During a summer internship at MIT Lincoln Laboratory, Ivy Mahncke, an undergraduate student of robotics engineering at Olin College of Engineering, took a hands-on approach to testing algorithms for underwater navigation. She first discovered her love for working with underwater robotics as an intern at the Woods Hole Oceanographic Institution in 2024. Drawn by the chance to tackle new problems and cutting-edge algorithm development, Mahncke began an internship with Lincoln Laboratory’s Advanced Undersea Systems and Technology Group in 2025. 

Mahncke spent the summer developing and troubleshooting an algorithm that would help a human diver and robotic vehicle collaboratively navigate underwater. The lack of traditional localization aids — such as the Global Positioning System, or GPS — in an underwater environment posed challenges for navigation that Mahncke and her mentors sought to overcome. Her work in the laboratory culminated in field tests of the algorithm on an operational underwater vehicle. Accompanying group staff to field test sites in the Atlantic Ocean, Charles River, and Lake Superior, Mahncke had the opportunity see her software in action in the real world.

“One of the lead engineers on the project had split off to go do other work. And she said, ‘Here’s my laptop. Here are the things that you need to do. I trust you to go do them.’ And so I got to be out on the water as not just an extra pair of hands, but as one of the lead field testers,” Mahncke says. “I really felt that my supervisors saw me as the future generation of engineers, either at Lincoln Lab or just in the broader industry.”

Says Madeline Miller, Mahncke’s internship supervisor: “Ivy’s internship coincided with a rigorous series of field tests at the end of an ambitious program. We figuratively threw her right in the water, and she not only floated, but played an integral part in our program’s ability to hit several reach goals.”

Lincoln Laboratory’s summer research program runs from mid-May to August. Applications are now open. 

Video by Tim Briggs/MIT Lincoln Laboratory | 2 minutes, 59 seconds

The snow is melting, the days are getting longer, and I can almost smell the springtime ahead. Soon, we’ll be cruising around town on ebikes and electric scooters instead of burning fossil fuels. For now, the weather hasn’t quite caught up, which is great for markdowns. Many of the best electric scooters are still seeing significant discounts. If you’ve been thinking about buying one, now’s the best time: prices are low, and sunny commuting days are just ahead.

Gear editor Julian Chokkattu has spent five years testing more than 45 electric scooters. These are his top picks that are also on sale right now.

Apollo Go for $849 ($450 Off)

This is Gear editor Julian Chokkattu’s favorite scooter. The riding experience is powerful and smooth, thanks to its dual 350-watt motors and solid front and rear suspensions. The speed maxes out at 28 miles per hour (mph), which doesn’t make it the fastest scooter on the market, but it has a good range. (Chokkattu is a very tall man and was able to travel 15 miles on a single charge at 15 mph.) Other Apollo features he appreciates: turn signals, a dot display, a bell, along with a headlight and an LED strip for extra visibility.

Apollo Phantom 2.0 for $2099 ($900 Off)

The Apollo Phantom 2.0 maxes out at 44 mph, with plenty of power from its dual 1,750-watt motors. It’s a gorgeous scooter, designed with 11-inch self-healing tubeless tires and a dual-spring suspension system for a smooth riding experience. But with great power comes great weight. At 102 pounds, the Phantom 2.0 is the heaviest electric scooter Chokkattu has tested, so I would only recommend this purchase if you don’t live in a walkup and/or have a garage.

More Discounted Electric Scooters

A few months ago, a family came into Pasadena Cyclery in Pasadena, California, for a repair on what they thought was their teenager’s e-bike. “I can’t fix that here,’ Daniel Purnell, a store manager and technician, remembers telling them. “That’s a motorcycle.” The mother got upset. She didn’t realize that what she thought was an e-bike could go much faster, perhaps up to 55 miles per hour.

“There’s definitely an education problem,” Purnell says. In California, bike advocates are pushing a new bill designed to clear up that confusion around what counts as an electric bicycle—and what doesn’t.

It’s a tricky balance. On one hand, backers want to allow riders access to new, faster, and more affordable non-car transportation options, ones that don’t require licenses and are emission-free. On the other hand, people, and especially kids, seem to be getting hurt. E-bike-related injuries jumped more than 1,020 percent nationwide between 2020 and 2024, according to hospital data, though it’s not clear if the stats-keepers can routinely distinguish between e-bikes and their faster, “e-moto” cousins. (Moped and powered-assisted cycle injuries jumped 67 percent in that same period.)

“We’re overdue to have better e-bike regulation,” says California state senator Catherine Blakespear, a Democrat who sponsored the bill and represents parts of North County in San Diego. “This has been an ongoing and growing issue for years.”

Senate Bill 1167 would make it illegal for retailers to label higher-powered, electric-powered vehicles as e-bikes. It would clarify that e-bikes have fully operative pedals and electric motors that don’t exceed 750 watts, enough to hit top speeds between 20 and 28 mph.

“We’re not against these devices,” says Kendra Ramsey, the executive director of the California Bicycle Coalition, which represents riders and is promoting the legislation. “People think they’re e-bikes and they’re not really e-bikes.”

Bill backers say they hope the fix, if it passes, makes a difference, especially for teenagers, who love the freedom that electric motors give them but can get into trouble if something goes wrong at higher speeds. Kids 17 and younger accounted for 20 percent of US e-bike injuries from 2020 to 2024, about in line with the share of the total population. But headlines—and the laws that follow them—have focused on teen injuries and even deaths.

There are no national laws governing e-bike riding. But bike backers spent years moving between states to pass laws that put e-bikes into three classes: Class 1, which have pedal-assist that only works when they’re actually pedaled, and goes up to 20 mph; Class 2, which have throttles that work without pedaling but still only reach 20 mph; and Class 3, which use pedal-assist to move up to 28 mph. Plenty of states and cities restrict the most powerful Class 3 bikes to people older than 16. (In a complicated twist, some e-bikes have different “modes,” allowing riders to toggle between Class 2 and Class 3.)

Last year, researchers visited 19 San Francisco Bay Area middle and high schools and found that 88 percent of the electric two-wheeled devices parked there were so high-powered and high-speed that they didn’t comply with the three-class system at all.

E-bikes have clearly struck a chord with state policymakers: At least 10 bills introduced this year deal with e-bikes, according to Ramsey.

Some bike advocates believe injuries have less to do with e-bikes than “e-motos,” a category that’s less likely to appear in retail stores or the sort of social media ads attracting teens to the tech. These have more powerful motors and can travel in excess of 30 mph. Vehicles, like the Surron Ultra Bee, which can hit top speeds of 55 mph, or Tuttio ICT, which can hit 50, are often marketed by retailers as “electric bikes.” Because so many sales happen online, it can be hard for people, and especially parents, to know what they’re getting into.