DoorDash says it is laying off around 1,250 employees in the latest instance of belt tightening at a well-known tech company. CEO Tony Xu wrote in a note to employees that DoorDash sped up hiring during the COVID-19 pandemic to catch up with its growth, since the company was actually undersized as of early 2020. Most of DoorDash’s investments are said to be paying off. However, Xu noted that “while we’ve always been disciplined in how we have managed our business and operational metrics, we were not as rigorous as we should have been in managing our team growth. That’s on me. As a result, operating expenses grew quickly.”

Xu added that DoorDash has “been more resilient than other ecommerce companies.” Third-party data suggests that the company increased its share of the food delivery market to 56 percent of sales as of September. However, DoorDash is still vulnerable to external factors, such as rising interest rates and the threat of a recession.

The company’s growth has slowed and Xu said if DoorDash didn’t cut costs, its operating expenses would outpace its revenue. The layoffs will account for around six percent of DoorDash’s workforce, according to Bloomberg.

DoorDash’s severance package will include 17 weeks of pay along with a February 2023 stock vest for those who are eligible. Health benefits will run through the end of March and COBRA coverage will remain available for up to 18 months. Xu noted that DoorDash will set March 1st as the employment termination date to give immigrant workers who are in the US on visas more time to find another job. Moreover, DoorDash says it will offer recruiting support.

Lyft, another major player in the gig economy space, said earlier this month it would lay off 13 percent (nearly 700) of its employees. Other notable tech companies have conducted mass layoffs in recent months, including Meta, Twitter, Amazon, Roku, Snap, Patreon and Peloton.

Source: Engadget – DoorDash is laying off around 1,250 corporate employees

Honda’s Sensing level 2 driver assist system (AcuraWatch, if you bought upscale) will be growing more capable in the coming years, the automaker revealed on Wednesday. This decision comes as part of the company’s efforts to advance its Safety for Everyone tennant and create a “collision-free society.” These advancements are debuting this year in China under the Honda Sensing 360 and Sensing Elite monikers and will begin filtering to the US market in the second half of the decade, Honda has announced.  

The original Sensing system first appeared on the 2015 CR-V Touring trim package but became a standard feature in 2019. It offers an array of assists with a focus on collision avoidance and mitigation, such as pedestrian detection, automatic braking, and driver attention monitoring. The original Sensing relied on a single monocular camera. Sensing 360, which debuted this year in China, adds 5 millimeter-wave sensors to that camera to provide (you guessed it) 360-degree coverage of the vehicle, while Sensing Elite is the premier version of the ADAS suite and includes extra features like hands-free active lane-change. These two packages will begin matriculating to the US market over the next few years and become standard equipment by the end of the decade, just like the current gen Honda Sensing is today.

What’s more, Honda plans to expand Sensing 360’s capabilities in 2024 to “further reduce driver burden by detecting abnormal conditions occurring to the driver and the vehicle’s surroundings and reducing the risk of collisions.” The company didn’t clarify what “abnormal conditions might entail, it could be in-cabin monitoring a la Volvo’s EX 90 backseat baby detector, an evolution of its existing driver attention camera, or simply smarter headlights.

Sensing Elite will also receive new features in the near term. That reportedly includes, “technologies to assist the driver on non-expressways including a hands-off function while driving through a traffic jam on arterial roads; to enable hands-off functions during merging onto and exiting from an expressway at a road junction; to assist the driver by automatically parking in and driving out of a home garage,” according to a Wednesday press release. All versions of the Sensing system are slated to receive motorcycle detection capabilities by 2030 as well.

Source: Engadget – Honda’s ‘Sensing 360’ next-gen driver assist will arrive in the US by 2030

It’s now particularly costly for Ukrainians to use SpaceX’s Starllink if they want to stay online during the Russian invasion. The Financial Timesreports that the price of a Starlink satellite terminal has almost doubled in Ukraine, jumping from the equivalent of $385 to about $700. The monthly rate isn’t as expensive as it once was (as high as $100), but it’s climbing from $60 to $75.

It’s not known if prices have also jumped for the Ukrainian government, which obtains Starlink from a variety of sources that include SpaceX itself, foreign governments and even crowdsourcing. Individual prices have climbed in Poland, where some Ukrainians get their Starlink equipment delivered to avoid complications with local deliveries.

The hikes come as Ukraine’s cellular networks are buckling under the strain of Russian attacks on the country’s electrical grid. In some cases, Starlink might be the only way for locals to reach the internet. Some residents in recently liberated areas also lean on the technology while phone carriers are busy restoring service. Higher prices risk putting internet access out of reach, and may force donors to pay more to supply as many terminals as they did before.

We’ve asked SpaceX for comment. The company has complained about its own costs for supplying Starlink access in Ukraine. While it was quick to switch on connectivity after the Russian assault began in February, it has partly relied on US government funding to supply terminals and maintained in September that it couldn’t continue offering service without further aid. After that complaint became public, however, Elon Musk said SpaceX would keep paying for Ukraine even though it supposedly meant losing money.

Source: Engadget – Starlink nearly doubles satellite internet terminal prices in Ukraine

As part of its goal to have zero-emission aircraft enter service by 2035, Airbus has announced the development of a hydrogen fuel-cell engine designed for airplanes. Unlike Rolls-Royce’s recently announced jet engine that burns hydrogen directly, it would use an electric motor just like fuel-cell cars, while emitting only H20. It could eventually be employed in commercial aircraft that could carry up to 100 passengers around 1,000 nautical miles (1,150 miles), the company said.

Airbus plans to test the engine by the middle of the decade on its A380 MSN1 aircraft, “currently being modified to carry liquid hydrogen tanks,” it said. However, the technology appears to be designed for smaller, regional type aircraft that use more efficient propeller, rather than jet engines. 

“Fuel cells are a potential solution to help us achieve our zero-emission ambition and we are focused on developing and testing this technology to understand if it is feasible and viable for a 2035 entry-into-service of a zero-emission aircraft,” said Airbus VP for zero-emission aircraft, Glenn Llewellyn. 

The company didn’t provide any more details, but fuel-cells are a well-known technology for cars. They’re far less efficient than battery electric vehicles (BEVs) if you count fuel production and conversion to electricity. However, they have more range, are faster to refuel and lighter — with the latter, of course, being essential for aircraft.  

As mentioned, Rolls-Royce just announced the successful test of a jet engine powered by burning hydrogen directly, another possible technology for future air transport. The company converted a Rolls-Royce AE 2100-A, a regional aircraft engine used in turboprop commuter planes, to work with the novel fuel source. However, the tech could theoretically be scaled up for larger planes.

There are still some major hurdles to overcome before hydrogen could ever be used to power airplanes. It takes four times as much hydrogen as regular fuel by weight for the same range, and the fuel must be kept under pressure. And of course, hydrogen is highly explosive, so aircraft systems for storage and distribution would need to be extremely reliable and durable — again adding weight. Still, it might be the only option available for aircraft in the near future, as battery technology is still much too heavy unless used for very short flights.

Source: Engadget – Airbus is building a hydrogen fuel-cell engine for aircraft