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Showing posts with label Could. Show all posts
Showing posts with label Could. Show all posts

Friday, October 28, 2011

Consumer Confidence Drop Could Spell Trouble for Incumbents

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The recession is over, jobs are slowly coming back, and third-quarter GDP is expected to climb. Yet one indicator suggests that consumer confidence still sank sharply and unexpectedly this month. While the impetus is unclear, the result could be not only more economic pain, but political troubles for incumbents in Washington.

According to the Conference Board, a nonprofit business membership and research association, consumer confidence tumbled 6.6 points from September to October, to 39.8 (on a 100-point scale, with 100 equaling 1985). This reading defied expectations; economists had predicted the October index would remain flat. However, the dip in consumer confidence is particularly troubling because it is at its lowest point since March 2009, when the economy was still in recession. For President Obama, and perhaps any incumbent, this latest figure should be particularly distressing. It shows that, even with an economy showing signs of renewed vigor, the American public is growing pessimistic, which can easily translate into anti-incumbent fervor come Election Day.

[See how the Obama administration is trying to help homeowners.]

The Conference Board's consumer confidence figure is now slightly lower than it was in August, when lawmakers wrangled over raising the debt ceiling, resulting in ratings agency Standard & Poor's downgrading the U.S. credit rating. That month, the index dropped from 59.2 to 44.5. This month, however, no event appears to have precipitated worsening sentiments. Rather, consumers appear to have lost their optimism; while the measure of future expectations rose by 1.6 points in September, it fell by 6.4 points this month.

At the core, the apparent decrease in consumer confidence shows that sustained high unemployment may have finally caused Americans to lose hope, says Ken Goldstein, economist at the Conference Board. "It's not as if job growth [and] wage growth have dropped significantly. The change is really about consumers...giving up some hope that things are going to get better," he says.

Contributing to that malaise is a pervasive sense that government is unwilling or unable to provide any assistance. "The sideshow in July and August about getting the debt ceiling down shook people's confidence that people in Washington even know what they're doing," says John Cannally, economic strategist at LPL Financial, a Boston-based financial services firm. The president's big push for his American Jobs Act, and its subsequent drawn-out failure, as Congress appears ready to reject it piece by piece, could easily worsen this sentiment.

That spells trouble for incumbents, particularly the president. Some studies have shown a positive correlation between consumer confidence and presidential approval ratings, as well as with other measures of political sentiment, like whether the country is moving in the right direction. Discontent with Washington and the economy drove the 2008 and 2010 "wave" elections and could easily do so again.

The president's latest executive actions to boost the economy—revamping HARP, a refinancing program for troubled homeowners, and a push for helping student loan borrowers to be announced tomorrow—appear to be as much about proving that the White House cares about the economy as boosting growth itself. Reinstating hope in the future, particularly as the election gets closer, could go a long way toward boosting consumer confidence and thus, perhaps, confidence in the president himself.

[See how the recession is affecting young adults in the U.S.]

Consumer confidence is, by nature, a complicated indicator—an attempt to objectively measure a subjective condition. In fact, there is a fundamental disconnect between objective measures of the economy and public perception, says Canally. "All of [the leading consumer confidence indicators]—Rasmussen, [University of] Michigan, Conference Board—are all at 30-year lows," despite an economy that is showing a few signs of strength again, he says, and according to his analysis, "The gap between what consumers are feeling, seeing, and hearing has never been wider."



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Volvo system could curb road kill

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DETROIT — Volvo's City Safety can bring a car to a complete halt to avoid an accident. A variation may be able to spot animals on the road and avoid collisions.

It’s an unpleasant reality on the highway, but the folks at Volvo think they may have a way to cut back on the seemingly ever-present road kill using some of the same high-tech systems that the maker is using to curb inadvertent pedestrian collisions on city streets.

The new animal-friendly system is one way the now Chinese-owned Volvo hopes to build on its traditional reputation as an automotive safety leader.

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Volvo has already won kudos for its latest active safety technologies, such as City Safety, which uses an infrared laser sensor attached to the windshield to monitor traffic in front of a vehicle. At speeds ranging from 2 to 19 mph – typical on crowded urban and in rush hour traffic – the system will detect a potential collision. If the driver doesn’t react by the time the two cars are 18 feet apart, it will automatically jam on the brakes.

Another version of the system can detect pedestrians and can take steps to avoid an impact. Such collisions make up a significant share of the roughly 35,000 Americans killed in roadway accidents each year.

Volvo engineers then began wondering about animals, who are killed in substantially larger numbers as the result of vehicle impacts each year. And groups like PETA, People for the Ethical Treatment of Animals, aren’t the only ones bothered by that toll.

According to a study by State Farm, there were 1.09 million deer hit by motor vehicles in the U.S. during the 12 month period ending June 30, those incidents causing $3.5 billion in damage. And such collisions routinely result in a number of deaths and injuries. Such incidents can be even more perilous in a place like Sweden, Volvo’s home, when the collision involves a moose.

The maker is looking to introduce a modified version of City Safety that might use cameras or other systems to expand its capabilities, and the new concept could show up in a couple years on the maker’s SUV models, such as the XC90, notes a Bloomberg report.

How well it will work remains to be seen. It’s hard to predict animal behavior, especially when they might suddenly emerge from hiding in a stand of trees along the roadside. But a recent study of insurance claims by the Highway Loss Data Institute found that Volvo’s City Safe system, in particular, reduced the number of vehicle damage claims resulting from car-to-car collisions by 27%, while insurance claims related to bodily injuries dropped by 51% on vehicles using the technology.

“This is our first real-world look at an advanced crash avoidance technology, and the findings are encouraging,” said Adrian Lund, president of the Highway Loss Data Institute.

Various forms of camera, radar and/or laser collision avoidance systems have been making their way to market and such insurance industry kudos – especially if paired with rate reductions – could encourage even more.

General Motors just announced a new low-cost system using a single camera.

But Volvo appears to be the first maker specifically aiming to use such technology to be kind to animals.

More from The Detroit Bureau:

New service lets enthusiasts drive the vehicles of their dreams
Toyota may be mired in a long-term slump
GM delaying Volt’s 2nd shift — but maker claims sales still on target

Copyright 2011 The Detroit Bureau. All rights reserved.



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Thursday, October 27, 2011

With the Internet, your car could be hacked

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Okay, I’m having some fun with the classic New Yorker cartoon, but the message still holds true. On the Internet, nobody knows you’re a dog, or a slob, or more important, a badass criminal hacker up to no good.

That anonymity — one of the few serious flaws in the design of the Internet — is giving the bad guys plenty of cover and keeping society as a whole from fully benefiting from what the Internet has to offer.

And this situation is only going to get worse as we move to what’s been dubbed the “Internet of Things.”

It’s a world where the line between what’s a computer and what’s not a computer gets increasingly blurred, and every device we have looks, smells and behaves more and more like a computer. The smartphone is the most obvious example, but now you can add things such as cars, medical devices, household appliances, almost every device in your a/v cabinet and more. Increasingly, the things in our everyday infrastructure are gaining the intelligence and the processing power of computers, which means they’re also vulnerable to attack.

Cars vulnerable to attack? You bet. Researchers with iSec Partners recently demonstrated how it’s possible to force some cars to unlock their doors and start their engines by sending special text messages to a car’s anti-theft system. Also, the U.S. Department of Transportation has asked the security industry to help develop a roadmap to build “motor vehicle safeguards against cyber security threats and ensure the reliability and safety of automotive electronic control systems.”

Hacking medical devices
Meanwhile, at a recent BlackHat conference, security researcher Jay Radcliffe gave a talk about hacking medical devices. Radcliffe, a diabetic who is connected to an insulin pump and glucose monitor at all times, demonstrated how a malicious third party could transmit wireless commands to remotely disable his insulin pump.

This is scary stuff. Sure, security vendors will try to address each of these threats as they appear, but that’s just a continuation of the whack-a-mole solutions we’re largely stuck with today.

The real answer to securing the Internet of Things is to think about ways to change the Internet protocols themselves and introduce unequivocal authentication. Vint Cerf, recognized as one of the fathers of the Internet for his work in creating the TCP/IP stack used to build the Internet infrastructure, is on record as saying that one of the main things he wished he had done differently was authentication.

Amen to that. No question that the work Cerf and others did to make the Internet possible has been incredibly beneficial to society, but the lack of authentication gives the bad guys too much cover, making many of their actions virtually untraceable. On a broader level, reputations of individuals and companies have been unfairly damaged by anonymous comments and posts on the Internet, so that, for example, phony negative claims about a company show high up on search results. It’s gotten so bad that we’re now seeing the emergence of “reputation” specialists who promise to undo the damage caused by these posts.

The other main change Cerf said he wished he’d done was to start off with a larger address space so we wouldn’t have to make the transition from IPv4 to IPv6. IPv6 actually makes the issue of Internet security that much worse, because IP addresses are the true root of identity and we just added a staggering number of them — more addresses than the number of grains of sand on the entire planet Earth. Think of it as an IP jungle where snakes can hide and you’ll never find them.

Authenticate all
Now consider connecting all these devices, appliances and vehicles, and it’s easy to see that the idea of patching every one of them is, to put it mildly, naïve. What we need is more accountability on the network so that if, for example, you’re a power meter sitting on my house, I can authenticate that you are really Tom’s power meter and not some foreign hacker group trying to disrupt the grid. For that authentication to happen, it has to be built into the Internet protocols themselves.

I’m not saying this process is going to be easy. Cisco was a big pioneer and supporter of building authentication in email as an overlay, and we know from experience that it’s very hard to do after the fact.

But as we contemplate the Internet of Things and bring more and more nontraditional devices online, we have to realize that we’re very early in that process — exactly the right time to consider changes to the protocol that include authentication. For example, if we wait for every automobile in the world to be connected, going back and retrofitting them is going to be really, really hard.

Bringing this authentication to the Internet is going to take a big commitment by some major players, if not the industry as a whole. The time to get started is now. One cool idea would be if someone launched an XPrize type of competition to get the brainiest among us working on solutions. Other suggestions? I’m all ears. Let’s get the ball rolling.

More from Forbes.com

© 2011 Forbes.com



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Saturday, October 15, 2011

Volvo system could comic: road kill limit.

DETROIT - Volvo City safety bring a car to a complete halt to avoid an accident. A variation might be to avoid animals on the road and collisions.

It an unpleasant reality on the highway, but the folks at Volvo think they have a way, is to return to the seemingly omnipresent accident with some of the same high-tech systems, which the manufacturer to reduce the unintentional pedestrian collisions on public roads cut.

The new animal-friendly system is a way to the now Chinese-owned Volvo is hoping its traditional reputation as a leader in vehicle safety.

Has wild Wall St volatility you nervous? Follow this can give you a little comic relief. Cyber thieves create fake Kelley Blue book, the site that us says, that doesn't really go to Reebok toning shoes live $9 per hour? The game

Volvo won Kudos already for his latest active safety technologies, such as city security attached to the windscreen of an infrared laser sensor is used to monitor traffic on a vehicle. At speeds of up to 2 19 mph typical crowded cities, and in rush hour traffic - the system will recognize a possible collision. If the driver with the time not the two cars 18 meters away from each other to respond, it will jam automatically on the brakes.

Another version of the system can detect pedestrians and to take action to avoid impact. Such collisions are a significant part of some 35,000 Americans killed in road accidents per year.

Volvo engineers began then, question me, of animals that are killed each year impact in much larger numbers than the result of the vehicle. And groups such as PETA, people for the ethical treatment of animals, are not the only ones that disrupted by the toll.

According to a study by State farm there were 1.09 million deer of motor vehicles in the United States be taken while 12 months caused these events $3.5 billion in damage until 30 June. And such collisions routinely numerous dead and wounded. Such incidents are more dangerous in a country such as Sweden, Volvo home page, if the collision includes a moose.

The manufacturer is looking to introduce a modified version of city security, that can use cameras or other systems to expand their skills, and the new approach could show up in a few years on the manufacturer-SUV models, such as the XC90 notes a Bloomberg report.

It remains to be seen how well it works. It is difficult to forecast animal behaviour, in particular, when they suddenly by hide in a stand of trees at the roadside arising. But a recent study of insurance claims by the highway loss data Institute Volvo city secure system, in particular the number of the vehicle for damages as a result of vehicle to vehicle collisions by 27%, while insurance claims relating to personal injury decreased by 51% in vehicles with reduced the technology.

"This is our first real look at an advanced crash avoidance technology, and the results are encouraging," said Adrian Lund, President of the Institute data loss highway.

Various forms of the camera, radar or laser of clashes that have made LOB systems market and such insurance industry could especially when paired with discounts - promote even more.

General Motors just announced, a new low-cost system with a single camera.

But Volvo's first manufacturer, seems especially with a view to using this technology, to be kind to animals.

More from the Detroit Office:

New service the cars of their dreams can go enthusiasts
Toyota may get stuck in a long-term crisis are
GM Volt 2 shift delay - but producers claimed further sales in the target

Copyright 2011 the Detroit Office. All rights reserved.



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Saturday, October 8, 2011

Ads On License Plates Could Be Trend of the Future

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In the not-too-distant future, your choice of license plates could generate some serious cash.

California, land of vanity license plates and stadium-sized advertising billboards, is exploring combining elements of both in a new scheme to use digital license plates that deliver advertising. It’s one state senator’s idea to help plug the state’s $19 billion budget deficit and could, he tells AOL Autos, result in payments to motorists who choose to use the plates.

“We’re looking at all kinds of revenue raising,” said California Senator Curren Price, a Democrat from Los Angeles. “It’s a possibility for motorists to receive payment for carrying the plates.”

The general idea is similar to widely available vanity plates: A motorist would choose to pay extra -- a figure yet undetermined -- to the state department of motor vehicles to get a digital license plate that, when the car is stopped, would flip from a standard plate display to run advertising similar to those delivered through your TV or computer. It could also be used to generate Amber Alerts or traffic information.

Price’s bill, to form a study group to examine the digital strategy, passed the California Senate in a unanimous vote and awaits a floor vote in the legislature. The costs of the study would be paid by the state’s private-sector partners in the project.

But what motorist wants their car to display ads for, say, Viagra or the latest in weight-loss surgery? And what does the California Highway Patrol think of plates that don’t always display a motorist’s license number?

“The DMV would have responsibility [for administering the plates] as they do now with vanity plates currently available to the public,” Price said. “It would be voluntary -- you’d have to opt in to have it. Messages or infomercials would be pre-approved. It’s not going to be like the Wild West of advertising.”

The plates are essentially pre-programmed screens similar to those in elevators or information-access points. When a car is moving, its rear plate would show a pixelated display of the car’s standard license plate, but if the car stops for more than three or four seconds, it would revert to advertising. Price suggests it would also switch to a standard plate if the car came within a certain distance of a police cruiser, a change effected by sensors in the license plate and in the cruiser.

The plate could also be used to display private messages from the driver -- again, we ask is this really a good idea? -- or to show allegiance to a sports team or college alma mater. The technology, Price says, is currently “in development.” Under the bill, the DMV would be required to present its study findings to the state by 2013.

Concerns expressed in the wake of Price’s announcement include the vulnerability of the system to computer hackers who may seek to hijack another’s display or change their own to disguise their identity (to say nothing of the plate’s ability to withstand a rear-end collision). Any system where commission from advertisers is split between the motorist and the state would also come under heavy scrutiny from state, and possibly federal, regulators.

Price said the plates won’t be a distraction to other drivers as the adverts will only roll when the car is at a standstill. He said he has had encouraging discussions with state agencies and the CHP about the system (the CHP says it doesn’t comment on pending legislation), which would be developed in partnership with several small technology start-ups based in Northern California.

“We’re trying to look outside the box in partnership with Silicon Valley, harvesting the entrepreneurial spirit and new, innovative and creative technologies.”

Price says the state of Florida is studying a prototype of a similar system and he has received inquiries about his idea from as far away as England and Australia.

Unfortunately for Price, California Governor Arnold Schwarzenegger recently said he would veto the digital-plate bill if it passed the state legislature and landed on his desk. But Price remains positive that his idea will be realized.

“I’m not going to start a tit-for-tat with the governor, but I think he was more focused on the fact that the budget hasn’t been passed. We’ve had positive discussions with those in his office,” said Price.

Russ Radar at the Insurance Institute of Highway Safety says the agency has not studied the issue of digital plates but offers his own wry assessment: “There's so much advertising clutter, it's hard to imagine people paying all that much attention. Besides, drivers are likely too busy with cell phone calls and texting to notice more advertising on a license plate.”



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As Jittery Consumers Calm Down, Car Sales Could Take Off

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Car sales could be on the rise in 2011 (Getty Images).

Some good omens are showing up in the consumer confidence indices and other economic indicators, spurring speculation about a big increase in car sales for 2011 -- perhaps even to 14 million units.

There are certainly no shortage of indicators to consult these days. They range from the obvious to the unusual, everything from the Dow Jones Industrial Average to the typical age of a vehicle on the road. Economists, analysts and market researchers use these measurements to figure out which way the economic winds are blowing and then estimate total vehicle sales for the coming year.

None is more aptly named than the Jitters Index. Published by CNW Marketing Inc., of Bandon, Oregon, it measures the level of consumers' concern about financial issues affecting their households, including gas prices, the cost of a child's education, and the state of their investments. Between November and December, the Jitters Index fell 1.8 points, suggesting that consumers are relaxing a bit about financial issues. It was the largest decline in more than three years.

By contrast, during the comparatively carefree month of January 2007, the index stood at just 3.84 points, more than three points lower than today. If the trend continues, CNW predicts that auto sales could be near 13 million units in 2011. That level would be up substantially from the abysmal 10.6 million in 2009 and the somewhat better 11.5 million in 2010.

The University of Michigan's Consumer Sentiment Index is roughly in line with CNW's analysis. It rose to 74.5 points in December, up from 71.6 in November and 67.7 in October. U of M researchers meanwhile forecast auto sales of 12.7 million units in 2011.

Financial services firm Morgan Stanley is betting on 14 million, based on consumers' improved credit situations.

Auto Sales Still Lower Than Normal

But Sean McAlinden, chief economist for the Center for Automotive Research, in Ann Arbor, Michigan, isn't ready to celebrate yet. "Let's not get giddy here." He notes about 15.2 million would be normal right now, given the age of the typical vehicle on the road and other factors.
"We are a long, long way from that, in the average 13 million sales forecast for 2011," he said in an email interview.

Nor is consumer confidence anything to brag about right now. Tim Nash, an economics professor at Northwood University in Midland, Michigan, says consumer confidence is a far cry from its level three or four years ago. For example, the Consumer Confidence Index compiled by the nonprofit Conference Board was in the 90s when the auto industry was selling 16 to 16.5 million vehicles a year in 2006 and 2007. Its current figure of 52.4 "has a long way to go as a basic indication of consumer confidence," he said.

The national unemployment rate is another obvious indicator to watch. It's declining, although a bit sporadically. "The unemployment situation is slowly, slowly getting better," said Charles Ballard, economics professor at Michigan State University.

Noting that the current 9.6 percent unemployment rate has already dropped below the psychological barrier of 10 percent, Ballard said it doesn't need to get back down to the 5 percent level from a decade ago to start having a positive effect on consumer confidence. It will promote at least some car sales as it continues on its course. "Any improvement in the unemployment situation will probably be reflected in small and steady improvements in the way people view the economy," Ballard said.

The stock market is another key indicator – and its direction has been unequivocally positive in recent months. The Dow Jones Industrial Average has climbed 1,500 points since September, up from about 10,000. Economists are crediting the rising market for the increase in luxury car sales during 2010. For example, BMW was up 8.5 percent in 2010, Mercedes-Benz 14 percent, and Cadillac nearly 10 percent. "The folks who come in and write the check for the big Mercedes, they're concerned with the stock market," said David Blitzer, chairman of the index committee at Standard & Poor's in New York.

Real Estate Troubles

By contrast, the middle-class families rely mostly on their homes as their store of wealth – and they have seen their net worth decline as prices have fallen. That has kept many of them out of the new car market, economists say. The S&P/Case-Shiller Home Price Indices are painting a dismal picture of the housing sector right now. The rebound in home prices is decelerating in 18 of the 20 metro areas that the indices cover, according to the latest report. Prices in six markets -- Atlanta; Miami; Charlotte, North Carolina; Portland, Oregon; Seattle and Tampa, Florida -- have hit their lowest levels since the national real estate meltdown started in 2006 and 2007. The housing industry will be on the mend once housing prices start rising faster than the rate of inflation, according to Blitzer. He would like to see a 2- to 2.5-percent annual increase in housing prices to help keep stagnant or falling home values from throttling the recovery.

"Clearly, for the majority of people the home is the biggest factor in their financial situation," Blitzer said. "One of the reasons that we still have unemployment between 9 and 10 percent is that we still haven't had a big housing recovery."

Incentives Declining

On the other hand, the current buyer's market in the retail car industry could become a distant memory once auto sales reach the 15-million level that many analysts are predicting for 2012. From the consumer's standpoint, perhaps, an automotive recovery won't be an unalloyed blessing. Even with the moderate improvement in sales recently, incentives are already on the decline. In the most dramatic examples, the drop for GM and Chrysler vehicles averaged hundreds of dollars between December 2009 and 2010.

"The more the recovery moves forward, the more pricing power businesses are going to feel that they have," Ballard said. "So automakers aren't going have to offer deep discounts to sell their vehicles."

The lesson for the consumer: even silver linings don't last forever.



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Thursday, October 6, 2011

Ford’s union deal could help investors too

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Signing bonuses, profit sharing checks and inflation protection aside, Ford is billing its tentative new contract with the United Auto Workers union as a significant step forward in its bid for competitiveness — and CEO Alan Mulally’s goal of rebuilding the carmaker’s credit rating.

In fact, Ford shareholders could benefit from the deal as much as Ford’s unionized workers, especially if the new settlement helps the automaker restore its once-lucrative dividend payments.

“We believe this agreement ... will enable us to increase our overall competitiveness in the United States,” said Ford’s labor and manufacturing chief John Fleming, something he underscored by noting that the four-year contract, if ratified, will “also permit us to in-source work from Mexico, China, Japan and other parts of the world.”

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The settlement at Ford, reached Tuesday morning, comes nearly three weeks after the UAW union came to terms with General Motors, and the proposed contract largely follows the GM pattern.

That means an improved profit-sharing program, a signing bonus and inflation protection. But Ford, considered the healthiest of the Detroit carmakers, bumps the up-front cash to $6,000, a full $1,000 more than at GM, while it will offer four $1,500 lump sum payments meant to compensate for inflation, double what its crosstown rival came up with. Significantly, Ford and GM both avoided any fixed increases in wages — a move that auto analyst Joe Phillippi sees as critical to the companies' long-term competitiveness.

Ford, UAW reach tentative contract pact

He isn’t alone. Standard & Poor’s has signaled that it might follow an upgrade in GM’s credit rating by also upgrading Ford’s rating. That would meet one of Mulally's top goals — something Ford highlights on its website.

An investment grade rating would deliver more than just bragging rights. It would also mean a significant savings on Ford’s hefty debt. The carmaker borrowed heavily going into the last recession to ensure it could survive. As a result Ford — unlike GM and Chrysler — was able to avoid bankruptcy and a bailout from the federal government.

An upgrade “is paramount in Alan’s mind,” said Phillippi, founder of AutoTrends Consulting. “It would not only help lower [Ford’s] debt costs, but also signal their willingness to reinstate the dividend. They could do that now, but the ratings agencies would probably respond better if they wait until the debt rating has been restored.”

While Ford — like the rest of the auto industry — has been slammed by Wall Street in recent months it is generally seen as best positioned to take advantage of an eventual economic recovery. Ford’s sales were up 9 percent in September, well ahead of some key import competitors, including Honda and Toyota.

Ford remains a leader in the pickup market, with its F-Series and other light truck segments. But with models like the new Fiesta subcompact and midsize Fusion the automaker also is  gaining traction in the passenger car segment where it was long an also-ran.

As a result of the new contract, Ford will expand production of the Fusion, now built in Mexico, by adding a line at its plant in Flat Rock, Mich. That factory, known as AutoAlliance, has been operating as a joint venture with longtime affiliate Mazda Motors. But Mazda plans to pull out of the plant, and there had been concerns the facility would close. Its future seems to be rosy as a result of the new UAW contract.

Indeed, Ford’s Fleming announced that the carmaker will add another 5,750 U.S. hourly jobs once the contract is ratified, bringing to 12,000 the number of jobs it has either added or saved. All the new jobs, however, will be classified Tier II, meaning those employees will make significantly less than veteran Ford line workers. To soften concern among the rank-and-file, Ford has agreed to boost Tier II wages by $3.78 an hour to $19.28, still significantly less than the top tier makes.

Ford also will offer buyouts to veteran workers to open up even more Tier II jobs and lower labor costs further.

The auto industry has traditionally had a strong impact on what happens in the rest of American manufacturing, and the settlements at GM and now Ford are being well received, with Jay Timmons, president of the National Association of Manufacturers, declaring that this week’s [Ford] announcement “will create jobs, will make the manufacturing sector stronger.”

For the UAW, it’s two down and one to go. The union still needs to work up a settlement with Chrysler, the smallest and weakest of Detroit’s makers. A settlement seemed close at hand as negotiations approached the Sept. 14 expiration of the old four-year contract. But an unexplained glitch led UAW President Bob King to walk away from Chrysler and focus on the GM settlement -- a move that triggered the rage of Chrysler’s CEO Sergio Marchionne.

The two have since tried to patch things up and negotiations are again moving ahead, though Chrysler is reportedly balking at the signing bonuses and Tier II wage hikes approved at GM and Ford. It insists that anything that increases its costs — which average $50 an hour — must be offset by cuts in other areas.

Observers expect both sides will bend. If not, they face unforeseen risks. Terms of Chrysler’s 2009 federal bailout prohibit both a strike and a company lockout. As a result, a deadlock would leave the final terms of a settlement up to binding arbitration.

© 2011 msnbc.com.  Reprints



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Friday, September 30, 2011

Atlanta Police Wrote Tickets So They Could Take Parking Spots

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Click on the image above to watch the cell phone video at WSBTV.com (WSBTV).

A local news outlet in Atlanta, Ga., obtained a cell phone video of what appears to be a flagrant abuse of power by local police officers.

The video shows two officers forcing drivers that were parked illegally in front of a restaurant to move by issuing tickets. But then, once the cars had been moved, parked in those exact spots and entered the restaurant.

The man who shot the video, who only wished to be identified as Oscar, narrated the scenario to WSBTV and admitted that he was one of the illegally parked cars.

"She [the officer] was actually writing tickets and once she got everyone else moved they parked and went in and got something to go."

The ticketed drivers, who waited around to watch the scene unfold, confronted the officers once they had come out.

"They said 'yeah we work for the city, these are city cars and we can do that,'" Oscar said. "You think they were just moving people so they could park, that's exactly what they were doing, so they could park."

The Atlanta Police Department released a statement saying the situation was being investigated for violations of departmental policy.



View the original article here



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Wednesday, September 28, 2011

Could this be the engine of 2012?

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A Wells-based inventor has BROKEN THE LAWS OF PHYSICS.

Yep, the anonymous architect of this contraption - called The Alpha Omega Galaxy Freefall Generator - claims it produces more power than it consumes. And that breaks the first law of thermodynamics, which states that energy can be changed from one form to another, but cannot be created or destroyed. Free power, y'all!

So, what's this ultramodern innovation built from? Carbon fibre? Titanium? Teflon? Err, no. It's made out of leftover bicycle parts, a windscreen-washer motor and a selection of magnets.

It works thusly. Wheels with magnets on spin around, apparently creating energy from gravity. A tiny amount of power's provided to the machine via said washer motor, which is transferred onto the weird spiny bits using a rubber band cut from a bicycle inner tube.

And, as you can see from the video, the flywheels keep turning, even though it would seem impossible for the motor to move the weight of the machine.

The mystery inventorizer claims a commercial version could produce enough power to run a house, virtually free of charge, and could be installed anywhere without the need for a power source.

He told This is Somerset: "The Alpha Omega Galaxy Freefall Generator (AOGFG) is a different eco-friendly way of producing electricity...

The world's changed forever, TopGear.commers. How do you feel?



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Sunday, September 25, 2011

Sexy Opel Astra GTC Could Be Next New Buick

AppId is over the quota
AppId is over the quota
By Michelle Krebs September 21, 2011

Opel Astra GTC.jpg

General Motors Co.’s newly introduced Opel Astra GTC may find its way from Europe into Buick’s U.S. product line. “I could easily see it as a Buick,” Opel’s top executive, Karl-Friedrich Stracke, said in a briefing with media and analysts at Opel’s Rüsselsheim, Germany, headquarters last week. The briefing followed the official unveiling of the production Astra GTC at the 2011 Frankfurt Auto Show. The United Auto Workers (UAW) union newly negotiated contract with GM further paves the way for the Astra GTC. In announcing details of the contract Tuesday, union officials said GM had committed to build an unspecified compact vehicle at an unspecified plant, creating more than 500 jobs. The Astra is a highly likely candidate.

Stracke and other GM executives said Opel will work more closely with Buick in developing new vehicles, especially compact and midsize cars, in the future. The plan is reminiscent of one developed before GM’s 2009 Chapter 11 bankruptcy that had Opel working with GM’s now-defunct Saturn brand to develop vehicles adapted for U.S. consumption. In fact, a German-built Saturn Astra sold in the U.S. before the brand was discontinued was a re-badged Opel Astra with little modification. It met little success largely due to a hefty price courtesy of disadvantageous currency exchange rates, and sold for the single 2008 model year.

AO092011 Buick Measures.jpgGTC A Winner?
Opel and Buick have history. Long ago, when GM sold Opels in the United States, they generally were offered through Buick dealers. Of late, Opel has supplied Buick with its newest vehicle architectures – the midsized Epsilon II and soon, the Delta II compact-car platform on which the Opel GTC is based – and has built vehicles for Buick to sell in the United States. The Opel Insignia’s Epsilon front-wheel-drive architecture serves as the basis for the Buick Regal; a longer version of the Insignia structure is under the Buick LaCrosse. The Regal was built in Opel’s Rüsselsheim factory and exported to the United States until March, when production shifted to more currency-favorable Canada.

Stracke said the Astra GTC could be sold in China, possibly as a Buick, to appeal to the up-and-coming youth market that wants sporty cars. The Astra GTC may also find its way to Australia and other non-Euro markets. Selling Opel vehicles to markets outside of Europe – whether they bear the Opel name or some other GM badge – is part of Opel’s comeback strategy. Opel is intended to largely remain a regional brand, however; Cadillac and Chevrolet will be GM’s sole global brands. Opels will not be sold through a separate channel or sport an Opel logo in the United States, Stracke insisted.

Outside of the United States and Europe, the non-GTC version of the small Opel Astra family car is built and sold as the Buick Excelle XT in China. Regular versions of the Astra also have been sold in Australia and South America. The Opel Astra GTC unveiled last week was first shown in concept guise at last fall’s Paris auto show. Opel followed up with a teaser photo released in April with the announcement that Opel and Vauxhall dealers in Europe would begin taking orders in June, and GM has a hefty 15,000 of those orders.

Opel Astra GTC side moving.jpg

Buick Goes Sportier
Apart from a modified version of the Delta II platform’s front strut and rear twist-beam suspension, the Astra GTC, with its sweeping lines, shares virtually nothing else with the standard issue Astra, except for the sideview mirrors and antenna. It comes with a choice of one diesel and three gasoline engines, including a range-topping 177-horsepower 1.6-liter turbocharged inline-4 with a 6-speed manual transmission. The 2.0-liter common-rail turbodiesel with stop/start technology delivers 162 hp and 280 pound-feet of torque and returns up to 48 mpg. The Astra GTC features lower ride height and wider track than its siblings, with a fully adaptive, sport-tuned suspension. European buyers can choose from seven different wheel designs, in sizes from 17 to 20 inches.

The Astra GTC is high-tech; as Opel filed for 11 patents during its development. Among the high-tech systems and gadgets are the large panoramic windshield, “Opel Eye” front-camera system, Traffic-Sign Recognition, Lane-Departure Warning, Following-Distance Indication, Advanced Forward Lighting and Intelligent Light Ranging. Prices in Europe range from $31,800 to $40,750.

A Buick spokesman refused to comment “on speculation about the future of Buick’s product portfolio,” but the sportiness of the Opel Astra GTC certainly fits where GM management wants to take the brand. Buick long had one of the oldest buyer demographics in the U.S. auto industry, but has been lowering its average buyer age of late. In part, it is doing so by offering sportier rides, the most recent being the Buick Regal GS. Buick also needs to expand its product offerings to grow sales as it is reliant on but a few for the bulk of its sales. With Pontiac and Saturn gone from the GM fold, Buick has more room to spread its wings in terms of sporty vehicles like the Astra GTC.

Michelle Krebs:  is Editor-in-Chief of AutoObserver.com. Follow @AutoObserver on Twitter.

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Peliculas Online

Saturday, September 24, 2011

Sexy Opel Astra GTC Could Be Next New Buick

AppId is over the quota
AppId is over the quota
By Michelle Krebs September 21, 2011

Opel Astra GTC.jpg

General Motors Co.’s newly introduced Opel Astra GTC may find its way from Europe into Buick’s U.S. product line. “I could easily see it as a Buick,” Opel’s top executive, Karl-Friedrich Stracke, said in a briefing with media and analysts at Opel’s Rüsselsheim, Germany, headquarters last week. The briefing followed the official unveiling of the production Astra GTC at the 2011 Frankfurt Auto Show. The United Auto Workers (UAW) union newly negotiated contract with GM further paves the way for the Astra GTC. In announcing details of the contract Tuesday, union officials said GM had committed to build an unspecified compact vehicle at an unspecified plant, creating more than 500 jobs. The Astra is a highly likely candidate.

Stracke and other GM executives said Opel will work more closely with Buick in developing new vehicles, especially compact and midsize cars, in the future. The plan is reminiscent of one developed before GM’s 2009 Chapter 11 bankruptcy that had Opel working with GM’s now-defunct Saturn brand to develop vehicles adapted for U.S. consumption. In fact, a German-built Saturn Astra sold in the U.S. before the brand was discontinued was a re-badged Opel Astra with little modification. It met little success largely due to a hefty price courtesy of disadvantageous currency exchange rates, and sold for the single 2008 model year.

AO092011 Buick Measures.jpgGTC A Winner?
Opel and Buick have history. Long ago, when GM sold Opels in the United States, they generally were offered through Buick dealers. Of late, Opel has supplied Buick with its newest vehicle architectures – the midsized Epsilon II and soon, the Delta II compact-car platform on which the Opel GTC is based – and has built vehicles for Buick to sell in the United States. The Opel Insignia’s Epsilon front-wheel-drive architecture serves as the basis for the Buick Regal; a longer version of the Insignia structure is under the Buick LaCrosse. The Regal was built in Opel’s Rüsselsheim factory and exported to the United States until March, when production shifted to more currency-favorable Canada.

Stracke said the Astra GTC could be sold in China, possibly as a Buick, to appeal to the up-and-coming youth market that wants sporty cars. The Astra GTC may also find its way to Australia and other non-Euro markets. Selling Opel vehicles to markets outside of Europe – whether they bear the Opel name or some other GM badge – is part of Opel’s comeback strategy. Opel is intended to largely remain a regional brand, however; Cadillac and Chevrolet will be GM’s sole global brands. Opels will not be sold through a separate channel or sport an Opel logo in the United States, Stracke insisted.

Outside of the United States and Europe, the non-GTC version of the small Opel Astra family car is built and sold as the Buick Excelle XT in China. Regular versions of the Astra also have been sold in Australia and South America. The Opel Astra GTC unveiled last week was first shown in concept guise at last fall’s Paris auto show. Opel followed up with a teaser photo released in April with the announcement that Opel and Vauxhall dealers in Europe would begin taking orders in June, and GM has a hefty 15,000 of those orders.

Opel Astra GTC side moving.jpg

Buick Goes Sportier
Apart from a modified version of the Delta II platform’s front strut and rear twist-beam suspension, the Astra GTC, with its sweeping lines, shares virtually nothing else with the standard issue Astra, except for the sideview mirrors and antenna. It comes with a choice of one diesel and three gasoline engines, including a range-topping 177-horsepower 1.6-liter turbocharged inline-4 with a 6-speed manual transmission. The 2.0-liter common-rail turbodiesel with stop/start technology delivers 162 hp and 280 pound-feet of torque and returns up to 48 mpg. The Astra GTC features lower ride height and wider track than its siblings, with a fully adaptive, sport-tuned suspension. European buyers can choose from seven different wheel designs, in sizes from 17 to 20 inches.

The Astra GTC is high-tech; as Opel filed for 11 patents during its development. Among the high-tech systems and gadgets are the large panoramic windshield, “Opel Eye” front-camera system, Traffic-Sign Recognition, Lane-Departure Warning, Following-Distance Indication, Advanced Forward Lighting and Intelligent Light Ranging. Prices in Europe range from $31,800 to $40,750.

A Buick spokesman refused to comment “on speculation about the future of Buick’s product portfolio,” but the sportiness of the Opel Astra GTC certainly fits where GM management wants to take the brand. Buick long had one of the oldest buyer demographics in the U.S. auto industry, but has been lowering its average buyer age of late. In part, it is doing so by offering sportier rides, the most recent being the Buick Regal GS. Buick also needs to expand its product offerings to grow sales as it is reliant on but a few for the bulk of its sales. With Pontiac and Saturn gone from the GM fold, Buick has more room to spread its wings in terms of sporty vehicles like the Astra GTC.

Michelle Krebs:  is Editor-in-Chief of AutoObserver.com. Follow @AutoObserver on Twitter.

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View the original article here



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