kscarbel2

Detained [illegal] immigrants launch hunger strike in Washington state Reuters / April 11, 2017 Hundreds of [illegal alien] detainees at an immigration holding center in Washington state began refusing meals in a hunger strike to protest conditions at the facility and delayed immigration hearings [humorous given they are uninvited guests]. A group of about 100 detainees at the Northwest Detention Center in Tacoma, Washington, refused their lunches on Monday, with 300 others joining the protest that night and the following morning. The 1,575-bed facility houses immigrants awaiting hearings or deportation after being arrested by U.S. Immigration and Customs Enforcement (ICE) agents. The Tacoma protesters' demands include expedited legal proceedings and higher-quality food. Seattle ICE spokeswoman Rose Richeson said the agency was aware of the situation in Tacoma but said it would not count as a hunger strike under ICE guidelines until it had lasted at least 72 hours. Any detainees that do cross the 72-hour limit can be isolated and could eventually be ordered by a court into medical care [at U.S. taxpayer expense], according to ICE guidelines. Richeson declined to comment on demands by the protesting detainees.

MAN Truck & Bus Press Release / April 11, 2017 With room for up to 150 passengers and five automatic sliding doors, 41 MAN Lion’s City GL CNGs will help to speed up local public transport in Copenhagen. These special city buses will be used for the new BRT line in the north of the Danish capital. Movia is deploying 41 articulated buses with MAN’s CNG drives on the new BRT line in the north of Copenhagen The operator Arriva was convinced by MAN’s well thought-out concept and striking design A bus – a feast for the eyes: the modern design of the 41 MAN Lion’s City GL A40 CNGs is a real eye-catcher. And this is a significant aspect for operators, Arriva, and for Movia, the largest transport company in Denmark, because these articulated buses will run on the new BRT line, from Herlev, in the north of Copenhagen, through the city centre to the airport. “The City Line is Movia’s first BRT line. On a number of sections these buses have their own bus lane, and that is why the vehicle needs to stand out”, says Klaus Kormann, International Key Account Manager at MAN Truck & Bus, adding “thanks to features such as the fairing, with its large individual headlights, the futuristic wheel arch covers and translucent bellows, it really does.” Since Movia does not itself own any vehicles, Arriva will be operating the line on its behalf. MAN won over Arriva and Movia not only with MAN Lion’s City GL A40 CNG’s design, but especially with the ingenious vehicle concept. It combines high passenger capacity with extremely rapid passenger flow. The 18.75 metre long city buses have five 1,250 mm wide, double-leaf swivel sliding doors and an optimized electric drive. “This considerably reduces stopping time, which saves not only time but also fuel”, explains Kormann. In addition, they can each carry more than 150 passengers on comfortable seats and generous standee platforms. To see just why the demand for city buses is so high, let’s take a look at the “City Line”: with more than 20 million passengers a year and up to 75,000 passengers a day, it is the busiest line in the north of Denmark’s capital. Video cameras monitor the buses’ interior to ensure drivers can keep an eye on everything, however many passengers they have. There are also numerous safety features, such as EBS, plus ABS and anti-slip regulators, and light barriers on the swinging-sliding doors. The 310 HP (228 kW) city buses are fuelled with biogas. This means that MAN’s Lion’s City GL A40 CNGs have extremely low-emissions, making them a climate-friendly and economical mobility solution for urban transport. “Fueled with bio-gas, these articulated buses are practically CO2-neutral, making them equivalent to full-electric vehicles”, says Kormann. Around 1,250 buses, which is one third of Denmark’s entire local public transport fleet, operate under Movia’s flag. The transport company commissioned Arriva, Keolis, Nobina and local Danish operators as subcontractors. Arriva Danmark A/S, a 100% subsidiary of Deutsche Bahn, currently operates almost 40% of Movia’s buses. .

Scania Group Press Release / April 11, 2017 Scania’s new generation R 450 Highline truck has been given the prestigious Green Truck 2017 award in Germany by the leading trade magazines VerkehrsRundschau and Trucker. The award is based on Scania R 450’s superior fuel performance in VerkehrsRundschau’s and Trucker’s comparative on-road testing. The figures speak for themselves – an average consumption of 23.7 litres/100 km. “Sustainability, whether through alternative fuels or fuel-efficient diesel vehicles, is a key issue for Scania and its customers,” says Peter Hornig, Managing Director of Scania Deutschland Österreich. “By reducing fuel consumption, we reduce CO2 emissions and at the same time costs. Thus, sustainability and profitability go hand in hand.” Sustainable transport is profitable In VerkehrsRundschau’s and Trucker’s test, Scania was set against three competing brand tractor units with a maximum weight of up to 40 tonnes. “Ultimately, the Swedish manufacturer was able to prove its value for drivers,” the magazines wrote. “Also in terms of profitability, the Scania R 450 was not to be surpassed. No wonder the crown went to Sweden this year.” Scania introduced its new generation trucks in autumn 2016 and they have since overtaken the competition in several comparative European media tests. .

Renault Trucks Press Release / April 11, 2017 On Monday, 10 April 2017, in Renault Trucks Square in Lyon, Renault Trucks and XPO Logistics celebrated the signing of a two-year contract for the investment of tens of millions of euros by XPO Logistics in Renault Trucks “Guaranteed French Origin” vehicles. . During the ceremony, Bruno Blin, President of Renault Trucks, handed over the keys to the 2,500th Renault Trucks Euro 6 vehicle of the XPO Logistics Europe fleet to Luis Angel Gomez, XPO Logistics’ Managing Director, Transport Solutions–Europe. The new two-year contract demonstrates the strong relationship between the two companies, which dates back to 1979, and their continued commitment to French manufacturing expertise. Designed and manufactured in France since 1894, Renault Truck vehicles carry the “Guaranteed French Origin” label, a certification that promotes the expertise of its production sites located in Blainville-sur-Orne (Calvados), Bourg-en-Bresse (Ain) and Lyon (Rhône). Renault Trucks vehicles are the only trucks to carry this official certification, awarded by the association ProFrance. The label was recently renewed until 2020. XPO Logistics, one of the ten largest global providers of transport and logistics services, has long been committed to investing in trucks made in France, regularly renewing its fleet in order to provide its drivers and customers with high-performance, efficient and reliable work tools that meet the highest environmental standards. As Luis Angel Gomez, Managing Director, Transport Solutions–Europe at XPO Logistics, explained, “The renewing of our longstanding collaboration with Renault Trucks is further proof of our desire to continue investing in a “Guaranteed French Origin” fleet over the forthcoming years.” Bruno Blin, President of Renault Trucks, emphasised, “Delivery of this 2,500th Renault Trucks Euro 6 truck and the signing of this two-year contract demonstrate the confidence XPO Logistics has in our brand and the quality of French products. Our desire is to support XPO in its growth, supplying it with high-performance transport solutions that meet the demands of its customers and operations.” The 2,500 Renault Trucks Euro 6 trucks in service in XPO Logistics’ fleet are from the distribution and long-distance D and T ranges, and are used for regional, national and international transport. .

MAN Truck & Bus Press Release / April 11, 2017 Less friction, more efficiency. MAN Genuine Oil. MAN Genuine Oils are proven to provide ideal protection against wear and thus help to increase the vehicle’s service life and lower its total cost of operation. MAN Genuine Oil: small difference, big impact. .

Actually, in the old days, we were a very small vendor customer. Cummins and Eaton were our competition. Sure, we built some Cruise-liners with Cummins-Eaton drivetrains because Ryder demanded it. But we promoted the superior Mack "balanced design" drivetrain, resulting in "pedigreed" trucks representing over 90 percent of production. I recall when Air Products ordered R-models with Silver 6V92s, They...........regretted it.

Heavy Duty Trucking / April 11, 2017 The Truckload Carriers Association (TCA) reiterated its support of the current five-axle, 80,000-pound federal gross vehicle weight limit for trucks in an April 5 letter to the leaders of both the Senate Committee on Appropriations and the House Committee on Appropriations. TCA President John Lyboldt wrote the lawmakers that the association and its trucking company members are “concerned about allowing freight-shipping trucks to carry a maximum of 91,000 pounds with the addition of a 6th axle, up from the current 80,000 pounds standard.” While conceding that this idea is an attempt to improve trucking productivity, he contended that “it clearly would only benefit a minority of carriers, while forcing the rest of the industry either to divert critical resources into these new configurations or risk becoming obsolete.” Interestingly, that is often the strongest argument put up by truckload carriers that oppose liberalizing federal rules to allow 33-foot-long “turnpike” double trailers to operate on Interstate and other highways— regardless of state laws. T TCA was among the groups that lobbied Congress successfully to keep a measure allowing twin 33s from being passed in 2015. As to whether carriers should be allowed to run heavier when rigs are equipped with a 6th axle, about a year ago TCA did opt to ditch a two-policy position it had held since 2011 that called for increasing truck weight limits either by allowing a five-axle, 88,000-pound weight limit or six-axle, 91,000-pound limit. In the letter, Lyboldt detailed TCA’s concern that changing the weight limit via a 6th axles would drive up both capital and operating costs for truckload carriers while not allowing them to recoup those costs through rate adjustments. “Truckload’s shift from 48’ trailers to 53’ trailers was exactly this issue, only in reverse,” he pointed out, offering a history lesson. “Shippers who filled trailers by volume before maximizing the allowable weight put pressure on industry to move to 53’ trailers. Like the proposal today, there were pilot programs prior to it being legalized across the nation. Only half of the loads cubed out before they weighed out, yet the entire industry was forced to move.” Lyboldt said that while “the market demands ultimate flexibility from general freight haulers, those who cannot provide the service simply disappear. As has happened before, maximum capacities become the norm. Carriers are forced to adjust their equipment to accommodate 91,000/6, despite the fact that they will likely never recoup the costs of the adjustment or haul loads requiring the 6th axle.” He added that truckload carriers “simply cannot afford” a rule that would allow 91,000 pounds on 6 axles. “TCA supports a policy of no increase in truck weight,” Lyboldt stated flatly in the letter. “As an association, we will continue to examine components of increasing productivity as they arise.” Making his message crystal-clear, he added that “TCA reiterates that we are opposed to the stand-alone concept of 91,000 pounds on 6 axles; however, TCA is open to any and all discussions with key stakeholders in regards to improving overall transportation efficiency and productivity on our nation’s highways.”

UD Trucks launches the all-new heavy-duty Quon truck- promising “innovation that puts people first” with advanced solutions across five essential feature areas Ageo, Japan – April 11, 2017 – UD Trucks today launched the all-new Quon, representing a full model change for UD Trucks’ heavy-duty flagship. UD Trucks has a proud heritage that has brought many innovative products and features over the years. But at UD Trucks, innovation goes beyond new technologies. For us, innovation is a commitment to deliver the trucks and services the world needs today, adding value to our customers’ and partners’ businesses and society at large. To serve our customers and partners in an even better way, UD Trucks has over the past few years invested more than during any other period in our history in facilities, in services, in our people, and not at least in our products. The all-new Quon with associated services now moves us into a stronger position in the truck industry. Combining industry-leading fuel efficiency with dynamism and drivability, the all-new Quon offers an unparalleled driveline that delivers a smooth, stress-free and comfortable ride. Quon is equipped with advanced safety features protects the driver and cargo, but also cares for the safety of the vehicle’s surroundings. The comfortable interior lets the driver focus on driving, while the striking and dignified exterior will be a source of pride and joy for anyone in the cockpit. The all-new Quon meets the needs of transport solutions in the modern age by “putting people first” in every fine detail and pushing boundaries further than ever before through leading edge innovations. “The all-new Quon of course complies with the new and stricter emission regulations in Japan. In addition though, it also delivers better performance across the board. Equipped with the ESCOT-VI, the electronically controlled automatic transmission that is the industry benchmark, our heavy-duty flagship truly feels like a passenger car to drive. It offers a complete solution that meets customers’ needs and is sure to earn their satisfaction. Simply put, Quon now better than ever and it embodies UD Trucks promise of Going the Extra Mile for our customers” said Yoshihiro Murakami, President of UD Trucks, at the launch. Discover UD Trucks' all new Quon at https://youtu.be/Ah2KPfKh5Dg The all-new Quon has multiple unique features that combined takes trucking in Japan to an unprecedented performance level. Drivability - easier and smoother to support the driver The cockpit has been redesigned around the way it feels to use it, with operability and visibility ergonomically reengineered from the ground up. The new ESCOT-VI electronically controlled automatic transmission adopts a simple, easy-to-use straight shift pattern, further advancing the Quon’s unrivaled operability while also enhancing its ability to navigate snowy and muddy conditions. All models feature disc brakes as standard, yet another first for Japan. The disc brakes provide a swift, smooth response and outstanding braking performance. Through these features, the all-new Quon provides a comfortable driving environment allowing drivers concentrate on the road ahead. Fuel efficiency - cleaner yet more powerful for improved performance and environmental care The fuel-efficient, powerful and clean 11-liter GH11 engine complies with Japanese 2016 exhaust gas regulations, and all models achieves +5% over the 2015 fuel economy standards for heavy vehicles in Japan. The engine generates powerful torque from low revs up through a wide RPM range, making the Quon a pleasure to drive. To further support fuel-efficient driving, the Quon also features the ESCOT-VI’s Foretrack anticipatory solutions that use GPS to look ahead, as well as the Fuel Coach, a system that displays driving advice to help drivers achieve further improvement in fuel economy. Safety - safer and more reliable for the driver, cargo and surroundings The all-new Quon amongst others features the UD Trucks Traffic Eye Brake system (collision mitigation braking), which uses high-precision radar and a cabin-mounted camera for dual-monitoring of the road ahead, as well as advanced driver assistance systems including Driver Alert Support. Our new flagship is also fitted with disc brakes featuring excellent heat-release properties for superb and industry benchmark anti-fade performance. In combination, these advanced systems deliver enhancements on both active and passive safety. Productivity - more payload and greater efficiency for increased profitability Every component has been refined to realize an overall lighter vehicle, while achieving gains in load-carrying capacity of up to 200kg depending on the model. Improved ease of loading, bodybuilding efficiency and smoothness at creeping speed for approaching loading docks also reflect our uncompromising commitment to boost productivity for our customers. We have also expanded the dry wing-body variations available in the Perfect Quon range and added a refrigeration wing-body. The all-new Quon offers a highly productive range of vehicles optimized for our customers business needs. Uptime - stay on the road to minimize non-revenue generating time The all-new Quon represents a further upgrade in vehicle reliability and durability. It is easier to maintain, with a reduced number of parts requiring regular replacement and longer service intervals on genuine parts. Moreover, comprehensive UD Extra Mile Support including UD Genuine Parts and Service, the UD Trust service agreement, and UD Information Service utilizing the latest in connectivity - keeps customers’ vehicles in the best possible condition to maximize uptime.

UD Trucks Press Release / April 11, 2017 . . . . . . .

ForConstructionPros / April 11, 2017

Heavy Duty Trucking / April 11, 2017 UD Trucks has launched the all-new Quon in the Japanese market as “a full model change” for its heavy-duty flagship. Japan-based UD Trucks is a Volvo Group brand. The OEM said the new model features “industry-leading fuel efficiency with dynamism and drivability,” including a driveline designed to deliver “a smooth, stress-free and comfortable ride.” The Quon is equipped with advanced safety features as well. “The all-new Quon, of course, complies with the new and stricter emission regulations in Japan,” said Yoshihiro Murakami, president of UD Trucks. “It also delivers better performance across the board. "Equipped with the ESCOT-VI, the electronically controlled automatic transmission that is the industry benchmark, our heavy-duty flagship truly feels like a passenger car to drive," he added. "It offers a complete solution that meets customers’ needs and is sure to earn their satisfaction.” UD Trucks said the Quon boasts unique features that take “trucking in Japan to an unprecedented performance level,” including: A cockpit redesigned around the way it feels to use it, with operability and visibility ergonomically reengineered from the ground up. The new ESCOT-VI electronically controlled automatic transmission adopts a simple, easy-to-use straight shift pattern. The fuel-efficient and powerful 11-liter GH11 engine complies with Japanese 2016 exhaust gas regulations, and all models achieve +5% over the 2015 fuel economy standards for heavy vehicles in Japan. The UD Trucks Traffic Eye Brake collision-mitigation system uses high-precision radar and a cabin-mounted camera for dual-monitoring of the road ahead. Advanced driver-assistance systems, including Driver Alert Support Disc brakes feature excellent heat-release properties for superb anti-fade performance. Every component has been refined to realize an overall lighter vehicle, while achieving gains in load-carrying capacity of up to 200 kg depending on the model. Uptime is enhanced because the new truck is easier to maintain, with a reduced number of parts requiring regular replacement and longer service intervals on genuine parts. Sweden's Volvo Group, parent of UD Trucks, has production facilities in 18 countries and sells product in more than 190 markets around the world. .

The so-called police/airport security shown in the video are actually nothing less than thugs. Who would ever have thought that we'd see thugs dragging 69-year old customers off of a passenger aircraft right here in America for no other reason than to accommodate a transiting flight crew ?

Building a global automated transmission strategy Sean Kilcarr, Fleet Owner / April 11, 2017 New 50/50 joint venture between Cummins and Eaton aims to eventually build global presence in automated transmission market. The formation of Eaton Cummins Automated Transmission Technologies announced by Eaton Corp. and truck engine partner Cummins Inc. this – a new 50/50 joint venture to build automated mechanical transmissions (AMTs) for heavy- and medium-duty commercial vehicles – is part of an effort by the two companies to begin building market share with a style of powertrain that’s in high demand. Last year, for example, Volvo Trucks North America noted that the I-Shift AMT – originally for the European market in 2001 – got spec’d on 83% of its truck models sold in North America back in 2015, with higher percentages expected going forward. Add to that a report issued by the North American Council for Freight Efficiency (NACFE) several years ago that highlighted the fuel-savings potential of AMTs, along with the driver-friendly aspects of automated gearboxes, and the stage is more than set for a big changeover in powertrain selection within the global commercial vehicle market. Ken Davis, president of Eaton’s vehicle group, said that the initial focus of the Eaton/Cummins AMT joint venture will be on commercial vehicles in linehaul highway operating environments, especially where the company’s new heavy-duty AMT scheduled to be unveiled later this year is concerned. “Our next generation product is especially going to start in linehaul highway operation first, then we’ll build up to 18-speed options for other [heavy truck] segments,” he said in a conference call with reporters this week. By contrast, the focus for Eaton’s medium-duty dual-clutch AMT within the joint venture – the Procision – will be on segments such as pickup and delivery trucks and shuttle bus service, with perhaps expansion into the recreational vehicle market, Davis added. Ed Pence, vice president and general manager of the high horsepower engine business at Cummins, added on the call that the discussions about forming this joint venture started back in September 2015 as part of a strategic focal point expressed by Tom Linebarger, chairman and CEO of Cummins. Pence said Linebarger identified powertrains as a “growth market” that Cummins needed to put more focus upon – and the engine maker by that point already had a partnership established with Eaton, Pence noted, which made for a good fit. “We’ve been talking about this since the introduction of Smart Advantage back in 2013,” he explained. “This [joint venture] is the next level opportunity.” Eaton’s Davis added that, as a transmission-focused business, the joint venture will also seek to provide solution for “vertically-integrated” OEM engines as well. “We understand that in order to compete in this market, we need to integrate with OEM engines,” he stressed. “It’s very clear we’ll be integrating these transmissions with Cummins engines and OEM engines.” Cummins’ Pence emphasized that dealing with “vertical integration” is not new in the trucking industry. “We’ve been dealing with it even since the late 1970s; there’s a considerable amount of vertical-integration within the landscape of our major markets,” he emphasized. “Our strategy very much aligned with Eaton’s – build the best products with a high degree of optimization for OEMs with high performance backed up by high support. It’s a very complimentary strategy for this partnership moving forward.” In a separate call with industry analysts, Craig Arnold, Eaton’s chairman and CEO, stressed that he thinks this particular JV will deliver even more attractive returns while provided added and needed scale to Eaton. “We think business well positioned to growth in and around changes in a regulatory environment around fuel economy and emissions,” he explained. “We think it strengthens case for best address future demands for drivetrain performance.” “This is an opportunity to look at our business and ask how best we can position it to grow,” added Eaton’s Davis. “This partnership with Cummins makes sense every level and leveraging Cummins’ global presence. The main focus right now is how to accelerate growth in U.S. and then globally. Certainly as we get into this venture certainly take a look at what opportunities exist in terms synergies material and development.” “It’s about accelerating our ability to develop and deliver sophisticated products for our customers,” added Cummins’ Pence. “We’re combining and aligning the engineering expertise of Eaton and Cummins for [truck] OEMs and their end customers as well as leveraging and combining the strength of both company’s service networks. We see the 50/50 opportunity to design and sell future AMT systems and develop further value for both our companies in the future.”

United CEO Oscar Munoz's internal company message to his people. The doctor and his wife had purchased tickets and United accepted their payment........an agreement has been finalized. Then United asks them to get off the plane so that it can send a flight crew of 4 people to another city. I myself would never agree to give up my purchased seat assignment and deboard. The cruncher is CEO Munoz having the gall to call this paying customer doctor "disruptive and belligerent". Talk about the pot calling the kettle black. .

Cummins and Eaton are still living in the past, and it has cost them. Their profitability and global footprint, speaking of the truck industry, is a fraction of what it once was. The merger is arguably an act of desperation in their struggle to remain relevant.

Cummins, Eaton form AMT joint venture Sean Kilcarr, Fleet Owner / April 10, 2017 The 50/50 partnership to build automated mechanical transmissions for heavy- and medium-duty commercial vehicles should be finalized by the third quarter of 2017. Eaton Corp. and truck engine partner Cummins Inc. are now forming a new 50/50 joint venture to build automated mechanical transmissions (AMTs) for heavy- and medium-duty commercial vehicles to be called Eaton Cummins Automated Transmission Technologies. The two companies said in a statement the new joint venture should be finalized by the third quarter of this year, with Cummins consolidating joint venture results as part of its components business segment going forward. Meanwhile, Eaton gets $600 million in cash from Cummins for its 50% interest in the joint venture and will report its earnings from the venture though it vehicle group. Craig Arnold, Eaton’s chairman and CEO, noted in a conference call with analysts that the fiscal impact on Eaton’s revenue in 2017 and 2018 will be “notably muted,” with expectations for $25 million in 2017 and $200 million in 2018 as the joint venture is in “startup mode.” Going forward, however, he thinks this particular joint venture will deliver “even more attractive returns” while providing added and needed scale to Eaton’s global vehicle business. “We think that business is well positioned for growth in and around changes in a regulatory environment based fuel economy and [exhaust] emissions control,” he added. “We think it strengthens us to best address future demands for drivetrain performance. Once established, Arnold said the joint venture will design, assemble, sell and support all future medium- and heavy-duty automated transmissions for the commercial vehicle market – which includes Eaton’s current medium-duty AMT, the Procision, as well as a next generation heavy-duty AMT currently under development. The joint venture will also be tasked with marketing, selling, and supporting Eaton’s current generation of automated heavy-duty transmissions to OEM customers in North America, Arnold noted. “We’re going to continue manufacturing those heavy-duty automated transmissions but sell them through the joint venture,” he stressed. Arnolds stressed, however, that Eaton’s Vehicle Group will retain its global manual transmission, global clutch, current generation medium- and heavy-duty automated transmission business outside of North America, as well as control of its global aftermarket, light-duty transmission, agricultural transmission, and global automotive business and associated product lines. “Customers are focused on powertrain solutions that provide the best combination of technology, performance and quality,” he emphasized. “This combination puts together two of the world’s leading powertrain suppliers to position our respective businesses to develop solutions for emissions, fuel economy and ultimately performance as well.” Arnold added that Eaton has worked with Cummins for many years, which is why it’s put automated transmissions into this joint venture. “Like the Smart Advantage technology we developed years ago, this is an opportunity to build on our history and do better job of deeper integration,” he said. The joint venture will also increase Eaton’s access to global markets, allowing it to benefit from Cummins’ scale around the world. “We’re equally excited for the synergies that come with working more closely together, such as in purchasing, than we can do as independent companies.” “Our growth strategy includes expanding our product offerings and extending our global footprint by becoming the world’s leading powertrain supplier,” added Tom Linebarger, chairman and CEO of Cummins. “Our joint ventured with Eaton will deliver the most advanced automated transmissions and develop an integrated powertrain and service network that supports our customers like never before.”

Eaton, Cummins Announce Global Automated Manual Transmission Partnership Heavy Duty Trucking / April 10, 2017 A new joint venture, Eaton-Cummins Automated Manual Transmission Technologies, includes current Eaton AMTs as well as a new, heavy-duty AMT slated for introduction later this year, plus future AMT products designed for commercial vehicle markets worldwide. Building on a well-established commercial vehicle powertrain partnership, Eaton and Cummins announced the new venture April 10. The two companies will jointly design, develop, manufacture and service a global portfolio of automated manual transmissions for medium- and heavy-duty commercial vehicles. Cummins and Eaton will each own 50% of the new joint venture, and Eaton will receive $600 million in cash from Cummins for its interest. The new joint venture includes both current Eaton AMTs as well as a new, heavy-duty AMT slated for introduction later this year, plus future AMT products designed for commercial vehicle markets worldwide. Both Cummins and Eaton dealers worldwide will support the new company’s AMT products. Ken Davis, president of Eaton’s Vehicle Group, said in a conference call that the new joint venture company will develop both proprietary AMTs that are vertically integrated with Cummins diesel engines, as well as stand-alone AMTs for OEMs and for customers spec’ing non-Cummins engine solutions. Assuming the required regulatory approvals and customary closing conditions are met, the companies expect the transaction to close in the third quarter. Cummins will consolidate joint venture results as part of its Components business segment. Eaton’s Vehicle Group will retain its global manual transmission business, global clutch business, current generation medium-duty and heavy-duty automated transmission business outside of North America, global aftermarket business, light-duty transmission business, agricultural transmission business, and global automotive business and associated product lines. “Eaton-Cummins Automated Transmission Technologies brings together two strong companies that have worked together for decades, have similar values and have a shared commitment to their customer’s success," said Ed Pence, vice president and general manager of Cummins High Horsepower Engine Group. "This announcement today is a historic milestone in Cummins’ efforts to become a global powertrain solutions provider by supplying our customers the best-performing commercial vehicles possible – with that is with our own engines, or supporting proprietary OEM diesel engines.” Pence added that the new joint venture is wholly in keeping with Cummins’ historical product offerings, and will complement those existing product lines as well. “We you look at our history at Cummins and the engines, turbochargers, emissions and air-handling solutions as well as our filtration and fuel systems, we believe this new joint venture fits very well into that existing product portfolio and will give our global OEM partners even more choices to help them develop the best performing commercial vehicles they can using the specifications of their choosing.” Cummins Chairmand and CEO Tom Linebarger added, "Our growth strategy includes expanding our product offerings and extending our global footprint by becoming the world’s leading powertrain supplier. Our JV with Eaton will deliver the most advanced automated transmissions and develop an integrated powertrain and service network that supports our customers like never before.”

Transport Topics / April 10, 2017 Eaton Corp. and Cummins Inc. have agreed to form a joint venture to produce automated transmissions for medium- and heavy-duty trucks, a move that would deepen the suppliers’ longstanding powertrain alliance. Cummins and Eaton each would own 50% of the venture, to be named Eaton Cummins Automated Transmission Technologies. Cummins will pay Eaton $600 million for its stake, while Eaton will contribute the designs for its next-generation automated heavy-duty transmission, as well as its current Procision medium-duty transmission and certain assembly assets. The transaction is expected to close in the third quarter, pending regulatory approval. Craig Arnold, Eaton’s chairman and CEO, said the joint venture will better position the company’s transmission business to meet the industry’s demand for reduced emissions and greater fuel economy — largely driven by regulation — as well as improved drivetrain performance. “Our joint venture with Cummins will leverage the technical strengths and experience of two industry leaders with long histories and deep industry expertise to provide superior automated transmission technology for our global customers,” Arnold said. The combination also will expand Eaton’s access to global markets for automated transmissions, he said, adding that the joint venture will use the proceeds of the transaction to target growth opportunities. Cummins Chairman and CEO Tom Linebarger said his company’s joint venture with Eaton “will deliver the most advanced automated transmissions and develop an integrated powertrain and service network that supports our customers like never before.” The joint venture will build on the existing partnership between Eaton and Cummins. The two independent suppliers have long collaborated on product integration through their SmartAdvantage powertrain lineup, which pairs Cummins’ engines with Eaton’s transmissions. The joint venture, however, will focus on more tightly integrating transmissions not only with Cummins’ engines, but also with truck makers’ vertically integrated offerings, Arnold said. Most truck manufacturers have been heavily promoting their own proprietary engines, while continuing to offer Cummins engines as a third-party option. Cummins, based in Columbus, Indiana, is the only major independent supplier of heavy-duty truck engines remaining in the North American market. Eaton’s Arnold said much of the trucking industry’s ongoing transition from manual transmissions to automated manual transmissions already has taken place, but isn’t completely done. That broader movement toward AMTs has heightened the industry’s focus on ensuring that the engine and transmission work together in an efficient way, Arnold said. Tightening emission and fuel-economy standards also require the engine and transmission to work together in a more seamless fashion, he added. In addition to developing new products, the joint venture also will sell and support Eaton’s current heavy-duty automated transmissions in North America. Eaton will continue to manufacture those transmissions during the transition period. Meanwhile, Eaton’s Vehicle Group will retain its global manual transmission and clutch businesses, as well as its current generation of medium- and heavy-duty automated transmission products outside of North America. Eaton also will retain its light-duty and agricultural transmissions aftermarket business, as well as its global automotive business. Eaton, based in Dublin, Ireland, is a diversified supplier of power management products. The joint venture’s board and management will be composed equally of Eaton and Cummins leadership. Cummins will report the joint venture’s revenue as part of its Components business segment. Eaton will report 50% of the venture's earnings within its Vehicle segment. Arnold said the joint venture is currently in “startup mode.” As such, Eaton said it expects no material change in operating profits for its Vehicle segment in 2017 and 2018 as a result of the joint venture. It expects revenues for that segment to decline about $25 million in 2017 and fall about $200 million in 2018.

'We have United employees that need to fly to Louisville tonight. … This flight’s not leaving until four people get off.' “That rubbed some people the wrong way,” passenger Tyler Bridges said. . The Courier-Journal / April 10, 2017 Audra Bridges, one passenger who filmed the man's removal, described what happened on the flight to the Courier-Journal. She said that passengers were told at the gate that the flight was overbooked and staff appealed for one volunteer to accept $400 and a hotel stay to take a flight at 3pm the next day. [Why would any reasonable company, with integrity, sell more seats than the aircraft has?] All the remaining passengers were then allowed to board the flight - only to be told that another four people would have to give up their seats. United said four stand-by staff needed to be in Louisville for a flight the next day and the plane would not take off until they had seats. Even when the offer was increased to $800, no one volunteered. Louisville is a four-and-a-half hour, 300 mile drive from Chicago. At this point, Bridges said a manager came onboard the flight and said four 'volunteers' would be randomly selected by computer. A young couple was told to leave first, Bridges recalled. “They begrudgingly got up and left,” he said. Then an older man and his wife, who refused. “He says, ‘Nope. I’m not getting off the flight. I’m a doctor and have to see patients tomorrow morning,’” Bridges said. The man became angry as the manager persisted, Bridges said, eventually yelling. “He said, more or less, ‘I’m being selected because I’m Chinese.’” A police officer boarded. Then a second and a third. At this point the police officers yanked the man out his seat as he screamed (the video). Bridges then began recording, as did another passenger — as the officers leaned over the man, a lone holdout in his window seat. As the man, his glasses falling off his face and his clothes in disarray, is dragged out other passengers cried out in disgust: 'Come on!' ' But this was not the end of the drama. After being removed, the man broke free from the officers grasp and managed to run back on the aircraft. He was crying 'I need to go home, I need to go home.' Bridges said he reappeared on the plane with a bloody face and seemed 'disorientated'. Jayse Anspach was also on the flight. She said: 'United overbooked and wanted 4 of us to volunteer to give up our seats for personnel that needed to be at work the next day. 'No one volunteered, so decided to choose for us. They chose an Asian doctor and his wife. 'The doctor needed to work at the hospital the next day, so he refused to "volunteer." decided to use force on doctor. 'A couple of airport security men forcefully pulled the doctor out of his chair and to the floor of the aisle. 'In so doing, the doctor's face was slammed against an arm rest, causing serious bleeding from his mouth. 'It looked like he was knocked out, because he went limp and quiet and they dragged him out of the plane like a rag doll. 'Ten minutes later, the doctor runs back into the plane with a bloody face, clings to a post in the back, chanting, "I need to go home."

Volvo Trucks Press Release / April 10, 2017 Every day, Saku Simpanen uses his Volvo FH16, equipped with I-Shift with crawler gears, to transport up to 80 tonnes through ice and snow. “I have an almost perfect timber truck. If God made a better one, he kept it for himself,” he says. For English subtitles, click on the "CC" icon in the lower right corner after beginning the video.

Power Torque Magazine / April 2017 J.R Stephens & Co is the transport specialist for Brisbane’s landfill and resource recovery Moving the nation’s waste has become a highly specialised segment of the transport industry. Not only does it involve landfill and resource recovery, as the technology and infrastructure develops in an area it can lead to the creation of bio-generation plants and the production of green energy from waste products. J.R Stephens & Co was founded in 1954 in Ipswich, near Brisbane, and for 40 years moved coal. With its current fleet numbering 83 trucks and 155 trailers, the company business has diversified through the intervening years. Since the mid 90s it has focused on the requirements of the waste industry, performing the cartage of waste materials and recycling from transfer stations to landfill sites. As general manager, Nathan Stephens is the grandson of the founder and is one of several members of the family working for the company, which remains privately owned by his grandmother. The region has a long history with coal mining that dates back to 1848 when the first recorded mine was established in the Woodend area. Many of the early mines were open cut seams and many of these were developed into underground mines prior to the industry ceasing operation in 1997. After mining of the open cut seams was exhausted, the pits that remained were developed for landfill, providing new opportunity for companies specialising in waste recovery, such as J.R Stephens & Co. TrailerTorque caught up with Nathan Stephens and Glenn Steele, the company’s fleet manager, to discuss how the vehicle and trailer fleet has adapted in recent years to enable the latest design innovations to achieve higher levels of productivity and efficiency. The bulk waste cartage side of the business is centred on the movement of waste product from transfer stations to tips for landfill, glass recycling, bio-solids and scrap steel. Some of the sites are B-double accessible but others are restricted to single-trailer access with walking-floor discharge, side tipper or end-over tipper discharge. As technology improves it enables the development of other technologies such as Bio Waste generation. Companies such as Veolia are already able to generate enough electricity to power 10,000 homes per year in the local area. It is envisaged that the appeal of landfill operations will reduce, and over the next 50 years less waste will be going into landfill and more effort will be placed on recycling and more effective waste recovery to reduce environmental damage. Whatever the outcome, there remains a resource that needs to be moved. “Eighty percent of our trailer fleet is manufactured by Lusty EMS, but recently we purchased five sets of B-double Stag combinations from Brisbane-based Graham Lusty Trailers (GLT). The lead trailer in the Stag combination features a Keith walking floor with the Stag rear trailer being an end-over tipper. “Being shorter than the lead trailer, the Stag trailer is highly stable and can be tipped quickly and then jackknifed into position. At this stage the larger capacity lead trailer with the Keith walking floor can discharge completely and without any risk of instability. When unladen the Stag trailer can raise both the front and rear lift axles so that the turning circle is much better and tyre wear is minimised,” said Nathan. Director of GLT James Yerbury told TrailerTorque: “With the type of materials they were looking to haul in these trailers, the Keith walking floor system with Hardox V-9 V-Floor slats was an ideal. “The slats, bearings, sub-decks and drive units in these trailers are been given a tough workout, but we have been impressed with how well the system has stood up to the job. “From a fabrication point of view, the Keith system is easy to build around. The drive module comes pre-assembled, making it easy to install. Keith has a large range of slat profiles to choose from so they can cover a wide range of applications. Support from Keith Walking Floor Australia has also been great, providing us with solutions if we have any issues,” added James. “Including the five new GLT trailers and those from Lusty EMS, we operate around 16 or 17 walking-floor trailers and all of them use the Keith walking-floor system,” said Nathan. “There is no other manufacturer in the market that supplies a heavy-duty walking floor that can match those of Keith. They make a very good floor with high durability. Some are now seven years old and we are refurbishing them in our own workshop to replace the bearers. The other competitors for walking-floor designs have lightweight slats and lack the durability for the hard work. “We are always on the lookout for the most efficient configuration, and dependent on the application we run 60 cubic metre roll-on/roll-off bins, 48-foot walking-floor trailers, AZMEB side tippers in a B-double configuration as well as high volume RediTips from GLT. “The side tippers carry 65 tonnes while returning a 32 tonnes payload, whereas the high volume Stag trailers have a higher payload of 37 tonnes. “Although we get a bigger payload on RediTips, the downside is they take longer to unload. Rear discharge trailers are not suited for our work, which is more linked to concrete and building waste. “We do have PBS units with rigid truck and quad-dogs and quad-axle single trailers, plus for the container market we operate A-doubles that can carry 2 x 40-foot containers across the Toowoomba ranges. All our fleet is under satellite tracking monitoring,” added Nathan. Unladen weight is one of the guiding factors affecting trailer selection, and to date the company has preferred to stay with drum brakes, rather than switch to disc brakes. “We don’t run disc brakes largely because when you enter landfill sites the dust and debris can damage the disc pads and rotors,” said Glenn Steele. “The condition of landfill sites is also responsible for damaging tyres and we have to contend with a high tyre damage cost that can average between $2500 and $5000 per week, just from tyres being staked by debris. “For the on-highway trucks and trailers we use Ringtread as our supplier, with premium tyres and cleanskins such as Bridgestone, and opt for low-profile tyres in order to gain payloads of up to 30 tonnes per container. For trucks running off-road and into landfill sites, a more realistic approach is to use brands such as Triangle that stand up to the abuse and provide a better financial return on investment. In this application we use recaps for drive and trailer tyres. “We have fitted BPW axles in the past for their reliability and extended warranty, but we are now currently using Hendrickson INTRAAX for the slight gains in tare weight reductions and because of the one million kilometre warranty support,” added Glenn. J.R Stephens & Co has traditionally operated a Mack fleet, but recently the company has added 20 new Kenworths to the fleet, with T409, T409SAR and T909 models. These are powered by a combination of Cummins ISX and ISXe5 engines and the PACCAR MX 13-litre. A new T1610 SAR powered by a Cummins X15 is also due for delivery shortly. “We are not having any problems with the MX-13, which is performing well. Our intention is to evaluate them over 1.3 million km before we move them from B-double to local single life for the remaining three years,” said Glenn. “The MX-13 has fitted in well to the fleet. Apart from a few water leaks we haven’t noticed any high distance issues. Our B-double work is at 65 tonnes and we re looking to push them past 68 tonnes with HML. “We continue to operate our own service workshop to cater for the vehicles not covered by contract maintenance. Having different brands requires different tooling and different computer systems. Keeping pace with this can prove to be difficult, but it is necessary to invest in the correct equipment,” said Glenn. .

Iveco to showcase extensive range at 2017 Brisbane Truck Show Iveco Australia Press Release / April 10, 2017 Iveco Australia is looking forward to the Brisbane Truck Show and will participate with a large stand showcasing up to 10 vehicles from across the Iveco and INTERNATIONAL product line-ups. Showgoers will have access to a wide selection of trucks and vans spanning the light, medium and heavy duty weight categories including several new models on public display for the first time. Among the new vehicles will be the Euro6-rated Daily 7 tone van which not only boasts an extremely clean-running engine, but also introduces even greater safety features such as a Lane Departure Warning (LDW) system to the Daily’s already impressive standard offerings. Another model making its show debut is the recently-launched E6 Eurocargo. Having been awarded International Truck of the Year-2016, the new Eurocargo provides the premium levels of comfort, safety and efficiency befitting one of Europe’s best-selling medium duty trucks. Also representing the Iveco medium duty range is an ACCO. Manufactured in Australia using 85 per cent local content, the ACCO is a trucking industry icon and provides buyers the chance to customise its specifications along the assembly line, potentially saving owners thousands of dollars during the body build process. In the heavy market, on show will be a Powerstar 6400 HD, Stralis ATi and Stralis AS-L Series II. Both the Powerstar and Stralis AS-L models are manufactured locally using 60 and 55 per cent local content respectively. With Iveco’s recent appointment as the exclusive distributor of INTERNATIONAL Trucks in Australia, the stand will also be bolstered with three new ProStar models in day, sleeper and extended cab variants. Showgoers with an interest in off-road applications will be able to get up close to the popular Daily 4x4. The Brisbane Truck Show display truck is a dual cab model and features a range of modifications including bull bar, snorkel and auxiliary lighting. Additionally, the stand will feature a merchandise area and also play host to the star drivers from the Red Bull Holden Racing Team. Iveco Marketing Manager, Darren Swenson, said attendees at this year’s show would not leave the Iveco stand disappointed. “From the passenger car licence Daily models through to road train prime movers, Iveco has one of the broadest truck ranges available in the Australian commercial vehicle market, and the Brisbane Truck Show stand provides an excellent representation of this expansive product line-up,” Mr Swenson said. “This year we’re also excited to launch the much anticipated INTERNATIONAL ProStar range. We see the ProStar as complementing the Iveco line-up and providing our customers and prospects with an even greater choice. “It’s also pleasing to re-embed the INTERNATIONAL brand at its traditional Melbourne home, a site that Iveco has occupied since 1992.” Please visit the Iveco Trucks at stand 49 at this year’s Brisbane Truck Show.

Specialisation pays off for Holmwood Highgate Trade Trucks AU / April 7, 2017 A focus on road tankers has paid off for the Loganholme-based tanker manufacturer From humble beginnings, Holmwood Highgate now lays claims to the title of Australia’s No. 1 road tanker manufacturer. Founded by the current owner’s father in the 1950’s, the company initially focused on repairing US aluminium fuel tankers used in the Korean War before being sold off for use in Australia. Today, Holmwood Highgate specialise in the manufacture of aluminium petroleum and chemical tankers; mild steel bitumen tankers; stainless steel chemical and food-grade tankers; and aviation refuellers and hydrant carts. The company will display its tankers at the next month's Brisbane Truck Show. Tankers are built to a client’s requirements, ranging from on-site refuellers to latest PBS-approved multi-combinations. Its production and workshop facilities at Loganholme, south of Brisbane, are now manned by qualified aluminium welders, boiler makers, fitter welders, spray painters mechanics and auto electricians. Holmwood Highgate also has a separate facility in Derrimut, Melbourne, enabling it to service Australia and the Pacific. Click here to find out more about the the 2017 Brisbane Truck Show. .