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It could be driving. Most of us are licensed and quite attached to our vehicles. But vehicle technology is rapidly changing on a variety of fronts: Powertrain, fuel type, safety features, sensor tech- nology, interior amenities and — near and dear to our composite hearts — lightweighting. But the most radical change ahead could be vehicle autonomy — the prospect that everyone in a car is a passenger — no driver.

I suggested to my kids that their kids might grow up in a world where driving is �貹������́ and asked them what they thought their kids might think: This is the conversation we imagined between me and a theoretical grandchild:

Me: “We didn’t used to ride in cars this way. We used to have to drive it. Grandchild: “What do you mean you had to drive it?”

Me: “There was a driver — someone who controlled the car.” Grandchild: “Wait. What? Controlled how?

Me: “There was a steering wheel that came up in front of you and that was used to turn the front wheels of the car to change direction, and there were pedals on the floor that you actuated with your feet to accelerate the car or apply the brakes.”

Grandchild: “Wait, so one person had responsibility for how the car moved and where it went? And couldn’t read or take a nap or watch a video? And everyone else in the car just sat there while the driver did all of these things?”

Me: “Well, we could listen to the radio, or music. But otherwise, yes.”

Grandchild: “That’s crazy.”

It is, of course, unknown if such a conversation will take place, particularly given the logistical and legal hurdles autonomous driving technology must clear. The lesson here is the ubiquity of technological evolution — the idea that a commonly shared experience can be radically altered by innovation. Today, this is certainly likely in transportation, and for the composites industry, aerospace and automotive top the list. When Boeing and Airbus decided to apply carbon fiber composites to major structures on the 787 and A350 XWB, respectively, they began an ongoing recon- struction of the aerocomposite paradigm. Many of us saw BMW’s work with carbon fiber on its i3 and i8 platforms as a similar rebuilding of the autocomposite paradigm. It turns out, however, that the i3 and the i8 are exceptions to a new multi-material vehicle rule that applies carbon fiber in the body-in-white where the cost-benefit is favorable. This sounds like bad news, but it’s not.