New technologies, from robotics to machine learning, are ushering in a period of rapid change and development. While the aviation industry is working to reap the benefits of this industrial automation, standards, especially those of ISO/TC 184/SC 4, will play a key role in ensuring a smooth flight path – but only if they can keep up.
Ever since Icarus boldly strapped on his wooden-framed wings made of feathers and wax and took to the skies, human beings have been defying gravity, designing and creating all kinds of contraptions and devices to get themselves airborne.
Finding solutions to these challenges calls for cost-effective, fast and flexible new production processesHubris, along with solar power, did it in for Icarus, but these days, the likes of Elon Musk, founder and chief designer of SpaceX and creator of Tesla, and Jeff Bezos, founder of Amazon.com and Blue Origin, are blazing new trails in the skies, driven by their vision and a sense of adventure, and propelled by the new technologies of the Fourth Industrial Revolution.
These modern-day Icaruses can afford to think big, and their successes, trailblazing endeavours and projections are splashed across the media. Of course, the aerospace and aviation industry has been pushing boundaries for years. From the first commercial air flight in 1914, demand for air travel has grown exponentially. As a result, the industry has had to seek new ways to design safer, faster, lighter, more fuel-efficient aircraft.
Most seem to believe autonomous trucks really are coming, if the timing is still highly uncertain.
But an perhaps more interesting question is what in the end will be the impact of self-driving trucks on the millions of Americans who drive trucks for a living. And perhaps surprisingly, there are all sorts of opinions on that topic.
The jobs facing the greatest risk are those where drivers move cargo over hundreds of miles but perform few specialized non-driving tasksSome industry observers, for example, have said use of autonomous trucks for line haul routes would have a minimal impact on driver employment overall, with many jobs involved in more local pick-up and delivery processes, at a time when there is a driver shortage estimated by the American Trucking Associations currently of at least 50,000 drivers and expected to get much worse in coming years.
The Surgere digital environment directly tackles the inherent loss and inefficiency in the automotive supply chain and is predicted to create seismic improvements in profitability for both OEMs and their suppliers through shared use of highly accurate technology, dynamic data analytics, and massive collaboration.
The automotive supply chain data ecosystem has being widely deployed and has moved to an Automotive Industry Action Group (AIAG) committee to form ongoing industry standards on ecosystem subsets such as Returnable Container Data Mapping.
Founding members of the Automotive Data Ecosystem Design Group and AIAG Committee include Fiat Chrysler Automobiles, General Motors, Honda North America, Nissan North America, Toyota North America, Adient, Denso North America, MAHLE North America and Yanfeng Automotive Interiors.
That’s right: four workers, mostly just there to keep an eye on the operation.
We’ve reported in recent months about a number of stories in major media such as the New York Times about how automation in distribution will not really eliminate that many jobs, and that humans and robots can happily coexist, especially in businesses that are seeing rapid growth in volumes.
One New York Times article, for example, noted how Dave Clark, an Amazon operations executive, recently said that even after Amazon has installed more than 100,000 of its Kiva robots at 26 distribution centers in the United States, Canada, Europe and Japan, it is still hiring massive quantities of DC associates.