By SEMA Washington, D.C., Staff

In 2017, the U.S. Occupational Safety and Health Administration (OSHA) lowered the exposure limits for beryllium and related compounds to 0.2 micrograms per cubic meter—just one-tenth the previous level. OSHA has now clarified certain provisions within the rule in order to potentially simplify compliance requirements.

Beryllium is a naturally occurring element that has many beneficial attributes and widespread applications. It is one-third lighter than aluminum, yet stiffer than steel, resistant to fatigue and corrosion, and recyclable. In the auto industry, beryllium is frequently used to produce airbags and components for power-steering, anti-lock braking and fuel-injection systems.

OSHA believes a small percentage of workers exposed to the chemical may develop chronic beryllium lung disease. Most worker exposure is associated with foundry and smelting operations, machining, beryllium-oxide ceramics and composite manufacturing. OSHA estimates that the beryllium standard applies to about 62,000 workers and may prevent nearly 100 deaths and 50 serious illnesses each year.

The new rule took effect in 2018 and industry had one year to implement any necessary changes, such as creating restricted beryllium work areas and using respirators and protective clothing sufficient to meet the new limits.

For more information:

• OSHA clarifications 
• General information 

Questions? Stuart Gosswein at stuartg@sema.org.

By SEMA Washington, D.C., Staff

In 2017, the U.S. Occupational Safety and Health Administration (OSHA) lowered the exposure limits for beryllium and related compounds to 0.2 micrograms per cubic meter—just one-tenth the previous level. OSHA has now clarified certain provisions within the rule in order to potentially simplify compliance requirements.

Beryllium is a naturally occurring element that has many beneficial attributes and widespread applications. It is one-third lighter than aluminum, yet stiffer than steel, resistant to fatigue and corrosion, and recyclable. In the auto industry, beryllium is frequently used to produce airbags and components for power-steering, anti-lock braking and fuel-injection systems.

OSHA believes a small percentage of workers exposed to the chemical may develop chronic beryllium lung disease. Most worker exposure is associated with foundry and smelting operations, machining, beryllium-oxide ceramics and composite manufacturing. OSHA estimates that the beryllium standard applies to about 62,000 workers and may prevent nearly 100 deaths and 50 serious illnesses each year.

The new rule took effect in 2018 and industry had one year to implement any necessary changes, such as creating restricted beryllium work areas and using respirators and protective clothing sufficient to meet the new limits.

For more information:

• OSHA clarifications 
• General information 

Questions? Stuart Gosswein at stuartg@sema.org.

By SEMA Washington, D.C., Staff

In 2017, the U.S. Occupational Safety and Health Administration (OSHA) lowered the exposure limits for beryllium and related compounds to 0.2 micrograms per cubic meter—just one-tenth the previous level. OSHA has now clarified certain provisions within the rule in order to potentially simplify compliance requirements.

Beryllium is a naturally occurring element that has many beneficial attributes and widespread applications. It is one-third lighter than aluminum, yet stiffer than steel, resistant to fatigue and corrosion, and recyclable. In the auto industry, beryllium is frequently used to produce airbags and components for power-steering, anti-lock braking and fuel-injection systems.

OSHA believes a small percentage of workers exposed to the chemical may develop chronic beryllium lung disease. Most worker exposure is associated with foundry and smelting operations, machining, beryllium-oxide ceramics and composite manufacturing. OSHA estimates that the beryllium standard applies to about 62,000 workers and may prevent nearly 100 deaths and 50 serious illnesses each year.

The new rule took effect in 2018 and industry had one year to implement any necessary changes, such as creating restricted beryllium work areas and using respirators and protective clothing sufficient to meet the new limits.

For more information:

• OSHA clarifications 
• General information 

Questions? Stuart Gosswein at stuartg@sema.org.

The next-generation Volkswagen Golf Alltrack has been spotted during development in Germany. The prototype is barely wearing any disguise: The Alltrack tries to fool onlookers by a fake front—not fooling anyone—and some creative camouflage has been employed around the taillights, which have been made to look like the current car’s. If the seventh generation is any indication, the lights on the hatch and wagon will be very similar, but not identical.

Most of the differences between the wagon and hatch are found aft of the B-pillar. In addition to a longer, flatter roof, there’s also a modified window layout for the rear door, and a more extensive rear overhang.

The new wagon should be available with most of the hatch’s drivetrain options, including 48V mild hybrid.

Inside, the dashboard, interior and technology package will be shared with the hatch, including a minimalist dashboard with a capacitive touchscreen infotainment system and a digital instrumentation cluster.

Like the hatchback, the wagon, too, will also likely feature car-to-car and car-to-infrastructure communication.

Photo credit: Brian Williams, SpiedBilde

The next-generation Volkswagen Golf Alltrack has been spotted during development in Germany. The prototype is barely wearing any disguise: The Alltrack tries to fool onlookers by a fake front—not fooling anyone—and some creative camouflage has been employed around the taillights, which have been made to look like the current car’s. If the seventh generation is any indication, the lights on the hatch and wagon will be very similar, but not identical.

Most of the differences between the wagon and hatch are found aft of the B-pillar. In addition to a longer, flatter roof, there’s also a modified window layout for the rear door, and a more extensive rear overhang.

The new wagon should be available with most of the hatch’s drivetrain options, including 48V mild hybrid.

Inside, the dashboard, interior and technology package will be shared with the hatch, including a minimalist dashboard with a capacitive touchscreen infotainment system and a digital instrumentation cluster.

Like the hatchback, the wagon, too, will also likely feature car-to-car and car-to-infrastructure communication.

Photo credit: Brian Williams, SpiedBilde

The next-generation Volkswagen Golf Alltrack has been spotted during development in Germany. The prototype is barely wearing any disguise: The Alltrack tries to fool onlookers by a fake front—not fooling anyone—and some creative camouflage has been employed around the taillights, which have been made to look like the current car’s. If the seventh generation is any indication, the lights on the hatch and wagon will be very similar, but not identical.

Most of the differences between the wagon and hatch are found aft of the B-pillar. In addition to a longer, flatter roof, there’s also a modified window layout for the rear door, and a more extensive rear overhang.

The new wagon should be available with most of the hatch’s drivetrain options, including 48V mild hybrid.

Inside, the dashboard, interior and technology package will be shared with the hatch, including a minimalist dashboard with a capacitive touchscreen infotainment system and a digital instrumentation cluster.

Like the hatchback, the wagon, too, will also likely feature car-to-car and car-to-infrastructure communication.

Photo credit: Brian Williams, SpiedBilde

The next-generation Volkswagen Golf Alltrack has been spotted during development in Germany. The prototype is barely wearing any disguise: The Alltrack tries to fool onlookers by a fake front—not fooling anyone—and some creative camouflage has been employed around the taillights, which have been made to look like the current car’s. If the seventh generation is any indication, the lights on the hatch and wagon will be very similar, but not identical.

Most of the differences between the wagon and hatch are found aft of the B-pillar. In addition to a longer, flatter roof, there’s also a modified window layout for the rear door, and a more extensive rear overhang.

The new wagon should be available with most of the hatch’s drivetrain options, including 48V mild hybrid.

Inside, the dashboard, interior and technology package will be shared with the hatch, including a minimalist dashboard with a capacitive touchscreen infotainment system and a digital instrumentation cluster.

Like the hatchback, the wagon, too, will also likely feature car-to-car and car-to-infrastructure communication.

Photo credit: Brian Williams, SpiedBilde

The next-generation Volkswagen Golf Alltrack has been spotted during development in Germany. The prototype is barely wearing any disguise: The Alltrack tries to fool onlookers by a fake front—not fooling anyone—and some creative camouflage has been employed around the taillights, which have been made to look like the current car’s. If the seventh generation is any indication, the lights on the hatch and wagon will be very similar, but not identical.

Most of the differences between the wagon and hatch are found aft of the B-pillar. In addition to a longer, flatter roof, there’s also a modified window layout for the rear door, and a more extensive rear overhang.

The new wagon should be available with most of the hatch’s drivetrain options, including 48V mild hybrid.

Inside, the dashboard, interior and technology package will be shared with the hatch, including a minimalist dashboard with a capacitive touchscreen infotainment system and a digital instrumentation cluster.

Like the hatchback, the wagon, too, will also likely feature car-to-car and car-to-infrastructure communication.

Photo credit: Brian Williams, SpiedBilde

Join SEMA for a Virtual Panel Discussion on the Realities of Returning to Work

SEMA’s “Industry Talks: Back to Business” Series returns July 17, at 10:00 a.m. (PDT), with a live panel discussion on “The Realities of Returning to Work,” powered by the SEMA Businesswomen’s Network (SBN).

https://register.gotowebinar.com/register/8879229703246350606?source=enews

Join SEMA for a Virtual Panel Discussion on the Realities of Returning to Work

SEMA’s “Industry Talks: Back to Business” Series returns July 17, at 10:00 a.m. (PDT), with a live panel discussion on “The Realities of Returning to Work,” powered by the SEMA Businesswomen’s Network (SBN).

https://register.gotowebinar.com/register/8879229703246350606?source=enews