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Tag: ground transportation

  • HQ Announces Integration With American Express for an Enhanced Ride Payment Experience

    HQ Announces Integration With American Express for an Enhanced Ride Payment Experience

    New B2B payments collaboration provides HQ SummitGround® users a seamless and intuitive way to manage payments and expenses.


    NEW YORK, May 6, 2024 (Newswire.com)
    –
    HQ, one of the industry-leading enterprise solutions for global ground transportation, announced a new integration with American Express whereby American Express® U.S. Business and Corporate Card Members can now create virtual Cards within HQ SummitGround®. Starting today, Card Members can manage ride payments and expenses for a fully integrated payment experience while earning the rewards of their American Express Card.1 For their companies, this will mean enhanced visibility and improved reconciliation on those expenses. 

    This new B2B payments collaboration allows employees, vendors, contractors, interview candidates, and others to use American Express virtual Cards to pay for rides taken. Card Members can establish specific controls for each on-demand virtual Card payment, including spending limits, expiration dates and allowed merchant categories. Card Members can also reduce time spent on expense reporting by viewing virtual Card transaction data within the platform. Larger enterprise clients can utilize multi-use Cards to associate projects or deals with a group of rides. 

    “As the leading corporate mobility platform, this integration with American Express provides our joint clients, both large and small businesses, with an enhanced ride payment experience and next-level spending visibility,” said Amiad Solomon, CEO, and Co-Founder of HQ. “This strengthens our focus on spending control, travel policy compliance, and payment transparency to drive operational efficiency and support our client’s strategic objectives.”

    To achieve this integration, HQ is participating in the American Express Sync™ Commercial Partner Program.  

    Enrollment is required, and fees may apply. To learn more, visit: 

    https://hqtravel.com/integration#amex

    1 Not all Cards are eligible to get rewards. Terms and limitations vary by Card type. 

    ABOUT HQ

    HQ SummitGround® is one of the industry-leading end-to-end enterprise solutions for corporate mobility globally. HQ delivers the technology that powers ground transportation with our unique ride booking, billing, and payment platform. HQ offers a wide range of mobility services from taxis, and private car hire to ride-hailing and corporate shuttles. HQ is trusted by clients internationally including Fortune 500 companies from the world’s largest banking institutions and law firms. 

    Source: HQ

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  • Spain Train Bombings Fast Facts | CNN

    Spain Train Bombings Fast Facts | CNN



    CNN
     — 

    Here’s a look at the March 2004 bombings of commuter trains in Spain, which killed 193 people and injured more than 1,800. The bombings are the deadliest terrorist attack in Spain’s history.

    On March 11, 2004, 10 bombs in backpacks and other small bags exploded on four commuter trains. One bomb did not explode and was defused. The police did controlled explosions of three other bombs.

    ETA, a Basque group labeled a terrorist organization by the United States and the European Union, and al Qaeda were the original suspects cited by the Spanish government.

    Through anonymous phone calls to Basque media outlets, ETA vehemently denied involvement.

    Islamic militants who were based in Spain but inspired by al Qaeda were designated later as the prime suspects.

    March 11, 2004 – Coordinated attacks including 10 bombs on four commuter trains at three different stations kill 191 people and wound more than 1,800.

    March 13, 2004 – An al Qaeda claim of responsibility is made via video tape by a man speaking in Arabic with a Moroccan accent.

    March 13, 2004 – Five people are arrested in connection to the case 60 hours after the bombings. Three of those arrested are Moroccans, and two are Indian. Prepaid phone cards and a cell phone from backpacks found at the bombing site link the five to the investigation.

    March 14, 2004 – The Spanish Interior Ministry releases the names of five people detained in connection with the attacks. The men are identified as Jamal Zougam, Mohamed Bekkali, Mohamed Cahoui, Vinay Kohly and Sureh Komar.

    March 18, 2004 – Spanish authorities arrest four North Africans in connection with the bombings. The radio report says three were arrested in the Madrid suburb of Alcala de Henares and the other North African was arrested in northern Spain. They are: Abderrahim Zbakh, Farid Oulad Ali and Mohamed El Hadi Chedadi, whose brother, Said Chedadi, was indicted last September by a Spanish judge for links to al Qaeda.
    – The fourth suspect is not identified but is described as being of Arab descent.
    – The fifth suspect is a Spanish citizen who goes by the name of Jose Emilio Suarez Trashorras. He is arrested in northern Spain.

    March 19, 2004 – Spain’s National Court charges five suspects in connection with the bombings and remands them into custody after an all-night court session. The Court also releases Ali Amrous, an Algerian man held in connection with the Madrid terror attacks and suspected of being an al Qaeda member.

    March 22, 2004 – Spanish state radio reports four new arrests in the Madrid bombings.

    March 24, 2004 – A Spanish judge charges two more suspects, Naima Oulad and Rafa Zouhier, in the train bombings, bringing the total number of people charged in the attacks to 11.

    March 25, 2004 – A Spanish judge charges a Moroccan man, Faisal Alluch, with collaborating with a terrorist group in connection with the train bombings, boosting the number to 12 suspects who have been charged in the case.

    March 30, 2004 – Spanish Interior Minister Angel Acebes names a Moroccan terrorist group, Moroccan Islamist Combat Group (GICM), as the principal focus in the investigation.

    March 30, 2004 – Moroccan Fouad El Morabit, who had been released without charges, is rearrested. Court sources also confirm the latest arrest in the case, a man identified as Otman el Gnaout.

    March 30, 2004 – Basel Ghayoun, a Syrian man, is charged in the bombings. Hamid Ahmidan of Morocco is charged with collaborating with a terrorist group and a count of drug possession. Three other men are released.

    March 31, 2004 – A Spanish National Court judge issues international arrest warrants for six more suspects as the investigation focuses on the GICM. The Interior Ministry says five of the men sought are Moroccans. They include two brothers and a man who is related to other Moroccans previously arrested. The sixth man sought is Tunisian.

    March 31, 2004 – Arraignments begin for two men, Antonio Toro Castro of Spain and Mustafa Ahmidam from Morocco.

    April 2, 2004 – A bomb found under high-speed rail tracks between Madrid and Seville appears to be made of the same explosives used in the March 11 attacks.

    April 2, 2004 – A Spanish judge releases without charges two Syrian men who had been detained in connection with the March 11 Madrid train bombings. He also frees a Moroccan man but orders him to report daily to police until further notice.

    April 3, 2004 – Seven suspected terrorists kill themselves and a policeman when they set off an explosion in a suburb of Madrid as police attempt to enter a building. The suspects are presumed to be involved in the train bombings. Fingerprints at the scene later result in more arrests, including Saswan Sabagh.

    April 3, 2004 – Spanish authorities arrest two more people but the identities of the two are not released.

    April 7, 2004 – A National Court judge charges two more Moroccan suspects, Abdelilah El Fuad and Rachid Adli, in the March 11 Madrid train bombings.

    April 12, 2004 – Spanish police arrest three more suspects. One of the three was identified as Morabit, who has now been detained three times. The other two are not identified.

    May 6, 2004 – Brandon Mayfield, an American attorney, is taken into custody by the FBI in connection with the attacks. His fingerprints were found on a bag containing detonators of the kind used in the attacks, in close proximity to the blast site. The Spanish Interior Ministry spokesman said the plastic bag was found inside a stolen van left near the Alcala train station, from which the three bombed trains departed. US sources are calling him a material witness, not formally charging him with a crime as of yet, and state that he is a follower of Islam.

    November 2004 – Spanish lawmakers launch an inquiry into the train bombings.

    January 2005 – Spain’s interior minister says Spanish officials have made 66 arrests in the train bombing investigation.

    April 11, 2006 – Twenty-nine people are indicted in a Spanish court in connection with the bombings. Five men are charged with planning and carrying out the plot, and a sixth is named as a “necessary collaborator.” The rest are charged with supporting roles.

    February 15, 2007 – Start date of trial for 29 defendants. Seven defendants are considered prime suspects, and they each could face sentences of about 38,000 years in prison for mass murder, if convicted.

    March 11, 2007 – For the third anniversary of the bombing, King Juan Carlos and Queen Sophia dedicate a memorial for the victims at the Atocha station. It is a glass cylinder which opens into a meditation chamber.

    June 4, 2007 – One of the 29 defendants in the Madrid train bombings trial, Brahim Moussaten, has been cleared of all charges and is now a free man, a court spokeswoman tells CNN.

    October 31, 2007 – Verdicts are read for the remaining 28 defendants. Three men are found guilty of the most serious charges and sentenced to thousands of years in prison. However, under Spanish law, they will serve only 40 years. Eighteen defendants are found guilty of lesser charges. Seven defendants are acquitted, including alleged mastermind Rabei Osman.

    July 17, 2008 – Four defendants, Basel Ghalyoun, Mouhannad Almallah Dabas, Abdelilah el-Fadual al-Akil and Raúl González, have their convictions overturned. The acquittal of Osman is also upheld.

    December 18, 2008 – A criminal court in Morocco convicts Abdelilah Ahriz of belonging to a terrorist group involved in the train bombings and sentences him to 20 years in prison. Prosecutors originally requested that Ahriz be given a life sentence, saying DNA sampling proved his involvement in preparing the train bombings.

    May 12, 2009 – Ten of the 14 suspected Islamic militants accused of assisting the three suspects are acquitted by Spain’s anti-terrorism court. The ruling gives the remaining four sentences between two and nine years for falsifying documents or being part of a terrorist group.

    January 13, 2010 – A Spanish court convicts five men accused of Islamic terrorist activities, including aiding fugitives from the Madrid train bombings of 2004 and planning other attacks. Their sentences, on charges of collaborating or belonging to an Islamic terrorist group, range from five to nine years in prison.

    February 2011 – Spain’s Supreme Court overturns the lower court’s conviction of the five men convicted in January 2010 for Islamic terrorist activities that included aiding fugitives from the Madrid train bombings and planning other attacks.

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  • More remote workers are willing to move in order to find affordable housing | CNN Business

    More remote workers are willing to move in order to find affordable housing | CNN Business


    Washington, DC
    CNN
     — 

    Housing is less affordable than it has been in about four decades. But buying or renting a home might be even less affordable now if it weren’t for the continuing impact of remote and hybrid workers that resulted from the pandemic, according to a recent study by Fannie Mae.

    The study, which was an analysis of Fannie Mae’s monthly National Housing Survey, with questions asked among more than 3,000 mortgage holders, owners, and renters between January and March this year, looked at how remote and hybrid work has changed over the past few years and its impact on housing.

    More people are willing to move to less expensive areas further away from offices in city centers than a few years ago, according to the report. Continuing remote and hybrid work, at levels remarkably unchanged from two years ago, is enabling people to move toward housing affordability, the study found.

    The report also revealed that “affordability” is the most important factor in finding a place to live, both for renters and homeowners.

    At the beginning of the year, 22% of remote and hybrid workers said they would be willing to relocate to a different region or increase their commute. Only 14% such workers were willing to do so in the third quarter of 2021, which is used as a comparison throughout the study and was when many workplaces attempted a “return to work” until the Omicron variant of Covid-19 pushed many employers’ plans back that winter.

    Workers who are able to break their ties to living in an area because of its proximity to work are able to spread out, reducing the competition for a historically low number of homes for sale that could push prices even higher.

    The research showed that among remote workers, all age and income groups have grown more willing to relocate or live farther away from their workplace since 2021. But younger workers — those between 18 and 34 — are significantly more willing than those older than them to live or commute a further distance from their work, with the share willing to do so jumping from 18% in 2021, to 30% in 2023.

    “We believe this greater willingness to live farther from the … workplace may be an indication that some workers are feeling more secure about their remote work situation … or their ability to find another job if their current employer were to change its policies,” wrote the researchers, in a summary.

    This is good news for remote workers during a time of crushingly low levels of home affordability.

    Remote and hybrid work may be here to stay. Or, it’s here long enough for people to buy or rent a new home because of it, the researchers found.

    Despite the demands by leaders of some prominent companies that workers need to head into the office or head out the door, the share of fully remote and hybrid workers has remained surprisingly constant in the post-pandemic era, according to the study.

    In the first part of the year, 35% of respondents worked fully remote or worked a hybrid mix of some time at a workplace and some time at home. That was only slightly down from 36% in 2021.

    While the share of workers going to a work site or office every day was unchanged at 49% in both 2021 and in 2023, the share of people working fully remote ticked up to 14% this year from 13% in 2021.

    Homeowners continue to be slightly more likely to work from home than renters. And those with more education and higher incomes are also more likely to have a work-from-home situation, which is consistent with 2021, the study found.

    Only 30% of lower-income people, earning 80% of the area median income, could work remotely or hybrid in 2021, and that dropped to 27% by this year. Meanwhile 42% of upper-income people, those making 120% of the area median income, were able to work from home in 2021 and that number did not change in 2023.

    Lower-income people — who are in most need of access to lower-cost housing, found further away from a city’s core — are also those least likely to work remotely, according to the survey.

    With housing affordability taking a hit over the past few years as rents rose, home prices stayed elevated and mortgage rates soared to a 22-year high, it is not surprising that “affordability” was the top factor for people when picking a new home, at 36%. This was a big jump from 2014, the last time the question was asked, when the top consideration was “neighborhood” at 49%.

    Homeowners and renters both showed growth in prioritizing “affordability,” but the increase was greatest among renters, shooting up from 21% in 2014 to 46% in 2023.

    “The change in preference for renters is truly remarkable, since not only did it more than double, but it represented a complete reversal of the relative importance of neighborhood cited by consumers as the top consideration in 2014,” wrote the researchers.

    In addition, despite the talk about moving for more space, “home size” as a factor for picking a next home was unchanged and still outweighed by “affordability.”

    “The striking shift toward affordability as the top consideration among overall survey respondents for their next move substantiates the need of households to find ways to manage around the significant rise in mortgage rates, home prices, and rents of the past few years,” the researchers wrote.

    And this is impacting where people look for a home and what they prioritize when they are searching.

    “Home affordability may also be a reason why we saw an increase in remote workers’ willingness to relocate or live farther away from their workplace, particularly given that, historically, a shorter commute to denser job markets was considered a premium amenity,” the researchers wrote.

    The suburbs are increasingly where people want to be, the report found, which is part of an ongoing trend since 2010. And that share has grown between 2021 and 2023.

    The researchers say the change to the housing market brought about by remote workers holds broader implications for the link between housing and the labor market.

    The growing share of remote-working renters and homeowners willing to live farther from their work location gives employers access to a wider labor market, which could be useful if a downturn in economic activity led to greater rates of job loss.

    “Having access to a larger labor market may also reduce the adverse effect on local home prices when a major employer or industry contracts,” the researchers wrote.

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  • Regulators give green light to driverless taxis in San Francisco | CNN Business

    Regulators give green light to driverless taxis in San Francisco | CNN Business



    CNN
     — 

    California regulators gave approval Thursday to two rival robotaxi companies, Cruise and Waymo, to operate their driverless cars 24/7 across all of San Francisco and charge passengers for their services.

    The much-anticipated vote, which followed roughly six hours of public comment both for and against driverless taxis, came amid clashes between the robotaxi companies and some residents of the hilly city. San Francisco first responders, city transportation leaders and local activists are among those who shared concerns about the technology.

    The California Public Utilities Commission regulates self-driving cars in the state and voted 3-to-1 in favor of Waymo and Cruise expanding their operations.

    That means residents and visitors to San Francisco will be able to pay a fare to ride in a driverless taxi, ushering in new automated competition to cab and ridehail drivers.

    “Today’s permit marks the true beginning of our commercial operations in San Francisco,” said Tekedra Mawakana, co-CEO of Waymo, in a press release.

    Cruise spokesperson Drew Pusateri said in a statement to CNN that the 24/7 driverless service is a “historic industry milestone” that puts Cruise “in a position to compete with traditional ridehail, and challenge an unsafe, inaccessible transportation status quo.”

    Until Thursday’s vote, Cruise and Waymo could offer only limited service to San Francisco residents.

    Cruise – a subsidiary of General Motors – could charge a fare only for overnight rides occurring between 10 p.m. and 6 a.m. in select parts of the city. Waymo, owned by Google’s parent company Alphabet, could charge a fare only for rides with a human driver in the vehicle.

    Now, Cruise and Waymo can charge a fare for their driverless rides and 24/7 access to San Francisco streets as they do so.

    Cruise officials told state commissioners at a recent public hearing that it deploys about 300 vehicles at night and 100 during the day, while Waymo officials said that around 100 of its 250 vehicles are on the road at any given time.

    The autonomous ride-hailing service offered by Cruise and Waymo allows users to request a ride similar to Uber or Lyft. There is a difference, of course: The car has no driver.

    Members of the public packed the commission’s San Francisco headquarters to share their thoughts with state commissioners in one-minute increments during the meeting. Critics pointed to driverless cars freezing in traffic and blocking first responders, while advocates said they felt the cars drove more defensively than human drivers.

    Although the decision ultimately laid in the hands of state regulators, who delayed the vote twice, local officials also expressed their dissent.

    The San Francisco Police Officers Association, San Francisco Deputy Sheriffs’ Association and the San Francisco Fire Fighters Local 798 all wrote letters to the CPUC in the week leading up to the originally scheduled vote on June 29. Each expressed concerns that autonomous vehicles could impede emergency responders.

    “The time that it takes for an officer or any other public safety employee to try and interact with an autonomous vehicle is frustrating in the best-case scenario, but when they can not comprehend our demands to move to the side of the roadway and are stopped in the middle of the roadway blocking emergency response units, then it rises to another level of danger,” wrote Tracy McCray, president of the San Francisco Police Officers Association in June, “and that is unacceptable.”

    The San Francisco Fire Department has recorded 55 incidents of driverless vehicles interfering with their emergency responses in 2023 as of Wednesday, the department confirmed to CNN.

    In one incident reported by the department on Saturday, a Waymo car pulled up between a car on fire and the fire truck aiming to put it out.

    Other instances include robotaxis driving through yellow tape into the scene of a shooting, blocking firehouse driveways such that a fire truck farther away had to respond to the scene, and requiring firefighters to reroute, according to Fire Chief Jeanine Nicholson.

    “It should not be up to my people to have to move their vehicle out of the way when we’re responding to one of our 160,000 calls,” Nicholson told CNN in June.

    Robotaxi companies have often touted their safety records. Out of 3 million driverless miles, a Cruise car has not been involved in a single fatality or life-threatening injury, according to the company. In a February review of its first million driverless miles, Waymo said their cars caused no reported injuries and that 55% of all contact events were the result of a human driver hitting a stationary Waymo vehicle.

    2022 was the worst year on record for traffic fatalities in San Francisco since 2014, according to city data. Cruise said that when benchmarked against human drivers in comparable driving environments, its vehicles were involved in 54% fewer collisions overall.

    The San Francisco Municipal Transportation Agency said in a California Public Utilities Commission meeting on Monday that it had logged almost 600 incidents involving autonomous vehicles since the technology first launched in San Francisco. The agency said they believe this is “a fraction” of actual incidents due to what they allege is a lack of data transparency.

    Genevieve Shiroma, the dissenting commissioner in the 3-1 vote, recommended the commission delay the vote until they received a “better understanding of the safety impacts” of the vehicles.

    “First responders should not be prevented from doing their job. The fact that an injury or fatality has not occurred yet is not the end of the inquiry,” Shiroma said. “The commission needs a better explanation regarding why these events occur.”

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  • Lyft and Uber say they will leave Minneapolis if the mayor signs a minimum wage bill for drivers | CNN Business

    Lyft and Uber say they will leave Minneapolis if the mayor signs a minimum wage bill for drivers | CNN Business


    New York
    CNN
     — 

    Lyft and Uber threatened to stop doing business in Minneapolis after the city council adopted a new rule Thursday that would set a minimum wage for rideshare drivers.

    In a 7-5 vote, the Minneapolis City Council passed an ordinance that includes a number of rideshare worker protections, including a minimum wage for Uber and Lyft drivers. Mayor Jacob Frey has the opportunity to veto the ordinance and has until next Wednesday, August 23, to do so.

    The proposed ordinance mandates at least $1.40 per mile and $0.51 per minute within Minneapolis be paid to drivers. Minneapolis is debating the minimum wage as gig workers across the country are advocating for fair wages and job benefits. In recent years, states and cities have attempted to pass legislation regarding the growing “gig economy,” or freelance work through apps like Uber and Grubhub, but have generally met with fierce opposition.

    On Tuesday, Lyft sent a letter to the council saying “Should this proposal become law, Lyft will be forced to cease operations in the City of Minneapolis on its effective date of January 1, 2024.”

    Lyft, according to a statement sent to CNN Thursday, said the bill would be detrimental to drivers, who would ultimately earn less, “because prices could double and only the most wealthy could still afford a ride.”

    The company said the bill had been “jammed through the Council” and urged Frey to veto the bill and instead allow time for the state’s rideshare task force to complete its research.

    Uber sent an email to its drivers on Monday, urging them to contact the Mayor and City Council to ask them to oppose the move. Uber said its drivers sent over 700 emails on Thursday, but did not specify what was in those emails.

    In its email, Uber said the legislation could “greatly limit” its ability to remove unsafe drivers from the platform and increase the cost of rides.

    “If this bill were to pass, we would unfortunately have no choice but to greatly reduce service, and possibly shut down operations entirely,” Uber wrote.

    In an email to City Council on Wednesday, Frey said he was concerned about the ordinance.

    “This ordinance stands to significantly impact our city in terms of worker protections, public safety, disability rights, and transportation mode shift goals,” he said. After meeting with a broad group of stakeholders, Frey said “It is clear that we must allow more time for deliberation.”

    After the ordinance passed on Thursday, Ally Peters, spokesperson for the Office of Mayor Frey told CNN via email, “As the mayor laid out in his letter to the City Council yesterday, he supports drivers being paid more.

    In recent years, states have attempted to pass legislation regarding the growing “gig economy,” or freelance work through apps like Uber and Grubhub.

    In 2020, California passed Prop. 22, backed by more than $200 million from the most influential gig economy companies. The controversial ballot measure allows the companies to treat drivers as independent contractors rather as employees. Though it was a major win for the likes of Uber and Lyft, it did include a minimum earnings guarantee (though it doesn’t include the time a driver spends waiting for a gig).

    In June, New York City announced a new minimum pay-rate for app food delivery workers amid the rise in use of services like Uber Eats and DoorDash since the pandemic. Uber and other food delivery apps sued the city in July, maintaining that the law would hurt delivery workers more than help them.

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  • Dubai to start robotaxi trials next month in major autonomous push | CNN Business

    Dubai to start robotaxi trials next month in major autonomous push | CNN Business

    Editor’s Note: A version of this story appears in CNN’s Meanwhile in the Middle East newsletter, a three-times-a-week look inside the region’s biggest stories. Sign up here.


    Abu Dhabi, UAE
    CNN
     — 

    Dubai is rolling out its first round of robotaxis next month, as a part of a plan to alleviate congestion and accidents.

    Five fully autonomous electric taxis, operated by a General Motors subsidiary called Cruise, will begin test driving on an 8km (5 mile) stretch in the upscale Jumeirah district of the United Arab Emirates city, according to Ahmed Bahrozyan, the CEO of Dubai’s Roads and Transport Authority (RTA).

    Dubai hopes to become the first Middle Eastern city to introduce driverless taxis, Bahrozyan said. Autonomous taxis currently operate in several cities around the world, mostly in the US and China.

    Cruise operates commercial robotaxis in US cities like San Francisco, but Dubai would be the first launch of the cars outside the US, Bahrozyan said.

    “We are doing our own set of tests and trials in Dubai… every city has its own characteristics,” Bahrozyan said in an interview with CNN. “We have weather conditions that are certainly different than the US.”

    RTA plans to roll out 4,000 self-driving taxis by 2030, adding to the fleet of 12,000 traditional taxis in the city. Rides are expected to be slightly more expensive than an ordinary taxi but in the same price range as a private car like Uber.

    Cruise entered a contract with the RTA for 15 years, and after this period the taxi market may open up to competitors. Bahroyzyan said he foresees autonomous vehicles eventually making up the majority of the Middle East tourist hub’s taxi fleet.

    A year after GM’s Cruise robotaxis were launched in California, the company was forced to cut its fleet in half in the state following a series of collisions. The collisions outlined the potential challenges of driverless cars.

    Bahroyzyan said there will be “zero compromise on safety.”

    Dubai issued a law in April to regulate autonomous vehicles, setting benchmarks for technical, operational and safety aspects of cars. Selling and buying autonomous cars was also regulated.

    WeRide, a Chinese autonomous car technology company began trialing robotaxis in the UAE’s capital, Abu Dhabi, in 2022.

    In July, the UAE granted WeRide a license to trial all its vehicles, from robobuses to robosweepers, but the company began testing certain routes a year prior.

    The Middle East is a “key focus area” for driverless cars and WeRide said it hopes to deepen its presence in the region. WeRide also has a collaboration with the Saudi Artificial Intelligence Company to develop a robobus route.

    Saudi’s Transport General Authority introduced self-driving buses during the 2023 Hajj season in July, shuttling pilgrims in Mecca, according to local media.

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  • Body pulled from wreckage of collapsed section of I-95 in Philadelphia identified as truck driver, official says | CNN

    Body pulled from wreckage of collapsed section of I-95 in Philadelphia identified as truck driver, official says | CNN



    CNN
     — 

    The body recovered from the wreckage of the Interstate 95 collapse in Philadelphia was identified by officials Tuesday as the driver of the truck that crashed underneath the freeway and ignited a fire.

    The truck driver, Nathan Moody, died of blunt trauma of head, inhalation and thermal injuries, Philadelphia Department of Health spokesperson James Garrow told CNN.

    Moody was a 53-year-old father of three and a career truck driver, according to his cousin Isaac Moody.

    “Truck driving meant everything to him, that was his livelihood,” Isaac Moody told CNN in an interview Monday afternoon.

    The tanker truck was carrying 8,500 gallons of gasoline when it crashed Sunday and went up in flames underneath the I-95, authorities said. A section of the overhead northbound lanes of the freeway then collapsed on top it.

    The truck had gone through an off-ramp, fell onto its side while trying to go around a curve, slammed into a wall and ignited a fire around 6:30 a.m., Pennsylvania Transportation Secretary Mike Carroll said Monday.

    Moody’s family had heard of the crash and immediately started calling him, but grew worried as their calls went unanswered, Isaac Moody said.

    A state trooper then came by Monday, saying that a badly burned body was pulled from the wreckage, and requested dental records to help identify the person, Isaac Moody said.

    The mangled and charred wreckage of the truck was hauled away Monday while crews with heavy equipment worked in the rubble of the collapse. Demolition is expected to take four to five days, according to Carroll.

    As crews work around-the-clock to demolish the crumbled section of the I-95, officials warn it could take months to repair the damage to the critical East Coast artery.

    Carroll said he and Gov. Josh Shapiro will lay out plans to repair the highway. “The governor and I are prepared tomorrow to provide that kind of detail,” Carroll said at a news conference Tuesday at the collapse site.

    US Transportation Secretary Pete Buttigieg also visited the site of the collapse Tuesday. He told reporters that his agency will help provide “every resource that is needed” to help local officials address the damage.

    Buttigieg described the “outsized impact” on commuters and goods movement in the area. The highway typically carries about 160,000 vehicles through Philadelphia daily.

    About 8% of those vehicles are trucks that will now need to take longer, more costly routes, Buttigieg said. “That is a lot of America’s GDP moving along that road every day,” he said.

    Buttigieg said his department is making contact with Google and Waze to optimize traffic information reaching commuters.

    The fire caused a northbound stretch of the interstate to fall on the truck, authorities said. Southbound lanes were also compromised, officials have said, and need to be repaired. The primary detour is about 23 miles using state or interstate roads, local transportation officials said.

    The National Transportation Safety Board said it’s begun its investigation and the tanker truck will be an initial focus.

    The company that owns the truck has been in contact with officials and is complying with state police, officials said. State police would not identify the company.

    Buttigieg has said his agency is prepared to help local officials swiftly address the extensive disruption caused by the collapse. “To be clear, swiftly is not going to be overnight,” Buttigieg told reporters Monday at an event hosted by the American Council of Engineering Companies. “We’re talking about major structural work.”

    I-95 collapse detours

  • 1-95 is closed between the Woodhaven Road and Aramingo Avenue exits
  • Southbound detour: Route 63 West (Woodhaven Road), US 1 South, I-76 East, I-676 East
  • Northbound detour: I-676 West, I-76 West, US 1 North, Route 63 East (Woodhaven Road)
  • People are urged to use public transportation as an alternative and SEPTA is adding capacity and service

The governor issued a disaster declaration Monday, saying it will allow the state to dip into federal funds and cut red tape to expedite repairs. The proclamation makes $7 million in state funds immediately available for the reconstruction – though the total cost of the mammoth project remains unclear.

Shapiro also spoke with President Joe Biden on Monday, “who reaffirmed the federal government’s commitment to provide whatever resources are needed to repair I-95 safely and efficiently,” the governor’s office said.

The state’s transportation department said a timeline for the rebuilding work would be released after engineers complete a review.

“Crews will work around the clock to ensure that demolition and reconstruction occurs quickly and efficiently, and that the roadway will reopen as soon as possible,” the Pennsylvania Department of Transportation said.

As machinery towed pieces of the crumbled highway away, a team of federal investigators was beginning to examine the tanker truck fire and how it led to the highway collapse, NTSB Chair Jennifer Homendy told CNN on Monday.

Transportation Secretary Pete Buttigieg speaks with members of the media at the scene of a collapsed section of Interstate 95 in Philadelphia on Tuesday.

The tanker was carrying gasoline bound for delivery at a local Wawa gas station.

“We have to get in and see what we think happened with the tanker truck,” Homendy said. “There are lots of different scenarios.”

Investigators might also need to examine the structural makeup of the bridge, said Homendy.

Pennsylvania State Police said Monday that officials will not launch a criminal investigation into the collapse.

Shortly before the collapse, Mark Fusetti was driving south on I-95 in Philadelphia and began filming when he saw plumes of dark smoke.

Fusetti’s cell phone footage appears to show his car and other vehicles driving over a “dip” along I-95 as smoke billows from under both sides of the highway.

“I realized what happened when I looked in my rearview mirror. I see 95 – all of the cars stopping and then I learned, shortly after that the road had just collapsed and what was really going on,” Fusetti told CNN’s Jim Acosta on Sunday.

Along with the smoke and fire under the highway, there were also explosions caused by “runoff of maybe some fuel or gas lines that could have been compromised by the accident,” said Philadelphia Fire Department Battalion Chief Derek Bowmer.

The collapsed roadway is one of the busiest interstates in the city – a critical East Coast thoroughfare that officials say supports Pennsylvania’s economy.

Restoring the highway will likely take months, Shapiro said, adding that his office was looking into “alternatives to connect the roadway beyond detours.”

The collapsed section of Interstate 95 is seen in this still image obtained from a social media video.

The impacts could ripple across the state and the larger northeast. Buttigieg said the incident was “causing what we know will be extensive disruption for the movement of people and goods through that region.”

He called it “a cruel reminder of the importance of our infrastructure,” while at the gathering of the American Council of Engineering Companies on Monday.

Residents were warned to expect delays to trash collection and bus routes in the area. All lanes of I-95 are closed between the Woodhaven and Aramingo exits, the city of Philadelphia said.

Monday morning commuters were forced to find new routes to work, with traffic impacts stretching beyond just I-95.

“You don’t realize how much that cripples the city,” resident Ruth Acker told CNN affiliate WPVI.

“I was supposed to go to work. Stopped at Wawa – made a mistake – 45-minute detour just to get to Wawa,” commuter Danny Rodriguez told WPVI.

Officials from New Jersey, Delaware and Maryland have helped manage I-95 traffic in the wake of the collapse, Carroll said Monday.

The Southeastern Pennsylvania Transportation Authority said it added extra capacity and service to other transportation routes and was evaluating all options to assist travelers as they work around the highway collapse.

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  • How charging drivers to go downtown would transform American cities | CNN Business

    How charging drivers to go downtown would transform American cities | CNN Business


    New York
    CNN
     — 

    President Joe Biden’s administration is set to allow New York City to move forward with a landmark program that will toll vehicles entering Lower Manhattan, after a public review period ends Monday.

    The toll is formally known as the Central Business District Tolling Program — but it’s commonly called “congestion pricing.”

    In practice it works like any other toll, but because it specifically charges people to drive in the traffic-choked area below 60th street in Manhattan, it would be the first program of its kind in the United States.

    Proposals range from charging vehicles $9 to $23 during peak hours, and it’s set to go into effect next spring.

    The plan had been delayed for years, but it cleared a milestone last month when the Federal Highway Administration signed off on the release of an environmental assessment. The public has until Monday to review the report, and the federal government is widely expected to approve it shortly after.

    From there, the New York Metropolitan Transportation Authority (MTA) can finalize toll rates, as well as discounts and exemptions for certain drivers.

    New York City is still clawing out of from the devastating impact of the Covid-19 pandemic. Congestion pricing advocates say it’s a crucial piece of the city’s recovery and a way to re-imagine the city for the future.

    “This program is critical to New York City’s long-term success,” New York Gov. Kathy Hochul said last month.

    The plan would also mark the culmination of more than a half-century of efforts to implement congestion pricing in New York City. Despite support from several New York City mayors and state governors, car and truck owners in outer boroughs and the suburbs helped defeat proposals.

    In 2007 Mayor Michael Bloomberg called congestion “the elephant in the room” when proposing a toll program, which state lawmakers killed. A decade later, Gov. Andrew Cuomo — who had long resisted congestion pricing — said it was “an idea whose time has come” and declared a subway state of emergency after increased delays and a derailment that injured dozens. Two years later, the state gave the MTA approval to design a congestion pricing program.

    Ultimately, it was the need to improve New York City’s public transit that became the rallying cry for congestion pricing.

    Each day 700,000 cars, taxis and trucks pour into Lower Manhattan, one of the busiest areas in the world with some of the worst gridlock in the United States.

    Car travel at just 7.1 mph on average in the congestion price zone, and it’s a downward trend. Public bus speeds have also declined 28% since 2010. New Yorkers lose 117 hours on average each year sitting in traffic, costing them nearly $2,000 in lost productivity and other costs, according to one estimate.

    The toll is designed to reduce the number of vehicles entering the congestion zone by at least 10% every day and slash the number of miles cars travel within the zone by 5%.

    Congestion comes with physical and societal costs, too: more accidents, carbon emissions and pollution happen as belching, honking cars take up space that could be optimized for pedestrians and outdoor dining.

    Proponents also note it will improve public transit, an essential part of New York life. About 75% of trips downtown are via public transit.

    But public-transit ridership is 35% to 45% lower compared to pre-pandemic levels. The MTA says congestion fees will generate a critical source of revenue to fund $15 billion in future investments to modernize the city’s 100-year-old public transit system.

    The improvements, like new subway cars and electric signals, are crucial to draw new riders and improve speed and accessibility — especially for low-income and minority residents, who are least likely to own cars, say plan advocates.

    New York City is “dependent on public transit,” said Kate Slevin, the executive vice president of the Regional Plan Association, an urban planning and policy group. “We’re relying on that revenue to pay for needed upgrades and investments that ensure reliable, good transit service.”

    Improving public transportation is also key to New York City’s post-pandemic economic recovery: If commutes to work are too unreliable, people are less likely to visit the office and shop at stores around their workplaces. Congestion charge advocates hope the program will create more space for amenities like wider sidewalks, bike lanes, plazas, benches, trees and public bathrooms.

    “100 years ago we decided the automobile was the way to go, so we narrowed sidewalks and built highways,” said Sam Schwartz, former New York City traffic commissioner and founder of an eponymous consulting firm. “But the future of New York City is that the pedestrian should be king and queen. Everything should be subservient to the pedestrian.”

    While no other US city has yet implemented congestion pricing, Stockholm, London and Singapore have had it for years.

    These cities have reported benefits like decreased carbon dioxide pollution, higher average speeds, and congestion reduction.

    Just one year after London added its charge in 2003, traffic congestion dropped by 30% and average speeds increased by the same percentage. In Stockholm, one study found the rate of children’s acute asthma visits to the doctor fell by about 50% compared to rates before the program launched in 2007.

    Some groups are fiercely opposed to congestion charges in New York City, however. Taxi and ride-share drivers, largely a low-income and immigrant workforce, fear it will hurt drivers already struggling to make ends meet. The MTA said congestion pricing could reduce demand for taxis by up to 17% in the zone.

    Commuters and legislators from New York City’s outer boroughs and New Jersey say the program hurts drivers who have no viable way to reach downtown Manhattan other than by car, and that this would disproportionately impact low-income drivers. (But out of a region of 28 million people, just an estimated 16,100 low-income people commute to work via car in Lower Manhattan, according to the MTA.)

    Other critics say it could divert more traffic and pollution from diesel trucks in Manhattan into lower-income areas like the Bronx, which has the highest rates of asthma hospitalization in the city.

    The MTA and other agencies have plans to mitigate many of these adverse effects, however.

    Taxis and for-hire vehicles will be tolled only once a day. Drivers who make less than $50,000 a year or are enrolled in certain government aid programs will get 25% discounts after their first 10 trips every month. Trucks and other vehicles will get 50% discounts during overnight hours.

    Additionally, the MTA pledged $10 million to install air filtration units in schools near highways, $20 million for a program to fight asthma, and other investments to improve air quality and the enviornment in areas where more traffic could be diverted.

    The stakes of New York City’s program are high, and leaders in other cities are watching the results closely.

    If successful, congestion pricing could be a model for other US cities, which are trying to recover from the pandemic and face similar challenges of climate change and aging public infrastructure.

    “It’s good to see New York City’s program is moving forward,” said the Los Angeles Times Editorial Board last month. “Los Angeles should watch, learn and go next.”

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  • A bus driver and passenger opened fire on each other on a moving Charlotte transit bus, leaving both injured | CNN

    A bus driver and passenger opened fire on each other on a moving Charlotte transit bus, leaving both injured | CNN



    CNN
     — 

    A bus driver and passenger opened fire on each other on a moving Charlotte transit bus earlier this month, leaving both injured, transit authorities said.

    The incident started when a bus passenger, who authorities identified as Omarri Shariff Tobias, got up while the bus was in motion and asked the driver to let him off between designated bus stops, according to a news release from Charlotte Area Transit System.

    The driver, David Fullard, told Tobias he would have to wait until the next approved stop. After about a two-minute exchange, Tobias pulled out a gun and pointed it at Fullard, the transit system said.

    At this time, Fullard also pulled out a firearm, the transit system said. Both men fired their guns “in rapid succession,” although it is unclear who shot first, company spokesperson Brandon Hunter told CNN by phone Saturday.

    Fullard was struck in the arm and Tobias was struck in the abdomen, according to the transit system.

    Dramatic video of the encounter shows Fullard stopping the bus and pushing open the shattered driver barrier, as he stands up with his gun still drawn. As Tobias crawled toward the back of the bus, where the two other passengers on board had moved, Fullard fired his gun again from the aisle of the bus.

    Tobias and another passenger exited the bus through the side door and Fullard exited through the front door, firing his gun again, the transit system said.

    Both Fullard and Tobias are in stable condition and expected to recover, and the other two passengers were unharmed, the transit system said in a statement released Wednesday.

    Tobias was charged with assault with a deadly weapon inflicting serious injuries, communicating threats, and carrying a concealed firearm, the Charlotte-Mecklenburg Police Department said in a news release. It’s unclear whether charges will be brought against Fullard.

    Fullard was fired by his employer, RATP Dev, which employs the transit system’s bus operators, Hunter told CNN Saturday. CNN has reached out to RATP Dev for comment.

    Possession of a firearm or other weapons while on duty or on company property is prohibited by the company’s workplace policy and employees can be discharged after the first violation, according to the transit system.

    The Charlotte Area Transit System said Fullard did not follow proper protocol.

    “It would have been reasonable for the operator to attempt to de-escalate the situation by allowing the suspect/passenger to exit the bus before arriving at the next bus stop,” the transit system said.

    Fullard is still recovering from his injuries, his attorney told CNN Saturday, noting Fullard was “a dedicated employee and treasured his employment,” who worked as a driver for more than 19 years.

    “I have represented a substantial number of CATS drivers over the years. Some of whom who have been assaulted, shot at or shot during their work activity,” attorney Ken Harris told CNN in an email.

    “They consider themselves public servants. In light of their commitment, dedication and the workplace dangers that they encounter, we have continuously encouraged the CATS system to enhance security measures for drivers,” Harris said.

    Tobias is currently being held in lieu of $250,000 bond and is next due in court June 6. CNN has not been able to locate an attorney for him.

    Police say they are continuing to investigate the case.

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  • High speed trains are racing across the world. But not in America | CNN

    High speed trains are racing across the world. But not in America | CNN



    CNN
     — 

    High speed trains have proved their worth across the world over the past 50 years.

    It’s not just in reducing journey times, but more importantly, it’s in driving economic growth, creating jobs and bringing communities closer together. China, Japan and Europe lead the way.

    So why doesn’t the United States have a high-speed rail network like those?

    For the richest and most economically successful nation on the planet, with an increasingly urbanized population of more than 300 million, it’s a position that is becoming more difficult to justify.

    Although Japan started the trend with its Shinkansen “Bullet Trains” in 1964, it was the advent of France’s TGV in the early 1980s that really kick-started a global high-speed train revolution that continues to gather pace.

    But it’s a revolution that has so far bypassed the United States. Americans are still almost entirely reliant on congested highways or the headache-inducing stress of an airport and airline network prone to meltdowns.

    China has built around 26,000 miles (42,000 kilometers) of dedicated high-speed railways since 2008 and plans to top 43,000 miles (70,000 kilometers) by 2035.

    Meanwhile, the United States has just 375 route-miles of track cleared for operation at more than 100 mph.

    “Many Americans have no concept of high-speed rail and fail to see its value. They are hopelessly stuck with a highway and airline mindset,” says William C. Vantuono, editor-in-chief of Railway Age, North America’s oldest railroad industry publication.

    Cars and airliners have dominated long-distance travel in the United States since the 1950s, rapidly usurping a network of luxurious passenger trains with evocative names such as “The Empire Builder,” “Super Chief” and “Silver Comet.”

    Deserted by Hollywood movie stars and business travelers, famous railroads such as the New York Central were largely bankrupt by the early 1970s, handing over their loss-making trains to Amtrak, the national passenger train operator founded in 1971.

    In the decades since that traumatic retrenchment, US freight railroads have largely flourished. Passenger rail seems to have been a very low priority for US lawmakers.

    Powerful airline, oil and auto industry lobbies in Washington have spent millions maintaining that superiority, but their position is weakening in the face of environmental concerns and worsening congestion.

    US President Joe Biden’s $1.2 trillion infrastructure bill includes an unprecedented $170 billion for improving railroads.

    Some of this will be invested in repairing Amtrak’s crumbling Northeast Corridor (NEC) linking Boston, New York and Washington.

    There are also big plans to bring passenger trains back to many more cities across the nation – providing fast, sustainable travel to cities and regions that have not seen a passenger train for decades.

    Add to this the success of the privately funded Brightline operation in Florida, which has been given the green light to build a $10 billion high-speed rail link between Los Angeles and Las Vegas by 2027, plus schemes in California, Texas and the proposed Cascadia route linking Portland, Oregon, with Seattle and Vancouver, and the United States at last appears to be on the cusp of a passenger rail revolution.

    Amtrak plans to introduce its new generation Avelia Liberty trains to replace the Acelas, pictured, on the NEC later this year.

    “Every president since Ronald Reagan has talked about the pressing need to improve infrastructure across the USA, but they’ve always had other, bigger priorities to deal with,” says Scott Sherin, chief commercial officer of train builder Alstom’s US division.

    “But now there’s a huge impetus to get things moving – it’s a time of optimism. If we build it, they will come. As an industry, we’re maturing, and we’re ready to take the next step. It’s time to focus on passenger rail.”

    Sherin points out that other public services such as highways and airports are “massively subsidized,” so there shouldn’t be an issue with doing the same for rail.

    “We need to do a better job of articulating the benefits of high-speed rail – high-quality jobs, economic stimulus, better connectivity than airlines – and that will help us to build bipartisan support,” he adds. “High-speed rail is not the solution for everything, but it has its place.”

    Only Amtrak’s Northeast Corridor has trains that can travel at speeds approaching those of the 300 kilometers per hour (186 mph) TGV and Shinkansen.

    Even here, Amtrak Acela trains currently max out at 150 mph – and only in short bursts. Maximum speeds elsewhere are closer to 100 mph on congested tracks shared with commuter and freight trains.

    This year, Amtrak plans to introduce its new generation Avelia Liberty trains to replace the life-expired Acelas on the NEC.

    Capable of reaching 220 mph (although they’ll be limited to 160 mph on the NEC), the trains will bring Alstom’s latest high-speed rail technology to North America.

    The locomotives at each end – known as power cars – are close relatives of the next generation TGV-M trains, scheduled to debut in France in 2024.

    Sitting between the power cars are the passenger vehicles, which use Alstom’s Tiltronix technology to run faster through curves by tilting their bodies, much like a MotoGP rider does. And it’s not just travelers who will benefit.

    “When Amtrak awarded the contract to Alstom in 2015 to 2016, the company had around 200 employees in Hornell,” says Shawn D. Hogan, former mayor of the city of Hornell in New York state.

    “That figure is now nearer 900, with hiring continuing at a fast pace. I calculate that there has been a total public/private investment of more than $269 million in our city since 2016, including a new hotel, a state-of-the-art hospital and housing developments.

    “It is a transformative economic development project that is basically unheard of in rural America and if it can happen here, it can happen throughout the United States.”

    Alstom has spent almost $600 million on building a US supply chain for its high-speed trains – more than 80% of the train is made in the United States, with 170 suppliers across 27 states.

    “High-speed rail is already here. Avelia Liberty was designed jointly with our European colleagues, so we have what we need for ‘TGV-USA’,” adds Sherin.

    “It’s all proven tech from existing trains. We’re ready to go when the infrastructure arrives.”

    And those new lines could arrive sooner than you might think.

    In March, Brightline confirmed plans to begin construction on a 218-mile (351-kilometer) high-speed line between Rancho Cucamonga, near Los Angeles, and Las Vegas, carving a path through the San Bernardino Mountains and across the desert, following the Interstate 15 corridor.

    The 200 mph line will slash times to little more than one hour – a massive advantage over the four-hour average by car or five to seven hours by bus – when it opens in 2027.

    Mike Reininger, CEO of Brightline Holdings, says: “As the most shovel-ready high-speed rail project in the United States, we are one step closer to leveling the playing field against transit and infrastructure projects around the world, and we are proud to be using America’s most skilled workers to get there.”

    Brightline West expects to inject around $10 billion worth of benefits into the region’s economy, creating about 35,000 construction jobs, as well as 1,000 permanent jobs in maintenance, operations and customer service in Southern California and Nevada.

    It will also mark the return of passenger trains to Las Vegas after a 30-year hiatus – Amtrak canceled its “Desert Wind” route in 1997.

    Brightline hopes to attract around 12 million of the 50 million one-way trips taken annually between Las Vegas and LA, 85% of which are taken by bus or car.

    Contruction is underway on California High Speed Rail (CHSR,) a high-speed system between Los Angeles and San Francisco.

    Meanwhile, construction is progressing on another high-speed line through the San Joaquin Valley.

    Set to open around 2030, California High Speed Rail (CHSR) will run from Merced to Bakersfield (171 miles) at speeds of up to 220 mph.

    Coupled with proposed upgrades to commuter rail lines at either end, this project could eventually allow high-speed trains to run the 350 miles (560 kilometers) between Los Angeles to San Francisco metropolitan areas in just two hours and 40 minutes.

    CHSR has been on the table as far back as 1996, but its implementation has been controversial.

    Disagreements over the route, management issues, delays in land acquisition and construction, cost over-runs and inadequate funding for completing the entire system have plagued the project – despite the economic benefits it will deliver as well as reducing pollution and congestion. Around 10,000 people are already employed on the project.

    Costing $63 billion to $98 billion, depending on the final extent of the scheme, CHSR is to connect six of the 10 largest cities in the state and provide the same capacity as 4,200 miles of new highway lanes, 91 additional airport gates and two new airport runways costing between $122 billion and $199 billion.

    With California’s population expected to grow to more than 45 million by 2050, high-speed rail offers the best value solution to keep the state from grinding to a smoggy halt.

    Brightline West and CHSR offer templates for the future expansion of high-speed rail in North America.

    By focusing on pairs of cities or regions that are too close for air travel and too far apart for car drivers, transportation planners can predict which corridors offer the greatest potential.

    “It’s logical that the US hasn’t yet developed a nationwide high-speed network,” says Sherin. “For decades, traveling by car wasn’t a hardship, but as highway congestion gets worse, we’ve reached a stage where we should start looking more seriously at the alternatives.

    “The magic numbers are centers of population with around three million people that are 200 to 500 miles apart, giving a trip time of less than three hours – preferably two hours.

    “Where those conditions apply in Europe and Asia, high-speed rail reduces air’s share of the market from 100% to near zero. The model would work just as well in the USA as it does globally.”

    French high-speed train the TGV Duplex, built in the 1990s, has a maximum speed of 186 miles per hour.

    Sherin points to the success of the original generation of Acela trains as evidence of this.

    “When the first generation Acela trains started running between New York City and Washington in 2000, Amtrak attracted so many travelers that the airlines stopped running their frequent ‘shuttles’ between the two cities,” he adds.

    However, industry observer Vantuono is more pessimistic.

    “A US high-speed rail network is a pipe dream,” he says. “A lack of political support and federal financial support combined with the kind of fierce landowner opposition that CHSR has faced in California means that the challenges for new high-speed projects are enormous.”

    According to the International Energy Agency (IEA), urban and high-speed rail hold “major promise to unlock substantial benefits” in reducing global transport emissions.

    Dr. Fatih Birol, the IEA’s executive director, argues that rail transport is “often neglected” in public debates about future transport systems – and this is especially true in North America.

    “Despite the advent of cars and airplanes, rail of all types has continued to evolve and thrive,” adds Birol.

    Globally, around three-quarters of rail passenger movements are made on electric-powered vehicles, putting the mode in a unique position to take advantage of the rise in renewable energy over the coming decades.

    Here, too, the United States lags far behind the rest of the world, with electrification almost unheard of away from the NEC.

    Rail networks in South Korea, Japan, Europe, China and Russia are more than 60% electrified, according to IEA figures, the highest share of track electrification being South Korea at around 85%.

    In North America, on the other hand, less than 5% of rail routes are electrified.

    The enormous size of the United States and its widely dispersed population mitigates against the creation of a single, unified network of the type being built in China and proposed for Europe.

    Air travel is likely to remain the preferred option for transcontinental journeys that can be more than 3,000 miles (around 4,828 kilometers).

    But there are many shorter inter-city travel corridors where high-speed rail, or a combination of new infrastructure and upgraded railroad tracks or tilting trains, could eventually provide an unbeatable alternative to air travel and highways.

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  • What’s going on with all the runway close calls | CNN Politics

    What’s going on with all the runway close calls | CNN Politics

    A version of this story appeared in CNN’s What Matters newsletter. To get it in your inbox, sign up for free here.



    CNN
     — 

    There have been six close calls on US runways this year, which has led to a fair amount of news coverage, some alarm among the flying public and a lot of calls for answers – including from the acting head of the Federal Aviation Administration Billy Nolen, who testified on Capitol Hill this week.

    Unable to explain the spike, Nolen told lawmakers the agency wants to get to the bottom of things at a safety summit planned for next week. There are also specific investigations into each incident in Boston; Burbank, California; Austin, Texas; Honolulu; New York; and Sarasota, Florida.

    I talked to CNN’s Pete Muntean, who not only covers aviation but is also a pilot and flight instructor, for his perspective on what the heck is going on.

    Our conversation, conducted by phone, is below. Stick with it for an interesting bonus story on how low-flying planes are used to find poachers in Africa.

    WOLF: Six close calls in recent weeks. Are these all distinct events? Or should we view them as one larger issue?

    MUNTEAN: There’s definitely a constant theme because they’re the same type of event, which is officially known as a runway incursion. It is where two airplanes essentially get in the way of one another on or near the runway.

    These types of events can range from really minor to more egregious. What we saw at JFK in New York in January, that had to be one of the more egregious ones. The air traffic controller had to swoop in and stop a flight that was barreling down the runway toward a crossing, taxiing (Boeing) triple seven from taking off.

    That is a more extreme, severe example. There have been some examples where the airplanes get within a few hundred feet of one another, maybe as close as 100 feet. One of the cases like in Austin.

    But they’re not really caused, necessarily, by the same thing. That’s, of course, something that investigators will look at.

    (On Wednesday) the acting head of the FAA on Capitol Hill said that if there are dots to connect, they’ll connect them in this safety summit next week, although it doesn’t seem like there was any real common trigger. No common cause.

    RELATED: FAA to conduct sweeping safety review after multiple incidents

    WOLF: Who is supposed to keep these from happening? Is it the air traffic controllers? Is it the pilots? How is it supposed to work?

    MUNTEAN: There are multiple different layers of safeguards in place in the air traffic system, especially at these busy airports where there are a lot of airliners coming in and out in a lot of varying conditions, a lot of different times of day.

    Some of the responsibility falls on air traffic control. Of course, it’s their job to keep airplanes from running into one another. Some of the responsibility falls on the flight crew to keep it so that they follow the instructions of air traffic control, that they remain vigilant all the time, if they’re taxiing across runways or taking off from a runway that’s crisscrossing with another one as they’re about to land.

    The good news is that in commercial aviation in the US – which has a stellar track record, by the way – there are two trained pilots at all times. And there are a lot of eyeballs essentially making it so that these things don’t happen.

    The pilots can intercede at any point, and in some cases they have. They’ve just essentially called their own go-arounds to make it so that they don’t come in contact with an airplane. In some cases, the air traffic controllers will call it. The onus is on a few different layers here.

    I’m a pilot, but I just did a demonstration with a former NTSB (National Transportation Safety Board) investigator at a busy airport, Dulles (in Virginia), and it begs pointing out that some of the safeguards are as simple as paint on the runway and taxiways to remind pilots not to taxi too close to the runway. Some of it is in the phraseology that’s used on the radio. Some of it is in the procedures and training the pilots get.

    I think every pilot that’s out there now – and if you talk to professional pilots this is something that weighs on them – this has been a chronic problem for aviation for a while. But now, because of these headlines, it’s especially top of mind for pilots and air traffic controllers and regulators and safety advocates.

    WOLF: You said it’s a chronic problem. Is there any indication or any data to suggest this is happening more often? Or are we in the media just paying attention to it?

    MUNTEAN: I think these events are getting more attention. No doubt that these six that we have seen so far this year are extreme. Usually they don’t happen with such severity, with such frequency.

    But the FAA, at every layer of aviation from commercial aviation on down to small airplanes and private airports, they’re always trying to remind pilots to remain vigilant. Something that pilots really train for in their first flying lesson is how to behave in and respect the environment around an airport.

    In some ways, it’s like flying with a loaded gun. You have to be really, really careful.

    The reason why these are happening, one pilot told me – who’s the representative for a large union of airline pilots and a major airline – he said the system is just under so much pressure right now. There’s a lot of corporate pressure for airlines to get back on their feet after the pandemic.

    There’s a lot of new pilots flying right now, who may have matriculated from regional airlines to larger airlines. A lot of the old guard have retired. Pilots have left just because they were given voluntary leave packages as a result of the downturn of the pandemic.

    There are a ton of different factors at play.

    The fact that we’re sort of paying attention to these more just sort of highlights that nobody can ever let their guard down.

    WOLF: Is the current air traffic system that we’re using technologically up to snuff?

    MUNTEAN: I think it is. And I think the FAA would say that it is, because they have added in so many layers of technology to make it so that these incidents are avoided.

    They have technology that can sense, at some larger airports, whether or not a pilot is lined up with the wrong thing, if they were aiming for a runway but instead aimed for a taxiway to land on – which has happened before.

    They have more lighting on the pavement that warns pilots, essentially like a stoplight, to make it so they don’t go rolling across a runway as they are taxiing across one.

    There are even systems that make it so that they can sense, using radar and other technologies, where airplanes are on the ground and not just in the air. Some of these runway incursions are caused simply by airplanes being in the wrong place as they are taxiing and not necessarily in the air.

    I think the system is up to snuff. I think the FAA would say the system is up to snuff. But they’re also using this as a moment to sort of reinspect and have some introspection on the matter and whether or not they could be doing more to make it so that these problems can be avoided.

    WOLF: You already pointed out that commercial aviation in the US is incredibly safe.

    MUNTEAN: The last time there was a fatality was 2018, which was kind of a freak accident, where a person got hit on a Southwest flight by a fan blade that broke up in a jet engine.

    We’re reporting on crashes that don’t happen. These are close calls, sure, but nobody’s been hurt. Nobody’s been killed. So it kind of shows, in a way, how safe the system is.

    WOLF: Is there a spot in the system that is particularly weak? Is it takeoff or landing? What is the thing that makes pilots most nervous?

    MUNTEAN: The common theme is having so many airplanes close together. That’s sort of the inherent flaw of an airport, right? You bring in airplanes and take off and land. You may be using multiple different runways at the same time. There’s a lot of demand in the air traffic right now.

    Every airport is different, right?

    Some airports may have a lot of runways that are parallel and a lot of taxiways that are parallel to one another, like at Dulles the other day, where we went. There are three runways lined up: one left, one center and one right. They’re all headed the same direction to the north. You have to be really careful that you’re lined up with the right one.

    There are a few different things that you can do in the airplane to mitigate that and make sure that you have a safeguard of your own. But I think it really varies by the airport. In some places, there are intersecting runways. There are taxiways that have confusing turns.

    The FAA does granular looks at things like this, where they say something like this taxiway design isn’t all that great, there may be a blind spot here, as you’re taxiing you may approach this at a 45-degree angle or it could be a 90-degree angle where somebody in the cockpit can see more.

    Also when conditions are changing – we saw in the Austin incident the weather was abysmal at that time. It was very low cloud ceilings and very low visibility where the pilots were able to get an indication that there was somebody on the runway, an approaching FedEx flight and a Southwest flight that was still on the runway that hadn’t taken off yet.

    They weren’t necessarily able to see that (Southwest flight), so far as we know, by their eyeball.

    There are a lot of things at play. You can’t just say it’s any one different thing. And remember, these pilots are often going in and out of different places multiple times a day. The responsibility is on everybody.

    WOLF: Do pilots face the same sort of difficult lifestyle we’ve been hearing about for train operators?

    MUNTEAN: There’s a ton of regulation that protects pilots. We see that occasionally getting better. Even flight attendants have gotten longer rest rules recently, where they’re able to rest between trips for a longer period of time.

    There’s always friction between organized labor, work groups and the companies that they work for. A lot of times it comes down to regulators and what they are able to do for workers. Pretty much every major airline right now – their pilot groups, as well as a lot of major flight attendant groups – are going through contract negotiations with their companies.

    Some of the safety and protection, unions would say, comes from a good deal that protects not only their ability to work but also keeps pilots and passengers safe. Organized labor and unions have a lot to say about this, and they want to make sure that they are treated fairly to make it so that these incidents don’t happen.

    I just talked to Dennis Tajer, who’s the representative of the Allied Pilots Association, which represents all the American Airlines pilots, and he said this is something that we’ve kind of been pounding our fists on the podium about, we’ve said for about a year that the air traffic system and the aviation system and the airline system are just under too much pressure, and now you’re seeing the result of that.

    It’s on not only regulators like the FAA, the Department of Transportation but also companies to make sure that these major airlines – which are huge corporations – to make sure that their pilots are safe and doing the job properly with the proper amount of rest, with the proper amount of resources.

    WOLF: Right. It’s in nobody’s interest for there to be an incident.

    MUNTEAN: Everyone says safety is a top priority, of course.

    But depending on your viewpoint, safety can have a lot of different meanings.

    WOLF: It’s always been my sense that air traffic is one of the most, if not the most, government-regulated systems in the country. Unlike other areas where there might be a move toward deregulation, this is something the government controls and is going to continue to control.

    MUNTEAN: It’s super regulated because a lot of the rules are, frankly, written in blood.

    When you talk about this runway incursion issue, the landmark case is the Tenerife accident (in 1977), where KLM and Pan Am 747s that both diverted to Tenerife, an island near Spain, ran into one another and killed a bunch of people. There were some survivors, but it was a classic runway incursion incident.

    One of the airplanes was back taxiing down the runway, as the KLM crew essentially blasted off without regard for where the other airplane was. They couldn’t see it because the weather was poor.

    These regulations are often born out of horrible disasters. And I think the thing to point out here is that we have avoided disaster in these six cases, but in some cases came pretty close. It underscores why things were so regulated and also why the regulators are taking this so seriously.

    WOLF: What are you looking out for?

    MUNTEAN: I would point out these things are still under investigation. And the National Transportation Safety Board has tried to shed a lot of light on this issue. I asked Jennifer Homendy, the chair of the NTSB, why do you think these things are happening more?

    She said, well, it’s possible that these things are happening more. It’s also possible that these things are getting more attention. It doesn’t matter; it’s good that these things are being brought to the spotlight.

    That could ultimately have a huge impact on safety. Aviation is not waiting for another Tenerife. They’re taking these one-off scares and really trying to learn from them.

    WOLF: You sound very passionate about all of this.

    MUNTEAN: I love flying more than anything. The cool part of my job is I get to talk about aviation for a living, and it’s something I’m so passionate about.

    I also instruct and teach people. I just came back from this incredible trip in Kenya where I got to instruct for the Kenya Wildlife Service Airwing, flying with essentially rangers, who are also pilots, with an anti-poaching air force.

    And that was just incredibly cool, but the focus is safety. Maybe I’m a little biased, but aviation is just like something I always geek out on. It’s fun to talk about. …

    I was invited with a group of instructors to go there, and we were in a national park south of Nairobi, called Tsavo West. We flew with 19 different pilots. Three instructors from the States essentially go down and audit their flying ability and safety.

    They’re very, very good pilots. Because they fly at a few hundred feet, guarding against poachers and spotting wildlife, they don’t have a ton of margin for error. We did a lot of brush-up things with them, and they were all very appreciative, and it was a very cool and rewarding experience flying smaller airplanes.

    Those are the type of airplanes that are best suited for that mission, because they can fly low and slow and have a lot of visibility. You can’t do that in a jet.

    It’s sort of like flying into Jurassic Park, because you see elephants all the time, and we saw rhinos and more zebras than I can ever count, and giraffes. But these pilots do a really important job, and (it) was really cool to be a part of it.

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  • All flights grounded at airport near Penn State University over suspicious device, 100 passengers bused to campus | CNN

    All flights grounded at airport near Penn State University over suspicious device, 100 passengers bused to campus | CNN



    CNN
     — 

    All flights were grounded at University Park Airport in Pennsylvania Friday as authorities investigated a suspicious device in a checked bag, forcing about 100 passengers to be bused out of the area and the airport to close until Saturday, officials said.

    The airport in State College, located less than five miles from the Penn State University campus, was closed to air traffic and passengers while an explosives device team and local police examined the contents of the bag, which was checked on a flight en route to Chicago, Penn State University Police and Public Safety said in a statement.

    The “suspicious” contents were later determined to not be an explosive device, Penn State spokeswoman Lisa Marie Powers told CNN late Friday.

    The item had been detected by Transportation Security Administration (TSA) officers at the airport, according to TSA spokesperson Lisa Farbstein. Local police officers and FBI officials were also on site, she said.

    “The immediate area was evacuated and a perimeter established,” Farbstein said in a statement, adding bomb technicians would be looking at the bag and its contents.

    The Federal Aviation Administration issued a ground stop for the airport “due to security.” The airport will reopen early Saturday morning, police said.

    The airport closure took place as Penn State students were gearing up for their Spring Break travel plans next week. Buses from the university came to the airport to transport about 100 passengers to the campus, where they were offered shelter and given food, according to police.

    The University Park Airport calls itself “a home town airport with a world of destinations,” according to its Facebook page. It says four airlines – Allegiant, Delta, United, and American airlines – offer regularly scheduled flights to and from major hub cities including Detroit, Philadelphia and Washington/Dulles.

    Earlier in the day, the general passenger terminal at the airport was evacuated “out of an abundance of caution,” police said. There were no incoming or outgoing flights scheduled when the evacuation took place.

    The investigation at the airport comes just days after federal agents arrested a Pennsylvania man after he allegedly tried to bring explosives in his suitcase on a flight from Lehigh Valley International Airport in Allentown to Florida.

    Marc Muffley, 40, faces two charges, according to a federal complaint, including possession of an explosive in an airport and possessing or attempting to place an explosive or incendiary device on an aircraft.

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  • Lyft shares fall nearly 25% after forecasting revenue below estimates | CNN Business

    Lyft shares fall nearly 25% after forecasting revenue below estimates | CNN Business



    Reuters
     — 

    Lyft

    (LYFT)     on Thursday forecast current-quarter revenue below Wall Street estimates, blaming extremely cold weather in some of its major markets and lower prices, especially during peak hours, sending its shares down nearly 25% in extended trading.

    The company’s outlook was in contrast to that of its larger rival Uber

    (UBER)    , whose strong presence globally is helping it ride a boom in demand for ride-hailing services from travelers and office-goers

    Lyft’s bigger presence on the U.S. West Coast, a region that analysts have said was trailing the rest of the United States in return to pre-COVID demand, could be hurting its recovery compared with Uber.

    Company president John Zimmer said in an interview that the West Coast had “not fully” recovered but noted a “material improvement.”

    Lyft forecast first-quarter revenue of about $975 million, which fell below analyst estimates of $1.09 billion, according to Refinitiv data.

    Its forecast for first-quarter adjusted earnings before interest, taxes depreciation and amortization (EBITDA), a key measure of profitability that strips out some costs, was between $5 million and $15 million.

    For the fourth quarter, Lyft reported an adjusted EBITDA of $126.7 million, excluding $375 million it had set aside for increasing insurance reserves. Analysts had forecast $91.01 million.

    “We wanted to ensure we strengthened our insurance reserve … the purpose of doing that is to ensure we don’t have that type of volatility going forward, because we did such a large reserve on the high end of what we could expect given the size of our insurance book,” Zimmer said in an interview.

    Active riders rose 8.7% increase to 20.36 million for the fourth quarter, Lyft said. Analysts were expecting 20.30 million, according to FactSet estimates.

    Rideshare was “really back … we’re happy with the current marketplace conditions,” Zimmer said.

    Revenue rose 21% to $1.18 billion, slightly above the average estimate of $1.16 billion.

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  • China to launch state-backed transport platform for ride-hailing, trucking | CNN Business

    China to launch state-backed transport platform for ride-hailing, trucking | CNN Business


    Hong Kong
    Reuters
     — 

    China will soon launch a state-backed platform for transport which includes services of ride-hailing, cargo trucking, road transport, railway, ferry and flight services, Chinese state media Beijing Daily reported on Wednesday.

    The online platform, which has completed internal tests, is expected to integrate more than 90% of total capacity of the transportation market, the newspaper said.

    China’s ride-hailing market was dominated by Didi Global which ran afoul of powerful regulator the Cyberspace Administration of China in 2021. The 18-month ban on the ride-hailer was lifted on Monday after the company took effective measures to ensure platform safety and data security.

    The report did not give details of why the government was introducing the platform, whether customers would be obliged to use it or whether it would compete with existing platforms.

    The report alluded to the disorderly expansion of ride-hailing apps and issues of data security.

    The state-backed platform, called “Qiang Guo Jiao Tong” – or “Powerful Nation’s Transportation” – will offer people convenient services while maintaining data security and protecting personal privacy, Beijing Daily reported.

    Other social media apps such as Wechat, Alipay and Douyin will be integrated into the platform, the report added.

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  • Uber launching self-driving cars in Las Vegas | CNN Business

    Uber launching self-driving cars in Las Vegas | CNN Business


    New York
    CNN Business
     — 

    Ridehailing giant Uber is now offering Las Vegas riders the option on its app to hail a self-driving taxis developed by another company, according to a press release Wednesday. While the autonomous vehicles are currently only available for ride hailing in Las Vegas, there are plans to expand to Los Angeles “at a later date,” according to the release.

    The robocars, made by driverless technology company Motional, are sent with two “vehicle operators” behind the wheel to monitor the technology and provide added support to riders. Uber said it plans on launching a fully driverless service with Motional in 2023.

    Users requesting a ride will be offered an autonomous vehicle if one is available before the trip is confirmed. If a customer opts in, a self-driing Hyundai Ioniq 5 mid-sized hatchback, modified by Motional, will be sent to pick them up.

    Motional has been offering robotaxi services in Las Vegas since 2018 through Uber rival Lyft, though rides before 2020 were offered under parent-company Aptiv.

    Uber and Motional first announced their non-exclusive 10-year agreement in October, two years after the ride-hailing company sold off its own self-driving unit, Advanced Technologies Group, to San Francisco-based startup Aurora. The sale came after a a five-year run of developing self-driving vehicles that was marred by litigation and a fatal crash.

    Waymo, Google’s self-driving company, sued Uber in February 2017 alleging trade secret and intellectual property theft, with Waymo eventually receiving about $245 million in Uber stock as part of settlement and Uber agreeing not to use proprietary information from Waymo. The ridehailing company suffered another blow to its self-driving program a month later when one of its test vehicles in Tempe, Arizona, struck and killed a pedestrian. An Uber test driver behind the wheel, who was supposed to monitor the vehicle and intervene if needed, was watching a television show on her phone.

    Through its partnership with Motional, Uber is attempting to shift its business model away from being solely reliant on its vast fleet of independently contracted drivers, a business model that has posed legal issues for the company in recent years. The Biden administration is currently proposing a new labor rule that could classify millions of these gig workers as employees — a move that would challenge the low-cost labor models behind Silicon Valley heavyweights like Uber.

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  • One person killed in rollover of bus chartered by Brandeis University, school says | CNN

    One person killed in rollover of bus chartered by Brandeis University, school says | CNN



    CNN
     — 

    A Brandeis University undergraduate student was killed Saturday night in bus rollover accident near the Brandeis campus in Waltham, Massachusetts, according to the school.

    Preliminary investigations suggest 27 students were on the shuttle when it crashed into a tree on South Street about 10:30 p.m., according to a statement from Middlesex District Attorney Marian Ryan and Waltham Chief of Police Kevin O’Connell. The cause of the crash is unknown.

    The shuttle was returning from a hockey game at Northeastern University, the statement said. One person was pronounced dead at the scene and the driver and remaining 26 students all sustained injuries and were transported to area hospitals, it said.

    In a letter, University President Ronald Liebowitz identified the deceased student as Vanessa Mark. Liebowitz said Mark was on a leave of absence from the university, but remained in the community. He said said classes would be canceled Monday and Tuesday after the accident.

    “I know that sadness over last night’s fatal shuttle accident is rippling through our community today,” Liebowitz said. “We are all experiencing the shock of such a terrible accident, and everyone’s recovery will take time.”

    In an email to students and community members Sunday morning, Brandeis said many of the injured have been released from hospital, while 11 were admitted for further treatment.

    “Due to privacy concerns, the names of those who were injured will not be released,” school officials noted.

    “If you are a student and you have not done so already, please reach out to your family and close friends as soon as possible to let them know that you are safe,” the email said.

    Waltham Fire Chief Andrew Mullin said early Sunday the accident is “completely under investigation,” and they had not determined a cause.

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  • Lyft to lay off 13% of staff | CNN Business

    Lyft to lay off 13% of staff | CNN Business



    CNN Business
     — 

    Lyft on Thursday said it will lay off 13% of its staff, or nearly 700 employees, as it rethinks staffing amid rising inflation and fears of a looming recession.

    In a memo to staffers on Thursday, a copy of which was shared with CNN Business, Lyft

    (LYFT)     co-founders Logan Green and John Zimmer said the layoffs will impact every part of the company, and pointed to broader macroeconomic challenges that led to the cuts.

    “We know today will be hard,” the founders wrote in the memo. “We’re facing a probable recession sometime in the next year and rideshare insurance costs are going up.”

    “We worked hard to bring down costs this summer: we slowed, then froze hiring; cut spending; and paused less-critical initiatives,” the memo said. “Still, Lyft has to become leaner, which requires us to part with incredible team members.”

    For much of the pandemic, the tech industry only seemed to grow bigger as consumers shifted more of their lives online. But a number of tech companies reported slowing growth in the September quarter, as customers and advertisers rethink spending. Many in the tech sector are now rethinking their investments and staffing needs.

    Amazon on Thursday said it planned to implement a pause on corporate hiring for months, citing the economic climate. Also on Thursday, Stripe, a payment processing company and one of the world’s most valuable startups, announced it is laying off 14% of staffers.

    “We were much too optimistic about the internet economy’s near-term growth in 2022 and 2023 and underestimated both the likelihood and impact of a broader slowdown,” Stripe CEO Patrick Collison wrote in a note to employees.

    Lyft’s move, however, comes as its chief rival, Uber, bucked the trend by reporting strong revenue growth, fueled by demand for rides and meal deliveries. Lyft is set to report earnings results on Monday.

    “We are not immune to the realities of inflation and a slowing economy,” Lyft’s founders wrote in the memo to staffers.

    In a company filing on Thursday, Lyft confirmed the plans involving the “termination of approximately 683 employees” and said it will incur approximately $27 million to $32 million of “restructuring and related charges” due to severance and benefits costs.

    Shares for Lyft are down nearly 70% so far this year.

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  • Larry Page’s electric air taxi startup is winding down | CNN Business

    Larry Page’s electric air taxi startup is winding down | CNN Business



    CNN
     — 

    Kittyhawk, the electric air taxi startup backed by Google co-founder Larry Page, announced Wednesday that it plans to “wind down” operations.

    “We have made the decision to wind down Kittyhawk. We’re still working on the details of what’s next,” the company wrote in a brief statement shared on its LinkedIn and Twitter pages. Kittyhawk did not immediately respond to a request for further comment.

    Kittyhawk had the lofty mission of “building autonomous, affordable, ubiquitous and eco-conscious air taxis,” according to its website. It was founded by Sebastian Thrun, a former Google executive who led the company’s self-driving car efforts.

    The startup operated in secret until 2017, when it publicly unveiled its first aircraft — an ultralight electric plane dubbed Flyer that was designed to fly over water. Page, one of the world’s richest men, was said to have invested $100 million in flying car startups, including Kittyhawk.

    Flyer was ultimately retired in 2020, after more than 25,000 successful test flights, according to the company, and it reportedly laid off many of those who had been working on Flyer at the time. The company launched other electric aircraft prototypes and announced a partnership with Boeing in 2019.

    The shuttering of Kittyhawk will not impact its joint venture with Boeing, which has been dubbed Wisk. In a tweet, Wisk said that it remains “in a strong financial position,” with both Boeing and Kittyhawk as investors.

    Like Kittyhawk, Wisk is developing an “all-electric, self-flying air taxi” that it says “rises like a helicopter and flies like a plane,” according to its website. This “aircraft will remove the need for a runway and allow you to land where you need to be,” according to the company.

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  • Lyft announces new CEO, says co-founders will step aside from management positions | CNN Business

    Lyft announces new CEO, says co-founders will step aside from management positions | CNN Business



    CNN
     — 

    Lyft announced on Monday that Amazon veteran David Risher will join as chief executive next month, and that co-founders Logan Green and John Zimmer will step down from their management positions at the ride-hailing company.

    Green, who is currently the CEO, will be succeeded by Risher effective April 17, the company said in a statement. Zimmer, Lyft’s president, will also step down from his role as of June 30, the company said. Both Green and Zimmer will stay on at Lyft in non-executive roles as chair and vice chair of the Lyft board, respectively. No replacement for Zimmer was named.

    The leadership shakeup at the ride-hailing company comes as it has struggled to turn a profit over the years and after its stock has taken a beating in recent months, shedding more than 13% so far in 2023. Late last year the company said it was cutting 13% of its staff, or 700 employees, as part of a major effort to cut costs. Lyft’s stock rose about 4% in after-hours trading Monday on the news.

    Lyft

    (LYFT)     emphasized Risher’s management experience at Amazon

    (AMZN)     and Microsoft

    (MSFT)    , though he has not worked at either in two decades according to his LinkedIn profile. He was the 37th employee of Amazon

    (AMZN)    , and went on to become the e-commerce giant’s first head of product and head of US retail, according to a statement from Lyft

    (LYFT)    .

    Risher has been a member of the Lyft board since July 2021, and has spent the past 13 years working at a nonprofit he co-founded aimed at getting children to read more.

    “I am honored to step into the CEO role at such an important moment in the company’s history, and am prepared to take this business to new levels of success,” Risher said in a statement.

    Green added in a separate statement that building the company over the past 16 years has “been the adventure of a lifetime.”

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  • How Uber left Lyft in the dust | CNN Business

    How Uber left Lyft in the dust | CNN Business



    CNN
     — 

    For years, Lyft positioned itself as the “nice guy” in the ride-hailing industry. It let rival Uber do most of the dirty work fighting regulators and the taxi industry to create a path for a new crop of companies to offer rides to customers through an app.

    In the process, Lyft cultivated a feel-good brand – but Uber dominated the market. For a brief moment in 2017, however, it looked like the balance of power might shift, as Uber was rocked by a seemingly endless series of PR crises that culminated with its founder and CEO Travis Kalanick stepping down.

    Six years later, however, Lyft’s position is arguably more precarious than it has ever been. Uber now has 74% of the US rideshare market, up from 62% in 2020, according to market research firm YipitData, while Lyft’s market share slipped to 26% from 38% during that same period. Meanwhile, Lyft stock has plunged nearly 90% since it went public in 2019.

    In a nod to those challenges, Lyft announced Monday that its two cofounders, Logan Green and John Zimmer, would step back from their management roles and the company would bring in Amazon veteran and Lyft board member David Risher to take the helm of Lyft as CEO.

    In its announcement, Lyft framed the leadership change as a straightforward succession plan. “All founders eventually find the right moment to step back and the right leaders to take their company forward,” Green said in a statement. “As a member of the board, he knows both the challenges and opportunities ahead.”

    For Lyft, the current challenges are immense. While Uber diversified its business beyond ride-hailing by delivering meals and grocery items, Lyft never did. That arguably hurt the company earlier in the pandemic when fewer customers were traveling but more were ordering items online. Late last year, Lyft said it was cutting 13% of its staff, or 700 employees, as part of a major effort to cut costs.

    At the same time, Lyft now faces an Uber that is run by a seasoned executive, Expedia veteran Dara Khosrowshahi, who immediately got to work straightening up the company’s business and image. Under Khosrowshahi, Uber doubled down on growing its meal delivery business, while working to cut costs elsewhere, including by selling off more experimental efforts like its self-driving car unit.

    In its most recent earnings report last month, Uber said that it had its “strongest quarter ever,” reporting a 49% year-over-year increase in revenue. Lyft’s latest earnings report, meanwhile, was unusually disappointing for Wall Street.

    One tech analyst, Dan Ives of Wedbush Securities, said Lyft’s conference call to discuss the results “was a Top 3 worst call we have ever heard” as its “management is trying to play darts blindfolded.” He slammed the earnings outlook offered on the call as a “debacle for the ages.”

    With Risher as the new CEO, Lyft is clearly hoping for a turnaround. Risher was the 37th employee of Amazon – a company that has long been the model for the on-demand industry – and he went on to become the e-commerce giant’s first head of product and head of US retail. In its statement announcing Risher as the new CEO, Lyft pointed to his legacy at Amazon: “In tribute to Mr. Risher’s contributions, Jeff Bezos added a permanent thank-you to the Amazon website, where it can still be seen  today.”

    Tom White, a senior research analyst at D.A. Davidson, wrote in a note this week that the new CEO “could signal an increased willingness to broaden the strategic aperture at  LYFT a bit as it relates to areas like product strategy (delivery), partnerships, or other novel ways to create value.”

    Former Uber CEO Travis Kalanick (left); current Uber CEO Dara Khosrowshahi (right).

    Nicholas Cauley, an analyst at research firm Third Bridge, wrote that Lyft “still has many levers it can pull to regain market share.” He added: “There are still improvements to be made and a leadership change is a positive catalyst for turning the ship around.”

    But in an interview with CNN’s Julia Chatterley on Wednesday, Risher seemed to dash hopes that Lyft would borrow from Uber’s playbook and branch into other delivery categories.

    Risher told CNN he wants to make sure Lyft focuses on providing a great ride-hailing service and “not get distracted by delivering pizzas or packages or all sorts of other things that other companies are doing.”

    “I don’t really want to get in the same car that, you know, just delivered the tuna sandwich,” he added. “And if you talk to drivers, they say, ‘Gosh, I don’t make as much in food delivery and it’s more frustrating. I get tickets when I’m double parked in front of the restaurant and so forth.’ So, you know, I think that, that Uber has its challenges too. I really do.”

    Risher also said “it’s not our focus” to pursue a sale of the company.

    While the market initially seemed to welcome Risher’s appointment, the slight uptick in Lyft stock after the news came out was quickly wiped out a day later once Risher started talking about his plans for the company.

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