June 27th is PTSD Awareness Day and This is One Soldiers Experience PTSD stands for Post-Traumatic Stress Disorder and is a condition that many veterans and non-veterans alike suffer. June 27th is National Post Traumatic Stress Disorder and Injury Awareness Day. It is a day dedicated to raising awareness around the signs, symptoms, and stigma, associated with PTSD. As a former Infantry Officer with two deployments to Afghanistan this issue is deeply personal to me. The U.S. Department of Veterans Affairs (VA) has reported that somewhere between 10-15 percent of Veterans have a clinical diagnosis for post-traumatic stress. That number is likely far greater. A recent survey suggests at over a quarter of our population believes PTSD is incurable and those who have it are dangerous and mentally unstable – it is for this reason that so many Veterans refuse to seek help. 22 Veterans will take their own life today, two thirds of them will have never stepped foot inside a VA facility – 15 Veterans will die today without ever asking for help. The redeployment process was like an assembly line, 2,600 soldiers going from office to office getting their checklist signed off by each office (dental, vision, finance, etc.). The mental health station was no different, walk in, answer a few questions, get your sheet stamped and leave. It was June of 2006, I had returned a week earlier from a 16-month deployment to Afghanistan. I walked into the mental health office and without looking up a man asked, “what was the worst thing you experienced while you were deployed?” I proceeded to tell him, in detail, about the suicide bomber attack on my platoon that resulted in every member of the platoon being awarded the Purple Heart. He looked up at me and said “Lieutenant, that is the worst story I’ve heard all day.” He left me with one question “am I still me?” I said yes, partially because I thought it was true, but partially because if I knew if I said no it would mean an early end to my career. Over 30 soldiers would recount the same attack that day, 30 soldiers would answer “Yes, I’m good” and walk out of the office with their paper stamped “cleared MENTAL HEALTH” and start preparing for the next deployment. Fast forward a few years, I left the military, used my GI bill to get a master’s degree, and had started a new career in management consulting. The guidance most people gave to Veterans starting civilian careers was to not talk about being a Veteran, so I did not. During a conversation with a colleague, I happened to mention my service because it was related to the topic at hand. My colleague stopped and said, “I didn’t know you were in the Military, you’re remarkably well adjusted.” Not exactly a compliment but also not far from the truth – from the outside I was a normal businessman, from the outside you could never tell that had it not been for an Afghan guard who grabbed the suicide bomber at the last minute I probably wouldn’t have seen my 26th birthday, from the outside I was still me. On the inside, these memories are defining moments, “you can’t unsee a suicide bomber attack” or all the other memories associated with combat. Again, from the outside for the most part you can’t tell what another person has experienced but these memories tend to pop up at the unexpected times. A child’s nosebleed triggers a memory you’re not equipped to deal with as you comfort the child in the middle of the night. That’s PTSD. Its your past fighting with your present and no one on the outside can see that battle. I cannot describe the weight of command, especially in a combat environment. As a junior officer I was given the responsibility of leading an amazing team of men and women. The mantra of “mission first, people always” was a heavy reminder that it was my job to maintain a balance of keeping my soldiers safe and accomplishing our mission. I wasn’t always successful at either, but we all came home alive. Today, my office is built for our “zoom world” behind me hang the awards and pictures that represent the proverbial “T-shirt” as in been there, done that, I’ve got the T-shirt to prove it. In front of me, out of view of the camera, a collection of bracelets, each inscribed with the name of a friend or colleague I’ve lost, either to our enemies abroad, or the demons within. So, while the world see’s all my accomplishments I am confronted with my why – the friends I’ve lost. There is one in particular that inspires me to do more every day – the one I couldn’t save. Every loss is painful. As I mentioned I was lucky, I had amazing NCO’s and soldiers, they are truly exceptional and many continue to serve our great nation. During our deployment in 2006 I honestly lost count of how many times we came into contact with the enemy, the suicide bomber was the worst, but not the only attack. We were lucky, we lost friends while we were out on mission, but when those wheels touched U.S. soil, we had all made it back. June 16, 2019, it was Father’s Day, and I was up early, partially because I don’t sleep well, and partially because I enjoy the peace of the early morning. I learned through Facebook that I had failed. That night one of my soldiers had taken his own life. This was not my first, second, or 10th time dealing with suicide, but it was by far the most personal. There is a certain power and resolve that comes with acceptance of a great loss. After that day it became clear that while I couldn’t change the past we could do more moving forward. We have a running Facebook message – which is mostly filled with the type of dark and profane humor that only and Infantry Soldier would understand but it connects us, a constant reminder that there’s always someone there who “gets it.” In the Ranger’s Creed there is a line “I will always shoulder more then my fair share of the task, whatever it may be;” with every loss, whether by combat or suicide, it’s our responsibility to shoulder their load and to carry the memory of them forward. On any given day there are around 19 million Veterans, living and thriving in communities across the country. Approximately 22 Veterans take their own life, every day. This is nothing less than a national tragedy and we’ve dedicated an enormous amount of resource to trying to solve this issue. A recent survey found that almost 70 percent of Americans believe that most Veterans struggle with PTSD, while 25 percent of Americans believe PTSD is untreatable, and those with PTSD are violent and dangerous. The truth: PTSD is treatable, and many of those who carry a PTSD diagnosis are able to thrive in their post service life with minimal, if any, clinical intervention. The biggest threat to our Veterans is the stigma we attach to mental health issues like PTSD as it prevents us from seeking help. As a society, and as Veterans we must do better, this same survey showed the misperceptions about PTSD were even more prevalent amount the Veteran community then our civilian counterparts. Steven Ambrose once said that Veterans gave the best years of their lives in the defense of our country, when they leave the service there is a strong desire to make up for lost time. Veterans thrive in civilian life when they are able to find their why, their new purpose. By having these candid conversations, we can break the stigma associated with mental health and make it easier for a Veteran to seek help when they stop being themselves. Joseph Reagan is the Director of Military and Veterans Outreach for Wreaths Across America. He has over 10 years’ experience working with leaders within Government, non-profit, and Fortune 500 companies to develop sustainable strategies supporting National Security, and Veterans Health. He served 8 years on active duty as an officer in the U.S. Army including two tours to Afghanistan with the 10th Mountain Division. He is a graduate of Norwich University, the oldest private military college in the country. Wreaths Across America Radio (WAAR) is a 24/7 Internet stream. Listen live at www.wreathsacrossamerica.org/radio and most recently, via the iHeart Radio app, or download it at the App Store or on Google!

SYNTHETIC FUEL COULD PARDON MOTORCYCLES FROM ELECTROCUTION
With governments around the world establishing firm deadlines for eliminating gasoline-powered vehicles, the technology that has driven transportation for more than a century isn’t ready to go the way of the dinosaur just yet, and combustion engines may be given renewed hope with the advent of synthetic fuels that are nearly as green as going electric.

Synthetic petrol, diesel and aviation fuels are all the subject of heavyweight pilot projects and are gaining interest fast as they eliminate the CO2 emissions from transport without the need for end-users to switch to new tech, according to motorcyclenews.com.

“While biofuels already offset their emissions to an extent, synthetic fuel takes a more direct approach by stripping CO2 from the air and combining it with hydrogen to create a petrol replacement,” explains MCN. “By using wind, solar or hydro-electric to generate the electricity for the electrolysis, the process is sustainable, and while engines using the fuel still emit carbon, the same amount is reabsorbed in the fuel-making process.”

The idea of using electricity to create synthetic petrol and then to burn that fuel in combustion engines might seem wasteful but the benefits are also significant, reusing existing infrastructures and giving new life to billions of combustion engines rather than reducing them to scrap. With similar power density to normal petrol, synthetic fuels also mean you don’t need to lug vast batteries around.

Several synthetic fuel projects are underway, including investments by Porsche and BMW, and the World Rally Championship is due to use 100% sustainable fuel as soon as next year.

While many governments seem keen on switching from combustion tech to all-electric vehicles in order to achieve carbon neutrality, “synthetic fuel could mean that more than 100 years’ worth of bikes have a future.”

MOTORCYCLE MANUFACTURERS STRUGGLE TO DELIVER NEW BIKES
Like other manufacturers struggling with supply chain breakdowns, due in large part to the COVID-19 restrictions worldwide, motorcycle makers are coping with shortages of raw materials and parts and an unreliable global transportation system to fill showroom floors.

Complications from the pandemic have affected many of the logistics and production constraints, but bike firms are facing other challenges in getting motorcycles and parts to customers, including a global shortage of semiconductors, fluctuating demand, unpredictable sales and international trade tensions. Supply-chain disruptions, transportation bottlenecks and labor shortages are now pervasive throughout the motorcycle industry and many others.

COVID’s butterfly effect on trade has also left empty shipping containers stranded in some parts of the world and a shortage of them where they’re needed, pushing up shipping costs and causing further delays.

One major manufacturer had complete motorcycles aboard the Ever Given, the cargo vessel that ran aground and blocked the Suez Canal shipping lanes, which was subsequently seized by the Egyptian government and remains officially impounded months later.

For consumers, a combination of increasing raw materials costs, shipping difficulties and problems securing parts could lead to price increases as firms battle to meet demand.

INITIAL HIGHWAY BILL CONTAINS MOTORCYCLE-FRIENDLY PROVISIONS
The Investing in a New Vision for the Environment and Surface Transportation in America Act (INVEST in America Act; H.R. 3684), a half-trillion-dollar surface transportation reauthorization bill that sets the funding and rules for various ongoing U.S. Department of Transportation programs, specifically highways, transit and rail, has passed initial muster including pro-motorcycle provisions.

On Thursday, June 10, The House Transportation and Infrastructure Committee voted 38-26 along mostly party lines to approve the massive funding measure, which includes three initiatives that would benefit motorcycle riders;

SEC. 3011: STOP MOTORCYCLE CHECKPOINT FUNDING, not only expands prohibitions on motorcycle-only checkpoints, but also prohibits law enforcement activities that “otherwise profile and stop motorcycle operators or motorcycle passengers using as a factor the clothing or mode of transportation of such operators or passengers.”

SEC. 3013: MOTORCYCLIST ADVISORY COUNCIL, reauthorizes the MAC to “advise the Secretary, the Administrator of the National Highway Traffic Safety Administration, and the Administrator of the Federal Highway Administration on transportation issues of concern to motorcyclists,” including “barrier design, road design, construction, and maintenance practices, and the architecture and implementation of intelligent transportation systems technologies.”

The entire 2021 highway bill will next be taken up by the House Ways and Means Committee before advancing to the full House floor.

OREGON GOVERNOR VETOES LANE-SPLITTING BILL
Despite resounding bipartisan support, Oregon Governor Kate Brown (D) has officially vetoed Senate Bill 574, which would have allowed motorcyclists to travel between lanes of slow-moving traffic under certain conditions.

Gov. Brown sent a letter to the House and Senate on May 26 informing them of her decision to veto S.B. 574; “I have several concerns with the bill as currently drafted, particularly related to public safety and noncompliance,” Brown wrote in her veto message.

Under S.B. 574, motorcyclists would have been permitted to travel between lanes on multi-lane highways with a speed limit of at least 50 mph, but only when traffic had slowed to 10 mph or less on those roads. Motorcyclists riding between cars could travel no more than 10 mph faster than the flow of traffic.

Proponents said the bill was a compromise from past attempts to legalize lane splitting in Oregon and drew a distinction between the proposal and the law in California, where riders can travel in between cars at faster speeds.

Supportive motorcyclists testified in favor of the bill in droves, arguing the policy would help riders avoid being rear-ended in stop-and-go traffic, and would help clear congestion. Many pointed to a study from the University of California, Berkeley, that concluded lane splitting can be safe under certain conditions.

California has long allowed lane splitting, and Montana recently passed a law similar to Oregon’s failed proposal. Utah now allows riders to “filter” through traffic stopped at an intersection, while Hawaii permits motorcyclists to utilize the shoulder when traffic is congested.

MOTO INDUSTRY REPORTS MOTORCYCLE SAFETY AT AN ALL-TIME LOW
With industries leading the way into a newer, brighter, cleaner future for transport, a new report from Forbes released a series of studies carried out by the National Highway Traffic Safety Administration (NHTSA) demonstrating that fatality statistics have been fluxing in favor of automobiles and trending against motorcycle safety.

According to the studies cited, motorcycle fatalities have increased to 21.46 fatalities per 100 million vehicle miles driven when measuring intel gathered between 2009 and 2018, meaning that motorcycle riders’ risk has been increased by 15-21% — and equating to 22 times that of automobile drivers.

By contrast, automobile fatalities are at an all-time low, with 1.11 fatalities per 100 million vehicle miles driven stated for the same time frame.

Data like this contributes to creating the Hazard Analysis and Risk Assessments (HARAs), used to determine Functional and Technical Safety Concepts, which guides design requirements for a new vehicle and in turn creates a safer product.

– developing standards for stability control systems for on-road motorcycles.”

SEATBELTS FOR MOTORCYCLES
A new patent filed by Italdesign reveals a Smart Seatbelt System for motorcycles, describing all-new technology that they believe to be the answer to road safety for riders.

Of course, in the event of accident, riders are frequently taught to let the bike go. Disconnecting from the vehicle can reduce the severity of injuries, as the rider avoids entanglements with the machinery. To suit the seatbelt harness system for such unplanned dismounts, engineers at the Italian design firm equipped the software to detect when it’s best to detach the apparatus.

For instance, if the rider t-bones another vehicle, the onboard computer could determine that it’s best to lock the user in place, avoiding an additional collision with the vehicle itself. However, that doesn’t save the rider from tipping over with the motorcycle or scooter, as two-wheeled vehicles aren’t self-balancing. Conversely, in a high-speed crash, the system may eject the rider to decrease the likelihood of injury.

It all sounds a little James Bond-ish, but its inventor hopes the novel idea could attract non-riders, though the system may restrict passenger accommodations and slightly resembles a child’s car seat.

A THIRD OF MOTORCYCLISTS WOULD STOP RIDING IF ELECTRIC REPLACES GAS
A new survey conducted by the Motorcycle Action Group (U.K.) has shown that nearly a third of motorcyclists would give up riding rather than switch to an electric-powered motorcycle, reflecting strong opposition to governments’ plans to electrify transportation and phase out gasoline engines.

The British government is currently working towards an ambitious plan to end the sale of petrol and diesel powered four-wheel vehicles in 2030, and it is presumed the ban will eventually cover all modes of transport.

The participants were asked whether they would be prepared to accept a full ban on petrol-powered motorcycles in future. Of 4,805 respondents, just 8% said they would, while 31% would be prepared to quit riding if their choices were limited to electric models.

For now, motorcycles have been a little forgotten in the government’s crusade to get petrol banned, but it likely won’t stay that way forever as 55% were ‘completely opposed’ to the idea of a future without gas-powered motorcycles, while a huge 83% wanted to see groups come together to oppose a ban on petrol and diesel.

FINAL PREPARATIONS FOR NCOM CONVENTION IN DES MOINES
With the 36th annual NCOM Convention in Des Moines, Iowa just weeks away, plan NOW to join with hundreds of like-minded biker’s rights activists from across the country, July 23-25, 2021 at the Holiday Inn Des Moines – Airport, located at 6111 Fleur Drive.

In addition to agenda items covering legal and legislative issues of concern to all riders, from helmet laws to lane-splitting to anti-profiling, this year’s Convention will feature a presentation on “The Demise of Gas-Powered Vehicles” by the NCOM Legislative Task Force.

Reserve your hotel room at (515) 287-2400, and mention NCOM for Special Room Rates.

Registration fees for the NCOM Convention are $85 including the Silver Spoke Awards Banquet on Saturday night, or $50 for the Convention only. For more information, or to pre-register, call the National Coalition of Motorcyclists at (800) 525-5355 or visit www.ON-A-BIKE.com.

QUOTABLE QUOTE: “When an old man dies, a library burns down.”
~ African proverb

ABOUT AIM / NCOM: The National Coalition of Motorcyclists (NCOM) is a nationwide motorcyclists rights organization serving over 2,000 NCOM Member Groups throughout the United States, with all services fully-funded through Aid to Injured Motorcyclist (AIM) Attorneys available in each state who donate a portion of their legal fees from motorcycle accidents back into the NCOM Network of Biker Services (www.ON-A-BIKE.com / 800-ON-A-BIKE).

by Otilia Drăgan from https://www.autoevolution.com

DGR’s Lucky Winner to Take Home the Special Edition DGR x Triumph Thruxton RS

Triumph marked another year of its long-time support for the Distinguished Gentleman’s Ride (DGR), making this year’s event even more memorable thanks to the special edition DGR x Triumph Thruxton RS that will be awarded to the lucky winner.

DGR is a one-of-a-kind event in many ways, but mostly because it blends 2 unique features. On one hand, it gives motorcycle lovers the chance to dress up and ride in amazing classic and retro-styled outfits, and on the other hand, it’s a charitable event that raises awareness and funds for prostate cancer research and men’s mental health.

This year, the DGR celebrated 10 years since it’s been inspiring like-minded people from all-over the world to take their bike out for a noble and stylish ride. The main event took place on May 23rd and the fundraiser was closed on June 6. Over $4 million were raised, plus an $113,000 contribution from Triumph Team that added almost 300 riders to the event.

An impressive number of 65,000 motorcycle riders participated at this year’s DGR, from more than 900 cities throughout the world. Whether it was because people were eager to be outside again, or because 3 separate ride formats replaced last year’s single format, what’s certain is that men and women all around the globe really came through for the event’s special anniversary.

And so did Triumph, who announced a month ago that it would be presenting a one-off Thruxton RS during the event. This special edition bike is now displayed at the Triumph Factory Visitor Experience and the lucky winner of the ride’s famous Gentlefolk competition will get to take it home. Not many details were revealed about this celebratory model, but it’s sure to combine the British brand’s elegant design with custom elements for the occasion.

And this won’t be the only treat, as Triumph is also awarding 3 other classic motorcycles to each of the 3 best fundraisers.

by Cristian Curmei from https://www.autoevolution.com

Electric mobility is officially a booming business. With such a growth, we’re bound to witness all sorts of EVs aimed at relieving overcrowded cities of traffic. One company, Horwin, hit the market with their Red Dot Design Award winning moped, the EK3.

Now, the way I ran across this company may surprise you. I was walking around my neighborhood and strolled past a building with a sign saying SmartBalance. As I walked by, I started to understand what the shop was all about, EVs. I could see a few vehicles inside, but one in particular, which I later found out was the EK3, winked at me from the corner of the showroom.

My research into this vehicle led me to find out about Horwin. This rather fresh team of motorcycle enthusiast, industrial experts, and even professional racers, ranging from Germany, China, and Austria, hit the market with the CR6 and CR6 Pro (L3e class / 125 ccm) light electric motorcycles. The “CR” stands for Café Racer. With a range of 150 km (93.2 mi), top speed of 105 kph (65 mph) and acceleration from 0 to 60 kph (37 mph) in just six seconds, these babies paved the way for Horwin’s triumph.

As it stands the 2020 EK3 comes in with a length of 1900 mm (74.8 in), width of 690 mm (27.1 in), height of 1130 mm (44.4 in), and a minimum ground clearance of 125 mm (4.9 in). With the seat height at 780 mm (30.7 in), you’ll be positioned quite upright as you ride. The wheelbase is of 1320 mm (51.9 in).

What makes the EK3 so attractive is its speed and acceleration. With a max power output of 6.2 kW (8.3 hp) at 95 kph (59 mph), and max torque of 195 Nm (143.8 lb-ft), you’ll hit 60 kph (37.2 mi) in six seconds. How is this made possible?

One thing I noticed upon seeing the EK3 was that it uses a chain-driven, center mounted motor, just like you find on motorcycles. With all torque available the moment you twist the throttle, you may feel the “motorcycle enthusiast” bit at play.

However, the bigger the motor an EV uses, the larger and smarter does the battery and management system need to be. The EK3 uses a 72-volt, 10.44 Wh battery from Samsung, which can easily be removed for charging off site. The SOC monitoring system ensure battery management is optimal, while also running within safe parameters, protecting against overcharge, discharge, surges, and even monitors battery temperature. If you feel one battery isn’t enough, throw on another and double your range to 200 km (124 mi). Once drained, each battery will take up to four hours to recharge.

Brakes utilize hydraulic CBS technology, distributing brake force between the front and rear disk brakes, meaning you’ll stop as quickly and as safely as possible. As for suspension, four shock absorbers take care of any vibrations and bumps you’ll encounter.

Created as a vehicle made for city commuting, the EK3 includes a few other features meant to make it both stylish and functional. The inclusion of LED headlights, taillights, and turn signals, anti-theft alarm system, and a nifty USB port to recharge your device, shows you why this vehicle got the Red Dot.

A large display makes everything easy to read and shows the rider information such as battery level, speed, gear, range, and trip length. Oh, there’s also a feature that allows you to start the motor just by sliding your finger over the bottom of the display.

So how much is this beast going to cost you? Well, that all depends on the dealership you use to get one. SmartBalance has them available for 21,619 RON ($5,207 at current exchange rates). However, I bet you can sweet talk someone into giving you a better deal. If you feel like adding any accessories like a windshield, smartphone mount, or motor case, bring an extra buck.

One thing is for sure, with a near $5,000 price tag, speed and torque to satisfy any urban commuter, and sleek, modern looks, the EK3 is one EV that you should consider if you’re looking to leave old ICEs behind.

by John D. Stoll from Hagerty Media

What happens to old cars and motorcycles when there is a complete ban on manufacturing of new internal-combustion engine vehicles? Where do you get the petrol or diesel? How would anyone maintain or get insurance for these vehicles?

Curtailing tailpipe emissions is a centerpiece of the Biden administration’s clean-air strategy, and some lawmakers have pushed for a phase-out of gasoline and diesel vehicles within the next couple decades. Biden, the son of a car salesman and a collector himself, hasn’t shown an appetite to slap new rules at his fellow enthusiasts.

It’s nearly impossible to find industry experts or environmentalists who think such a ban would spell the end for classic cars but, growing sentiment against the internal combustion engine could cause collectors headaches in years to come.

An Environmental Protection Agency official told Hagerty Insider that the current wave of legislation and rule-making is aimed at mandating standards for new cars. “The public policy focus is on the future fleet, and what it will look like, especially on the pace of electrification,” this official said.

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Virtual Launch Registration Now Open

MILWAUKEE, WI (June 21, 2021) – Harley-Davidson announces a new mid-season motorcycle reveal, “From Evolution to Revolution.” This virtual launch experience will be held July 13, 2021, at 10 a.m. CDT. This new model follows the exciting arrival of the Harley-Davidson Pan America 1250 with its all-new Revolution Max powertrain in dealerships around the world.

“Following the successful launch of our first adventure touring motorcycle, the Pan America, we are excited to reveal another all-new motorcycle, built on the Revolution Max platform in the sport segment, showcasing unmatched Harley-Davidson technology, performance and style,” said Jochen Zeitz, chairman, president, and CEO Harley-Davidson.

The reveal event will preview details of the new motorcycle model and will include presentations by Harley-Davidson leadership, product experts and the passionate riders who are developing and bringing to market another powerful new motorcycle coming to Harley-Davidson® dealerships in 2021.

To take part in the “From Evolution to Revolution” virtual launch experience, register now at www.H-D.com/JulyReveal.

by Bill Bish from The National Coalition of Motorcyclists (NCOM)

Ban Deadlines, Covid Obstructions, Infrastructure Guidelines, Checkpoint Funding, Motorcycle Advisory Council, Lane Splitting and more

• SYNTHETIC FUEL COULD SAVE MOTORCYCLES FROM ELECTROCUTION
• MOTORCYCLE MANUFACTURERS STRUGGLE TO DELIVER NEW BIKES
• INITIAL HIGHWAY BILL CONTAINS MOTORCYCLE-FRIENDLY PROVISIONS
• MOTO INDUSTRY REPORTS MOTORCYCLE SAFETY AT AN ALL-TIME LOW
• SEATBELTS FOR MOTORCYCLES
• A THIRD OF MOTORCYCLISTS WOULD STOP RIDING IF ELECTRIC REPLACES GAS
• OREGON GOVERNOR VETOES LANE-SPLITTING BILL
• FINAL PREPARATIONS FOR NCOM CONVENTION IN DES MOINES

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From https://www.motorists.org By Gary Witzenburg, Automotive Senior Writer and Contributing Editor, President of the North American Car, Truck, and Utility of the Year, and NMA Member.

Editor’s Note: HOUR Detroit Magazine has graciously permitted the NMA to publish this piece, which initially appeared in a slightly different version on its pages. Please Click Here to Read Part 1.

Missions and Issues

“Automated vehicles’ potential to save lives and reduce injuries is rooted in one critical and tragic fact: 94 percent of serious crashes are due to human error,” contends the National Highway Traffic Safety Administration (NHTSA). “Automated vehicles have the potential to remove human error from the crash equation, which will help protect drivers and passengers as well as bicyclists and pedestrians.”

Another mission will be to provide much-needed mobility for the aged and disabled, though ride-hailing services such as Uber and Lyft are already serving many Americans. “Roads filled with automated vehicles could also cooperate to smooth traffic flow and reduce traffic congestion,” NHTSA continues. “With automated vehicles, the time and money spent commuting could be put to better use. In many places across the country, employment or independent living rests on the ability to drive. Automated vehicles could extend that kind of freedom to millions more.”

But major hurdles lie ahead.

To be as safe as envisioned, AVs will need to see, understand, analyze, and react to everything around them through a complex system of sensors, radar, LiDAR (radar-like, using laser light), and visual and thermal cameras.

All that will add a lot of cost.

And how effective will those systems be in darkness and nasty weather? When dirt covers their lenses? When snow blankets lane markers and road edges?

“Inclement weather is a challenge,” says GM engineer Jason Fischer, “We are working with suppliers on advanced cleaning systems that will help us solve those problems.” Ford’s John Rich says, “All varieties of weather are being tested, and there will be a learning curve with capability expansion over time.”

Will AVs be programmed to protect their occupants at the expense of others? Which way will they dodge if they can’t stop to avoid a sudden pedestrian hit when the alternative may be an oncoming vehicle, a tree, a lake, or a cliff? “We have to make these vehicles better than humans,” Rich says, “constantly alert with better reflexes and better ability to avoid an accident. They may never be perfect, but if they are considerably better than humans, we almost have a moral imperative to put them on the road because we will be saving lives.”

And when someone inevitably is hurt or killed despite everyone’s best intentions and preventions, who will be liable? The vehicle’s owner? Its manufacturer? The software programmer? The town or city where the incident occurs? All of the above?

“Initially, the lawyers will sue everyone involved,” says Carla Bailo, CEO of the Center for Automotive Research (CAR) in Ann Arbor. “As these cases are settled and precedent established, it will become more clear. The automakers and others must have the utmost confidence in the safety of these systems.”

And will AVs be rolling roadblocks obeying all (often too slow) posted speed limits while everyone else swarms around them at 5-10 mph faster? Will they hold up traffic waiting for openings at non-stoplight intersections while streams of human-driven vehicles take advantage of their excessive caution?

“The vehicles are programmed to obey the law,” Rich points out. “We won’t be able to speed or do a lot of things you see human drivers doing today.”

Partial Autonomy

So that scenario of Level 5 “Full Automation” for privately owned vehicles looks to be a long way off…if ever. “Level 4 is essentially here now,” CAR’s Bailo points out. “Level 5 is later pending many other non-technical parameters such as regulation, public policy, legal and insurance.”

And no current AV is intended for private ownership.

“They will be able to move goods and people in a controlled environment,” Rich says, “but you will not be able to go out and buy one. They are difficult to manage and will require professional service to run.”

The good news is that Level 2 “Partial Automation” is available today.

Many new vehicles, even at very affordable prices, offer Adaptive Cruise Control (ACC), which adjusts speed to maintain a set gap behind the vehicle ahead, and Lane Keeping Assist (LKA), which keeps your vehicle in its lane; and that combo allows hands-off cruising for a few seconds where road edges and lane markers are clearly visible to their cameras.

Some systems work better than others; you must pay full attention and be ready to take control at any time. The system will tell you when to take the wheel, and it will shut off if you don’t. One of the best we’ve tried is Cadillac’s Super Cruise, available on some models now and expanding to more, which will soon add an auto-lane-change feature. GM says its ultimate Super Cruise vision is hands-off driving capability 95 percent of the time on “enabled” (precisely GPS mapped) roads.

What we envision in the not-too-distant future is a potentially worrisome mix of driverless AVs sharing the roads with a large majority of human-driven cars and trucks. The AVs will be capable of communicating vehicle-to-vehicle (V2V) with each other and vehicle-to-infrastructure (V2X) to avoid conflicts. Still, they will have to monitor everything around them continually and make assumptions (as alert drivers do) about other vehicles’ expected behavior.

Will you trust a vehicle with no driver (or controls) to shuttle you around, or will you prefer a human-driven Uber, Lyft, or taxi? Or to continue piloting those trips behind your own wheel? If you are not yet AV ready, you may be when your own capabilities someday diminish.

What the Analysts Say

“The development of autonomous vehicles continues to move forward steadily, though several automakers slowed their development in early 2020 and some commercialization targets were delayed. While there remains tremendous promise for the technology to ease congestion and contribute to reducing accidents, getting to the point where they are a fixture in the automotive landscape remains on the horizon. However, in 2021 and 2022, we expect to see deployments increase in limited situations. Waymo, GM, and Ford are among those most aggressive in this space in the US, along with the Aptiv-Hyundai joint venture Motional.”  – Stephanie Brinley, principal analyst, Automotive, IHS Markit

“Autonomous technology continues its march from test phase to widely-embraced, mainstream functionality. But the variety of circumstances facing a computer-controlled vehicle have proven far more difficult to address, delaying the 2020 arrival of self-driving cars that many were predicting as recently as 2018. Major obstacles include changing weather conditions and the impact they have on sensors, a standardized, functional communication network between cars (V2V) and infrastructure (V2X), and ensuring security against computer hackers. These hurdles will eventually be overcome, but we’re likely looking at 2025 or later before the average citizen can leverage autonomous vehicle technology on a wide scale. Look for the limited test zones in cities like Austin, Phoenix, and Miami to slowly spread across more metro areas as well as controlled environments, such as college and corporate campuses.” – Karl Brauer, executive analyst, iSeeCars

“The industry’s thinking about autonomous vehicles has evolved and focused on commercial fleets [and] delivery vehicles. AVs in the commercial vehicle space are like a laboratory experiment that will allow the opportunity to make sure the technology works and the gathering of data to glean insights about patterns of behavior of the users. The commercial vehicle business is lucrative. Automakers know how many orders they have and thus how many they need to produce versus the individual retail business that is unpredictable. – Michelle Krebs, executive analyst, AutoTrader

“Automakers have very ambitious plans to incorporate autonomous driving features into their vehicles. Most of this is a technology push rather than a consumer pull. Our data show that less than 10 percent of vehicle buyers want a fully autonomous vehicle. About 30 percent would consider some level of autonomy. Today’s ADAS [Advanced Driver Assistance Systems] are the first step that many drivers are experiencing on the road to autonomy. Adaptive cruise control with stop-and-go and lane-centering systems sometimes lets people drive for a short time, hands-free.

When we talk about Level 4 and Level 5 autonomy, the pandemic needs to be factored in. Car sharing, which was a cornerstone of some autonomous plans, looks more problematic now. How does a driver know the vehicle is clean and sanitary? – George Peterson, president, AutoPacific

“Autonomous cars that can drive anywhere and that you can buy at a dealership will not be available this decade. Maybe next decade. Tesla claims otherwise with its Full Self Driving, but it’s up to them to prove it since it’s been delayed multiple times. That said, 2020 is really the year of autonomous vehicles. They’re on the streets and running now. The technology is available, and it works. It’s expensive, but the cost is coming down fast. For now, AVs are relegated to geofenced areas that have been 3D mapped, but those fence posts keep moving. Waymo is covering a 50-square mile area in Phoenix that will soon expand to 100-square miles. For now, AVs make the most sense for fleets. They can run their vehicles almost continuously and amortize the cost of the AV equipment more easily.” – John McElroy, host, AutolineTV

“The best chance is in geo-fenced areas, not on public roads. The infrastructure is nowhere near ready for AVs, which are never going to be 100% safe. There is not enough computer code on the planet to cover all situations.” – Richard Truett, technology and engineering reporter, Automotive News

From https://www.motorists.org By Gary Witzenburg, Automotive Senior Writer and Contributing Editor, President of the North American Car, Truck, and Utility of the Year, and NMA Member.

Editor’s Note: HOUR Detroit Magazine has graciously permitted the NMA to publish this piece, which initially appeared in a slightly different version on its pages. Part 2 will be presented in next week’s newsletter.

Ready for your family outing, to the mall, then dinner. You call your car. It backs out of the garage and waits in your drive. You pile in and sit wherever you want since no one will drive. You face front, your spouse and kids swing their seats around to face each other.

You’ve told the car where to go, so it chooses the quickest route, obeying all stops and speed limits, keenly aware of what is happening around it. Someone steps off the curb ahead, and it slows, ready to stop if necessary. It warily eyes an errant dog cavorting to one side. You’re catching up on emails, your spouse is texting, the kids are enjoying video games. It lets you out at the mall, then zips off to park.

Shopping done, you call it to pick you up. Then it’s off to your favorite restaurant. After dinner, you catch a quick nap on your way home.

That is the scenario most envision when they think of self-driving vehicles. But how far off is that scenario? Assuming that autonomous vehicles (AVs) will be wonderful for ride-sharing, ride-hailing, and deliveries (which will put a lot of drivers out of work) and that folks will happily embrace them for personal use whenever they become available and affordable, automakers and others have been investing billions of dollars in developing them.

But not everyone wants to give up driving. Some of us still enjoy it and will as long as we are capable.

Detroit Hard at Work
Automakers and others worldwide are testing and developing AVs on closed tracks and public roads while governments at all levels scramble to define rules and regulations for safe AV operation. Two Michigan facilities — the American Center for Mobility next to Willow Run airport in Ypsilanti Township and the 32-acre mock city called Mcity on the University of Michigan’s Ann Arbor campus — are dedicated to AV testing and development.

General Motors’ Cruise LLC subsidiary has been testing Chevrolet Bolt EV-based Cruise AVs in San Francisco and elsewhere while developing a fully autonomous (no driver, no controls) Origin A.V. with Honda for urban passenger and delivery service. Unveiled this January 2020, the self-driving, six-passenger Origin has production approval, and development prototypes are being tested at GM’s Milford Proving Grounds.

“We feel that Cruise has all the building blocks in place to lead in self-driving vehicles,” says GM President Mark Reuss, “and the first ones will be built right here at Factory Zero, our Detroit-Hamtramck assembly facility. In October, Cruise received a permit from the California DMV to remove human backup drivers from its self-driving cars. That means Cruise can send its cars out onto the streets of San Francisco without anyone at the wheel.”

Cruise should have Bolt-based driverless AVs running around San Francisco by the time you read this. “This is our moonshot,” says Cruise CEO Dan Amman. “The chaotic, gritty streets of San Francisco are our launchpad, and it’s where over two million miles of city testing will truly hit the road for the first time: an electric car, driving by itself, navigating one of the most difficult driving cities in the world.” In addition, Walmart plans to start testing automated deliveries using Cruise AVs in Scottsdale, AZ, early this year.

GM’s bold commitment to no-driver AVs, focusing first on city transportation, is one major element of its ambitious vision of a world with “zero crashes, zero emissions, and zero congestion.”

“We operate AVs in very clearly defined geofenced areas within the city that we have mapped,” chief engineer of the Cruise Origin Jason Fischer. “We will not go into areas that we haven’t mapped.” And while current Cruise AVs retain their steering wheel and pedals so a driver can take control if needed, the Cruise Origin does not. “There will be no ability to take control of the vehicle,” Fischer says. “The autonomous driving system will always be in control.”

Ford, partnered with technology developer Argo AI, has tested AVs (with safety drivers) on Michigan Ave. around Michigan Central Station. The automaker has established AV terminals, command centers, and high-resolution mapping for ride-hailing and deliveries in Austin, TX, Miami, FL, and Washington, DC, beginning in 2022. The company is also testing AVs in Pittsburgh and Palo Alto, CA. The Ford/Argo AI program will “assess the need for a safety driver and make a decision based on several factors, including the regulatory environment, safety performance data and an appropriate level of community acceptance” before operating without one.

“We are very focused on level 4 [see graphic above],” says Ford Autonomous Vehicles and director John Rich, “removing the driver from the equation and operating within a geonet.” A geonet, he explains, is different from a geofence, within which AVs should be able to self-drive anywhere. “We will initially choose not to drive some places within that area, but our geonet will expand as we move forward.”

Ford/Argo AI’s fourth-generation self-driving vehicles are Escape Hybrids equipped with the latest advanced sensing and computing technology. “We have upgraded our sensing suite with even more advanced LiDAR, higher resolution cameras, and more capable radar sensors,” says Ford Autonomous Vehicles chief engineer John Davis. “Combined, this helps improve detection of fixed and moving objects on all sides…providing a blind-spot curtain, detecting things like a passing car or bicyclist in a nearby bike lane.” A larger high-voltage battery supports these vehicles’ heavy electrical loads. A sophisticated sensor-cleaning system with forced-air chambers and high-pressure spray nozzles keeps its sensors and camera lenses clean.

Stellantis is partnered with self-driving technology company Waymo. Launched in 2009 as the Google Self-Driving Car Project, Waymo has developed a Level 4 Waymo Driver system that powers Waymo One, a ride-hailing service, and Waymo Via for trucking and deliveries. It claims 20 million-plus miles of autonomous driving on public roads in 25 US cities and 15 billion miles of simulation testing and is now offering AV rides to the public in Phoenix.

“Our now four-year partnership with Waymo continues to break new ground,” says Stellantis CEO Mike Manley. “By incorporating the Waymo Driver, the world’s leading self-driving technology, into our Pacifica minivans, we became the only partnership actually deploying fully autonomous technology in the real world, on public roads.” Stellantis is also working exclusively with Waymo on light commercial vehicles such as Ram ProMaster vans for deliveries and plans to expand it across its product line.

“Stellantis was our first OEM partner, and we’ve come a long way together,” says Waymo CEO John Krafcik. “Chrysler Pacifica Hybrid minivans were the first vehicles in our Waymo One fleet and, guided by the Waymo Driver, have now safely and reliably driven more fully autonomous miles than any other vehicle on the planet. Together, we’ll introduce the Waymo Driver throughout the Stellantis brand portfolio, opening up new frontiers for ride-hailing, commercial delivery, and personal use vehicles around the world.”

Meanwhile, a very ambitious “connected corridor” linking downtown Detroit to Ann Arbor (and Metro Airport) along some 40 miles of Michigan Ave. (US 12) and Washtenaw Ave. (M-17) is in the planning stages.

“At the outset, the vision calls for one dedicated interior lane for both the east and west side of Michigan Ave,” writes editor R.J. King in the Nov./Dec. issue of DBusiness magazine. “Those two lanes will need barriers at first, to separate autonomous from general traffic including pedestrians. Several crosswalks will be needed, traffic lights must be coordinated, and all manner of hardware and software is required to connect GPS satellites, cellular arrays, Wi-Fi systems, sensors, and underground fiber cables.” An alternative plan suggests using a new lane along I-94 instead of Michigan Ave.

According to King, this project’s vision began with Ford executive chairman Bill Ford. It will be managed by Cavnue, a subsidiary of New-York-based Sidewalk Infrastructure Partners, working with Michigan’s Department of Transportation, Office of Future Mobility and Electrification, Economic Development Corp., and Department of Labor and Economic Opportunity, along with state and local partners, stakeholders and communities.

“The project will be designed to evolve to meet transportation goals,” he writes, “but in the beginning, the dedicated lanes will accommodate linked buses and shared mobility vehicles such as vans and shuttles and expand to other connected and autonomous vehicles like freight and personal vehicles.” Phase one completion is targeted for the second half of 2022.

Click Here to Read part 2 of Autonomous (Self-Driving) Vehicles –Available Soon (Yes and No). Gary explains the critical missions and asks the experts how soon we will see AVs on the road.

By Bob Tita from https://www.wsj.com

Supply Chain Bottlenecks Drive Factory Decisions at This Maker of Boats, Motorcycles, ATVs.

Polaris is changing manufacturing processes on the fly to adapt to parts shortages; ATVs missing seats, snowmobiles without shocks.

Polaris is juggling 30 or so supply-chain constraints for its ATVs, motorcycles, snowmobiles, boats and utility terrain vehicles.

Like other manufacturers struggling with wobbly supply chains, sports-vehicle maker Polaris Inc. is deciding what to produce based on what parts it has on hand.

Polaris is changing its manufacturing and sales strategies on the fly to cope with shortages of materials and parts and an unreliable global transportation system that has disrupted precise production planning.

The company said it is juggling 30 or so supply-chain constraints for its all-terrain vehicles, motorcycles, snowmobiles, boats and off-road utility vehicles. Polaris changes its plans sometimes daily for what it produces. The company switches models for a while as supply-and-logistics managers scrounge for parts and materials for other models it is unable to build.

When there aren’t enough seats in the supply pipeline to produce four-seat versions of utility terrain vehicles because of a shortage of foam padding, for example, Polaris shifts production to two-seat or three-seat models. When more seats become available, factories circle back to four-seat models or add the missing seats to vehicles that have already been assembled.

“If you’re mixing and matching, eventually you’ll attain a good product mix,” said Kenneth Pucel, operations chief for the Medina, Minn.-based company.

Companies spent decades conditioning their supply chains to deliver just enough components and materials to match production schedules to hold down costs for storing parts. The absence of backup stocks of parts left manufacturers more exposed if a few large suppliers couldn’t deliver on time.

Tight markets typically provide opportunities for some companies to siphon customers away from competitors. But retail dealers say the supply-chain disruptions, transportation bottlenecks and labor shortages for manufacturers are now so pervasive that it is hard for anyone to capitalize. Polaris dealers sold out and the company couldn’t resupply them at their normal levels; instead, customers are now placing deposits on orders sent to factories.

Polaris shipped out some snowmobiles to dealers without shock absorbers and had dealers install them later when supplies recovered.

Chris Watts, owner of America’s Motor Sports dealership in Nashville, Tenn., said he carries Polaris and other brands. But his stocks of those brands are mostly depleted as well. “Customers are buying whatever they can get their hands on,” Mr. Watts said.

Like many manufacturers, Polaris had an unexpected surge in sales during the Covid-19 pandemic. When restaurants, movie theaters and fitness centers closed, consumers shifted their spending to boats, motorcycles, all-terrain vehicles and other outdoor vehicles. Polaris’s retail sales in North America last year grew by 25% from 2019 and increased by 70% in the first quarter from last year.

Polaris, which last year had sales of $7 billion, has a leading share in off-road vehicles with about 40% of the North American market, according to industry analysts.

Before the pandemic, Polaris could increase orders to its parts suppliers when needed. But this time, suppliers were less responsive. After a weekslong shutdown of factories last spring to slow the spread of the Covid-19 virus, stocks on hand were depleted. Making matters worse were clogged ocean ports, the freak winter storm that struck Texas in February and a ship blocking the Suez Canal that delayed vessels hauling shipping containers with Polaris’s parts and products from Asia.

Polaris said it devised workarounds to ease the company’s reliance on the hardest-to-get components, including semiconductor chips used in vehicle gauges. The company said its engineers redesigned the gauges on the fly to operate with different chip sets that are more readily available than the chips the company had been using.

When the supply of foam for seats tightened following the storm in Texas in February, Polaris built vehicles without seats for weeks and installed them later when resin for making plastic foam became available again.

About one-third of the vehicles coming off the company’s assembly lines are being held back until missing parts arrive, the company said. That is about twice the volume of new vehicles that typically need to be reworked.

The availability of shock absorbers has been particularly erratic. When shocks for snowmobiles ran out during the fall production season, Polaris shipped some snowmobiles to dealers without them and sent the shocks later for the dealers to install.

“It wasn’t efficient from a cost standpoint, but it bought us time,” Chief Executive Michael Speetzen said.

Shock absorbers for single-seat all-terrain vehicles became so scarce late last year that production managers at the Roseau, Minn., plant switched to a two-seat variant of the four-wheel motorcycles instead that used different but available suspension components. The production lines at the factory that welded metal frames and produced plastic moldings for ATVs were reset overnight to allow production of the two-seat models to begin the following morning.

“You pivot away from parts shortages. Our team is good at building what we can,” said Mr. Pucel.

Mr. Pucel said at least 10% of the company’s suppliers have been under stress since the pandemic, often struggling to obtain enough materials from their own suppliers or to come up with the money needed to purchase additional equipment to increase production. He said the number of suppliers struggling would be greater if Polaris hadn’t culled underperforming companies from its supplier base a couple of years before the pandemic.

Polaris has intervened to purchase equipment and materials for some suppliers in exchange for reduced prices. When production of plastic resin in Texas stopped because of the February storm, Polaris allocated some of its own resin to its suppliers.

In anticipation of extended higher demand, Polaris is expanding its Monterrey, Mexico, plant where some of its most popular utility terrain vehicle are assembled. The company is increasing boat production at its Elkhart, Ind., plant and reopening another in Syracuse, Ind. It has hired about 1,000 more employees in the past year, a 7% increase in the workforce.

Maintenance on equipment and rush jobs to realign assembly lines to produce different models often happen overnight or on weekends. Disruptions in production and the social-distancing procedures in plants because of Covid-19 have been rough on employees.

“The whole organization has been on high alert,” CEO Speetzen said. “It’s one of the things I worry about.”