Gas-powered vehicles “have hundreds of moving parts and other components” that keep mechanics busy, argues CalMatters (which describes itself as a “nonpartisan and nonprofit news organization.”)

“By 2040, the state projects that nearly 32,000 auto mechanics jobs will be lost in California, since electric vehicles need far less maintenance and repair than conventional combustion engines.” And they base that prediction on statistics from the state’s own Air Resources Board (part of California’s Environmental Protection Agency):

Throughout the economy, an estimated 64,700 jobs will be lost because of the mandate, according to the California Air Resources Board’s calculations. On the other hand, an estimated 24,900 jobs would be gained in other sectors, so the estimated net loss is 39,800 jobs, a minimal amount across the state’s entire economy, by 2040. But no single workforce in the state would be hurt more than auto mechanics: California has about 60,910 auto service technicians and mechanics, and more than half of those jobs would be lost over the next two decades if the mandate goes into effect, the air board calculates….

Some industries gain jobs while others lose them as the state shifts to zero-emission vehicles. The retail trade sector, which includes gas station workers and automobile and parts dealers, would lose 38,669 jobs by 2040 or about 2% of the retail workforce. Most of the losses would be at gasoline stations. As the electric vehicle fleet grows, air board officials project gas stations could provide charging to offset the losses…. Another 20,831 jobs in state and local government would be eliminated because of the decrease in gas tax revenue.

But the transition to electric cars also will create thousands of jobs. Southern California Edison, Pacific Gas & Electric and other power industry companies would benefit most, with the creation of about 5,600 jobs by 2040 as car owners spend more on electricity to power their vehicles. Insurance carriers will benefit from about 1,700 new jobs, while the construction industry is expected to gain about 3,600…. Mechanics who work on internal combustion engines would still have plenty of work: The rule would not ban sales of used cars, and it wouldn’t force the state’s residents to stop driving the roughly 29 million gas-powered cars that are already on the road. Californians also could keep importing new or used vehicles from out of state.

That means Californians will still own a lot of gas-powered cars past 2035, softening the blow for car mechanics and industries dependent on fossil fuels, said James Sallee, an economist and research associate at the Energy Institute at University of California, Berkeley’s Haas School of Business. Sallee said the changes wouldn’t occur fast enough to trigger a sharp economic slowdown within the auto repair industry.

One 67-year-old mechanic still tells CalMatters that “The electric vehicle repair market is just about nonexistent.”
But another mechanic tells them “I’m not against electric vehicles. I’ve always loved cars and I’ll work on them until I can’t anymore. So we have to adjust. We have to get out of our comfort zones.”

Read more of this story at Slashdot.

Source: Slashdot – Will Electric Cars Transform the Workforce?

LiveScience reports:
Despite being around 4,300 miles in length, the Amazon River surprisingly has no bridges.

The Amazon River is the world’s second-longest river and one of the planet’s most significant waterways… Given the Amazon flows through three countries (Peru, Colombia and Brazil) and more than 30 million people live in the river’s basin, according to the World Wildlife Fund, it seems somewhat improbable that no bridges span the river. So why is this the case? Are there fundamental difficulties with building such structures in a rainforest containing swaps, extensive wetlands and deep, thick undergrowth? Are there financial barriers? Or is it simply not worth the effort?

The site got answers from Walter Kaufmann, the chair of Structural Engineering at the Swiss Federal Institute of Technology in Zurich. Long-time Slashdot reader fahrbot-bot shared this summary of the explanations (condensing quotes from the article):

There are technical and logistical difficulties.
The Amazon is far from an ideal location for bridge builders. It has an array of natural stumbling blocks that would need to be conquered by engineers and construction workers. its extensive marshes and soft soils would necessitate “very long access viaducts and very deep foundations,” and this would require hefty financial investment. Additionally, the changing positions of the river’s course across the seasons, with “pronounced differences” in water depth, would make construction “extremely demanding.”

The environment at the Amazon is certainly among the most difficult in the world. Pontoons, or floating structures, are not a solution that would work in most parts of the Amazon, Kaufmann said, because the river is hugely impacted by seasonal variances, which adds an additional layer of complexity. For instance, during the dry season — between June and November — the Amazon averages a width of between 2 and 6 miles (3.2 and 9.7 km), while in the wet season — December through April — the river can be as wide as 30 miles (48 km), and the water level can be 50 feet (15 meters) higher than it is during the dry season, according to Britannica.

There is no sufficiently pressing need for a bridge across the Amazon.
The Amazon, for much of its 4,300-mile (6,920 kilometers) length, meanders through areas that are sparsely populated, meaning there are very few major roads for any bridge to connect to. And in the cities and towns that border the river, boats and ferries are an established means of moving goods and people from bank to bank, meaning there is no real need for bridges to be built, other than to make trips slightly quicker.

Read more of this story at Slashdot.

Source: Slashdot – Why Are There No Bridges Over the Amazon River?

“There’s no guarantee that robot umpires will make their way to the majors,” writes the San Francisco Chronicle. “But the system is as close as it has been now, one level below.”

Here’s how it looks for a minor league/Triple-A team, the Albuquerque Isotopes:

Using the same computerized optical tracking technology known as Hawk-Eye that has been used for several years now in pro tennis and some other sports, MLB’s new Automated ball-strike system is a rather in-depth setup. In early April, MLB set up eight high-speed cameras and hundreds of receivers around Isotopes Park that, along with the video from the cameras, add to a triangulation process that can help determine exactly where the ball crosses the strike zone — despite there being no camera directly over or behind the plate.

The MLB says it is confident a foul ball hitting one camera or a light drizzle of rain during a game won’t affect the data accuracy.

“It’s here,” said Albuquerque Isotopes manager Warren Schaeffer. “We’ll all get used to it. As long as we don’t see it really messing things up, we’ll adjust.”
The manager also added, “I don’t know what human umpires miss in a game — maybe three or four calls a game? And this system seems like it’s missing three or four a game, I guess. I’m sure that they can improve it and it’s always going to keep improving I guess.”

“The technology is there,” said an MLB official who spoke to the Journal about the implementation of the automated ball-strike system… At this point, MLB is trying to get enough of a sample size to see how the game is affected and troubleshoot any unforeseen issues.

There’s still an umpire behind the plate making the punching gesture for a strike — but he’s just repeating whatever call the system has beamed into his ear.

The paper shares this story from a relief pitcher watching another pitcher disagree with a “called ball” early in the game, and asking the umpire whether it was in the strike zone and why it wasn’t called a strike.

“And the umpire just shrugged and said, ‘I don’t know.'”

Read more of this story at Slashdot.

Source: Slashdot – Minor League Baseball is Now Using AI Umpires to Call Strikes

Ford’s fuel-economy figures for the 2013-2014 C-Max hybrids “were not based in reality” says Iowa’s attorney general.

And now the Ford Motor Company “will pay $19.2 million to a consortium of 40 states and Washington,D.C.,” writes Consumer Reports (which also covers additional false advertising about the payload capacity of its Super Duty pickup trucks).

In these two cases, Ford exaggerated numbers for an advantage in competitive segments. And it was caught….

Ford ran a series of ads that claimed the C-Max provided better fuel economy than the Toyota Prius. The 2013 C-Max was originally rated at 47 mpg in city and highway driving, and 47 mpg overall. The claim was that it delivered 47 mpg in every situation. Back on Dec. 6, 2012, Consumer Reports wrote… “After running both vehicles through our real-world tests, we have gotten very good results. But they are far below Ford’s ambitious triple-47 figures.” We got 37 mpg overall in our tests. That’s close to what owners reported on the Environmental Protection Agency’s fueleconomy.gov, at 39 mpg…. In our tests, the Toyota Prius at the time got 44 mpg overall, far more than the C-Max.
Iowa’s attorney general notes that “In 2013, Ford admitted that its initial fuel economy rating for the C-Max hybrid was likely overstated. The carmaker announced at the time that it would make a ‘goodwill payment’ of $550 to consumers who purchased a 2013 C-Max hybrid and $325 to those who leased the vehicle, according to Edmunds.”

Consumer Reports adds:
It then made hardware updates for new models, including a higher final gear ratio, lower-viscosity motor oil, and aerodynamic improvements, including a rear spoiler, new hood seals, and air deflectors in front of the tires, and a higher speed threshold for the electric drive. The new mpg figures were 39 mpg combined for 2014 through 2016 (41 city, 36 highway)…

This case underscores why Consumer Reports goes to great lengths to test the fuel economy of every nonelectric car we purchase. It provides realistic, objective, independent information for car shoppers and helps keep the auto industry honest.

Consumer Reports also quotes Ford’s statement on their false advertising. “We are pleased that the matter is closed without any judicial finding of improper conduct.”

“We worked with the states to resolve their concerns.”

Read more of this story at Slashdot.

Source: Slashdot – Ford Pays Millions Over False Claims About Its 2013 Hybrid’s Fuel Economy

Long-time Slashdot reader united_notions is trying to envision “the ‘human-machine era’, a time when the tech has moved out of our hands and into our ears, eyes, and brains.”

Real-time captioning of conversation. Highly accurate instant translation. Auto voice mimicry making it sound like you speaking the translation. Real-time AR facial augmentation making it also look like you speaking the translation. Meanwhile, super-intelligent Turing-passing chatbots that look real and can talk tirelessly about any topic, in different languages, in anyone’s voice. Then, a little further into the future, brain-machine interfaces that turn your thoughts into language, saving you the effort of talking at all…

Slashdot has long reported on the development of all these technologies. They are coming.

When these are not futuristic but widespread everyday devices, what will language and interaction actually be like?

Would you trust instant auto-translation while shopping? On a date? At a hospital? How much would you interact with virtual characters? Debate with them? Learn a new language from them? Socialise with them, or more? Would you wear a device that lets you communicate without talking?

And with all this new tech, would you trust tech companies with the bountiful new data they gather?

Meanwhile, what about the people who get left behind as these shiny new gadgets spread? As always with new tech, they will be prohibitively expensive for many. And despite rapid improvements, still for some years progress will be slower for smaller languages around the world – and much slower still for sign language – despite the hype.

“Language in the Human-Machine Era” is an EU-funded research network putting together all these pieces. Watch our animations setting out future scenarios, read our open access forecast report, and contribute to our big survey!

Read more of this story at Slashdot.

Source: Slashdot – Ask Slashdot: What Will Language Be Like In a Future ‘Human-Machine Era’?

“Researchers at Trend Micro have discovered some new Linux-based ransomware that’s being used to attack VMware ESXi servers,” reports CSO Online. (They describe the ESXi servers as “a bare-metal hypervisor for creating and running several virtual machines that share the same hard drive storage.”)

Called Cheerscrypt, the bad app is following in the footsteps of other ransomware programs — such as LockBit, Hive and RansomEXX — that have found ESXi an efficient way to infect many computers at once with malicious payloads.

Roger Grimes, a defense evangelist with security awareness training provider KnowBe4, explains that most of the world’s organizations operate using VMware virtual machines. “It makes the job of ransomware attackers far easier because they can encrypt one server — the VMware server — and then encrypt every guest VM it contains. One compromise and encryption command can easily encrypt dozens to hundreds of other virtually run computers all at once.”

“Most VM shops use some sort of VM backup product to back up all guest servers, so finding and deleting or corrupting one backup repository kills the backup image for all the hosted guest servers all at once,” Grimes adds….

The gang behind Cheerscrypt uses a “double extortion” technique to extract money from its targets, the researchers explain. “Security Alert!!!” the attackers’ ransom message declares. “We hacked your company successfully. All files have been stolen and encrypted by us. If you want to restore your files or avoid file leaks, please contact us.”

Read more of this story at Slashdot.

Source: Slashdot – New Linux-Based Ransomware Targets VMware Servers