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Newer automatic emergency braking systems prevent about twice the number of crashes that older models do but still fail to stop crashes at high speeds, a challenge for automakers preparing to meet a strict new federal standard for the technology.
Model-year 2024 vehicles with automatic emergency braking avoided 100 percentof forward collisions at 35 mph, a much better performance than 2017 and 2018vehicles, which avoided collisions 51percent of the time at that speed, according to research published Oct. 24 by AAA.
"AAA is very pleased to find that automatic emergency braking systems are getting significantly better, and that's a great result for drivers and safety of the road," said Greg Brannon, director of automotive research at AAA.
However, only three out of four test vehicles were able to avoid a collision at 45 mph, and none could avoid a collision at 55 mph.
NHTSA is requiring that all new vehicles be equipped with automatic emergency braking that can meet a high-speed requirement starting in September 2029. Vehicles must avoid a collision automatically with no manual braking for speeds of up to 50 mph. Vehicles must avoid a collision at speeds of up to 62.2 mph when a combination of the automatic emergency brake and the manual brake is engaged.
While AAA tested only full automatic emergency braking without driver intervention, that none of the vehicles could avoid a collision at 55 mph suggests that the industry has a ways to go to meet the new federal standard.
"The new standard doesn't go into place until 2029, so there's a lot of work and development and testing and things that will have to happen between now and then," Brannon said. "The good news is, we've
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After two years of shipping delays and rising delivery costs, relief is in sight. By the end of the year, a marked improvement will be seen compared with a year ago.
The numbers of new drivers and trucks have picked up, easing constraints, though chassis shortages will likely continue into 2023. Spot market rates for trucks, excluding fuel surcharges, have dropped 30% from their peak earlier this year. They should decline a bit more, ending 2023 about 5% above their prepandemic level, according to Avery Vise, Vice President of Trucking at FTR Transportation Intelligence. Contract rates are typically slower to respond, and should ease to 17% above their prepandemic level by the end of 2023. Also, diesel prices are still 65% above prepandemic, so fuel surcharges will continue to be higher than normal. However, if a recession happens next year, then both volumes and rates will tumble.
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Congestion at East Coast ports should ease in the next few months as a new labor contract is likely to be signed for West Coast dockworkers, allowing more vessels to return to using West Coast ports. Ship traffic from Asia is easing as 70% of retailers shipped early this year ahead of the holiday season, after getting burned last year, according to Ken Hoexter, a managing director at Bank of America. Ocean freight rates from China to the West Coast have fallen to $3,900 per 40-foot container, though that is still $2,500 more than the prepandemic average.
Rail freight is the problem child, according to Todd Tranausky, vice president of rail & intermodal at FTR. Freight has been moving at slower than normal speeds this year because of crew staffing shortages. Prior to the pandemic, the railroads embarked on a cost-cutting and labor-saving spree, reducing the wor
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