AUTONEWS

Why Italy seeks to fine drivers who travel slowly in the left-hand lane?

Tired of encountering drivers who insist on traveling slowly in the left-hand lane on highways, the Italian public has successfully persuaded the government to impose harsher penalties—hitting these drivers where it hurts most: their wallets. It is worth noting that, as in other countries—such as Portugal—Italy already has specific regulations in place regarding traffic flow, requiring drivers to use the rightmost available lane. Evidently, however, these existing rules are not enough.

A legislative proposal was approved in mid-October and subsequently sent to Parliament for discussion. On the table is the establishment of a 100 km/h minimum speed for the left-hand lane; the national maximum speed limit is 130 km/h, which drops to 110 km/h during heavy rain or snow.

The new traffic rule would apply only to highways with at least three lanes in each direction. The draft currently under parliamentary review proposes fines ranging from approximately €40 to €160 for each violation. It is possible that the final legislation, once it emerges from Parliament, may feature different minimum speed requirements or fine amounts than those initially proposed by the government.

All indications are that the highways targeted by the authorities are those connecting major Italian cities—such as the route between Turin and Milan—which experience heavy traffic and high travel speeds. It is precisely under these conditions that a vehicle moving slowly in the left-hand lane not only causes delays and potential accidents but also creates friction and confrontations between drivers.

Italy’s Council of Ministers (the cabinet) has given initial approval to a draft legislative decree (a decree issued by the government under powers delegated by Parliament) that rewrites the rules of the 1992 Highway Code (Italy’s road traffic law) from top to bottom. It comprises 294 articles, presented by Infrastructure Minister Matteo Salvini following the changes that took effect in December 2024. The text must now go through the Council of State (Italy’s highest administrative court, which issues advisory opinions on government legislation), the Unified Conference (the body where the national government coordinates with regional and local authorities), and the parliamentary committees, before returning to Palazzo Chigi (the prime minister’s office) for final approval. It will formally take effect on April 1, 2027, but the new rules will apply only from January 1, 2028, or from April 1, 2028, if the implementing regulation is delayed. The rules will apply to everyone driving in Italy, including foreign visitors and tourists using rental cars.

In the first few hours, much of the media highlighted the drop in fines, which is only partly true, because some penalties go down while others go up. And on the most debated one, speeding, the real change lies elsewhere: the fine will no longer be the same for everyone and will become proportional to speed.

Speeding: Paying by the kilometer...Currently, the code works in brackets: anyone who exceeds the limit by more than 10 and up to 40 km/h falls into the same range, from €173 to €694, regardless of how far over they went. So in a built-up area with a 50 km/h limit, someone driving at 61 km/h and someone speeding through at 90 get the same fine. Under the new code, the brackets disappear: drivers will pay €10 for every km/h over the limit, after deducting the margin of error allowed for speed-measuring devices, on roads outside built-up areas and on highways. In cities, where the limit is 30 or 50, it will be €5. A few examples to give an idea: in the city, going 11 km/h over will cost €55 instead of €173, but going 40 over will cost €200. Outside the city, exceeding the limit by 20 km/h will cost €200, and exceeding it by 40 will cost €400. On the highway, driving at 160 km/h where the limit is 130 will go from €173 to €300.

Those who exceed the limit by a little will therefore pay less than today, but those who drive considerably faster will pay more, in some cases more than double. For those who go to extremes, however, the picture flips: today, exceeding the limit by more than 40 km/h triggers very steep brackets, starting at €543 and rising to €845 above 60. Under the new calculation, 50 km/h over the limit outside the city will cost €500, and 70 over will cost €700. The fine drops slightly, but the deduction of points from the driver’s license (Italy uses a points-based system) and the driving ban (the new term for license suspension) remain, and between 10 p.m. and 7 a.m. the fine rises by one-third.

More generally, every violation will carry a minimum fine of €25 and a maximum of €40,000, while the automatic inflation adjustment every two years disappears: amounts can be revised only if prices have risen by more than 5%. Things get worse for those who drive without insurance, since any violation committed with an uninsured vehicle will see the fine doubled. In addition, the ministry will cross-check databases every month: anyone found without compulsory third-party liability insurance will have thirty days to get covered, after which the vehicle will be banned from the road indefinitely.

Highway code: The changes for car drivers...Driver’s licenses and vehicle registration certificates will no longer have to be shown when the data are recorded in databases the police can access, and where they are still required, they can be shown through digital apps. Licenses will be renewed every ten years up to age 65, compared with 50 today.

On highways, when traffic is moving in parallel lanes, the left lane may not be driven at less than 100 km/h. When stationary, combustion engines must be turned off: keeping the engine running for air conditioning will be allowed only for the time strictly necessary, and only if children, pregnant women, elderly people, or vulnerable people are on board.

Ignoring a manufacturer’s recall will carry serious consequences under the new rules, which provide that, twenty-four months after the recall campaign begins, the vehicle will be placed on a ministry list that prevents it from undergoing its mandatory periodic inspection or changing ownership. After two more years on that list, the vehicle will no longer be allowed on the road. Another significant change: after an accident involving only property damage, photos and videos taken at the scene by those involved will count as evidence in lawsuits seeking compensation.

Two-wheeled motorcycles and scooters will be allowed to use the highway emergency lane during traffic jams or slowdowns, provided they move slowly and are ready to pull aside for emergency vehicles. Also on highways, riders and passengers will have to wear back and hand protection.

Anyone passing a bicycle or an e-scooter will have to leave at least 1.5 meters of space where possible; otherwise, they will have to slow down and match its speed. Electric bikes that move even without pedaling, the so-called “propulsion cycles,” will require a helmet and an identification tag, like e-scooters; nothing changes, however, for “normal” bikes and pedal-assist e-bikes. Anyone renting an e-scooter will also have to photograph it at the end of the ride to prove it was parked properly, or face a fine of €50 to €200.

There are new obligations for pedestrians as well: before using a crosswalk, they will have to stop and make sure that oncoming drivers have seen them, while outside built-up areas, at night and on unlit roads, they will have to make themselves visible with a reflective vest or a light. Drivers remain obliged to stop and let them cross, and those who fail to do so can be fined remotely, thanks to cameras; the same will apply to those who park in loading and unloading zones.

Fines detected remotely, including those from speed cameras, will have to be served within 45 days instead of 90. They will be sent through SEND (the government’s digital platform for delivering official notices) or by certified email (PEC, a legally valid email system); for those without a digital domicile (a registered electronic address for official communications), regular mail will remain. Appeals to the prefect (the central government’s representative in each province) may be filed only by registered mail or certified email, and if the appeal is rejected, the amount due will be the minimum fine increased by one-third, no longer double. Finally, the 10% surcharge for every six months of late payment, in force since 1981, is scrapped.

Compared with the draft put out for consultation in August, the mandatory certified email address for license holders and vehicle owners, the automatic restrictions for drivers over 85, and the standard car license at 17 have all been dropped. Also scrapped were mandatory helmets for cyclists under 14 and the ban on pedestrians using smartphones and headphones while crossing.

Only the far-left lane would be affected...There are no plans to establish a general minimum speed limit on all Italian highways. According to the report, the proposed rule applies to the lane immediately adjacent to the median on highways where driving in parallel lanes is permitted. This refers to sections with at least three lanes in each direction.

The new minimum speed limit will not apply to the other lanes. The goal of the regulation is to improve traffic flow in the left lane.

Exceptions in the event of traffic jams, fog, and heavy rain...The proposed speed limit is not intended to require anyone to drive at least 100 km/h under dangerous conditions. Exceptions are provided for when traffic signs specify a different speed or when special circumstances require driving more slowly.

These may include, for example, thick fog, heavy rain, an accident, roadwork, or a traffic jam. Your speed must still be adjusted to the actual road and traffic conditions.

Until the new regulation takes effect, driving at speeds below 100 km/h alone will not result in a fine under this rule. However, the existing requirements still apply: As a general rule, drivers must use the clear lane furthest to the right. Driving unnecessarily slowly, which obstructs traffic or endangers others, is already prohibited today. Incidentally, this also applies in Switzerland.

It should be remembered that the text is not yet final: between the required opinions and the parliamentary steps, more than one provision could change before 2028.

Italy plans to introduce a minimum speed limit of 100 km/h for the far-left lane on multi-lane highways as part of a proposed reform to the Italian Highway Code (Codice della Strada).

Key details of the proposed rule:

• Target lane: The minimum speed applies exclusively to the far-left lane (the lane immediately adjacent to the median) on highway sections with at least three lanes in each direction where parallel driving is allowed.

• Proposed fines: Drivers who travel below 100 km/h in that lane without a valid reason face fines ranging from €40 to €160.

• Exceptions: The rule does not apply during dangerous or obstructed conditions, including heavy traffic jams, thick fog, heavy rain, roadwork, accidents, or when highway signs temporarily dictate a lower speed.

• Current status: The measure is part of a draft highway code overhaul approved by the Council of Ministers and submitted to Parliament, and it has not yet formally taken effect

AUTONEWS

New 3d framework models stress inside metal about six times faster in initial test

A hole in a vehicle axle or a groove in an aircraft or machine part might seem insignificant. But when subjected to repeated forces, these small features can become high stress points where damage develops and cracks form.

A Concordia researcher has developed a faster way to predict what happens beneath the surface of metal parts where cracks are most likely to begin, addressing a longstanding challenge in fatigue engineering.

Ayhan Ince, a professor in the Department of Mechanical, Industrial and Aerospace Engineering at Concordia's Gina Cody School of Engineering and Computer Science, developed a new three-dimensional (3D) modelling framework to better understand what happens inside the metal surrounding these vulnerable areas.

In the study's computer-based comparison using a relatively simple notched steel bar, the new method completed its calculations in 4.5 minutes, compared with 28 minutes for a more detailed nonlinear simulation that accounts for permanent deformation, making it approximately six times faster. Since full nonlinear simulations become more demanding as engineering models grow in size and loading complexity, Ince expects the framework to provide even greater computational efficiency for large engineering components.

The advance could help researchers develop more accurate models of how damage accumulates in mechanical parts more quickly. Engineers could eventually use those models to accelerate durability assessment and improve component designs in industries ranging from automotive manufacturing to aerospace, the researchers say.

Seeing beyond the surface...Mechanical components are constantly subjected to forces that can gradually weaken the most highly stressed location at a hole, groove or geometric transition. Yet damage and crack growth depend on how material deformation evolves throughout a surrounding volume of material near those critical locations.

A vehicle axle, for example, may be pulled, compressed, bent and twisted, sometimes simultaneously. Over thousands or millions of repetitions, these forces can cause fatigue damage and eventually cracks.

For decades, researchers have developed efficient ways to calculate how materials respond at vulnerable points, such as holes and grooves. But those simplified methods could only predict what happens at the surface.

Detailed nonlinear computer simulations can show what happens inside the surrounding material, but they require considerable computing power, particularly when modelling many load histories, material choices or design variations.

Ince addressed this limitation by integrating several mechanics models into a new framework that efficiently calculates how forces are distributed and how the metal deforms throughout the three-dimensional region near the critical areas even when several types of loading act together and change over time.

The study represents an “important contribution to advanced notch analysis,” says Daniel Kujawski, a mechanical engineering researcher at Western Michigan University who studies how materials become damaged and crack under repeated forces. He did not participate in the study.

Kujawski says the method “provides a potential bridge” between calculations focused on individual points and assessments that consider damage throughout the surrounding material. That could eventually help engineers assess how long components will last and identify where cracks could begin or spread.

Ayhan Ince: 'The work represents a landmark advance in computational mechanics.'(Concordia University) 

Further validation ahead...“The work represents a landmark advance in computational mechanics, addressing a 3D field prediction challenge that researchers have pursued for decades,” Ince says. “But more work remains.”

So far, the researchers compared their framework with detailed nonlinear computer simulations for one steel material and one notched bar under three loading patterns. Next, they plan to examine other materials and geometries and validate their predictions through physical experiments.

Those tests will help determine how widely the method can be applied to real engineering components, Ince says.

Nearly two decades of groundwork...Ince's interest in the problem began while working in the vehicle industry, including at General Dynamics Land Systems-Canada.

He assessed the durability of components such as axles, suspension systems and structural supports, where complicated loading conditions made predicting damage particularly challenging.

While working full time, he pursued a PhD at the University of Waterloo under study coauthor Grzegorz Glinka's supervision. Ince’s doctoral research, completed in 2012, laid the foundation for the methods he has continued developing throughout his academic career.

A new three-dimensional computer simulation model can predict stress and deformation within metallic structures approximately six times faster than traditional non-linear analysis methods.

Developed by Professor Ayhan Ince of Concordia University (Canada), the framework addresses a computational mechanics challenge that researchers have pursued for decades: understanding what occurs within the vulnerable, internal regions of a metal under complex forces, without requiring massive processing power.

Key details of this advancement:

• Speed ​​gains: In an initial test using a notched steel bar, the new method completed its calculations in just 4.5 minutes, whereas a detailed non-linear simulation took 28 minutes.

• Internal prediction: Unlike previous simplified methods—which could only estimate wear on a metal's surface—this approach accurately calculates how forces are distributed in three dimensions throughout the material's interior.

• Multiaxiality: The model is capable of processing scenarios in which multiple types of loads and forces act simultaneously on a component and evolve over time.

Next steps and applications: Since engineering models tend to become more computationally demanding as component size increases, this framework is expected to demonstrate even greater efficiency when applied to complex, real-world structures.

The technology promises to accelerate durability testing and optimize the design of automotive parts, aerospace components, and large-scale structural supports. The team now plans to test the model across various geometries and material types, while also validating the digital results through physical laboratory experiments.

This breakthrough was achieved by Ayhan Ince, a professor at Concordia University, who developed a new 3D modeling framework capable of calculating the distribution of forces and deformations within metals approximately six times faster than traditional non-linear simulations.

Key details of the advancement:

• The Test: In a comparison using a notched steel bar, the new method completed its calculations in just 4.5 minutes, whereas a detailed non-linear simulation took 28 minutes.

• The Differentiator: Unlike previous simplified methods—which could only predict structural stress at the surface—Ince’s model integrates multiple mechanical frameworks to accurately map what occurs inside critical, vulnerable areas when subjected to complex, time-varying multiaxial loads.

• Applications: This technology promises to accelerate durability testing and optimize the design of mechanical components prone to fatigue in vital sectors, such as the automotive and aerospace industries.

Concordia University (Canada)

 

MOTO MORINI

Morini Camel: the new model revives the classic twin-cylinder bike that took part in the 1980 Paris-Dakar Rally

The Camel represents one of Moto Morini’s key new entries in the mid-displacement segment. The model revives a name associated with the brand’s adventure motorcycles from the 1980s—including a twin-cylinder bike that once competed in the Paris-Dakar Rally.

The name is particularly evocative, bringing back memories of the 1980s twin-cylinder that pushed all the way to the Paris-Dakar. A true statement of intent. The new Camel wears a sand-colored livery combined with black bodywork, featuring an LED headlight, a high windscreen, a two-level seat, an exposed subframe, and a luggage rack: it has the look of a rally raid motorcycle. The engine is a 670 cc parallel twin delivering 81.5 hp at 10,000 rpm and 70 Nm at 7,000 rpm, Euro5+ certified, and also available in a depowered version for riders with an A2 license. Equipment includes ride-by-wire throttle, multiple riding modes, multi-level adjustable traction control, and switchable ABS for off-road use, alongside Bluetooth and navigation via the Moto Morini app. 

The chromium-molybdenum steel trellis frame is paired with a single-piece aluminum swingarm, ground clearance is 280 mm, the seat height is 850 mm, and the declared dry weight is 200 kg. The chassis relies on adjustable suspension for preload, rebound, and compression, with 250 mm of travel on both axles. Up front is an upside-down fork with 48 mm stanchions, while at the rear there is a progressive pro-link monoshock. The 21-inch front and 18-inch rear spoked wheels are fitted with tubeless tires. The braking system is by Brembo, with dual 300 mm front discs with floating calipers and a 255 mm rear disc with opposed-piston calipers. A 20-liter fuel tank completes a setup designed for long-distance travel.

The new motorcycle is designed with an off-road focus, featuring a 21-inch front wheel, an 18-inch rear wheel, and long-travel suspension. Its aesthetic reflects this purpose, sporting a sand-colored paint scheme, black components, LED lighting, a tall windshield, a stepped seat, and a rear luggage rack.

Mechanically, it is powered by a 670cc parallel-twin engine that delivers 81.5 hp at 10,000 rpm and 7.1 kgf.m of torque at 7,000 rpm. The engine complies with Euro 5+ standards.

The Camel also comes equipped with a ride-by-wire throttle, selectable riding modes, adjustable traction control, and an ABS system that can be deactivated for off-road use. Connectivity features include Bluetooth and navigation via the Moto Morini app.

Chassis and suspension of the Moto Morini Camel...The structure utilizes a tubular chrome-molybdenum steel frame paired with an aluminum swingarm. The suspension system offers 250 mm of travel at both ends, with adjustability for preload, compression, and rebound.

Up front, the Camel employs an inverted fork with 48 mm inner tubes. At the rear, it features a shock absorber with a progressive Pro-Link linkage system.

The ground clearance is 280 mm, while the seat height is 850 mm. Moto Morini states a dry weight of 200 kg for the motorcycle.

The 21-inch and 18-inch spoked wheels are fitted with tubeless tires. The braking system is supplied by Brembo, featuring dual 300 mm front discs and a 255 mm rear disc.

To complement its touring and adventure capabilities, the Camel is equipped with a 20-liter fuel tank.

by: Autonews

 

AUTONEWS

Improving community readiness for evacuations with electric vehicles

Electric Vehicles (EVs) are moving onto the U.S. market quickly, with a predicted one million EVs hitting the road by 2020 (Shepardson, 2017). EVs have been gaining popularity for several reasons, from lower maintenance costs to reducing the amount of imported petroleum and eliminating carbon emissions (Li et al., 2015). EVs convert 59–62% of the electric energy from the grid to power at the wheels, compared with 17–21% for gasoline vehicles. With no exhaust, EVs emit no pollutants, provide stronger acceleration, and require less maintenance. In the United States, the biggest contributor to carbon dioxide emissions is now the transportation sector, making EVs an important part of the overall solution toward reducing those emissions (U.S. Energy Information Administration – EIA – Independent Statistics and Analysis, 2017).

However, alongside the many benefits of EVs there are a few drawbacks. EVs do not have a long driving range (defined as the total distance an electric vehicle can travel in miles after receiving a full charge). On average, they can go between 62 and 107 miles, except the Tesla models, which range between 234 and 270 miles on a single charge. The recharging time of EVs can take from thirty minutes to several hours, requiring extended access to an electric charging station.

Charging stations are not as readily available as gas stations. In 2017, the number of publically accessible charging stations in the United States surpassed 15,943, totaling more than 42,550 outlets (Electric Vehicle Charging Station Locations, 2017). (These numbers may be different by the time of publication due to the frequency of updating.) In comparison, as of 2012 there were 114,000 gas stations in the U.S., according to the U.S. Census. While private charging stations offer a bit more flexibility, without access to readily available public charging stations, the locations that an EV can reach are limited.

One implication of a lack of charging stations that has not been discussed or explored fully is how EVs will fare during an evacuation from a location such as the Florida Keys, or with a long power outage after an event such as a tropical storm or a hurricane. Natural disasters often cause electricity outages, which could leave EV owners unable to evacuate from a dangerous area, or without transportation for long periods of time following the outage event. As of yet, public policy regarding natural disasters does not take into account the growing number of EVs or provide contingency plans for EV drivers unable to follow the same evacuation plans as owners of gasoline vehicles. This includes emergency management at the local, state, and federal level (FEMA), public utilities, and the host communities. For instance, Florida's Division of Emergency Management publishes regional evacuation studies, none of which take into account EVs. In contrast, gasoline vehicles are accounted for by Florida state law (Florida Statues 526.143), which requires that certain gasoline fueling stations located near major evacuation routes must be capable of operating using backup power. It is one of the aims of this paper to investigate this discrepancy and explore ways in which it can be corrected.

When natural disasters like wildfires or flooding strike, thousands of people may be told to pack their belongings into their cars and evacuate. Emergency planners base evacuation strategies on the assumption that people are driving gas-powered cars that can be refueled at any gas station—but with more people driving electric vehicles (EVs), new challenges arise.

That's why a team of researchers at the University of California, Santa Cruz, UC Berkeley, UC Davis and UC Merced published a study in IEEE Electrification Magazine that outlines key challenges and recommendations for city planners to best support EV drivers during an evacuation. Challenges include the limited network of EV chargers and the vulnerability of the chargers that do exist to power outages, while opportunities for improving community readiness include EV-friendly evacuation routing and strategic positioning of mobile charging ports before a disaster strikes.

Community-engaged research...To study EV evacuation readiness, a team of researchers across several UC campuses came together, bringing expertise in electrical engineering, mechanical engineering, traffic theory and renewable energy. Keith Corzine and Leila Parsa, professors of electrical and computer engineering at the Baskin School of Engineering, contributed expertise in power and energy systems and EVs.

The team set out to understand how the growing number of EV drivers might be impacted during natural disaster evacuations. They were particularly motivated by wildfires, with Santa Cruz having recently experienced the 2020 CZU Lightning Complex fire that burned more than 85,000 acres (344 square kilometers), but the research applies to any natural disaster, including earthquakes and flooding.

The team partnered with Mariposa County in the Sierra Nevada foothills to meet various stakeholders, including emergency planners, companies that made EV chargers and electrical utility representatives.

"From the beginning, we wanted to connect with communities," Corzine said. "Our first idea was to explore what kind of recommendations we could make to a community to help them decide what they should invest in, like batteries, chargers or renewable energy sources so that during an evacuation, they could use these resources."

To understand a community's readiness for evacuation, the team developed a process for scoring preparedness by looking at what charging infrastructure is in place, what kind of mobile backup power might be available, what transportation routes look like and what engagement exists between emergency response officials and the community. The team has a forthcoming study on this topic, which city planners and emergency response professionals could use as a resource in their own communities.

One major challenge the team identified was the availability of charging infrastructure and recharging times, especially as some communities have few or no fast chargers. Power outages at charging stations present another vulnerability, particularly considering some electrical utility companies implement public safety power shutoffs when the risk of wildfire is high. EVs left behind during the evacuation could pose additional risks, because if their lithium batteries ignite, resulting fires are intense and toxic.

Preparing for the future with EVs...The researchers examined typical energy charging infrastructure to assess what charging needs might be during an evacuation, considering there may be a surge of energy needed at charging stations and many cars may be traveling along just a few roads. This brought together a range of factors like the energy efficiency of vehicles, the location of chargers and the evacuation distance. Based on a benchmark standard power system, the UC Santa Cruz team examined how power flow might be optimized if a failure like a blackout occurs at one point in the system, in order to minimize damage.

This analysis led the team to several insights. First, mobile charging stations can be used to augment charging infrastructure during periods of high demand, and the team's power flow analysis can help guide communities about how many of these chargers are needed and where they should be placed.

The team members at UC Berkeley and UC Davis took the lead on traffic simulations and found that some communities might experience major traffic congestion when thousands of evacuees converge on a few major corridors with EV charging stations. They found that in some situations, emergency planners should recommend different people take distinct evacuation routes, even if they are sometimes longer, based on the real-time conditions and needs of their EVs.

Their research also highlighted the necessity of educating communities on safe evacuations. For EV owners, one particularly important message is straightforward: charge your EV to 100% if there's a high chance of a wildfire, flood or other hazard.

As part of the larger project, the researchers also considered what might be done to support communities in the aftermath of disaster. One opportunity they identified is that larger EVs, like electrified buses, trains or machinery, could be used to power critical infrastructure like an emergency operations center. This concept is called "Vehicle to X," the idea that EVs can be used to power a home, another vehicle or even the utility grid before, during or after a disaster.

Further, some of the larger vehicles may be hydrogen-powered and may be more quickly and efficiently charged. Hydrogen vehicles can be used for Vehicle to X, or they could quickly unload hydrogen at a location for the purpose of power generation.

"We call that energy tankers: things that you would normally use for one purpose, you could repurpose," Corzine said. "As transportation becomes more electrified, these resources could be used for something else during a disaster."

The global transition toward electric mobility has introduced a new challenge for disaster management: traditional evacuation plans assume the use of internal combustion engine vehicles, failing to account for the specific vulnerabilities of electric vehicles (EVs) regarding range and recharging. Recent research published in *IEEE Electrification Magazine* by scholars from the University of California system (UCSC, UC Berkeley, UC Davis, and UC Merced) proposes solutions and guidelines to help urban planners adapt communities to this new reality.

⚠️ Key challenges in evacuation scenarios...Current infrastructure faces critical bottlenecks when thousands of drivers attempt to leave a region simultaneously under extreme conditions:

• Power grid vulnerability: Natural disasters, such as wildfires and floods, frequently cause power outages or necessitate preemptive safety-related power shutoffs by utility companies, rendering public charging stations unusable.

• Shortage of fast chargers: Many communities lack a sufficient density of DC fast chargers, leading to long queues and severe congestion along evacuation routes.

• Risk of intense fires: EVs that are damaged or abandoned during an evacuation pose an additional danger; if their lithium-ion batteries catch fire, the resulting blazes are highly toxic and extremely difficult to extinguish.

📋 Strategic recommendations for public officials...To assess and mitigate these risks, the study establishes a community readiness scoring system based on four fundamental pillars:

1. 🗺️ Smart evacuation routes for EVs: Mapping and directing traffic while accounting for the precise locations of operational charging stations along the route. 

2. ⚡ Pre-positioning of mobile charging assets: Strategically staging mobile generators and portable charging hubs equipped with backup batteries before a disaster strikes an urban area.

3. 🚍 Reverse energy resilience (Vehicle-to-X): Utilizing large-scale fleets—such as electric buses, trains, or hydrogen-powered vehicles—as mobile "energy reservoirs" to power emergency command centers and community shelters during widespread blackouts.

4. 📊 Stochastic demand forecasting: Employing mathematical models to estimate where and when peak demand for charging will occur during an evacuation.

💡 How EV drivers should prepare...Community awareness is considered the most cost-effective and efficient safety tool. Guidelines recommend that EV owners adopt the following practices:

• The 100% Rule: At the first sign or alert of an imminent threat (such as approaching storms or fire warnings), charge your vehicle’s battery to its maximum capacity immediately.

• Safety margin planning: Plan your stops to ensure you reach charging stations along your evacuation route with at least 30% of your range remaining; this provides a buffer for detours caused by blocked roads.

• Early evacuation: Depart the high-risk area before evacuation orders become mandatory to avoid heavy traffic and long queues at highway charging stations.

 

TOYOTA

Toyota’s overall sales surge, but the company falters in China

The Toyota Group—which primarily encompasses the Toyota and Lexus brands—is by far the world’s largest automotive conglomerate, having sold approximately 11.3 million vehicles in 2025. Despite this impressive performance, the Japanese group continues to sell a limited number of electric vehicles (EVs). This has hindered its sales in China—the world’s largest market—where electric models accounted for about 32% of total sales in 2025, equivalent to 8 million units.

Looking at the period from January to September 2026, the Toyota Group sold 7.52 million vehicles globally, a 3.4% decline compared to the previous year. While sales grew by 5.5% in Japan, 1.1% in North America, and 1% in Europe, the manufacturer faced significant headwinds in Asia, where sales fell by 9.3%—driven largely by its performance in the Chinese market.

In the first nine months of the year, Toyota sold 1.05 million vehicles in China, an 18.9% drop compared to the same period in 2025. This comes at a time when the Japanese brand offers a limited selection of electric vehicles in Europe and the U.S., though it provides a somewhat broader range in China—including the bZ3, bZ3X, bZ5, and bZ7 models—through its joint ventures with local manufacturers, namely GAC Toyota and FAW Toyota. The reality, however, is that this Japanese group is lagging significantly in the production of battery-powered vehicles. This is underscored by the fact that electric vehicles (including fuel-cell models) accounted for only 4.1% of the company’s total global vehicle sales through the first nine months of 2026—an improvement, certainly, over the 1.8% share EVs held during the full 12 months of 2025.

While Toyota’s electric vehicle sales surged by 127% through September 2026, this growth could have been even more substantial, especially given the declining demand among Chinese drivers for vehicles equipped with internal combustion engines (or hybrids). It appears that the persistent rise in fossil fuel prices has further steered Chinese consumers away from petroleum-dependent vehicles and toward electric alternatives.

For a long time, Toyota remained dismissive of electric vehicles—a stance particularly prevalent during the tenure of CEO Akio Toyoda, grandson of the company’s founder. Consequently, the shift toward battery-powered models came too late compared to competitors and lacked sufficient conviction, leaving the brand unable to gain a strong foothold—most notably in China, a market where there is a clear preference for battery-electric vehicles.

China continued to be a significant drag on Toyota's global performance. Sales in the world's largest automotive market fell 19.7 per cent year-on-year in September, extending the decline to an eighth consecutive month.

Toyota attributed the weakness partly to higher petrol prices, which weighed on demand for petrol-powered and hybrid vehicles. The sustained downturn underscores the competitive pressures facing foreign automakers in China, where changing consumer preferences and pricing dynamics have made the market increasingly challenging.

Production in China also contracted sharply, falling 18.6 per cent year-on-year in September. The decline in both sales and output points to continued weakness in Toyota's business in the country.

The Middle East was another major source of weakness. Toyota's regional sales plunged 29.8 per cent during the month, contributing to the overall decline in global deliveries.

Performance in Toyota's other major markets was more resilient. Sales in the United States, the company's largest market, rose 8.4 per cent year-on-year in September. However, US production declined 2.9 per cent, indicating that manufacturing output did not move in line with sales growth.

In Japan, Toyota's domestic sales increased 1.8 per cent, while production rose 5.8 per cent over the same period.

The contrasting trends across markets highlight the uneven nature of demand in the global automotive industry, with regional conditions playing a significant role in shaping manufacturers' sales and production strategies.

The third consecutive monthly decline in both sales and production highlights the pressure on Toyota's global operations, particularly from its exposure to markets experiencing sustained weakness.

China's eight-month sales decline is a notable concern, given the importance of the market to global automakers. Meanwhile, the sharp fall in Middle East sales adds to the pressure on Toyota's international performance.

Although growth in the US and Japan provided some support, it was insufficient to offset declines elsewhere.

Toyota's September figures offer a snapshot of the challenges confronting the global auto industry, as manufacturers navigate uneven regional demand, changing consumer preferences and intensifying competition in major markets.

The data also underline the importance of developments in China and the Middle East in determining whether Toyota can reverse the recent decline in its global sales and production.

Chinese automakers are not making life easy for international manufacturers—quite the opposite, in fact. Proof of this is that Toyota is facing a global decline in sales, with the situation in China being particularly dire, as the company’s vehicle registrations there have collapsed. BYD is the primary driver behind this trend.

In May, Toyota sold 834,729 vehicles worldwide—a 7.2% drop compared to the same period last year. Brazil accounted for 14,819 of those units, representing a 6.4% year-over-year decline; the country now represents just 1.8% of the brand’s global sales.

This scenario stands in stark contrast to what is being observed in the U.S. and China. In the United States, 280,539 units were sold in May, with a year-over-year decline of only 0.1%. The U.S. remains Toyota’s second-largest global market, accounting for 33.6% of its total sales, while Asia as a whole represents 26.9% of the manufacturer’s global volume.

Toyota sold 102,299 vehicles in China in May—a 31.7% drop compared to the same period the previous year. Meanwhile, BYD is making strong gains in the global market and has already become the top-selling brand in China.

In 2025, Toyota sold 9.6 million vehicles, while BYD sold 4.6 million. However, in May 2026, the Chinese manufacturer saw its sales grow by 29.2% year-over-year, whereas Toyota experienced a 31.7% decline. On the global stage, one company is gaining ground while the other is losing market share. As a result, BYD Chairman Wang Chuanfu promised in an interview with Reuters to make the company the world’s best-selling brand within five years. In other words, BYD aims to surpass Toyota globally in half a decade. In Brazil, it has already achieved this goal.

Looking at cumulative sales from January to May 2025, BYD registered 39,544 cars, compared to 74,100 for Toyota. This year, however, the situation has shifted. BYD sold 77,785 units in Brazil during the first five months of the year, while Toyota recorded 65,471 vehicles. Consequently, the Chinese manufacturer now holds the fifth position among the largest automakers in the country, while the Japanese firm sits in sixth place.

Toyota is facing significant challenges in China, primarily due to the rapid advancement of local electric and hybrid vehicle manufacturers (such as BYD) and a lack of competitiveness in fully electric models and onboard technology.

Key reasons for the decline:

• Dominance of local competitors: Chinese brands like BYD maintain highly verticalized supply chains—producing their own batteries, semiconductors, and motors—which allows them to manufacture advanced electric and hybrid vehicles at much lower costs.

• Lag in electrification: Toyota has historically focused on internal combustion engines and traditional hybrids, making it slow to respond to the strong demand from Chinese consumers for fully electric and connected vehicles ("smart cars").

• More technology at a lower price point: Chinese vehicles offer superior entertainment, autonomous driving, and connectivity features at lower price points, attracting even those consumers who were previously loyal to Japanese brands.

• Price wars and production drops: The pressure is so intense that production by Japanese automakers (Toyota, Honda, Nissan, and Mazda) in China has plummeted—falling by approximately 63% in recent periods—forcing Toyota to cut prices and seek local partnerships in an effort to regain market share.

Autonews

 

SUZUKI

Suzuki GSX-10R: sportiness for streets and tracks

The new GSX-10R was developed by Suzuki to be a sports bike capable of delivering excitement in daily use, on winding roads, and on racetracks. Unlike the GSX-R1000R, which prioritizes absolute performance, this new model aims to combine sporty characteristics with greater versatility.

The bike is powered by a 999cc inline-four engine, derived from the GSX-R1000. The powerplant has undergone several modifications—including new camshafts, cylinder head, cylinders, crankcase, and crankshaft components—all aimed at enhancing performance, durability, and efficiency.

The GSX-10R produces 152 hp at 11,000 rpm, with a peak torque of 10.8 kgf·m reached at 9,250 rpm. According to Suzuki, the engine offers a broad usable power band, featuring strong response in the mid-range and progressive acceleration at higher revs.

The setup also includes a 4-into-1 exhaust system and an assist-and-slipper clutch, which helps reduce the effort required to pull the clutch lever and ensures smoother downshifts.

Aluminum chassis and KYB suspension...The new Suzuki GSX-10R debuts an aluminum chassis designed to promote both agility and stability. The positioning of the main structural elements prioritizes a direct connection between the steering head and the swingarm pivot.

The bike’s aluminum twin-spar frame is also developed around versatility, and while it uses the GSX-S1000 chassis as a reference point, there are plenty of features unique to the GSX-10R. It features a 25-degree rake and 3.9-inch trail, while the steering head offset is updated from 35mm to 30mm for better cornering. This offset is similar to the GSX-R1000’s 28mm. There’s also a new aluminum swingarm and a new subframe.

Fully adjustable KYB suspension consists of a 43mm USD fork with new brackets inspired by the GSX-R1000 and a newly developed rear monosock. The company claims the chassis package is tuned with input from GSX-R series test riders for agile handling and the rider’s connection to the bike. Suzuki also claims a deep lean angle of 53 degrees compared to the GSX-S1000’s 48 degrees.

The motorcycle also features a new aluminum swingarm and subframe. Another significant adjustment is the reduction of the steering head offset from 35 mm to 30 mm—a change intended to improve handling and behavior when cornering. The suspension system consists of fully adjustable KYB components, featuring 43 mm front forks and a rear shock absorber developed specifically for this model. Braking duties at the front are handled by Brembo calipers paired with 310 mm discs.

The cast aluminum wheels are fitted with Bridgestone Battlax Hypersport S23 tires, measuring 120/70 R17 at the front and 190/55 R17 at the rear. The riding position is sport-oriented, with ergonomics similar to those of the GSX-R1000R. The seat height is 810 mm, and the fuel tank has an 18-liter capacity.

An advanced electronics package...One of the key highlights of the GSX-10R is its electronics suite, integrated into the Suzuki Intelligent Ride System (S.I.R.S.), which utilizes a six-axis inertial measurement unit (IMU) to manage various rider aids.

This new model introduces the Smart TLRS Control system, which encompasses traction control, cornering torque management, front-wheel lift control, and lateral slide control. Riders can choose from ten levels of intervention, with the option to disable traction control entirely.

The Slide Control System (SCS) is one of the motorcycle's new features; it works in tandem with the traction control to help manage rear-wheel slides, while cornering torque management proactively adjusts power delivery based on lean angle and speed.

The equipment list also includes three power modes, a bidirectional quickshifter, engine-brake control with three settings, launch control, lean-angle-sensitive ABS, cruise control, and an active speed limiter. Another feature is "Brake Hold," which maintains rear brake pressure for approximately 30 seconds after the vehicle comes to a stop, even when the rider releases the brake control. This function assists with starting off on inclines, declines, and flat ground.

The GSX-10R also features a full-color TFT instrument cluster, smartphone connectivity via the Suzuki Ride Connect+ app, full LED lighting, and a USB-C port. The model also debuts the "Suzuki Ground Beacon System"—a technology that uses the turn signals to project a highly visible light pattern onto the ground.

The sports bike is expected to arrive on the European market in the second half of 2027. It will be offered in three color options:

Blue with silver and red accents.

Red with gray accents.

Black with gray accents.

 

Autonews and MotorLand

 

AUTONEWS

Almost half of all containers driven by trucks are empty

Almost half of all container trucks in Sweden are being driven without a load. Researchers at Chalmers University of Technology in Sweden, have developed calculation models that give a detailed picture of the journeys – and therefore provide guidance for more efficient container transport, with lower costs and reduced emissions.

In 2019, the global transport sector accounted for around 15 per cent of the world's greenhouse gas emissions, and road traffic was the largest source of emissions in the sector*. An important part of reducing emissions is to make freight transport more efficient. Containers play a central role in world trade, as they can be moved between ships, trains and trucks. However, after unloading, there is not always new cargo nearby, which means that the container must be moved before it can be used again.

Researchers at Chalmers University of Technology have analysed Swedish freight traffic between 2016 and 2019, and conclude that almost half, 44 – 46 per cent, of all truck transports with containers took place without a load. In total, the empty trips accounted for about a third of the total mileage of freight traffic.

"A large part of the container transports do not carry any goods, but still take up road capacity and require fuel, infrastructure and working hours. This means costs and emissions that we want to avoid," says Violeta Roso, Associate Professor at Chalmers.

Geography is more important than industry...The empty transports were unevenly distributed. About 77 per cent took place within the same region, and the start and end destinations had a greater impact on the probability of an empty trip than which industry they belonged to. In Blekinge, Västra Götaland, Skåne and Kalmar counties, container journeys were less likely to be empty when starting in these regions, but more likely to be empty when ending there. All four counties have major ports where imports exceed exports.

"Empty transports were also significantly shorter than those with cargo. This indicates that trucks are often redirected to limit the distance with empty containers," says Iván Sánchez-Díaz, Associate Professor at Chalmers.

More accurate measures can reduce empty transports...The researchers' models take into account the differences between geographical location and the types of industry the container trucks work for, and thus show where measures can have the greatest effect.

"The models show which origins, destinations and sectors have the highest probability of empty container trips. This makes it possible to target efforts more precisely, for example towards port regions, or certain industries," says Violeta Roso.

Almost half of all containers driven by trucks are empty. Credit photo: Chalmers University of Technology

According to the study, better coordination and information sharing can reduce the need to move empty containers. The researchers make several suggestions towards the industry, such as that hauliers can work more with the planning of return loads or that shipping companies to a greater extent share information about available containers and where they are needed.

Empty container transports are a global challenge. According to the researchers, the method can be implemented in more countries, to quantify empty containers movements and understand the key factors explaining them.

"We hope that the research will help the transport industry to see where there are the greatest opportunities to reduce unnecessary driving, and contribute to authorities or key stakeholders being able to coordinate their transports better. It can be another step towards reducing the transport sector's climate impact, not only in Sweden but also internationally," says Violeta Roso.

U-Freight Group, with its strong position in the global container shipping industry, has taken note of various media reports highlighting the growing challenges that increased empty container movements pose to international supply chains.

According to Splash247, data from Sea-Intelligence shows that empty containers made up 41% of global container transport in July—up significantly from 31% in 2019. This upward trend has continued steadily over the past five years, with only a minor dip observed in 2022.

The Loadstar, also referencing Sea-Intelligence data, points to imbalanced trade flows as a key factor behind this issue. These imbalances are creating unequal distribution of containers across markets, prompting more empty containers to be repositioned rather than moved with cargo.

U-Freight recognises that repositioning empty containers is not only expensive, but also contributes to port congestion and higher carbon emissions.

Further analysis by Shipping Watch reveals that for every 10 miles a loaded container travels, an empty container must be repositioned over 4.1 miles—a figure that’s risen by one mile since 2019.

Additional pressure has come from geopolitical instability. The Loadstar notes that Houthi attacks on merchant vessels in the Red Sea have led to a 20% increase in the distance travelled by empty containers, further disrupting supply chains.

According to Shipping Watch, ocean carriers are currently absorbing the rising costs associated with maintaining equipment availability. However, if these trends continue, it’s likely that customers will begin to bear a portion of these additional expenses.

Empty containers are also occupying valuable yard space at ports, disrupting the flow of outbound shipments and causing further delays, which can increase overall logistics costs.

Changing global sourcing patterns are compounding the issue. As production shifts to emerging regions with previously low output, there’s often a shortage of empty containers available to meet growing export demands—potentially resulting in even more delays.

Recent studies indicate that between 44% and 46% of truck trips involving containers take place entirely without cargo. This scenario of logistical inefficiency leads to severe environmental and operational impacts on the global supply chain.

📊 An overview of inefficiency...Global and regional data point to a critical trend of wasted space in road freight transport:

• Global scope: The transport of empty containers accounts for approximately 41% of all global container movements.

• Idle capacity: Beyond trips made completely empty, market research has revealed that 58% of trucks traveled with more than half of their internal space unused.

🗺️ The geographic factor and trade imbalances...The dynamic of empty-load trips is directly linked to geographic location and asymmetry in trade routes:

• Import zones: About 77% of empty-load trips occur within the same region. Areas that house major ports and record higher import rates than export rates end up accumulating containers that must be repositioned—empty—to other logistics hubs.

• Shorter routes: Trips involving empty containers tend to be substantially shorter than those with cargo, reflecting the industry's effort to minimize distances when repositioning these assets.

⚙️ Coordination barriers...Inefficient repositioning is not merely a physical transport issue; it is a problem of organization and a lack of data governance:

• Lack of Integration: Carriers, ports, shipping lines, and shippers operate in organizational silos, planning their requirements separately and without adequate sharing of operational flows, schedules, or contracts. • Technical Restrictions: Often, a container available at an idle location does not meet the immediate requirements for a new shipment due to specifications regarding size, physical condition, equipment type, or ownership terms.

🛠️ Mitigation strategies...To combat fuel waste and the greenhouse gas emissions associated with this idleness, experts point to solutions based on technology and standardization:

• Digital Twins and AI: Digitally simulating port ecosystems and logistics flows through "digital twins" makes it possible to anticipate bottlenecks and proactively optimize routes.

• Data Sharing: Shipping lines and logistics operators need to feed unified platforms with common data standards to coordinate return loads collaboratively.

Almost half of all container truck trips are empty due to global trade imbalances, uncoordinated logistics, and geographic mismatches between imports and exports.

Key causes of empty container truck trips:

• Global trade imbalances: Some regions and countries import far more goods than they export, while others export more than they import. This creates a surplus of empty containers in some areas and a shortage in others, forcing trucks and ships to reposition empty equipment.

• Port and regional mismatches: Research from Chalmers University of Technology shows that empty trips cluster heavily around major import ports (where incoming loaded containers outnumber outgoing exports). Trucks unloading imports often have to drive back or move elsewhere without a return payload.

• Lack of coordination and information sharing: Trucking companies, freight forwarders, shipping lines, terminals, and cargo owners frequently plan shipments independently. Without shared data platforms or aligned schedules, it is difficult to match an empty container or truck with a nearby return load.

• Mismatched container specifications: Even when cargo is available, an empty container may be the wrong size, in the wrong structural condition, lack specific equipment (such as refrigeration), or be restricted by ownership and contract terms that prevent other supply chain actors from using it.

• Shorter redirection distances: Data shows empty trips are often shorter than loaded ones because hauliers actively redirect trucks to minimize the distance traveled without cargo, rather than waiting for a distant match

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