kscarbel2

It is not my intention to cause BC Mack to feel homesick.

Scania Group Press Release / July 31, 2017 At the Convoy in the Park truck show, in Derby, England, we caught up with three #NextGenScania drivers in the UK to see what they think of their new trucks. .

Kenworth Truck Co. Press Release / July 31, 2017 Edwards Moving and Rigging Can More Easily Position Equipment Between Loads with C500s SHELBYVILLE, Ky., July 31, 2017 - When loads exceeding a quarter of a million pounds need to be moved, few haulers in the United States possess the kind of equipment operated by Edwards Moving and Rigging. The Shelbyville, Kentucky-based heavy hauling and rigging company owns several unique trailers to haul 375,000-pound turbines for combined-cycle power plants that use gas and steam turbines to generate more power than a standard plant with a single gas turbine. Or a 194,000-pound demethanizer tower used to extract natural gas from raw hydrocarbon gas at refineries. Instead of using huge 12-foot-wide prime movers—which are not typically equipped to get up to highway speeds and can only be operated on roads and highways under the restrictions of state and local conditional use—Edwards Moving and Rigging relies on several Kenworth C500 trucks to haul those payloads. “The Kenworth C500 offers us the power and transmission combination that can pull our trailers fully loaded with gross combination weights up to 900,000 pounds or more, and can haul empty trailers up to highway speeds in between loads,” said Bill Watts, vice president of operations for Edwards Moving and Rigging. Recently, three of the company’s C500s were used to haul a 187-ton turbine 230 miles from the manufacturer in New York over the Adirondack and Pocono Mountains to a combined-cycle plant in Pennsylvania. A fourth C500 served as a backup unit to help move the 350-foot-long truck and trailer duo—with a gross combination weight of 900,000 pounds—on long stretches of road with steep grades through the Adirondacks and Poconos. Edwards hauled two others like it earlier this year and in 2016. Unlike larger and wider prime movers, the 8-1/2–foot wide Kenworth C500 can operate on the road without requiring a conditional use permit. “Because the C500 is an over-the-road compliant prime mover, we can position our equipment much faster. When the move is done, we can stack the trailers and use our C500s to transport them to the next jobs without having to arrange transportation for both the trucks and trailers,” he said. Edwards operates the third largest fleet of Goldhofer THP hydraulic platform trailers in the United States. With more than 200 lines of hydraulic trailers available, the company can arrange them in various configurations to achieve a variety of payload capacities. Edwards is one of only two firms in North America with a 110-ton Goldhofer Faktor 5 trailer, which has a payload capacity five times its tare weight. The Faktor 5 features a beam suspended over two sets of 20-axle hydraulic lift trailers that can be extended to a span of more than 150 feet, or to the length of nearly a football field. It can also be raised or lowered up to 5-1/2 feet. Edwards also operates Aspen A250 and A500 dual lane trailers, which allow movement of loads across a non-suspension bridge on a divided highway or interstate using both travel lanes and bridge decks. Edwards hauls several hundred loads varying in size and scope each year using a fleet of about 30 trucks. Before the company bought its first two C500s, Edwards used specialized trucks to haul the heavier loads, Watts said. While the specialized trucks had the necessary power, because of their width, they had to be hauled to the move, along with the trailers, and then picked up once the move was completed. In 2011, Edwards began buying Kenworth C500s after meeting with Duane McDaniel, branch manager of local Kenworth dealer Worldwide Equipment in Middlesboro, Kentucky, and engineers from Kenworth. Since 2014, Edwards Rigging and Moving has bought four more of the C500s. “We have found Kenworth engineers and the Worldwide Equipment staff, led by Duane, to be quite knowledgeable about the heavy haul industry,” Watts said. “They ask all the right questions to get to know the specific needs of our operations and offer expert advice in helping us choose the right specs to meet those needs.” Edwards newest C500s are equipped with 15-liter, 550-hp engines coupled with 7-speed Allison 4700RDS automatic transmissions, two-speed tandem rear axles, and tandem planetary hubs. “The C500’s automatic transmissions allow our drivers to synchronize shifting much more easily than if they were driving trucks with manual transmissions,” said over-the-road equipment manager Kyle McAfee. “That’s particularly important when we use several C500s to pull and push the load. Our drivers have greater control over the load. Since it’s not lurching forward, we can eliminate potential damage to our trailers. “Our drivers also value the quiet C500 cab; positioning of gauges, switches in the instrument panel as well as the location of the pusher, tag axle and planetary hub controls; and the cab’s overall comfort,” he added. “The support our company and drivers receive from Worldwide Equipment and the Kenworth dealer network is phenomenal.” “When it can take up to two years to plan, coordinate and obtain all of the necessary permits for a move like the gas turbine transport, it’s important that we stay on schedule. In many instances, we have to meet certain timetables outlined in our permits. So, we need to rely on our equipment and equipment dealers. Kenworth and its dealer network certainly deliver with the C500 and continued dealer support after the sale,” Watts said. .

A new (for all intents and purposes) left-hand drive COE available today in North America, and with a so-called pre-emissions 500 horsepower Detroit Diesel Series 60 powerplant. I've experienced these Cleveland, North Carolina-built trucks (in right-hand drive configuration) in South Africa and Australia. A truck to be respected. .

Paccar recalls more than 1,700 new Kenworth, Peterbilt tractors for potential fuel pump issue Matt Cole, Commercial Carrier Journal (CCJ) / July 31, 2017 More than 1,700 Kenworth and Peterbilt trucks equipped with Cummins ISX15 engines are being recalled by Paccar due to a potential problem with the fuel pumps. The recall affects approximately 1,737 model year 2017-2018 Peterbilt 367, 389, 567, 579 and 587 trucks manufactured between Dec. 20, 2016, and April 17, 2017, as well as model year 2018 Kenworth C500, T680, T800, T880 and W900 trucks manufactured between Jan. 9, 2017 and May 5, 2017. The recall states the affected engines could have faulty fuel pumps that can cause the drive gear on the fuel pump to spin loose on the drive shaft, resulting in the loss of the fuel pump’s functionality. This could cause the engine to stall, increasing the risk of a crash. Cummins will notify vehicle owners, and Cummins dealers will replace the fuel pumps for free. A notification schedule has not yet been determined. The National Highway Traffic Safety Administration recall number is 17V-443, and the Paccar recall number is C1909. Truck owners with questions can contact Cummins or Paccar customer service.

I wasn't referring to fiberglass fenders. I thought that Watts had been purchasing from York Corrugating, the original supplier to Mack Trucks. If NLA (no longer available) through Watts, I'm sorry to have misled you.

Production of New Freightliner Cascadia Ramps Up Transport Topics / July 31, 2017 YOUNTVILLE, Calif. — Freightliner Trucks has ramped up production of its updated Cascadia model and has begun to roll out additional variations and options for the truck. The new Cascadia, unveiled in September 2016, entered production in January and was on track to surpass 10,000 units during August, the original equipment manufacturer said. Kary Schaefer, general manager of marketing and strategy at Daimler Trucks North America (DTNA), touted the model’s early market reception at a July 27 press event here. Freightliner is the flagship brand of DTNA. “We focused on delivering the lowest cost of ownership, which includes a great driver experience and leading fuel efficiency,” she said. DTNA measured an 8% fuel efficiency improvement over a similarly spec’d 2016 Cascadia Evolution, and fleet customers have been confirming those fuel economy benefits, with one fleet reporting that it is averaging more than 9 miles per gallon with its trucks, Schaefer said. “We have had several fleets tell us that the new Cascadia has helped strengthen their driver recruiting efforts,” she added, citing the look of the truck, its handling, visibility, ergonomics and interior design. Schaefer also highlighted the updated Cascadia’s use of Detroit’s connected vehicle technology, including the Virtual Technician remote diagnostics service. Mike McHorse, on-highway product marketing manager for Freightliner, said take rates on Detroit components have increased on the new Cascadia compared with its predecessor. Customers have spec’d the DT12 automated manual transmission on 94% of the new Cascadias ordered through July 7, versus about 68% on the older Cascadia. Adoption rates for the Detroit Assurance safety system also have increased. About 59% of new Cascadia orders included Assurance 4.0, compared with 25% penetration of Assurance 2.0 on the classic Cascadia. While DTNA has been a major proponent of in-house powertrains — urging customers to choose Detroit engines, axles and transmissions on their Freightliners and Western Stars — the company does allow room for customer choice. In July, DTNA introduced new product options for Cascadias, including the Cummins Inc. X15 engine and the Eaton Advantage automated manual transmission. The company also now offers its “driver loft,” featuring opposing seats and a table that fold down in seconds, and a full-size Murphy bed. “It’s a great utilization of space,” said McHorse, who described the loft as a driver recruiting and retention tool. “It’s almost become a recreational vehicle experience within that truck.” DTNA plans to showcase variations and options for the new Cascadia at the inaugural North American Commercial Vehicle Show, scheduled for Sept. 25-28 in Atlanta. .

Okay, RW613-6538. I suggest you visit your Mack brand dealer and look at the parts illustration in person. Those trucks have (had?) a very clear parts illustration. If you and the parts person still arrive at those 2 numbers, ask him/her to request a copy of the blueprints for those 2 numbers from the specifications department of Mack brand parts operations. With them in hand, you can get to the bottom of it.

Contact the folks at Watt's Mack (provider of the BMT website) at 1-888-304-6225 and ask for 13QM5127P1 and 13QM5128P1.

C-SPAN / July 31, 2017 1954 General Motors film on infrastructure problems. .

Matt Wood, Trade Trucks AU / June 29, 2017 Vince Ridolfo, a former Sicilian barber, emigrated to Australia in 1956. After finding work as a fruit picker and labourer, he entered he road transport industry, In the early 1960s Vince saw an opportunity in the forests of south-west Western Australia. Local infrastructure was rapidly being rolled out and the State Electricity Commission needed timber for power poles – a lot of timber. Initially, Vince, along with a business partner, ventured into the forest in a 1958 F600 Ford prime mover, which apparently spent more time broken down in the bush than hauling huge logs of jarrah. In 1963, Vince saw that he needed something out of the box. He needed a big truck for a big job. And he did something no one else in Western Australia had done to date – he bought a Laurie O’Neil imported Peterbilt. The Peterbilt 351a was a massive truck for those times, with a naturally aspirated 250hp Cummins, a 4-speed Spicer transmission with a 4-speed joey ‘box and aluminium chassis rails. Ridolfo Transport continued to grow and by 1967 Vince was off the road and running the show as more trucks and equipment came into the fleet. The Peterbilt, however, only stayed with the company for about three years. Vince reportedly didn’t really trust the aluminium chassis rails as a few cracks started to appear around the rear. This 351 Pete was moved on to make way for a similar-spec truck but one that featured a steel chassis rather than an aluminium one. Vince Ridolfo passed away in the late 1980s. The family rallied around Vince’s wife Domenica and kept the business going. Eventually sons Anthony and Daniel were at the helm. The rest is transport history as the business evolved, diversified and grew. By the late noughties it had become Intercon Millar and eventually IML Logistics before it was ultimately sold. Daniel Ridolfo did his time on the tools as a diesel mechanic before entering the family business. While his mates were hankering to build their own street machines and hot rods, Daniel had an agenda of his own – to track down and restore his father’s first new truck: the original ’63 Pete. This was no easy search, but the truck was eventually tracked down. The basket case Pete sat abandoned on a farm near the far north Queensland town of Innisfail. "If it was any other truck I wouldn’t even have considered trying to restore it," Daniel says. "We needed a chainsaw just to get it out." Daniel knew what he was after. He even knows the chassis number and engine number off by heart just in case you’re interested: 16473 and 858838! Over the years the original joey box and Spicer main box had been lost to time. A 13-speed Eaton overdrive took their place behind the Cummins. Once home, the mammoth resto task began. Daniel handled all the mechanical work while the significant amount of panel work was farmed out. "It took about seven years to complete," Daniel says of the job. "There were stops and starts but I wanted it to be finished in time to use at my wedding. "It gave a goal to work towards," he says with a grin. The result is stunning. This truck presents as brand new and, gearbox aside, is true to its original spec. Modern touches like a stereo and UHF radio are all stealth mounted, adding to the time warp factor. Back in the late noughties, the last truck bought by Vince Ridolfo was still working in the fleet. The 1986 W model Kenworth was hauling local loads with its mechanical 3406 Cat rumbling away under that classic snout. However, in 2010 the yellow power plant called it a day. Daniel decided to take the truck home and restore it to its former glory. As with the Peterbilt, the W model is a stunning example in the flesh. Daniel has resisted the temptation to customise or modify. Video - https://www.tradetrucks.com.au/features/1707/in-search-of-the-family-peterbilt

IVECO Trucks Australia Press Release / July 31, 2017 An Australian manufacturing presence is providing Iveco’s venerable ACCO model with a competitive edge in the marketplace, while also creating hundreds of valuable local jobs along the way, according to Iveco Australia Managing Director, Michael Jonson. A long-time favourite for demanding refuse collection applications, the ACCO is designed and built at Iveco’s Dandenong (Melbourne) manufacturing facility, and approximately 85 percent of the ACCO’s componentry is Australian-sourced. The local components including the dual control system and the cabin – which is still pressed and welded together in Dandenong – is complemented by a premium American driveline that includes leading names such as Cummins, Allison, Meritor and Hendrickson – all refuse industry staples. Although the latest ACCO model range can trace its lineage to 1972, aside from the basic cabin shell and the famous ACCO nameplate, there is little more that links the latest models with their utilitarian ancestors. Well over 4,000 design modifications and additions have been made to the ACCO over the years, ensuring the model has continued to evolve to best suit its target applications, most notably compactor and concrete agitator work. What started life as a tough, no-nonsense, practical workhorse designed primarily for use in the Australian defence forces, has over the years become much more sophisticated and user-friendly in civilian life, while not losing its ruggedness or robust reliability. Iveco Australia Managing Director, Michael Jonson, says this local evolution coupled with local manufacturing, has important benefits, both for Iveco and the trucks’ end-users. “Unlike many other competing models, the ACCO is specifically-designed for Australian conditions and our unique market requirements,” Michael says. “There are over 25 engineers heavily involved in local research and development work to ensure that the ACCO and Iveco’s other locally-produced models are fit-for-task.” Michael says that one of the main advantages of the ACCO being fully manufactured locally is greater flexibility, offering buyers a high level of customisation and availability. “The fully imported models marketed by competitors provide a limited choice, and anything that a buyer requires that extends beyond a handful of variations needs to be organised at additional cost with a local body builder and involves a longer build process,” he says. “In comparison, the ACCO can be modified on the production line to suit the truck’s intended application; bolt holes and other fastening points can be customised as can the positioning of auxiliary components such as fuel, air tanks, exhaust systems and other similar items. “We can be extremely responsive to our customers’ needs, from building a one-off design or hundreds of copies. We can also paint down the line in our customers’ choice of colour to suit their company livery – all this in-house process provides a faster delivery time while remaining very cost competitive. “For customers, a more efficient build process means a more cost effective buying proposition and a faster build, so the truck is out working and earning money sooner. “From a service and maintenance perspective, local production also has benefits including reduced downtime. Using the ACCO as an example, most parts are produced and sourced locally, so even less common components are faster to locate and fit,” Michael adds. Aside from the advantages local manufacturing provides customers, there are also benefits for Australia’s automotive manufacturing workforce which has been decimated in recent years following the withdrawal, or planned withdrawal, of many local automotive operations. Iveco currently employs approximately 150 staff in the manufacturing process, and as well as these direct jobs, Iveco has strong links to a broader nationwide supply chain of over 200 businesses, resulting in employment for hundreds more Australian manufacturing workers. Aside from the ACCO, Iveco’s other local-produced models include the Powerstar heavy duty truck range and both Metro & Delta bus chassis – both of these feature up to 65 per cent local content. The Stralis AS-L, AT & AD models are also built here with 55 per cent local componentry. Iveco is also bucking the trend in local manufacturing by starting production of the Stralis ATi 6x2 and 6x4 models which were previously fully imported from Europe. Michael says that Iveco’s ongoing local manufacturing presence and recent increase in the locally-produced model mix was proof that building trucks in Australia is viable. “Iveco is one of only a few remaining commercial vehicle brands to manufacture here – this latest expansion in Australian-based production demonstrates the company’s commitment to having a strong local manufacturing presence,” Michael says. “The addition of Stralis ATi 6x2 and 6x4 variants – one of Iveco’s best-selling models – to the local production mix along with other initiatives, has seen a modest increase in the facility’s manufacturing workforce, so this is good for the local community but also for Australian truck buyers who can further reap the benefits that locally-manufactured vehicles provide. “The expansion of local production not only reflects a strong belief from Iveco Australia that local manufacturing is sustainable, but the initiative is also strongly supported by Iveco’s parent company, CNH Industrial.” Adding the Stralis ATi models to the local production mix has seen the Dandenong facility undergo investment in tooling and software to calibrate the AT’s adaptive cruise control and lane departure warning systems, and in doing so has introduced new technology to the site and paved the way for additional investment in the future for the likes of the ACCO, Australia’s truck. Acco_Trusted For Over 40 Years .

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Big Rigs / July 31, 2017 It may sound like an obituary for a person still alive, but let's face the facts, it's not looking good for Cat Trucks in a market as hard and competitive as Australia. Let's make it clear that I have nothing against Cat Trucks, I have driven them in road train combinations across the nation, through Mount Victoria and Sydney traffic in the smaller rigid version and thousands of other kilometres all over the country and I like the truck and have written so. The frustration is that it is not selling. Road transport writer Steve Brooks, who I consider the foremost media authority on truck companies, brands and recent history, in the past couple of weeks wrote: "It would take an incredibly optimistic mind to believe that Cat Trucks are not on the edge of extinction, bringing to a close one of the most tumultuous, disjointed and ultimately disappointing brand histories to ever impact the Australian trucking industry.” Steve hit the nail on the head and expressed in print what we've been talking about for a long time. A song from The Doors comes to mind, the signature song from the film Apocalypse Now, The End: "This is the end, beautiful friend / this is the end, my only friend, the end.” So if I'm bold enough to call the Cat Truck a good truck, one with a viable place on Australian roads, which I have done many times, what the hell went wrong? The conception of the Cat Truck in Australia can be traced back to the ill-conceived decision of Caterpillar in the US to pull the Caterpillar engine out of the on-road market. This decision cut deep in Australia, where the yellow engine, particularly the C15, had a passionate following. Many operators, some who I have worked with closely, never forgave Caterpillar for this decision. The corporate reasoning for this decision was simple, all the scratchings on the whiteboards in Peoria told the simple truth that the Cat engines did not have a long engineering shelf life with the global restrictions of emission standards. The big company, apparently, was not prepared to invest in emission management technology to take the engine even to the next standard, Euro 6, a standard expected to be written into Australian ADRs around 2020 or a little later. This shelf life was longer in Australia than in many other countries so a market was identified here to be viable over a reasonable period. To bring this about Caterpillar and Navistar got their corporate heads together and produced a company to handle the Australian invasion called NC2, an acronym supposedly meaning Navistar Caterpillar squared, symbolic that the new company is greater than the combination of the two American giants which in itself is laughable. More than 500 of what I considered to be, and wrote about, Caterpillar on-road engines turned up in Australia each wrapped nicely in a white Navistar ProStar. A marketing exercise. In spite of a hugely expensive launch at Uluru, the new trucks sat at Tullamarine for a long time, in their original form they did not meet Australian emission standards. Some engineering tweaking, the addition of a big DPF and probably considerable lobbying brought the trucks over the line to meet ADR80/08 standards and make them legal to sell on the Australian market. The executives of the Australian colonisation were never comfortable from the beginning right through to the present day. From the early days there were corporate back stabbings and reshuffles during a time when the Navistars were proven not ready for Australian conditions. But there was some great Australian talent on the ground both in engineering and marketing. The trucks were worked on continuously and what evolved over three or four years was a damn good truck. The marriage of Navistar and Caterpillar was on the rocks and the company changed to Navistar-owned Navistar Auspac. A young marketing executive, Glen Sharman, who for what it's worth, I consider one of the best talents in Australia, was given the reins. The recipe was there, a good truck coupled with good marketing talent, was this the long awaited launchpad? At the 2015 Brisbane Truck Show, Sharman announced the imminent introduction of the International brand under the auspices of Navistar Auspac. This was the peak of the Cat Truck in Australia, the optimism of 2015. Many of the technical problems had been ironed out, the Caterpillar dealer distribution and service network was working reasonably well. The International truck was about to offer a post-2020 future to dealers with the option of Cummins. But there is no accounting for the masters across the Pacific and in the two years following the 2015 truck show, interventions into local management made an uncomfortable environment. The decision when and how the International was to be introduced was not made until late 2016. The decision to take the International ProStar back into the fold of Iveco was the coup de grace of Cat Trucks in my humble opinion. The Caterpillar distributors were hanging on for the International option to boost sales and make their support for the product viable. The rug was pulled out from under their feet. How International will go with Iveco is still in the misty clouds of the crystal ball. The partnership previously had a viable arrangement with heavy end trucks like the Eagle with the Caterpillar engine. Today Cat Trucks needs some kind of corporate rabbit to be pulled out of the hat, or "this is the end, my beautiful friend”. .

Cruising the Mediterranean with François | Driver's Day | Episode Four Scania Group Press Release / July 30, 2017 In the small town of Bonifacio on Corsica's southern coast, boat captain François Cassin operates a Scania-powered 16-metre vessel, ferrying tourists on trips in the cliff-lined strait between the French island and its Italian neighbour, Sardinia. Born and bred in Bonifacio, François gives us a glimpse into his life on and off the boat. .

Scania Group Press Release / July 28, 2017 Scania’s net sales rose to a record high SEK 58.7 billion, an increase of 17 percent compared to last year. Summary of the first six months of 2017 Operating income rose to SEK 6,464 m. (1,316) Operating income, excluding items affecting comparability, amounts to SEK 6,464 m. (5,116) Net sales increased by 17 percent to SEK 58,738 m. (50,110) Cash flow amounted to SEK 3,291 m. (-492) in Vehicles and Services Comments by Henrik Henriksson, President and CEO “Scania’s net sales rose to a record high SEK 58.7 billion, an increase of 17 percent compared to last year. The period was affected by a high investment level and increased production costs for double product ranges. In spite of this, the company delivered a very strong performance thanks to strong demand for the new truck range and a continued positive trend in services. Earnings in the first half of 2017 amounted to SEK 6,464 m., giving an operating margin of 11.0 percent. Order bookings for trucks rose by 29 percent compared to the same period last year. Demand for trucks in Europe is holding up due to the favourable economic situation and Scania’s market share for trucks in Europe remains strong at 16.8 percent. The trend in Latin America is positive and we see increased demand in Brazil from very low levels, mainly related to increased activity in the agricultural sector. In Eurasia, the trend in demand is positive as Russia is continuing to recover. In Asia, demand increased thanks to a good sales performance, particularly in China and Iran. In Asia, the European truck segment is growing in line with the advancement of the logistics systems − a development largely driven by the major e-commerce players. Order bookings in Buses and Coaches remained strong overall but fell slightly compared to the same period in 2016. In the business area Engines, the demand trend is positive in all three segments, industrial, marine and power generation. Service revenue amounted to a record high SEK 11.7 billion, an increase of 12 percent. This was driven by high uptime in customer vehicle fleets and an increase in services directly or indirectly generated from the 270,000 connected vehicles in the Scania fleet. Connectivity is an important business driver, which is enabling Scania to offer customers more efficient services aimed at improving their profitability. Financial Services reported operating income of SEK 520 million and credit losses remain at low levels.” Scania Interim Report, January-June 2017 Scania Interim Report, January–June 2017 .

Volkswagen Acquires 158,026 Shares of Navistar Stock Stock News Times / July 30, 2017 Navistar International Corporation (NYSE:NAV) major shareholder Truck & Bus Gmbh Volkswagen acquired 158,026 shares of the business’s stock in a transaction dated Wednesday, July 19th. The stock was purchased at an average price of $29.18 per share, for a total transaction of $4,611,198.68. The purchase was disclosed in a document filed with the Securities & Exchange Commission, which is available at the SEC website. Major shareholders that own at least 10% of a company’s shares are required to disclose their sales and purchases with the SEC. Truck & Bus Gmbh Volkswagen also recently made the following trade(s): On Tuesday, July 25th, Truck & Bus Gmbh Volkswagen acquired 24,750 shares of Navistar International Corporation stock. The stock was purchased at an average price of $29.72 per share, for a total transaction of $735,570.00. On Monday, July 24th, Truck & Bus Gmbh Volkswagen acquired 106,262 shares of Navistar International Corporation stock. The stock was purchased at an average price of $29.28 per share, for a total transaction of $3,111,351.36. On Tuesday, July 18th, Truck & Bus Gmbh Volkswagen acquired 52,625 shares of Navistar International Corporation stock. The stock was purchased at an average price of $29.13 per share, for a total transaction of $1,532,966.25. On Monday, July 17th, Truck & Bus Gmbh Volkswagen acquired 43,501 shares of Navistar International Corporation stock. The stock was purchased at an average price of $29.25 per share, for a total transaction of $1,272,404.25. Navistar traded down 0.23% during midday trading on Friday, reaching $30.52. The company’s stock had a trading volume of 329,569 shares. The firm’s market capitalization is $3.00 billion. Navistar International Corporation has a 52 week low of $11.59 and a 52 week high of $33.46. The stock has a 50 day moving average of $27.92 and a 200 day moving average of $27.05. Navistar last posted its quarterly earnings data on Wednesday, June 7th. The company reported ($0.73) earnings per share for the quarter, missing the consensus estimate of ($0.08) by $0.65. The company had revenue of $2.10 billion during the quarter, compared to analyst estimates of $2.08 billion. During the same period in the previous year, the company earned $0.05 earnings per share. The business’s revenue was down 4.6% compared to the same quarter last year. On average, equities research analysts predict that Navistar International Corporation will post ($0.72) earnings per share for the current fiscal year. Several institutional investors have recently bought and sold shares of NAV. FNY Partners Fund LP acquired a new position in Navistar during the first quarter valued at $123,000. Creative Planning boosted its position in Navistar International Corporation by 7.7% in the second quarter. Creative Planning now owns 5,464 shares of the company’s stock valued at $143,000 after buying an additional 389 shares in the last quarter. Guggenheim Capital LLC acquired a new position in Navistar during the fourth quarter valued at $206,000. Bank of Montreal Can boosted its position in Navistar by 88.5% in the second quarter. Bank of Montreal Can now owns 8,659 shares of the company’s stock valued at $228,000 after buying an additional 4,065 shares in the last quarter. Oppenheimer & Co. Inc. boosted its position in Navistar by 2.3% in the first quarter. Oppenheimer & Co. Inc. now owns 11,720 shares of the company’s stock valued at $289,000 after buying an additional 264 shares in the last quarter. 82.68% of Navistar stock is owned by institutional investors and hedge funds. A number of equities analysts have recently commented on NAV shares. UBS AG restated a “neutral” rating and issued a $31.00 price objective (up from $29.00) on shares of Navistar in a report on Sunday, June 11th. Royal Bank Of Canada restated a “hold” rating and issued a $28.00 price objective on shares of Navistar in a report on Tuesday, May 9th. Seaport Global Securities reiterated a “neutral” rating on shares of Navistar in a report on Thursday, April 6th. Jefferies Group LLC reiterated a “buy” rating and set a $35.00 target price on shares of Navistar in a report on Friday, July 21st. BidaskClub upgraded Navistar International Corporation from a “sell” rating to a “hold” rating in a report on Thursday, July 6th. Three research analysts have rated the stock with a sell rating, nine have assigned a hold rating and three have assigned a buy rating to the stock. The company currently has an average rating of “Hold” and a consensus target price of $27.31.

Navistar International : 10 years later, plant is booming Times Daily (Florence, Alabama) / July 30, 2017 More than 1,000 employees work at a nearly mile-long plant in Barton Riverfront Industrial Park that houses three industries. That's a success story, but it was not the original plan when construction of the plant was announced 10 years ago this month. How the plant reached that point involves a winding tale that includes a Canadian railcar company, securities fraud case against its chairman and CEO, the establishment of a local economic development fund and the Retirement Services of Alabama providing $625 million to help secure and rescue the plant. "The success is not exactly what we thought it was going to be, but it has been extremely successful for the community, especially those who have the 1,000-plus jobs," said Bank Independent President Macke Mauldin, who was a key player in developing the Shoals Economic Development Fund that helped make the plan possible. "Plus, we have a world-class facility in Colbert County that can only bode well for us in the future." "I wasn't very happy with the way it started out at all," said David Bronner, CEO of the Retirement Systems of Alabama that financed the company $275 million for 15 years to finish construction and equip the plant. RSA already had lent the company $350 million in 2007 to help build the plant. "It was a complete disaster and the challenge was, 'Do you walk away from it and let it be a disaster or do you put the effort into it to try to make it a success?' Over 1,000 employees now makes it a success." The story started with a venture that those involved dubbed "Project Tiger." In 2006, a Canadian company called National Steel Car was shopping locations for a railcar plant, with plans to ultimately have some 1,600 to 1,800 workers there. The Barton site was among those they were eyeing, and the community stepped up in 2007 by issuing a half-cent sales tax in Colbert and Lauderdale counties. The tax would help provide incentives for the program, but the long-term goal was to create what would become the Shoals Economic Development Fund. "There was very little opposition to it at the time," Mauldin said. "When we were putting it together as a team, the idea was we needed it to get the plant, but we needed it worse if we didn't get it." Today that fund, which has grown beyond $43 million, goes toward various local economic development projects. The Shoals, along with state officials including Bronner, also offered up various incentives to National Steel Car, and in July 2007 the company announced it would build the National Alabama railcar plant in the industrial park. At the time, it was hailed as one of the biggest industrial announcements in the state's history. Soon, however, problems surfaced. The national economic downturn delayed production of the railcars. By 2009, RSA provided a $275 million loan to assist the company. That was on top of the $350 million the agency put into the program in 2007. By August 2011, National Alabama CEO Greg Aziz had resigned and RSA took over ownership of the plant. Things started moving forward since then. In September 2011, officials announced Navistar would obtain the facility in 2012. FreightCar America officials followed that up by announcing plans to sublease a portion of the plant in 2013. In June 2015, it was announced that a start-up company, American Intermodal Container Manufacturing Co., would team with Navistar to build intermodal containers at the plant in a move that meant an additional 125 jobs. While those movements were taking place, Aziz was battling legal issues. In 2013, he would be charged with 11 counts of securities fraud regarding the way he represented to RSA the costs of plant construction and his company's finances, according to court records. Ultimately, a deal was reached in which charges were dropped, and in exchange he provided RSA with $21 million in damages and reimbursed about $1 million to the Alabama Securities Commission and the Colbert County District Attorney's Office for investigative costs associated with the case, according to authorities. Forrest Wright, president of the Shoals Economic Development Authority, said projects involving industrial prospects tend to be fluid. "Every major project that we've ever embarked on has changes throughout the process," Wright said. "That's typical of the business. Seldom do they change as much as that one's changed." He said having a large construction project ongoing in 2008 and 2009 helped mitigate the local impact of the national recession. "All those thousands of workers coming in, coming out, renting spaces, buying food -- we felt an impact but we didn't feel the impact that a lot of people felt," Wright said. "That provided a source of tax income in the community that would not have been evident without that project going on." Looking back, he said the plant's success exemplifies the combination of a determined community and resources such as RSA. "We started at zero people working there and zero investment in a big cotton field," Wright said. "And now 10 years later, thanks in great part to David Bronner and RSA and the local community by being able to rise to the challenge that Dr. Bronner and others have put forth with the economic development fund and other inducements, we now have an investment in hundreds of millions of dollars in the property. "Plus we have more than 1,000 people able to go to work there every day, and a company that spends millions of dollars a year in local infrastructure and part purchases. And thank goodness they're still growing down there." Bronner, whose RSA earlier this century provided investments that included two 18-hole Robert Trent Jones golf courses in Colbert County, said the Shoals is growing into its potential and his investments are evidence of his belief in the area. "It's a beautiful, beautiful part of the state," he said. "It's really hard-working good people and it's been sort of ignored for a long time and had a lot of starts and stops. This one was also almost a start and stop. This project has gotten to point now where everybody can be proud of it." Mauldin said the plant made a statement for the Shoals and it got Montgomery's attention. "The railcar plant was a symbol to the state that we are here for business and that we exist in the Shoals area," he said. "Prior to that, all we got was lip service." He said the economic development fund also is a major benefit from the project. "The fund has helped a whole bunch of small industries," Mauldin said. "A lot of people have benefited from the vision of that sales tax and what we're using it for." Looking back, Mauldin shudders at the notion of where the Shoals could have ended up without the plant and the fund. He also sees continued growth for the area. "Just think what it would have been if we didn't have it," Mauldin said. He paused and added, "But we can do so much more."

The tandem United States Post Office (USPS) MCs and MRs had Rockwell drive axles, as I recall SQ100s with Reyco 101A or 102W four-spring suspensions.

Billy, daylight running lamps (DRL) have never been federally mandated. It was GM that pushed it, not the insurance companies. The United States does not require DRLs. But, if voluntarily equipped, DRLs are required to comply with the requirements specified in Federal Motor Vehicle Safety Standard (FMVSS) No. 108, “Lamps, Reflective Devices, and Associated Equipment.” The provision covering the voluntary installation of DRLs in passenger vehicles was incorporated into FMVSS No. 108 in January 1993 in response to a General Motors (GM) petition to permit, but not require, DRLs. The DRL performance requirements resolve conflicts among State laws that inadvertently prohibited certain forms of daytime running lights and harmonizing with Canadian DRL requirements. https://en.wikipedia.org/wiki/Daytime_running_lamp https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/811029

Trucks with older engines exempt from ELD mandate, FMCSA says Matt Cole, Commercial Carrier Journal (CCJ) / July 28, 2017 The Federal Motor Carrier Safety Administration (FMCSA) has posted new guidance for the electronic logging device mandate that exempts trucks equipped with model year 2000 engines and older from adhering to the mandate, regardless of the model year of the truck. However, if a truck’s model year is older than 2000, but the engine model year is newer than 2000, the driver is still required to adhere to the ELD mandate. FMCSA says in a freshly updated FAQ on its website that drivers are not required to carry documentation in the truck that confirms their engine’s model year, but notes that federal regulations require motor carriers to keep all documentation on motor and engine changes “at the principal place of business.” During a roadside inspection, FMCSA says law enforcement should refer the case for further investigation if they can’t determine the model year of the engine. This guidance deviates from FMCSA’s previous guidance, which emphasized the model year as determined by the VIN on a truck’s chassis. Efforts have been made in Congress recently to delay the Dec. 18, 2017, compliance date for the ELD rule, but it will be difficult for such a bill to gain enough traction to be enacted, as CCJ reported this week.