Detroit may have been the heart of America’s car industry, but a short drive away is where the cars of the future may just take shape. Jack Stewart pays this stunt city a visit.
Some 40 miles (65 kilometres) from Motor City, the University of Michigan, Ann Arbor is building a fake town centre, complete with roads, buildings, roundabouts, busses, and even robotic pedestrians. This stunt city is designed to give the connected, “talking” cars of the future a place to test their skills.
Yeah, I know it’s Faux News, but they should be fairly trustworthy on this kind of story. Maybe they can find a commentator to tie this to the wrath of Gawd for something or other, possibly a failure to adequately support the Ark Encounter theme park.
A massive sinkhole that opened up under a Kentucky museum Wednesday morning swallowed several vintage and rare Corvettes.
The National Corvette Museum said the Bowling Green Fire Department estimates the sinkhole to be around 25-30 feet deep and 40 feet wide.
“This is going to be an interesting situation,” Museum Executive Director Wendell Strode told the Bowling Green Daily News, noting that a structural engineer is at the Bowling Green facility to evaluate the damage inside its Sky Dome section.
Six of the cars in the sinkhole are owned by the museum; two others are owned by General Motors.
“It is with heavy hearts that we report that eight Corvettes were affected by this incident,” the museum said in a press release.
The museum said the cars are a 1993 ZR-1 Spyder and 2009 ZR1 “Blue Devil” on loan from General Motors; a 1962 Black Corvette;
Boston Globe published an article today outlining how bicycles are becoming another hated example of liberal oppression.
Seriously. As Rob Ford put it, “Roads belong to cars, busses and trucks.” If cyclists get killed, “It’s their own fault.”
Man, the behaviour of addicts is very strange.
As early summer days on Orchard Street draw to a close, sliding doors open, inviting fresh air and neighbors into side-by-side garages.
More patio than parking place or storage for power tools, Mariam Khalaf said her garage is primarily for “chilling purposes” — including smoking, eating and watching TV with family and friends, including next-door neighbors, Muheeb Nabulsy and his wife, Fatima Mkkawi.
Khalaf and Nabulsy say gathering in their east-side garages never invited scrutiny until they installed the sliding doors last year in front of the more traditional electric ones. Now, officials in the Detroit suburb are looking at changing an ordinance on garage use, arguing that as people get a little too comfortable hanging out in the garage, more cars are clogging side streets.
Many who’ve made the unsanctioned transition are part of Dearborn’s nearly 100,000 Arab-American residents, one of the largest such communities outside of the Middle East and a third of the city’s population. The garages are a continuation of marathon socializing sessions that started many years ago in their home countries under shady trees, often accompanied by coffee and a water pipe, known as a hookah or argileh.
“They migrated over time to the garage as an extension of the living place, and here comes the complaint from people who don’t have that as part of their tradition,” said Nabeel Abraham, a Dearborn resident and an instructor and administrator at a Dearborn community college. “I think it’s a class, ethnic reaction.”
Not so, say Dearborn officials, who say the ordinance-tightening isn’t meant to target Arabs or anyone else. They don’t want the garages, which they contend aren’t built to the same standards as the rest of a home, to become “habitable” places for cooking or sleeping.
Apparently, Hyundai thought this ad was a clever way to sell cars in Germany. They obviously didn’t put a lot of thought into it.
Warning: If you have experience with suicide this may be triggering. Avoid the comments also. A lot of psychopaths have shown up to go, “Boo fucking hoo. Grow a pair, weaklings.”
Hours of fun and enlightenment for car buffs, quite a few of these also present a window on times and attitudes past.
Nothing for sale here.
These brochures are scanned from my own and contributors collections.
They are published in screen/preview resolution only. These files will not work to make reprints.
The intention behind this collection is for enthusiasts and restorers to find useful and original factory documentation.
For brochure contributions I prefer brochures older than 1990, but special interest autos are always considered as good stuff.
The emerald ash borer has killed 100 million ash trees since arriving in North America over 10 years ago. Now, mortality rates for people living in affected communities are increasing as well:
The blight was first detected in June 2002, when the trees in Canton, Michigan, got sick. The culprit, the emerald ash borer, had arrived from overseas, and it rapidly spread — a literal bug — across state and national lines to Ohio, Minnesota, Ontario. It popped up in more distant, seemingly random locations as infested trees were unwittingly shipped beyond the Midwest.
Within four years of first becoming infested, the ash trees die — over 100 million since the plague began. In some cases, their death has an immediate impact, as they fall on cars, houses, and people. In the long term, their disappearance means parks and neighborhoods, once tree-lined, are now bare.
Something else, less readily apparent, may have happened as well. When the U.S. Forest Service looked at mortality rates in counties affected by the emerald ash borer, they found increased mortality rates. Specifically, more people were dying of cardiovascular and lower respiratory tract illness — the first and third most common causes of death in the U.S. As the infestation took over in each of these places, the connection to poor health strengthened.
In a literal sense, of course, the absence of trees would mean the near absence of oxygen — on the most basic level, we cannot survive without them. We know, too, that trees act as a natural filter, cleaning the air from pollutants, with measurable effects in urban areas. The Forest Service put a 3.8 billion dollar value on the air pollution annually removed by urban trees. In Washington D.C., trees remove nitrogen dioxide to an extent equivalent to taking 274,000 cars off the traffic-packed beltway, saving an estimated $51 million in annual pollution-related health care costs.
On the ground, we’ll see amazing technological strides in the development of self-driving cars during the next decade. But America’s roads and bridges will continue to suffer from much needed repairs, according to the American Society of Civil Engineers. But hey, at least we’ll be able to multitask while our cars are dodging potholes.
Across the nation’s sprawling rail lines, experts anticipate several states from coast to coast will continue investing in trains that connect regional cities. And the future looks bright, analysts say, for the nation’s urban light rail and tramway systems. We’ll get to that in a minute.
First, let’s use four quick stats to remind ourselves what a big deal the transportation industry is:
Planes: By 2022, the FAA predicts more than a billion U.S. airline passengers.
Cars and trucks: Washington says registered passenger vehicles number above 250 million (for perspective, the entire U.S. population numbers more than 312 million).
Trains: Amtrak ridership set an all-time record this year: more than 31 million passengers.
In car commercials, every road is clear and curvy, every vista is framed by mountains and the sea, and every driver is relaxed and in the moment. In real life, though, driving is often as much a pain as it is a pleasure—a car, once a symbol of independence, is now perhaps the last place where you can’t use your smartphone. Even when the roads aren’t clogged, you must be constantly alert because, let’s face it—too many other drivers are inattentive or downright maniacal (characteristics that never apply to you, of course!). Public transportation has its own drawbacks: Buses and trains don’t start at your home and don’t end at your destination, nor do they leave just when you’d like or even guarantee you a seat.
To get the best of both worlds, we could teach our cars to work together, as closely grouped cyclists do in a peloton. The lead car could be entrusted to a professional driver to whom the other drivers would of course each pay a small fee; all the other cars would follow it automatically. The cars would all use networked communications coupled with the optical or electromagnetic sensors already installed in some luxury cars to avoid head-on collision, stay in the proper lane, and brake in case of emergency. These systems have been developed at great expense to provide active safety, as distinguished from the passive kind afforded by seat belts. But this investment, having been made, can now be exploited for other things—like allowing you to relax and read the paper. If only we’d let them.
Active systems are improving at a splendid rate. Adaptive cruise control, for example, maintains a car’s speed while using radar or lidar to keep a safe distance from the car in front of it, thus automating much of the braking and accelerating. The latest generation of this system can follow a lead car from highway speed to a stop and then resume automatically when that car drives away. Soon the system will get additional data from vision sensors and digitized maps and additional support for the steering, allowing it to slow down on curves.
Clearly, passenger vehicles are on the verge of being capable of some kind of autonomy. The question is, what kind is best? The answer may surprise you.
One way to reduce trade deficits in foreign trade is to trade both ways. We should be making and selling cars in every country in the world because the profits from that come back here. Trading with Nations that were former enemies also strengthens ties between countries and reduces the chances of conflict with them. Communist countries that allow more trade and that move towards mixed economies become more free over time. Only Mitt would portray the fact that US companies can now make and sell cars in China as a bad thing.
Mitt Romney spoke to supporters in the Ohio town of Defiance last week, but his words came from the twin cities of Duplicity and Deception.
“I saw a story today that one of the great manufacturers in this state, Jeep, now owned by the Italians, is thinking of moving all production to China,” the Republican presidential nominee proclaimed, referring to the automaker President Obama saved from dissolution with taxpayer funds. “I will fight for every good job in America.”
The truth, however, was roughly 180 degrees opposite Romney’s claim. Chrysler, which owns the Jeep label, has added about 7,000 jobs in North America since it emerged from bankruptcy proceedings in June 2009, and it continues to expand its U.S. workforce and to invest hundreds of millions of dollars in American plants.
Romney’s fiction was apparently based on a misreading of a Bloomberg News report a few days earlier, which said that Chrysler would resume production in China for the first time since parent Fiat SpA bought the company — in addition to Chrysler’s production in Michigan, Illinois and Ohio.
“Let’s set the record straight: Jeep has no intention of shifting production of its Jeep models out of North America to China,” Chrysler executive Gualberto Ranieri wrote in a statement.
But in the game of trickery, Romney is exceedingly dexterous. A couple of days later, his campaign came out with an ad in Ohio repeating the allegation in a way that tweaked the wording to make it technically true, while continuing to give the same false impression: “Obama took GM and Chrysler into bankruptcy and sold Chrysler to Italians who are going to build Jeeps in China. Mitt Romney will fight for every American job.”