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Transport Engineer / February 13, 2017 Cable-drum supplier Marlin Industries has replaced its mixed artic fleet with 11 DAF XF Superspace cab tractors and says the new vehicles have resulted in an immediate boost to productivity and fuel efficiency. Supplied by dealer Imperial Commercials, the Wrexham-based operator’s new additions are 10 XF 460 FTG 6x2x and one XF 460 FT 4x2, and were selected after a multi-brand evaluation and input from drivers. “We employ highly experienced drivers,” says Stokes. “Almost without exception, they told us the DAF XF would be their truck of choice. If you factor in DAF’s whole life cost and the impressive levels of aftersales support from Imperial Commercials which we’ve already seen, then it’s a combination that’s hard to turn down.” The trucks are supplied on a five-year funding deal with Paccar Financial – with Marlin reporting this to be the most competitive package on the market. “Although we have a gvw of 44 tonnes, we only gross out at 34 tonnes and we’re already seeing 10-plus mpg from the new DAF XFs,” says Marlin’s group transport manager Mike Stokes. “That’s extremely encouraging in just the first few weeks in operation, and much better than the old Euro 5s.” .

Scania Group Press Release / February 13, 2017 Scania has signed an agreement in principle with the Iranian province of Isfahan and Shahr-e Atiyeh investment company on the delivery of 1,350 buses for public transport for Isfahan and four other Iranian cities. The first of these new buses will be in operation at the end of 2017. Two Memoranda of Understanding have been signed in Teheran, in the presence of the Swedish Prime Minister Stefan Löfven and the Swedish Minister for EU Affairs and Trade Ann Linde, by Henrik Henriksson President and CEO of Scania, Hamid Akbari Rad Member of the Board of Scania’s Iranian partner Oghab Afshan, the Governor of Isfahan and the Managing Director of Shahr-e Atiyeh. There is a clear need to expand and renew public bus systems in Iran. With the two memoranda of understanding, Isfahan, 450 km south of Tehran, and four other leading and far-sighted Iranian cities, will get sustainable public transport solutions. Scania and Oghab Afshan will supply Isfahan with 350 buses and in the frame agreement with Shahr-e Atiyeh, up to 1,000 buses will be financed. Air pollution in Iranian cities has steadily increased in recent years, claiming lives and affecting quality of life, but also hampering economic activity. In cooperation with Iranian authorities, Scania has developed solutions that ensure that local emissions are kept to a minimum with the current fuel quality. The new buses to Isfahan and Mashhad are equipped with engine technology that offers the lowest emissions levels in the country. Iran is one of Scania’s top ten bus markets globally. Privately owned Oghab Afshan has been Scania’s bus partner and distributor in Iran since 2000. The company employs close to 1,100 persons in its Scania operations, including 860 in the bus factory. “Together with our partners, we have a strong presence in Iran with comprehensive industrial operations and an extensive service network,” says Scania’s President and CEO Henrik Henriksson. We look forward to developing this market even further to provide the best services and sustainable transport solutions to our customers.” Iran continues to be an important market for Scania. Its two established and privately owned distributors Oghab Afsahan and for trucks, Mammut Diesel, have a solid presence in the country to service customers.

Head of Daimler Trucks & Buses resigns Fleet Owner / February 13, 2017 Wolfgang Bernhard – the head of Daimler Trucks & Buses and a member of Daimler AG’s board of management – resigned last week “at his own request and for personal reasons,” according to the company. In a statement, Daimler AG noted that Bernhard “has been released from his duties with immediate effect” and that Dieter Zetsche will head Daimler Trucks & Buses until a successor is appointed. Bernhard leaves big shoes to fill on the commercial vehicle side of Daimler AG’s business. He took over the Mercedes-Benz Vans division in 2009 and then was tapped to join Daimler AG’s board of management in February 2010. Until March 2013, he served as the board of management’s member for production and procurement at Mercedes-Benz Cars & Mercedes-Benz Vans before taking over as head of Daimler Trucks & Buses in April 2013. Bernhard had championed a variety of different initiatives at Daimler AG, including the connected truck, which he believed needed to be “opened up” amongst the world’s truck makers. “We need open platforms eventually to make connected truck platform valuable to customers,” he said during an event at the company’s headquarters last year. “We have to open it to everybody.” He also believed that diesel power would remain “the most important ‘alternative’ in the United States” in terms of truck power for some time to come. “We still have 200 times more diesel stations than natural gas stations, and engines must be up for the task of hauling long distances,” Bernhard explained in a speech a few years ago. “My alternative fuel is diesel because I don’t see any replacement for diesel in the long run.” He also called for more “sensible” regulatory policies in the U.S. as well; a position that subsequently has become a major policy theme of the Trump administration. “If the EPA [Environmental Protection Agency] goes beyond the point where the customer is willing to pay for it, we are making a mistake,” he said. “The customer’s payback for buying new technology needs to be around 18 months. We should push EPA to use this rule of thumb and make sure we aren’t doing stupid things.”

Sean Kilcarr, Fleet Owner / February 3, 2017 Integration is just the stepping-off point for future fuel savings The trucking industry is experiencing three phases of powertrain development being driven in part by the Phase 2 greenhouse gas (GHG) regulations, which mandate fuel economy improvements for commercial trucks. That’s what Mike Roeth, executive director of the North American Council for Freight Efficiency, will tell you. “We’re already through the ‘smart’ phase, where the engine, transmission, and even the axles now include built-in intelligence of a sort,” he explains. “Axles themselves are not ‘smart’ in the sense that like an engine or transmission they feature computer controls. But they come in new configurations such as the 6x2 design and new ratios that give them a flexibility they haven’t had before.” Roeth says the industry is currently in the middle of what he calls the “integration” phase of the truck powertrain development track. “We’re working toward optimization of all three components—engine, transmission, and axles—and are now adding over-the-air update capability for engines and possibly transmissions at a later point,” he points out. That’s going to allow powertrains to morph into different specifications to provide optimized capabilities for obtaining the best fuel economy and performance operating in flatlands or mountains, for example, all without having to change out powertrain hardware to gain those benefits. Prognostication Now, the industry is entering into the third phase of this powertrain evolution process by adding what Roeth dubs “topographical adjustment” capability to the powertrain. “We’re letting the powertrain—the engine and transmission, even the axles to a degree—determine the best rpm, gearing, etc., based on the topo­graphy details it is being fed,” he says. At Navistar, route details are already being programmed into the powertrain on the front end to allow it to improve fuel economy, says Jim Nachtman, on-highway marketing manager. “I think, for us, we are as far as we can go in terms of programming in road terrain for pre­determined routes,” he explains. “Going forward on that level, it’s about improving the algorithm controlling the engine and engine braking to fine-tune fuel savings.” Nachtman says adjusting the shift schedule of the transmission itself with real-time data, literally integrating it with telematics, is next. “That is the next opportunity,” he explains. “There’s work being done here, but it’s where the biggest opportunity for integration remains.” Alex Stucky, global strategy manager for commercial vehicle transmissions at Eaton Corp., adds that truck makers and suppliers are tapping more deeply into real-time and real-world data on the engineering front so they can improve and better integrate component design. “The key is that we are now sharing more proprietary information over a wider course of [truck] duty cycles,” he explains. “We’re also expanding that integration down the drivetrain by sharing more information with axle manufacturers, for example, to gain more visibility across all the powertrain components and how to make them work together better as a single system.” Cummins Engine highlighted the importance of powertrain integration as part of the rollout of its 2017-compliant “X Series” engines. The heavy-duty X15 Performance Series and the X15 Efficiency Series went into production at the end of 2016; the X12 medium-duty engine starts production this year. The X15 Efficiency Series is tuned to provide maximum fuel economy, the company says, noting that it delivers 3% better fuel economy versus 2016 equivalent models and an improvement of over 10% versus 2010 equivalent displacements. The X15 Efficiency Series is rated at 400 to 500 hp. and delivers 1,450 to 1,850 lbs.-ft. of torque. By contrast, the X15 Performance Series is focused on providing more power, especially for heavy loads. It’s rated between 485 and 605 hp. and delivers 1,650 to 2,050 lbs.-ft. of torque. Finally, the X12 medium displacement engine from Cummins weighs in at just 2,050 lbs., cranks out 350 to 475 hp., and delivers 1,250 to 1,700 lbs.-ft. of torque. All three engines are integrated with the Cummins EcoFit Single Module after­treatment system, which is up to 60% smaller and 40% lighter than the previous two-stage units. Added benefits can be gained via the SmartAdvantage integrated power­train Cummins offers with Eaton to allow major fuel savings now and in the future, explains Srikanth Padmanabhan, president of Cummins’ engine division. “By precisely adjusting to grade, vehicle weight and throttle position, together with features such as ADEPT, SmartCoast and predictive cruise control, we can make every driver an expert,” he says. Eaton’s Stucky adds that the Smart­Advantage powertrain is also being offer­ed as a multi-torque model compatible with Cummins SmartTorque2 functionality. It is available in both ISX15 SA and X15 SA engines rated up to 500 hp. and 1,550 to 1,850 lbs.-ft. of torque and will not require the use of a transmission cooler. “The 1,850 lbs.-ft. rating has been added to provide customers with improved grade capabilities and acceleration,” he explains, boosting truck performance in tough spots such as highway on-ramp entrances. And Stucky stresses there still remains lots of room for making improvements in terms of fuel savings and performance. “We keep building on our relationships, and we keep finding little nuggets of savings,” he emphasizes. “Take SmartCoast or neutral coast. For a while, that was difficult to accept—shifting a tractor-trailer going down the road at highway speeds into neutral—but now we do.” Stucky adds that there are probably other features like that out there that haven’t been discovered yet. “Those will develop from further integration opportunities over the next couple of years, especially in terms of meeting GHG targets,” he says. Sean Waters, director of compliance and regulatory affairs for Daimler Trucks North America, says that’s one of the good things about the Phase 2 GHG rules. According to Waters, the key parts that make the Phase 2 GHG rules “good rules” from the OEM’s perspective are its long lead times—with compliance deadlines of 2021, 2024, and 2027—along with flexibility in terms of deploying solutions to meet the rules’ fuel economy targets. “There are lots of different things we can do; we’re allowed to mix and match features,” he explains. “We are also not forcing customers to buy specific technologies. That’s why we don’t think there will be any ‘cliff events’ or prebuys due to the rules.” Mapping it out Having that road map established for the long term—in the case of the Phase 2 GHG rules, for the next decade—is beneficial, though that doesn’t mean complying with the rules from a powertrain standpoint is easy by any means. That’s in no small part because the Phase 2 GHG rules themselves number over 1,600 pages in length; there are between 4,000 and 5,000 pages worth of supporting documents. “It will be a challenge. These are tough standards that will cost a lot of money for R&D, but they are achievable,” Waters notes. The federal government is helping underwrite some of that research and development cost via the funding of SuperTruck projects through the Dept. of Energy (DOE). Those projects—cost-shared public-private partnerships that involve OEMs such as Volvo Trucks North America (VTNA) among many others—are helping to step up improvements in powertrain hardware as well, specifically engine design. “SuperTruck resources were used to develop our new common rail fuel system, wave piston, and turbo compounding system, all part of our 2017 powertrain lineup,” notes John Moore, VTNA’s marketing product manager for powertrains. “The resources provided by the DOE allowed us to gain greater efficiency, along with a deep reduction in cylinder soot output, and also taught us how important the entire vehicle is in gaining higher fuel efficiency,” he adds. Moore notes that the project combined tractor and trailer aerodynamics with low rolling resistance tires, lightweight carbon fiber vehicle components, and increases to the “brake thermal efficiency” of the engine by using waste heat recovery technologies. Those efforts, in tandem with the GHG regulations and “competitive market forces,” will drive further intensive integration efforts among truck OEMs over the next few years, he notes. “Smarter integration between the engine, transmission and axles, which in turn improve fuel efficiency, is demanded by our customers and required by impending GHG rules,” he continues. “On the horizon, rear axle ratios below 2.2 in combination with overdrive will drive fuel efficiency even higher for highway applications.” Such “smarter integration” also in­cludes broader links between the power­train and GPS to anticipate powertrain loads created by topography. “I-See, Volvo’s predictive cruise released this year, does just that,” Moore notes. “On the radar is ‘smart programming’ to help engine torque better match load conditions in demanding mountainous conditions, with parameters then switched back once you return to a level road. Such ‘telematics gateways’ will also help drivers find better routes with less congestion in real time.” A big positive The final Phase 2 GHG rule package is straightforward and positive, says DTNA’s Waters. “Ultimately, we decided we really like this rule,” he explains, primarily because the flexibility built into the rules will help motivate the development of technology for real-world fuel economy gains. “That’s a big positive. There will be better total cost of operation for customers in the long run. We’re confident we can do that,” Waters says. Most OEMs remain mum on what it will cost to comply with the Phase 2 rules and how much will be added to the base sticker price of a Class 8 truck. The Environmental Protection Agency projects a two-year payback window for linehaul operations because of fuel savings from these technological improvements, and Waters believes that projection is fairly accurate. “We think that’s a reasonable payback period,” he says. “We think we’ll be delivering a value package that will reduce total cost of operation for the customer.” Integration in the real world Back in 2013, paccar followed an integration path blazed by Cummins Engine Co. and Eaton Corp. by developing an integrated powertrain package called APEX that paired a Paccar MX-13 engine with Eaton AMT transmission units. This initial combination featured optimized shift calibration, weight savings, and proprietary control logic that resulted in an improvement in fuel efficiency of up to 4%. Flash forward four years and now Paccar is rolling out enhancements to its MX-13 and MX-11 engines that include a new single-cylinder air compressor, variable displacement oil pump, and variable speed coolant pump. The OEM also extended the oil and fuel filter change intervals from 60,000 mi. to 75,000 mi. for those engines, and it introduced a single-canister aftertreatment system much like Volvo’s EATS (exhaust aftertreatment system), which reduces weight by 100 lbs. How does any of that help fleets, especially those that don’t operate for extended lengths of time at steady-state highway speeds? The answer can be found with Reliable Trucking, a construction fleet that hauls dirt, aggregate, cement, and fly ash, among other material, in the San Francisco Bay Area and in the Sacramento Valley. Reliable recently started spec’ing lightweight Kenworth T880 tractors equipped with MX-11 engines integrated with Eaton Fuller UltraShift Plus AMT. By switching to an 11L versus 13L engine, the fleet sliced 400 lbs. from its overall truck weight, with another 100 lbs. tacked on from other spec’ing changes. By using an integrated powertrain built around the MX-11, which generates 430 hp. with 1,550 lbs.-ft. of torque, Reliable didn’t sacrifice on performance yet saved on fuel. “We’re getting the same pulling power as we were with our previous engine but with better fuel economy. That can mean up to $1,000 a year in fuel savings per truck,” Joe Sostaric, Reliable’s general manager, says. “Those are big numbers with a big payback. And when you can increase your payload by 2%, you’re talking substantial dollars. This is a very competitive business.” Gary Wagner, one of Reliable’s drivers, has been operating trucks for nearly 30 years. He notes that switching from a manual to an AMT connected to a smaller engine in Reliable’s trucks didn’t rob him of performance. “I’m never left begging for power with the MX-11 combination,” he says. “I can’t tell the difference between this and the bigger MX-13 engine we were driving before.”

Chevy's 2017 Cruze diesel hits milestone with 52 mpg highway rating Automotive News / February 13, 2017 The 2017 Chevrolet Cruze Diesel will achieve the highest highway fuel economy of any non-hybrid/electric vehicle on the market. General Motors said Monday the EPA certified the compact sedan at up to 52 miles per gallon highway and 30 mpg city when equipped with a six-speed manual transmission. The car with an available nine-speed automatic transmission is certified at an EPA-estimated combined fuel economy of 47 mpg highway and 31 mpg city. The combined fuel economy for both the manual and automatic transmissions is 37 mpg, the company said. The car is powered by a new lightweight, 1.6-liter inline four-cylinder turbodiesel engine offering 137 hp and 240 pounds-feet of torque. Pricing for the diesel-powered Cruze starts at $24,670, including $875 for shipping. GM has begun shipping the car to U.S. dealers. A hatchback version of the car will follow later this year for the 2018 model year, GM said. “Chevrolet is dedicated to offering customers a wide range of propulsion options,” said Steven Majoros, director of Chevrolet marketing. “We know there are customers looking for the right combination of fuel efficiency, driving dynamics, fuel type and more.” GM product development chief Mark Reuss hinted that the diesel-powered Cruze would achieve higher than 50 mpg highway at the 2017 Detroit auto show. The car is GM’s first non-hybrid vehicle since the Geo Metro XFi (rebadged Suzuki Cultus), with a 1-liter, 3-cylinder engine, in the 1990s to get an EPA-certified fuel economy rating of at least 50 mpg on the highway.

Chevrolet Cruze Diesel Sedan Gets Up to 52 MPG Car & Driver / February 13, 2017 Despite all the Volkswagen muck that has besmirched diesel power, Chevrolet is one of the manufacturers that are sticking with the alternative powertrain and pushing forward with new models. Chevrolet is once again launching a diesel option for the latest generation of its compact, the Cruze, and its just-announced EPA ratings of up to 52 mpg highway should raise some eyebrows. The diesel’s fuel-economy numbers are notably better than the gasoline-powered model’s. According to the EPA, the Cruze diesel sedan paired with a six-speed manual transmission (yes!) gets 30 mpg city, 52 mpg highway, and 37 mpg combined. With a nine-speed automatic, the figures are 31 mpg city, 47 mpg highway, and 37 mpg combined. The gasoline-powered Cruze with manual transmission is rated at 28 mpg city, 39 mpg highway, and 32 mpg combined and with automatic gets 30 mpg city, 40 mpg highway, and 34 mpg combined. The engine in the Cruze diesel is a turbocharged 1.6-liter inline-four, and Chevrolet says it makes 137 horsepower and 240 lb-ft of torque, although it did not specify where in the rev range those numbers occur. As we previously reported, the Cruze diesel sedan starts at $24,670 with the manual transmission and $26,270 with the automatic. The diesel engine also will make its way into the Cruze hatchback for the 2018 model year. With the Golf and Jetta diesels gone for good, the Cruze is now the only compact car to offer such an engine, so it has that part of the market cornered. Is this where disaffected TDI buyers will come to find solace? Chevrolet must hope so. Photo gallery - http://www.caranddriver.com/photo-gallery/tdi-tonic-chevrolet-cruze-diesel-sedan-gets-up-to-52-mpg

Wireless charging J2954 testing to 11 kW in 2017 for LD, HD starting up to 250 kW; autonomous charging and infrastructure proposal for California Green Car Congress / February 13, 2017 SAE International is working to ensure that electric vehicle wireless power transfer systems from diverse manufacturers will interoperate seamlessly with each other to prepare for commercialization in 2020. The SAE TIR (Technical Information Report) J2954 provides guidance to ensure performance and safety of Wireless Power Transfer (WPT) Systems provided from one vendor as well as interoperability when parts of the system are provided from different vendors. SAE International is engaged with the Idaho National Lab and US Department of Energy (DOE) in bench-testing of WPT 3 (11 kW) levels in 2017, said Jesse Schneider, chair of the SAE J2954 task force, in his presentation at the SAE 2017 Hybrid and Electric Vehicle Technologies Symposium last week in San Diego. In addition, eight OEMs have light-duty vehicle testing planned to begin in third quarter for WPT 1-3 which is scheduled to be completed in 2018. In December 2016, interoperability between the so-called Double D (DD) and Circular Topologies was demonstrated between 3.7 to 7.7 kW (WPT 1 and WPT 2 power levels) with efficiencies exceeding 85-90% under aligned conditions. (Earlier post.) The Recommended Practice SAE J2954 will also contain guidance for vehicle alignment methods and determine a common location for the wireless charging ground assembly. Currently, magnetic field alignment through triangulation using the existing coils and alignment using an auxiliary antenna are being evaluated for this decision. The goal is to provide one methodology to align in order to be able to charge with high efficiency all SAE J2954 stations. This is for both manual (self-parking) and autonomous (automated) alignment possibilities. It is important to know that the only way to charge an autonomous vehicle automatically is to use wireless charging and SAE J2954 Recommended Practice will standardize this. —Jesse Schneider Further, SAE International has made a proposal to Electrify America to start a build-out of multiple hundreds of Light Duty Wireless Chargers starting in 2019 in public locations in California and ZEV states in three stages. The first stage, for light duty vehicles, creates an infrastructure based on J2954 (for example in malls, large workplaces, condominium complexes, etc). SAE also proposes 100 Heavy Duty Chargers in 2020 based on SAE J2954/2 (for example public transit agency, truck stops for anti-idling, etc.) in 2021 to create a wireless charging infrastructure with alignment communications for autonomous vehicles (for example, taxi fleets). This will also help independent organizations or government organizations to quantify how much wireless charging may increase the eVMT (electric Vehicle Miles Traveled) for wireless charging (inductive charging) vs. plug-in (conductive charging) electric vehicles. This could also be quantified in the form of a CO2 reduction potential by implementing wireless charging both in the home and in public locations. In addition, this could also provide some data to help to understand the potential of wireless charging to reduce the pulse in criteria pollutants emitted with the engine cold start of a range extender engine. (The last, noted Ryan Hart from the California Air Resources Board (ARB) in his talk at the SAE symposium, is not a negligible problem.) With a coordinated preliminary rollout of this technology, statistical information to gauge customer acceptance of both this new charging methodology as well as increased acceptance of the electric vehicle (for instance with convenience less or no range anxiety using wireless charging) can be gauged. Additionally, the heavy-duty wireless charging standardization initiative SAE J2954/2 is kicking off on 10 February in San Diego following the SAE symposium to standardize wireless power transfer at 50 kW-250 kW. This is to address opportunity charging at bus stops (similar to the Scania testing in Sweden, (earlier post). In addition, the meeting will launch an investigation of the optimized wireless charging power level to offset idling for heavy duty trucks at truckstops (and address the anti-idling laws). .

Chevrolet 2017 Cruze Diesel EPA-rated at 52 mpg highway, 37 mpg combined Green Car Congress / February 13, 2017 The 2017 Cruze Diesel Sedan (earlier post) fitted with the six-speed manual transmission offers an EPA-estimated highway mileage of 52 mpg (4.52 liters/100 km)—the highest highway fuel economy of any non-hybrid/non-EV in the US. The six-speed manual model returns an EPA-estimated city mileage of 30 mpg (7.83 l/100 km), resulting in 37 mpg (6.35 l/100 km) combined. Cruze Diesel with the nine-speed automatic achieves an EPA-estimated highway economy of up to 47 mpg and 31 city mpg, which results in 37 mpg combined. The 2017 Cruze Diesel Sedan, due to go on sale this spring, features a new B20-capable Ecotec 1.6-liter inline four-cylinder turbo-diesel engine—already proven in Europe and other global markets—offering an SAE-certified 137 horsepower (102 kW) and 240 lb-ft of torque (325 N·m). Cruze Diesel passed all stringent US environmental standards and validation, including Tier 3 Bin 125 emissions standards. The EPA Tier 3 Bin 125 (California LEV III ULEV125) calls for 125 mg/mi of NMOG + NOx, and 2.1 g/mile of CO2. Under Tier 3, the numerical value of the seven bins corresponds to the NMOG + NOx milligram limit. The bins are 160; 125; 70; 50; 30; 20; and 0. The former individual NMOG and NOx limits were combined under LEV III and Tier 3 to provide vehicle manufacturers additional flexibility in meeting the combined limit values rather than the individual limits required under the older LEV II or Tier 2. By 2025, when it is fully implemented, LEV III will result in a 75% reduction in NMOG plus NOx emissions across the California fleet; the federal fleet achieves an 80% reduction in NMOG + NOx and a 70% reduction in PM with Tier 3. Based upon the EPA highway estimate, Cruze Diesel with the six-speed manual transmission has an estimated range of up to 702 highway miles on one tank of diesel fuel. Buyers will be able to option their Cruze Diesel Sedans with either a standard six-speed manual or a new, optional Hydra-Matic nine-speed automatic transmission that includes fuel-saving stop/start technology. A suite of connectivity features includes available OnStar with 4G LTE connectivity and built-in Wi-Fi hotspot and available Android Auto and Apple CarPlay compatibility through Chevrolet MyLink. Pricing for 2017 Cruze Diesel Sedan starts at $24,670 including $875 destination charge. Base price of the entry-level gasoline-powered Cruze is $17,850. Cruze Diesel Hatch will follow Cruze Diesel Sedan later this year for the 2018 model year.

Now this.....it should read "too, not "to" Wrong "no challenge is to great." Correct "no challenge is too great." .

Certainly not my area of expertise, but it appears that the Oroville's weakness is by design, in that it is an earthfill "embankment dam". In my mind, this type of dam carries with it more risks. https://en.wikipedia.org/wiki/Embankment_dam

Well done.

There was an minor issue, but Barry has resolved it. I run Firefox (as does Barry) and have not encountered any problems using it. If you run Firefox with the add-ons BetterPrivacy, Ghostery, NoScript and uBlock Origin, you'd be hard pressed to find a more secure browsing experience.

Nearly 200,000 people told to flee crumbling California dam spillway Reuters / February 13, 2017 Evacuation orders for nearly 200,000 people living below the tallest dam in the United States remained in place early on Monday after residents were abruptly told to flee when a spillway appeared in danger of collapse. Authorities issued the evacuation order on Sunday, saying that a crumbling emergency spillway on Lake Oroville Dam in north California could give way and unleash floodwaters onto rural communities along the Feather River. "Immediate evacuation from the low levels of Oroville and areas downstream is ordered," the Butte County sheriff said in a statement posted on social media. The California Department of Water Resources said on Twitter at about 4:30 p.m. PST (0030 GMT Monday) that the spillway next to the dam was "predicted to fail within the next hour." Several hours later the situation appeared less dire, as the damaged spillway remained standing. The state water resources department said crews using helicopters would drop rocks to fill a huge gouge, and authorities were releasing water to lower the lake's level after weeks of heavy rains in the drought-plagued state. By 10 p.m., state and local officials said the immediate danger had passed with water no longer flowing over the eroded spillway. But they cautioned that the situation remained unpredictable. "Once you have damage to a structure like that it's catastrophic," acting Water Resources director Bill Croyle told reporters. But he stressed "the integrity of the dam is not impacted" by the damaged spillway. Asked about the evacuation order, Croyle said "It was a tough call to make." He added: "It was the right call to make." 'DO NOT TRAVEL NORTH' Butte County Sheriff Korey Honea told an earlier news briefing he was told by experts that the hole forming in the spillway could compromise the structure. Rather than risk thousands of lives, the decision was made to order evacuations. Officials said they feared the damaged spillway could unleash a 30-foot wall of water on Oroville, north of the state capital Sacramento. They said evacuation orders remained in place for some 188,000 people in Oroville, Yuba County, Butte County, Marysville and nearby communities and would be re-evaluated at dawn. The Yuba County Office of Emergency Services urged evacuees to travel only to the east, south or west. "DO NOT TRAVEL NORTH TOWARD OROVILLE," the department warned on Twitter. Evacuation centers were set up at a fairgrounds in Chico, California, about 20 miles northwest of Oroville, but major highways leading south out of the area were jammed as residents fled the flood zone and hotels quickly filled up. Javier Santiago, 42, fled with his wife, two children and several friends to the Oroville Dam Visitors Center in a public park above the dam and the danger zone. With blankets, pillows and a little food, Santiago said: "We’re going to sleep in the car." The Oroville dam is nearly full following winter storms that brought relief to the state after four years of drought. Water levels were less than 7 feet (2 meters) from the top of the dam on Friday. State authorities and engineers on Thursday began releasing water from the dam after noticing that large chunks of concrete were missing from a spillway. California Governor Jerry Brown asked the Federal Emergency Management Agency on Friday to declare the area a major disaster due to flooding and mudslides brought on by the storms. The earthfill dam is just upstream and east of Oroville, a city of more than 16,000 people. At 770 feet (230 meters) high, the structure, built between 1962 and 1968, is the tallest U.S. dam, exceeding the Hoover Dam by more than 40 feet (12 meters). Photo gallery – http://www.reuters.com/article/us-california-dam-idUSKBN15S04W Video - https://www.theguardian.com/us-news/video/2017/feb/13/tallest-dam-in-us-on-brink-of-bursting-aerial-video

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Power Torque Magazine / February 2017 It’s often said that the Australian road transport operation is one of the most efficient in the world. Certainly, other countries envy our ability to run B-doubles and road trains, already one jump ahead of the Europeans with their single semitrailers. While the Europeans are experimenting with the idea of platooning, we are already way past the idea of having multiple prime movers, each running with one trailer, travelling so closely to each other that every one in the group relies on autonomous technology intervention to avoid an accident. With multiple trailer combinations such as we operate in road train application, Australia offers the productivity that Europe is trying to achieve, but with the added benefit of using just one high-horsepower prime mover out the front hauling multiple trailer combinations. The advent of Performance Based Standards (PBS) has resulted in further opportunities to improve productivity, aligned with higher safety standards. But in order to take advantage of what PBS approval can offer, it takes an operator with foresight and determination to carry through a project from the ideas stage to completion. Melbourne-based Maxwell Freightlines (MFL) has taken delivery of two new A-double PBS High Productivity trailer sets, adding to its growing interstate linehaul fleet. Developed in conjunction with Vawdrey Trailers and the NHVR, these first two A-double combinations are soon to be joined by a further two combinations, and, as they prove their effectiveness, there are further orders in the pipeline. The A-double road train combinations are at 30 metres in length and can run up to HML weights of 85.5 tonnes, providing exceptional efficiency possibilities to MFL’s expanding customer base. Coupled with the latest IAP Tracking technology and safety equipment including EBS, ABS, roll stability and E-Max weighing systems, the commencement of these A-double combinations on interstate running from Melbourne places MFL at the forefront of efficiency and safety. The attraction of improved productivity and efficiency means that for every two A-double road trains brought into the fleet, the company is able to carry the same volume and weight that previously required three B-doubles. Given that the industry is very concerned about current, and in particular future driver shortages, this initiative is capable of going a long way to assisting Australian operators to handle the forecast increase of the freight task. MFL is not the first operator to run A-double road train combinations from the eastern states, as NSW-based Hills Tankers is using A-doubles to carry up to an increase of 30 percent in payload. This is achieved while offering a greatly reduced carbon footprint and benefiting the environment with the lowest emissions per tonne of carbon carried on an Australian road today. With EBS and ABS throughout the entire combination, Hills Tankers is using Volvo FH prime movers that incorporate all the latest levels of driver intervention technology such as adaptive cruise control, blind-spot alert and Wabco reverse warning systems. What makes the MFL A-double operation unique is how the company took up the challenge itself to organise all the necessary planning and approvals of road and bridge weight analysis through a two-year consultation programme with local authorities and shires. Once the approvals were granted, it enabled MFL to become the first Victorian-based transport operation to commence an interstate A-double road train service from Melbourne. In similar fashion to the experience of Hills Tankers, MFL is therefore able to benefit from the increased productivity of the A-double concept, that in MFL’s case enables it to operate as two 20-pallet trailers within a 30 m overall length. The Vawdrey Titeliner trailers were built specifically for this operation with a focus on low tare weight to achieve maximum payloads. Total operating flexibility is also ensured through the new trailer sets being supplied in straight-deck and in drop-deck configuration incorporating two mezzanine decks. Using Hendrickson INTRAAX axles with HXL7 hubs, the Vawdrey Titeliner trailers feature Super Strap load restraint curtains, lightweight aluminium extruded floors and alloy gates throughout, plus Alcoa alloy wheel rims. Jost Australia was selected to provide landing legs and fifth wheel couplings, with the dolly featuring a Jost JSK37 greaseless fifth wheel. Lighting is by Hella Australia, and Emax Air-Weigh digital on-board weighing systems are featured throughout the trailers and dolly. The A-doubles are currently able to operate at CML weights of 81.5 tonnes, and this weight level may be subject in the future to an increase to 85.5 tonnes once further bridge assessment reviews have been completed. The prime movers are themselves rated for road train application at 90 tonnes. MFL has never been afraid to pioneer different ideas in transport, with experience in operating quad/quad skeletal trailers and B-doubles. Since MFL was established in 2008, the MFL fleet has grown to its current position where it operates more than 30 interstate linehaul rigid and B-double combinations. Because of the overall length restrictions applicable to A-double combinations, the company has moved from its traditional selection of Mack prime movers to that of Volvo FH and Kenworth K200 6×4 units. As Tony Tomarchio, general manager of Maxwell Freightlines, told PowerTorque: “Above all, we pride ourselves on our service and safety records. We had to find different ways of being more productive and responsive to the needs of the industry. “We are a general freight carrier, not an express freight operation. From a profitability point of view we have done the numbers and it comes down to how the A-doubles fit in to our style of operation. “We know the future of transport is to have less combinations on the road, where two A-double units can carry the same load as three B-double combinations. “As the A-doubles come into play, bonneted trucks are not going to suit this application, so cabovers are the future for this type of operation. “For our B-double operation we currently run Macks rated at 650 hp, Volvos rated at 700 hp and Kenworths rated at 600 hp, all fitted with automated manual transmissions (AMTs). We fit all cabs with TVs and fridges and we try to get the biggest bunks we can, as driver comfort is very important to us. At the end of the day, that is their workplace. We don’t do two-up anywhere and where possible we work to a one-driver/one-truck regime. “In A-double application the Volvo FH700 and Kenworth K200 with PBS approval authorised by the NHVR have produced an exceptional focus on safety, with Wabco EBS, ABS, roll stability and Emax Air-Weigh onboard weighing systems. We also include adaptive cruise control, lane departure warning and blind-spot monitoring systems. “We don’t need to upgrade our horsepower and torque ratings to move from B-doubles to A-doubles, but the prime movers are not interchangeable between the two different applications. “Under PBS requirements the prime movers have to be designated to run with the A-double combination and are limited to a maximum road speed of 90 km/h, with different gear ratios and final drives. “All have IAP units so we are able to monitor everything, and we aim to maintain a one driver per truck system,” added Tony. The difference in vehicle specification due to the higher weights of PBS-approved A-doubles and the maximum permitted road speed of 90 km/h sees a typical rear axle ratio of 4.56:1 for Kenworth and 3.78 for Volvo. The prime movers operating currently on B-double work have diff ratios of 4.33:1 for Kenworth, 3.4:1 for Volvo and 3.73:1 for Mack. In terms of tyre fitment, MFL has a tyre maintenance programme administered by Samuels Tyres running with Kumho KRT01 275/70R22.5 tyres on the trailers with inflation pressures of 90 psi. The fitment of Hendrickson TIREMAAX PRO automatic tyre inflation systems, as standard, safeguards tyre performance and the average tyre life is said to be 250,000 to 300,00 km. Other tyre preferences include Michelin Multi-D and Bridgestone M766 drive tyres, running at inflation pressures of 95 psi, and Toyo steer tyres. Haulmax 11R22.5 sized tyres are fitted to the road train dolly. “With the fleet consisting predominantly of new prime movers, the service requirements are completed under a contract maintenance programme with the manufacturer through the local dealership network,” said Tony Tomarchio. “That gives the benefit of a complete paper trail. We know how it works out on a fuel economy basis. If you know your fixed costs then you can lock in for that TCO with just a few variables. With a locked-in contract maintenance programme in place for 48 or 60 months, dependent on the application, you know your costs. “The Volvos are slightly better on fuel with little variation between KW and Macks in B-double work. We think that in the long term Volvo might be superior, but we have not been running them for long enough at this stage, with all of them being at Euro 5 emissions levels with AdBlue. The Kenworth K200s are good on AdBlue, usually around 4.0 percent of fuel use. It doesn’t vary much. “Driver training takes a high priority in MFL, with regular requirements for medical checks, and alert systems in place for upgrades and renewals. We don’t have a major driver turnover, which is to our advantage. “The drivers are very accepting of the new safety intervention systems. They appreciate they are there to assist them, and if this technology is available why would we not introduce it? It’s part of our usual business regime to have the safest, most cost effective vehicles on the road. “We are not an express freight operation so our trucks are generally off the road at midnight. We keep the drivers to a regular regime as the safest way to operate and have found that in the long term it pays dividends. All the things we need to do ensure our safety and the safety of our drivers,” added Mr. Tomarchio. .

Power Torque Magazine / February 2017 Two years since the preview of the International ProStar at the last Brisbane Truck Show, IVECO is starting to ramp information as to the detailed specification of the trucks that form the return of the American brand name to the Australian market. The key to its intended success from day one depends on the work completed by the engineering team to ensure that the Pro-Star is not just viewed as a right hand drive version of an American truck, but is engineered to incorporate design changes that will enable the Pro-Star to rival any other existing conventional on the Australian market .These attributes are focussed on durability, class-leading aerodynamics, good visibility and excellent ride and handling. Having worked on the development of the CAT Truck for the Australian market, Adrian Wright, in his new role of International’s local Engineering Manager, says the project followed a comprehensive integrated product development process that left nothing to chance. “We began by working out the key requirements for this market,” he said. “Obviously, one was RHD – fortunately the cab was designed from the outset to accommodate either LHD or RHD, so we had a solid place to start from, we also wanted a short bumper to back of cab for B-double applications, and a 15 litre 550 horsepower engine.” “The Cummins X15 was the obvious choice – it is the evolution of the ISXe5, an engine now well proven in Australian conditions.” Cummins have the local expertise on the 15 Litre SCR engine, Australia being the lead market where the engine platform was introduced, and the company assisted with both the engine installation and certification and testing. The ProStar models will be aimed at operational requirements in the truck and dog segment and will be suitable for 34 pallet B-double, 36 pallet B-double and even B-triple and two trailer road train work. Other benefits of the model include superior aerodynamics when compared to other bonneted vehicles, resulting in up to a 10 per cent drag reduction – this combined with the latest engine technology from Cummins has shown impressive fuel consumption figures in local trials. As well as aiding aerodynamics, the sloping hood provides exceptional forward visibility, while the interior cabin has been designed to provide a more car-like driving position with optimised ergonomics for reduced driver fatigue on extended hour routes. .

Big Rigs / February 12, 2017 IVECO reckons it's done well in the Australian market through the past 12 months with its revitalised product range combined with increased management stability and growing professional Dealer Network. This has reflected extremely positively in Australia and New Zealand, with IVECO achieving a combined full year volume growth of over 25 per cent in 2016. IVECO New Zealand recorded its best sales performance on record, with a 45 per cent volume increase on 2015 full year results. In Australia, IVECO achieved a 6 per cent full year volume increase, the brand's best sales performance since 2013. IVECO Australia Marketing Manager Darren Swenson said the company was pleased with the result as it marked a turnaround for the brand and would help build a foundation for additional future growth. "The last two to three years has seen considerable change at IVECO, a new management structure has been implemented, our manufacturing facility has undergone restructuring and there has been considerable time and effort devoted to better meeting the needs of our customers,” Mr Swenson said. "Wholesale changes of this nature obviously take time to effect, so it's exciting to already be seeing some early benefits as an organisation as well as for our customers.” Boasting one of the widest product ranges of any manufacturer in Australia and New Zealand, from car-licence van and cab chassis through to road train-capable prime movers (Australia only) and an off-road range second to none, IVECO will continue with its new model releases and product upgrades into 2017. Due for launch this year is the award-winning Euro6 Eurocargo, International Truck of the Year 2016, while Daily van, cab chassis and Daily 4x4 models would also benefit from upgrades along with selected Stralis variants to name just a few. Exciting new products aside, Mr Swenson also nominated the brand's continued investment in its Dealer Network and promoting its aftersales products and services, as key priorities for 2017. "The Dealer Network has grown markedly over the past 12 months and now encompasses over 60 outlets comprising of full line, light duty and parts and service outlets,” he said. "This number will expand in 2017 with additional strategic appointments and the further evolution of existing outlets. "Similarly, through our successful 'Trusted' messaging, we'll further promote the brand's aftersales offerings in an effort to increase buyer awareness of Dealer servicing and our range of extended warranties, program maintenance contracts and related products. "A big thank you to all the buyers who supported IVECO in 2016 - rest assured that the company is focused on continuing to meet their transport requirements well into the future.” .

Hino Dakar 2017 photo gallery - http://www.hino-global.com/dakar/gallery/index.html

Transport Engineer / February 9, 2017 The first of a second order for 3,000 new Schmitz Cargobull S.CS curtainsider semi-trailers has been delivered to Søren Lund and Flemming Steiness – director of equipment and deputy equipment manager, respectively – of DSV Road Holding on Monday (6 February 2017). The first tranche of 3,000 semi-trailers was delivered in batches to DSV – one of the largest international transport and logistics companies in the world – during 2015 under its framework agreement. This latest order is due to be fulfilled over the next two years. This latest order includes Universal and Mega trailers, which can all be loaded onto trains. “Over the past few years, Schmitz Cargobull has proven itself to be a reliable partner,” comments Lund. “The semi-trailer quality, quick and on-schedule delivery, and Europe-wide availability of spare parts are all decisive factors in meeting the quality standard we promise to our customers,” he adds. All of the new DSV trailers have been specified with Ultra-Seal tyre sealant (applied through the tyre valves) and Westlake tyres. “This makes punctures a thing of the past,” explains Steiness. “Ultra-Seal is a repair solution that lasts the complete life of the tyre,” he continues. “Extensive practical tests at DSV have led to impressive results, which made the choice easy to fill every tyre on a DSV trailer with Ultra-Seal.” Schmitz Cargobull board member Boris Billich says: “We are proud that the framework agreement has been extended by another 3,000 semi-trailers and that we were able to live up to the trust placed in us. “Our customer values our efforts to set the benchmark for intelligent and efficient transport solutions for the commercial vehicle industry.” .

Transport Engineer / February 9, 2017 Eddie Stobart is rolling out a new telematics solution across its 2,000-strong fleet, which will include in-cab ruggedised tablet devices. The deployment of Microlise Fleet Performance and Journey Management follows a competitive tender, with the operator evaluating several solutions and comparing them with its incumbent system. They predict the Microlise system – to be called Eddie Stobart Link – will deliver better driver support and safety, help to increase fleet utilisation and efficiency, and reduce fuel costs. Key is the ability to compare ‘plan v actual’ routes, as is the Microlise DPM app, for driver performance monitoring. Each tractor will also be fitted with a Microlise DriveTab – a 7-inch ruggedised, Eddie Stobart branded tablet giving access to truck-specific maps for navigation, journey information, two-way messaging and hands-free voice calls. Eddie Stobart will also use the Microlise Safety Module, with its incident data recorder to provide information about driver and vehicle activity 30 seconds before and after any incident. Microlise engineers are currently installing telematics hardware on the Stobart fleet, with the system planned to go live in the spring. John Court, Eddie Stobart’s chief information officer, says investing in new technology is an important part of supporting business expansion: “Through Eddie Stobart Link, we will be right at the cutting edge of technology for our sector and continue to set the standards that others then undoubtedly follow.” .

Waitrose launches fleet of CNG-fuelled trucks with 500-mile range Commercial Fleet / February 9, 2017 Supermarket group Waitrose has introduced a fleet of CNG (compressed natural gas)-powered trucks with a range of up to 500 miles. It has teamed up with CNG Fuel and will use technology developed jointly with Scania and Agility Fuel Solutions, a CNG fuel systems and cylinders company based in North America. This will help overcome concerns about the distance that CNG-powered lorries are able to cover before refuelling. Ten new Scania-manufactured CNG trucks entered operation for Waitrose in January and will be used to make deliveries to the company’s stores in the Midlands and the North. They are the first in Europe to use twin 26-inch diameter carbon fibre fuel tanks which store gas at 250 bar of pressure to increase range from around 300 miles to as much as 500. It will allow them to always run entirely on biomethane, which is 35% to 40% cheaper than diesel and emits 70% less CO2. The carbon fibre tanks, which are already in use in the US, were adapted and certified for the European market by Agility Fuel Solutions, thereby offering significant advantages over the standard European set-up of eight steel gas tanks. The vehicles are half a tonne lighter, hold more gas and can cover a greater distance depending on the load being carried. Each of Waitrose’s new CNG trucks costs 50% more than one which runs on diesel, but are expected to repay the extra costs in two to three years with fuel savings of £15,000 to £20,000 a year depending on mileage. Its vehicles are likely to operate for at least five more years, generating overall lifetime savings of £75,000 to £100,000 compared with a diesel equivalent. Each lorry will also save more than 100 tonnes of CO2 a year (versus diesel). Justin Laney, general manager central transport for the John Lewis Partnership, said: “With Europe’s most advanced CNG trucks, we will be able to make deliveries to our stores without having to refuel away from base. "Using biomethane will deliver significant environmental and operational benefits to our business. "It’s much cleaner and quieter than diesel, and we can run five gas trucks for the same emissions as one diesel lorry.” Philip Fjeld, CEO of CNG Fuels, added: “High pressure carbon-fibre fuel tanks demolish the ‘range anxiety’ concerns that have made many hauliers reluctant to move away from diesel to CNG. "Renewable biomethane is far cheaper and cleaner than diesel, and, with a range of up to 500 miles, it is a game-changer for road transport operators.”

CNG Fuels, the supplier of renewable biomethane fuel, and Waitrose, today announced that the supermarket group has introduced Europe’s most advanced fleet of CNG (compressed natural gas)-powered trucks with a range of up to 500 miles. Ten Scania-built trucks use twin carbon fibre tanks which store gas at 250 bar of pressure to increase range from 300 to up to 500 miles This new Waitrose fleet will use game-changing technology developed jointly with Scania and U.S.-based Agility Fuel Solutions. This will help overcome concerns about the distance that CNG-powered trucks are able to cover before refuelling. It also makes it easier for fleet operators to switch to renewable biomethane CNG, the most cost-effective and lowest carbon alternative to diesel for heavy goods vehicles (HGVs). Ten new Scania-manufactured CNG trucks entered operation for Waitrose in January and will be used to make deliveries to the company’s stores in the Midlands and the North. They are the first in Europe to use twin 26-inch diameter carbon fibre fuel tanks which store gas at 250 bar of pressure to increase range from around 300 miles to as much as 500. It will allow them to always run entirely on biomethane, which is 35% to 40% cheaper than diesel and emits 70% less CO2. The carbon fibre tanks, which are already in use in the US, were adapted and certified for the European market by Agility Fuel Solutions, thereby offering significant advantages over the standard European set-up of eight steel gas tanks. The vehicles are half a tonne lighter, hold more gas and can cover a greater distance depending on the load being carried. They are quicker to refuel and easier to maintain. Each of Waitrose’s new CNG trucks costs 50% more than one which runs on diesel, but will repay the extra costs in two to three years with fuel savings of £15,000 to £20,000 a year depending on mileage. Its vehicles are likely to operate for at least five more years, generating overall lifetime savings of £75,000 to £100,000 compared with a diesel equivalent. Each truck will save more than 100 tonnes of CO2 a year (versus diesel). Justin Laney, General Manager Central Transport for the John Lewis Partnership, said: “With Europe’s most advanced CNG trucks, we will be able to make deliveries to our stores without having to refuel away from base. Using biomethane will deliver significant environmental and operational benefits to our business. It’s much cleaner and quieter than diesel, and we can run five gas trucks for the same emissions as one diesel truck.” Philip Fjeld, CEO of CNG Fuels, added: “High pressure carbon-fibre fuel tanks demolish the ‘range anxiety’ concerns that have made many hauliers reluctant to move away from diesel to CNG. Renewable biomethane is far cheaper and cleaner than diesel, and, with a range of up to 500 miles, it is a game-changer for road transport operators.” Todd Sloan, Vice President Research and New Product Development, Agility Fuel Solutions, said: “We are seeing a shift to natural gas because it allows companies to control fuel costs, meet sustainability goals, and take care of drivers. CNG costs less than diesel and has lower tailpipe emissions. In addition, our high-capacity fuel tanks increase route efficiency and driver confidence. It’s a win-win for everyone.” David Burke, Specialist Sales Executive – Gas for Scania (Great Britain) Limited, said: "Together with Waitrose and CNG Fuels we are developing a new UK market sector for dedicated gas vehicles which we believe will supersede the heavier dual-fuel models seen up until now. In addition to being cleaner and quieter than dual-fuel vehicles, our dedicated gas trucks offer the considerable operational advantages which come with having Scania as the single source of supply."

Alkane Truck inks truck deal with Brazil’s Agrale Commercial Carrier Journal / February 8, 2017 Alkane Truck Company has signed an agreement with Brazilian truck manufacturer, Agrale that gives the South Carolina-based truck manufacturer sole representation for sales and service in North America. Together, Alkane and Agrale will offer a new class 7 truck line and various commercial chassis options for recreational and public transportation vehicles. “We are very excited about having exclusivity with Agrale in the North American market,” says Alkane CEO Bob Smith. “The unique vehicles we will be offering through Agrale will fill existing market voids.” “We are ready to move forward and we anticipate the North American market will be very receptive to these rugged and durable vehicles,” Smith says. “This agreement is a unique and exciting opportunity for both companies, and we look forward to working together.” Alkane brings to the market a unique production and distribution model, using streamlined manufacturing and distribution to reduce costs and allow Alkane to offer more competitively priced vehicles in their respective markets. Alkane imports the main body and chassis as an assemblage of parts and incorporates U.S.-manufactured components such as engines, transmissions, fuel systems, wheels, tires, brakes, safety elements and other key components required for DOT compliance. Agrale Class 7 spec Model 14000 S (GVW 14,000kg/30,865lb) - http://www.agrale.com.br/pdf/en/trucks_medium_truck_agrale_14000_s_1.pdf?date=1486949438 .

Global bidders line up for Renault Trucks Defense Safran, an aeronautics equipment and defense company, is among European and American firms and investment funds that have considered bidding for Renault Trucks Defense (RTD). “Safran is studying it,” a defense source said. “Everybody is looking at the dossier.” CMI, a Belgian builder of turrets and guns for armored vehicles; Rheinmetall; and three venture capital companies are among those which have also taken a look at RTD, the source said. “Safran has always been on the list” of firms taking a close look at RTD, a second defense executive said. There was talk of Safran's interest a couple of weeks before Volvo issued a Nov. 4 statement on a planned sale of RTD. Other companies included BAE Systems, General Dynamics, Leonardo, Patria-Kongsberg and Rheinmetall. Leonardo was not interested in bidding, a source in Italy said. RTD is a key company in the Volvo group's government sales unit, or VGGS, which the Swedish truck maker plans to sell off once staff consultations have been held. Other firms in VGGS include Acmat, U.S. truck-builder Mack, and Panhard, one of the oldest names in French motor industry. Volvo has retained Rothschild as its bank adviser, two sources said. The industrial logic behind Safran’s interest lay in an equipment company acquiring a vehicle builder, and selling its own kit to equip the platform, the first source said. An indicator is the partnership between Safran and Panhard to build Wasp, a light 7.62mm remote weapon system for armored vehicles. Advent, Cinven and HIG are among investment funds which have looked at RTD, the source said. Safran in September picked Advent for exclusive talks to spin off its identity and security business, formerly known as Morpho. Last month, the equipment maker who built the Felin infantry system made an agreed offer for Zodiac Aerospace, a specialist in airliner seats, so management teams are heavily occupied. CMI is keen to bid for RTD, but the French Ministry of Defence (MoD)) previously issued a veto, as the government's preferred pick is KNDS, the Franco-German joint venture between Krauss-Maffei Wegmann and Nexter, La Tribune website reported Feb. 6. The Belgian firm is a “very logical” candidate, one which makes industrial sense, said a third defense source. CMI supplies cannons and turrets to General Dynamics Canada on a multibillion-dollar Saudi contract. A merger of CMI and RTD would create a European group of “very respectable size”. Among CMI board members is Gérard Longuet, a former French defense minister, Belga News reported in 2014. CMI has a French industrial presence with a factory in Distroff, northeast France, and an office just outside Paris, the third source said. Four to five months ago, Belgium told France the Belgian authorities want to buy Jaguar combat vehicles and Griffon troop carriers under the French Army’s Scorpion program, with the Belgian versions fitted with CMI turrets and guns and other locally sourced kit. The French MoD has resisted against accepting bids from investment companies, sources said. But the Ministry for the Economy and Finance is keen on venture capital firms, as that boosts the pricing. General Dynamics is seen as a candidate, as the company has a strong European presence, having won a $600 million Danish contract last year with its Piranha 5 troop carrier and bidding in a U.K. tender for its mechanized infantry vehicle program. BAE Systems, General Dynamics, Rheinmetall and Safran declined comment. Nexter, the French state-owned land weapons company, has been seen as the natural bidder for RTD, all the more so as Defence Minister Jean-Yves Le Drian has said the government is keeping a close eye on the sale and seeks to protect the national interest. France may have a say, but Volvo is steered by market economics and will look for the highest bidder, a French political source said. KNDS is interested in making a bid for RTD, a KMW spokesman said. A Nexter spokesperson said: “KNDS is interested in acquiring RTD. It is consistent with the KNDS strategy. “KNDS is an actor in the consolidation of European land defense. The sale of RTD by Volvo is an opportunity.” On the political front, the French MoD is watching the clock as a presidential election looms in May, followed by a parliamentary poll in June. That puts pressure on the ministry to reach an agreement, but Volvo will want to take its time to find a buyer, sources said. The MoD declined comment. In a few months, there will be a new president and ministers at defense, industry and economy, so it is far from certain that Nexter will win RTD, the third source said. The price for RTD is likely to be between €500-700 million (U.S. $533-747 million), or the equivalent of one year’s worth of sales, the first source said. Sales for this year are forecast at €600-€700 million, buoyed by a Canadian order won through Mack, and contracts for the French special forces, Kuwait, and Saudi Arabia to arm Lebanon. The acquisition price is usually eight to nine times operating profit, or one year’s worth of sales, the source said. The order book is worth €4-5 billion, offering six to seven years’ work. RTD had 2015 sales of €500 million. The ideal buyer for RTD would be a defense rather than a civil company, with a complementarity of products, a second industry executive said. For Volvo, it would be one which pays the most. RTD draws on its own funds to develop vehicles for the export market, which accounts for half of annual sales. There is fierce competition in exports from firms in Turkey, China, India, South Africa and Russia. There are also European and American competitors, and the European market is fragmented, as almost each country has a domestic producer.