward as an overall framework for changing policy priorities, but it needs to be more than a plan, and it needs to be crafted with the people. Vision Zero is a concept from Sweden that recognizes we are human and we will make mistakes, but our mistakes should not lead to serious injuries or fatalities. One thing that gets muddled as people in the United States attempt to adopt Vision Zero is conflation of the total number of crashes with the total number of crashes that lead to deaths and serious injuries. Vision Zero does not demand perfect records, and it recognizes that crashes will occur because we are human. Instead, it argues that the focus should be on deaths and serious injuries. The distinction is important because crashes generally happen all over a community and people walk away from fender benders and sideswipes with minor or no injuries. Other than having a bad day, everyone is alive to recount the drama with their family and friends. But the more severe crashes tend to cluster in certain communities. If you focus on crashes regardless of the resulting injury, you may move resources from communities that need them more because they are where people are dying.

The Vision Zero plan of Washington, DC, is a great example of both successful interactions and some shortcomings. In 2015, only a few US cities embraced Vision Zero. DC’s plan was one of the first in the United States that included extensive outreach during the plan’s development. Over the course of a summer, we had ten meetings on street corners around the city, a youth summit with over two hundred young people, two meetings with special advocacy groups, and meetings with over thirty-five city agencies. We did not just inform people; we also engaged with them and used their feedback and stories to shape the plan. As an example, after talking with a group of young Black teens at the youth summit, we removed all enforcement related to people walking and biking. The young people conveyed to us that sometimes crossing the street mid-block got them away from a group of people who may want to cause them harm. The teens weighed their risk of being targeted by violence as higher than their risk of being struck by someone driving a vehicle.

In addition, we heard from people that having police enforce laws related to walking and biking put the community and law enforcement in conflict with each other. Charles T. Brown has documented in his research for his podcast Arrested Mobility how laws such as those prohibiting jaywalking are disproportionately enforced in Black and Brown communities, for men in particular. In DC’s Vision Zero plan, enforcement was instead targeted to dangerous driving behavior such as excessive speeding, driving under the influence, distracted driving, and reckless driving.

In a world where we are examining policing more closely after George Floyd’s murder, I think plans that reexamine equity in this way should take one more step. DC’s Vision Zero plan correctly focused on behaviors that lead to deaths and fatalities. However, the plan should have recommended a comprehensive evaluation of all the transportation laws and the removal of any that were not supported by data or did not lead to safer streets. If we are discussing data-driven approaches, the laws should target behaviors that lead to crashes that result in deaths and serious injuries.

Moreover, this plan offered recommendations and strategies and did not go further. After the Vision Zero plan was shared, communities were all demanding safer streets. This calls to mind the discussion [in chapter 2] of Montgomery County and the tension about who would get resources. All streets could be safer, even if incrementally, and without guiding principles for more of an “emergency room” structure. DC’s Vision Zero program led to resources going to where there was advocacy but not necessarily to the areas that needed the investment the most. If you have an opportunity similar to this, I emphasize the importance of putting in a framework that allocates resources to communities and areas experiencing high rates of fatalities and serious injuries, which tend to be the areas with high numbers of Black, Latino, or low-income residents or all of these.