Tag Archives: Cars

Is your new car watching over you?

14 Feb

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In the 1980’s, if Britain or the United States governments had declared that every citizen must report their personal whereabouts and also to whom they spoke, there would have been an understandable mass revolt and rioting in the streets.

Instead, we citizens were sold the mobile or ‘cell’ phone.

Lured by the promise of entertainment, technology and kudos, we rushed out and bought phones for ourselves and our children.

We bought the phones willingly. The needs of government were met.

It was all about information – being connected and being in communication. Being the first to know, the first to hear.

Twenty years later, we now understand how our cellphones pinpoint our position and our conversations and texts are widely and routinely intercepted and analysed ‘in the interests of National Security’.

Our billing information has been sold and resold a hundred times. British Police forces have sold personal details of car crash victims to ambulance-chasing insurance firms. Apparently, that is okay by us. Absolutely fine.

Since we are anxious to be seen as law-abiding citizens, we trade in our privacy in a way that was utterly unthinkable, even as recently as 1990. We ignore the outrageous  invasion of our privacy by Google, Microsoft and a million life insurance and healthcare agents who now own copies of all our private details.

Some of us actually help out by uploading our private life and photo album details to Facebook.

Next on the agenda of big business and world government: our car.

“…all citizens shall declare their car  journeys, itineraries, speeds attained and addresses visited…”

We are sold ‘infotainment’ and connectivity packages for our new car. We buy them, using our own money.

Intel put it perfectly in their press release:

“…Cars are gradually transitioning from an information isolated island to a mobile information processing platform…”

The statement is almost benign in its apparent casualness.

However, be not fooled. The parking camera package that you bought because you are too stupid to park your own car can now record the license plate of the car behind and in front.

One click of a switch at “Headquarters” and every driving citizen becomes an unmarked Police cruiser, fitted with Automated Number Plate Recognition.

Your three year old car already tells tales on you to its manufacturer. When you send it in to the dealer to have it serviced, you naively believe that the big red box it gets plugged into tells the mechanic what is wrong.

It doesn’t. It uploads data to the manufacturer, who then tells the mechanic what is wrong. The manufacturer now knows if you hit the rev limiter…while in sixth gear. How often the ABS has been activated today.

028rwtrafficYou naughty thing, you! Let us hope that the manufacturer doesn’t tell the Police, or you’d be in deep trouble. Or your insurance company. Or your leasing company. Or your boss, who is considering you for promotion.

Perhaps, having read this far into my post, you are inclined to believe that I am being a little paranoid? Well, it only takes one click and your car uploads its data. The only question that remains is: to whom? 

Your car is already programmed to transmit your speed. Your sat-nav already does so.

Governments around the world are waiting for your opinion. They like opinions. It saves them having to ask.

When will the switch be ‘clicked’?

Well, that really depends on how we citizens feel about it. This is the ‘Big One’. All our other information is already accessed by the State in most Western countries but our car is the last frontier. It has always given us the feeling of freedom.

If we citizens realise that our car is now no longer a source of freedom but instead just expensive transportation, we may decide to take a taxi instead. We may rebel and refuse to buy our next car.

So the trick is to make us want to buy our next car.

It won’t be hard. Governments have progressively increased taxation on older cars and manufacturers have raised the prices of key spares to the point where it becomes uneconomical to keep them working.

As consumers, we take the hint. We buy a new car. Besides, the new one comes with an ‘Infotainment Package’…

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The bank robber of the future will strip you, tie you up in the trunk of your car, drive to the bank and rob it in your name.

They will walk back to the car and plug in a second-hand ECU under the hood. They will dial a police crime line with your phone, drop it in the gutter and then drive you out to the woods.

There, you will be reunited with your clothes and shoes and given your keys back and told to drive off. As you gratefully sit behind the wheel, the robber will shoot you in the head, put the gun in your hand, close the door and then walk away.

According to the medical records that your doctor sold to your insurance company without your knowledge, you were taking anti-depressants.

According to the Police, always anxious to solve crime, there is an awful lot of even stronger evidence.

CCTV footage shows a person of your height and wearing your clothes and shoes, with a mask. Your phone and your car were tracked across town to the bank. Your phone is found, soaking wet – so no fingerprints there – but its call records are examined. Later that day, you are found behind the wheel of your car by a kid walking his dog.

Why you did it and where you hid the money will remain a mystery. Your life insurance company refuses to pay out to your family.

Isn’t technology wonderful?

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Millions of new cars remain unsold. Join the dots…

8 Feb

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As more than 10 MILLION brand new cars join the ever increasing backlog of unsold stock across the World – four million cars in Europe alone – factory closures are now to become a reality.

Well-hidden and secure compounds across Europe, Asia and America are the usual first home for newly-born cars awaiting shipping to dealers. But these are now so full that dealers themselves are having to store cars in their already-packed yards.

The backlog of stored new cars in Europe now runs to four million. US sources point to a similar figure for America and things are so bad in China that Mercedes Benz are offering as much as 30% discount on some new models (S-Class, anyone?) as an attempt to shift stock.

No matter how politicians of all persuasions in all car-making countries try to dress it up, the fact is that production lines and whole factories now stand to be closed as a means of reducing output to match the drop in demand.

As Jorn Madslien’s BBC article here points out, the 7 – 10% annual drop in European demand since the Banking crisis of 2008 is set to continue through 2013 according to industry analysts.

There is no evidence to suggest that this trending reduction in demand will halt. Unemployment, static wages and financial insecurity continue to keep potential customers away from showrooms.021roadwax

What many ordinary people have overlooked in the last three years is the part that national politicians have played in this unfolding catastrophe.

Anxious to deflect criticism of themselves from voters already outraged at the corruption within the financial industry that has wrecked economic prospects, many political leaders have persuaded car giants to keep production at a steady level to avoid redundancies.

In the last three years, American car-making states have seen the quite shocking sight of trains loaded with brand new cars leaving the factories bound for the deserts – where the cars are simply off-loaded and parked up – as an alternative to laying off workers or reducing pay-packets.

Now, this temporary vote-buying strategy has resulted in such high levels of surplus vehicles that the need to close whole factories has replaced the idea of cutting the odd work shift. There is now no other option left.

Discounting of new car prices at dealership level is now rising into thousands of dollars. Some makes and models are almost dead in the water, effectively having so few interested potential buyers that they may as well not be offered.

Chrysler, for example, has more than six months worth of 2013 Dodge Darts parked up right now, as the Wall Street Journal’s article here reveals.

Six months worth of Dodge Darts. At what point does a ‘new’ car technically become an ‘old’ new car? Can a car that has sat out in the open for most of a year still be described as ‘new’? One can easily imagine the challenges that car manufacturers now face.

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But showroom price discounting – especially up to amounts like 30% – can wreak havoc with the residual value of that car’s marque. The prices of ‘nearly-new’ second-hand versions plummet at auction and fleet clients and Hire Purchase customers can become saddled with a kind of negative equity on their own vehicles. Fleet News made this point six months ago in their article here.

Some commercial vehicle manufacturers have been hit really hard as savvy fleet operators have held onto their trucks for an extra year or two to avoid this depreciation risk. One major truck maker sold zero units of its product in the UK in 2011 as regular clients simply sat tight.

General Motors has only now struggled back into profit in the US after years in the red with an unloved product range. Desperate for small cars it didn’t have, it hastily re-badged Asian Daewoo products, slapping a ‘Chevrolet’ badge on them and shipping them into America.

Now, it is watching as its twin European badges – Vauxhall and Opel – fight a desperate war to survive. It is abundantly clear that 7-10% over-capacity plus some ageing and inefficiently designed production facilities cannot be propped up at all cost.

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In this situation, the cost will be production line workers. There are no deserts in Europe to hide millions of unwanted cars.

The emerging giant economy of China fueled the revival of hopes in 2009 for top marques like BMW, Cadillac and Rolls Royce. Dying on their feet as Europe and America struggled with a banking collapse, these big names spearheaded a rush to satisfy Chinese auto sales volume growth of 46% in that year.

But by 2010 that figure had dropped to 32% and in early 2011 it slumped to 2.5%.

We are not supposed to use the word ‘problem’. The fashionable and politically correct word today is ‘challenge’.

The ‘problem’ is over-production of depreciating consumer goods.

The ‘challenge’ for today’s politicians is to find unemployed workers jobs that can generate their family a surplus income. Enough to buy yet more depreciating consumer goods and certainly more than enough to live on.

If today’s politicians actually have a solution to this challenge, then they are keeping very quiet about it.

 

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A good car to have a crash in…? Part 3 – READER DISCRETION ADVISED

17 Feb

While researching this article, I have had to make some difficult editorial decisions. I refer you, dear reader, back to that very first Roadwax post which sets out my broad views about censorship.

Regrettably, I cannot tell you what I believe you should know without including some facts that may distress some readers. I do not wish to make this article appear as a ‘wise owl’ plod through statistics, farmed from reports and topped with a few vague suggestions. This is not a cut-and-paste job for a Sunday magazine. It is a genuine attempt by me to help keep my readers alive by having them empowered through their understanding of a serious issue.

Although I believe that children who are old enough to read should be old enough to also learn how to keep themselves safe, this post is not suitable for kids.

I am also stating here and now that you can skip this article and read the forthcoming “Part 4” and still benefit from a greater  understanding of how to choose a safe car. If you continue beyond this paragraph, please understand that some factual data below is distressing to read. I do not wish to sensationalize, I wish to put clarity in your mind.

On average five people get killed on British roads each day and almost sixty get “KSI” – killed or seriously injured. Deaths and injuries are declining but only by fractions of a percent and there are many complicating factors involved in dissecting even the simplest statistics on the Department for Transport website.

Other countries across the world have their own figure but one point is common to all countries: the KSI figure is unacceptably high and needs to be seen as a tragic and traumatic reminder of the human cost of mechanizing one’s population.

At this point, let us put aside how and why we crash. Being drunk, on drugs, distracted or losing control of your car or your judgement are examples that explain ‘how’ and ‘why’. Being caught in the path of somebody else who ticks any of those boxes may also make you an innocent victim.

Let us instead look at what happens in a crash.

We are all familiar with the Crash Test Dummy. These are replicas of humans, adjustable and modifiable to imitate how a human’s  body will most likely behave in a collision. Early ‘dummies’ were recently deceased corpses and even living volunteers but now these sophisticated replicas do the work.

We can watch hundreds of hours of YouTube film that shows us cars colliding with scientifically measured objects and we see what happens to the dummies. Other uploaded films show real-life collisions captured on camera and the effects on real humans. We must now make sense of what we see because there is almost no explanation attached to the footage we watch and this is itself unhelpful.

Each “crash” involves three “collisions”. The first is the car hitting an object and slowing sharply. The second collision is the passenger being hit by the g-force of slowing down, hitting the restraint systems or interior of the car. The third collision is the internal organs of the human passenger colliding with the retaining skin, skull and rib-cage of their body.

Now, we can see the limitations of the Crash Test Dummy. Researchers have to pre-load mathematical values into the crash data of a dummy because a dummy does not have a living brain or living organs.

Collision data gathered from real life crashes is far more valuable than might be expected.

A co-worker of mine called Dave once lost control of his Mercedes van and monumentally stuffed it into a wall, backwards. He was treated at the scene for shock, cuts and bruises by paramedics and again later on at hospital. He was released from hospital but collapsed within hours. Nobody had noticed a tiny, bloodless hole among his bruises. The ball point pen which he had left on the ledge below the speedometer had been launched backwards towards him during the crash. As his body twisted sideways the pen entered below his armpit, between the ribs, punctured his lung and then exited as his arm swung back and removed it. The pen was later found down by the pedals, thinly coated with the fluids from inside his body.

He recovered and returned to work. The rest of us spent our time debating furiously and fruitlessly over the safest place for a pen to be placed in our van’s cab. We eventually gave up and put them back…on the ledge…below the speedometer. Put it in the glove box? The glove box lid from Dave’s Mercedes was never found so we crossed that idea off the list early on in the debate.

This startling randomeness of real-life crash data evokes a behavioral response among emergency personnel involved in routinely attending serious collisions. It becomes necessary to cope with the unimaginable, the tragic and the completely insane world they encounter. Working with an established vehicle recovery operator, my own life changed forever. My daily contact with grieving and traumatized relatives and witnesses, handling body parts of the recently deceased, helping the Police and agencies reconstruct the last moments and cause of death of a stranger all taught me so much.

Two lessons that we discovered were deeply uncomfortable but also most enlightening.

Regardless of the car that the person drives, be it safe or unsafe, the advances in medical paramedic skills have significantly increased collision victims’ survival rates. More people’s lives are saved by prompt paramedic skill on the scene than ever before and this improves the survival statistics. One extreme example is the simplest way of linking this first fact to the next one. I have removed ‘identifiers’ from this following true story. It will make you think.

A woman was driving her medium sized car to work at 30mph on a wet road. Coming towards her round the bend was a 3 ton van, driving at 50mph. The male driver slid wide on the bend and the two vehicles met, directly and symmetrically head-on. The impact pushed the car 60 feet backwards down the road.

Paramedics and Police were on the scene almost immediately. The driver of the van was under the influence of alcohol, cocaine and cannabis. He had bruising and minor cuts. The female driver of the car was alive and sober. As the collision became inevitable, she had pushed both feet hard to the brake and clutch pedals. As the collision impact compressed the cabin in front of her, her hip bones had dislocated and her legs had traveled upwards, outside her rib cage but beneath her skin.

Paramedics were able to sustain her but she died later in hospital. Her survival that far illustrates the astonishing support for life that can now be deployed.

This account illustrates the second fact. Given the extreme but short-lived forces involved in many collisions, occupants of a car often reduce injury to themselves if their bodies are relaxed at the time of impact. If their body muscles are relaxed, they often escape greater injury when excessive force is applied to limbs and torso. Obviously, the unique and complex events of each collision involve many factors. However, it was apparent from our own empirical data as a business that drunk and therefore relaxed drivers were “walking away” from their heavily crushed vehicles more often than drivers who were sober and tense as they crashed in similar circumstances.

If, as either a car passenger or a driver, you realise that you are about to collide unavoidably with an object, you may decide to serve your body well by relaxing and making like a Crash Test Dummy.

© 2012 Loop Withers Roadwax.com

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A good car to have a crash in…? Part 2

13 Feb

We all risk injury or death with every car journey. But how do we assess or value that risk? Is it great or is it small?

My 87-year-old mother drives every day in a style that leaves her with few willing passengers. In her defence, I will point out that she has never caused an accident in over fifty years, a record that many of us might envy. Okay, there was an incident with a gate-post quite recently. But, since the gate-post no longer exists and therefore the evidence has disappeared, we cannot sentence her to hang for her crime.

She has what the French might describe as “…a joy of life…”. Many witnesses to her ‘enjoyment’ may later  need counselling or possibly just a stiff drink but my point is still upheld.

A passenger being driven by the late actor Sir Noel Coward once told of his horror at Noel’s driving style. During a ‘brief’ journey across London, the passenger suggested to Noel that it was perhaps safer to slow down for cross-road junctions and not to speed up, as Noel was in the habit of doing.

The great man disagreed. Noel argued that the less time one spent in a situation of great danger, the better for all concerned.

Today’s Motor Insurance industry seems to agree with Noel; they minimise their exposure to risk. They do not wish to insure people who are continually exposed to risk and danger. Taxi drivers, (who are driving for long periods of time  but therefore gain great knowledge and skill through their vast experience) have to pay over £1,000 for cover. My mother (who sees the world like Noel, or would do – were it not for her failing eyesight) is fully insured for £50. The price of a parking ticket.

Motor Insurance Claims Investigators fly across the world each day to visit the crashed remains of new cars. Why? The answer is a fascinating one. Switch your phone off and lean closer to the screen.

To avoid being pulled smartly off the internet by stone-faced lawyers, I shall illustrate my answer by using the example of a 1964 Morris 1100. All you have to do is open a new tab, click ‘Images’ on Google Search and type in the date and name of the car. I’ll wait.

The Morris 1100 first appeared in 1962. Although it looked as sexually alluring as a pork pie, it gained immediate success as a solid and well-priced family car. It had many features that made it attractive to buyers and was well designed and quite advanced for its time.

One of the features it originally possessed was a long and narrow chrome strip that runs along the centre of the bonnet. Held in place by wire clips, this bright metal strip added a sense of luxury and much-needed style.

After about two years, the small wire clips often became corroded and weakened. Insurance assessors noticed a fatal flaw. If you were unlucky enough to crash your 1963 Morris 1100 above a certain speed, you would be propelled forward through the windscreen just as a long, sword-like strip of metal was travelling backwards towards you.

Notice that the Morris 1100 quietly loses that chrome bonnet strip, some time around 1964.

This example perfectly illustrates how both manufacturers and insurers have to accept that new cars are effectively ‘Beta-Tested’ on their first owners. There is no such thing as a complete set of crash data information. Manufacturers and Insurers get much important collision information inside floodlit laboratories but all the rest of the facts are gathered by them daily, on location, under emergency floodlights, while those same cars drip their fluids and their metal clicks and pings.

Several luxury car makers proudly describe their vehicles as being “…built without compromise…” What hog-wash. No car would ever meet its owner if this statement were true. All cars are designed within a budget. There comes a point where money has to be made back for all the investment and research and that is called the “New Car Launch”. Get it out in the showrooms and get it sold.

Manufacturers are quick to try and come up with what the driving public wants. When Ford USA noticed American families desired an affordable and chunky-looking 4×4, Ford rushed to release the Ford Explorer. To mask its under-developed ride and handling, Ford lowered the tyre pressures. The tyre manufacturer objected. Ford persisted. Families lost loved-ones. Ford got sued and paid heavily.

Ironically, Renault went to great effort to protect rear-seat passengers from injury with their 2002 ‘New’ Megane II. The resulting rear end design reminded people of a cow’s backside. People just could not take the new car to their hearts. In a stroke of marketing genius, Renault spent a massive wad of money on a song and dance routine: “…I see you, baby…shaking that ass…” and by sheer persistence changed the customer’s mind-set. The car became a success, particularly with women of a certain age…

Once rust and wear takes significant hold of a car’s structure (normally after about six years) the car often behaves much less well in crash situations, even if it was originally well-designed and built. Therefore, we have to rule out most older cars as being a good bet to protect us in a hard collision.

It is a sad fact that young and less experienced drivers are mostly confined to driving old and small cars due to extortionate insurance quotes. While under 21, their yearly insurance routinely amounts to over twice the cash value of their frugal city car. Next time you read that local newspaper headline: ” Teenage clerk fined for being uninsured” consider that if you only take home £8,000 for a year’s work, £6,500 is a lot less to live on.

If both new cars (too little data) and old cars (too much corrosion) are ruled out, then cars of about three years age are ruled in; old enough  to have been modified using ‘real-world’ collision data and young enough to be rust-free, we can add them to the list inside our heads.

Large, heavy cars perform well but with some notable exceptions: tall SUVs have a higher centre of gravity and tip over far more easily than lower-slung cars, particularly if T-boned just in front of the rear wheels as they drive. Their larger, wider tyres  try to hold the car to the road, just as the laws of mechanics want to push them sideways and upwards. It is not a coincidence that top marque SUVs are becoming wider and lower, sacrificing ground clearance for a lower centre of gravity.

I have divided this post called “A good car to have a crash in…?” into segments. The reason is that so many factors come in to consideration that the answer is not a simple list and a box-tick. I can and will show you the answer…but you may at first feel uncomfortable with the results.

© 2012 Loop Withers Roadwax.com

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A good car to have a crash in…? Part 1

9 Feb

Fancy a good car crash? Oh, come on, don’t be a chicken. Let’s do it. Its fun…!

About twenty years ago the German Police were  mystified by a sudden spate of random accidents involving stolen cars. Something was not quite right. Something did not make sense. At the crash scene, the lack of tyre marks that would indicate that the driver was braking, the direct angle of impact, small details like these were not as they expected.

It is beyond the comprehension of most of us to intentionally crash the car we are driving into a stationary object. Yes, a few crooks do intentionally crash cars to claim thousands of pounds in insured injury pay-outs, but they are the exception; they are doing it for business reasons.

What the German Police discovered was that a handful of streetwise teenagers were crashing cars for fun. The incredible adrenaline buzz of doing it, the excitement of the unknown…the whiff of gunpowder as the airbags go off and the near –  certainty of running away, high on life, to laugh about it with their mates.

One of the great things about youth is that it draws together the established world it sees and makes of it a new world. These kids had seen the promotional videos for Volvos, Audis and Mercedes. How the calm voice of the manufacturers explained in patient words that these “airbags” would deploy and save the occupants from serious injury in the event of a crash at even 50 kilometers per hour.

Game on…!  One can picture the face of  the staid and methodical German Police detective at the moment where he finally thought the previously unthinkable, imagined the hitherto unimaginable. He was first on the scene at a completely new category of crime: “crashing cars intentionally for the joy of cheating death and serious injury”.

Years later, when the idea had become boring and uncool, even Jeremy Clarkson did it on Top Gear.

In Europe and America, car manufacturers now use the idea of passenger safety as a sales tool, a means of selling their cars to us. It was not always so.

When Ralph Nader, an American pioneer of consumer rights, published a book in 1965 criticising American car manufacturers for designing cars that killed their occupants because they were poorly  designed, he singled out the General Motors Chevrolet Corvair. General Motors responded by singling out Ralph Nader as an untrustworthy commie beatnik with a dangerously un-American agenda.

Nader was right. This new concept of ‘passenger safety’ became forever more  of great importance to western car-buyers.  Nader and his cause flourished while General Motors were shamed into a mumbling apology and ‘getting with the program’. Swedish manufacturer Volvo invented  the three-way diagonal seat belt and, in an act of high-principled generosity, offered it patent-free to all the world’s motor manufacturers, their competition. It immediately became the now-familiar seat belt that we all still wear, albeit in improved form.

Today, when we westerners buy a car, we ask ourselves: “How safe is it?”  This is an interesting point because forty years ago in 1970, we still asked “How sexy will I look and how fast does it go?”  The manufacturers were happy to answer. They were still working hard on developing safety equipment. It was a long, uphill research programme so, in the mean time, hey – look…! Sports Wheels…! Extra Stripes…! Metallic Paint…! Cheap, shiny things. Go on, have a couple of front fog lights, as well. They are totally useless in fog but your neighbour will be jealous and that is what counts, isn’t it?

Even though we knew that safety was important in 1970, we still wanted our cars to be symbols of sexual prowess and have a little of the ‘weapon’ about them. Yes, women too – it was not exclusively men who lusted after power and sex-appeal back then and don’t let anyone persuade you otherwise…

But by 1990, twenty years ago, passenger safety had become the most-used sales tool for western manufacturers and the most talked-over issue when choosing a new car. Safe sex. We westerners still wanted to look like gods in chariots of steel on the outside but please, can we have lots of soft,  curvy plastic bits on the inside instead of all those pointy steel knobs and handles?

Western manufacturers saw their golden opportunity. They stopped talking about how fast their cars went. They talked instead about how safe, economical and trustworthy they were. Cars stopped being sold to us as powerful rocket ships and  began being sold to us as powerful accountants, trustworthy and silent bodyguards, loyal friends.

Now, in 2012, those German teenagers have settled down, had kids and they probably have an Audi A3 parked outside.  Airbag safety and passenger-cell technology is far more advanced. Every day on western roads, men and women walk away from crashes that would have killed them without doubt in 1972, just one generation earlier.

Now, take a look at India in 2012. The Indian economy is racing forward, a well-heeled consumer class is emerging and is hungry for new products. Once again, the car is being pushed like a drug as the ‘must have’ consumer item for the modern Indian family. Just as we westerners were encouraged to take to the roads, spend our money on fuel, tax, insurance, servicing, repairs, depreciation and, oh yes, a shiny new car, so the easterners are being willingly courted by the huge car manufacturers. Now, it is their turn to be dazzled by choice.

But something is not right.

While the wealthy elite of India are rushing to buy luxury cars so fast that America’s top imported brands are increasing sales at an astonishing 40% per year, the average aspirational Indian is being sold something quite different: hastily re-skinned versions of old car designs that will mostly not even pass current European and US safety tests. At best, they will scrape through with disgracefully low scores. Knee joints, rib cages, upper jaws will be broken far more frequently.

Maruti Suzuki manufactures India’s best-selling range of vehicles. Out of their 13 most popular family cars, the company’s own publicity doesn’t even mention the word “safety” on ten of them. It does, however, mention “…bold, sporty styling…”  “…the new force of excitement…” “…thrilling drive…” “…you will smile when you press the accelerator to pass another vehicle…”  All very similar terms to those used by western manufacturers like Ford or GM back in 1970.

So, let’s just pause for a moment and get this straight:

India in 2012 is going to greet the truly massive expansion of private car ownership by building cars that will not protect their occupants any better than westerner’s cars did in 1970?

Which lessons didn’t get learned?

Where is India’s “Ralph Nader”?

© 2012 Loop Withers Roadwax.com

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