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FYI - The latest and largest Takata air bag recall The issue involves defective inflator and propellent devices that may deploy improperly in the event of a crash, shooting metal fragments into vehicle occupants. At least 34 million vehicles are potentially affected in the United States, and another 7 million have been recalled worldwide. The New York Times has published a report suggesting that Takata knew about the airbag issues in 2004, conducting secret tests off work hours to verify the problem. The results confirmed major issues with the inflators, and engineers quickly began researching a solution. But instead of notifying federal safety regulators and moving forward with fixes, Takata executives ordered its engineers to destroy the data and dispose of the physical evidence. This occurred a full four years before Takata publicly acknowledged the problem. http://www.nytimes.com/2014/11/07/business/airbag-maker-takata-is-said-to-have-conducted-secret-tests.html?_r=0 Affected U.S. market vehicles: Acura: 2002–2003, 2009–2014 TL; 2003 CL; 2003–2006 MDX; 2005–2012 RL; 2007–2016 RDX; 2009–2011 TSX; 2010–2013 ZDX; 2013–2016 ILX Audi (approximately 387,000): 2004–2008 A4; 2005–2011 A6; 2006–2013 A3; 2006–2009 A4 cabriolet; 2009–2012 Q5; 2010–2011 A5 cabriolet; 2015 Q5 BMW (1,968,283): 2000–2011 3-series sedan; 2000–2012 3-series wagon; 2002–2013 3-series coupe and convertible; 2001–2013 M3 coupe and convertible; 2002–2003 5-series and M5; 2003–2004, 2007–2013 X5; 2007–2010 X3; 2008–2013 1-series coupe and convertible; 2008–2011 M3 sedan; 2008–2014 X6; 2013–2015 X1 Buick: 2015 LaCrosse Cadillac: 2007–2011 Escalade, Escalade EXT, and Escalade ESV; 2015 XTS Chevrolet (approximately 1.91 million, including Buick, Cadillac, GMC, Saab, and Saturn): 2007–2011 Silverado 1500, Avalanche, Tahoe, and Suburban; 2007–2011 Silverado HD; 2015 Camaro, Equinox, and Malibu Chrysler: 2005–2012 300; 2006–2007 Crossfire; 2007–2009 Aspen Daimler: 2006–2009 Dodge Sprinter 2500 and 3500; 2007–2014 Freightliner Sprinter 2500 and 3500 Dodge/Ram (more than 5.64 million, including Chrysler, not including Daimler-built Sprinter): 2003–2008 Ram 1500; 2003–2010 Ram 3500; 2005–2012 Charger; 2005–2010 Magnum; 2005–2011 Dakota; 2004–2009 Durango; 2003–2009 Ram 2500; 2008–2012 Challenger; 2008–2010 Ram 4500 and Ram 5500; 2008–2009 Sterling Bullet 4500 and 5500 Ferrari (2820): 2009–2011 California; 2010–2011 458 Italia Ford (2,799,546, including Lincoln and Mercury): 2004–2011 Ranger; 2005–2006 GT; 2005–2014 Mustang; 2006–2011 Fusion; 2007–2010 Edge GMC: 2007–2011 Sierra HD; 2015 Terrain Honda (approximately 10.7 million, including Acura): 2001–2007 Accord (four-cylinder), 2001–2002 Accord (V-6), 2008–2011 Accord; 2001–2011 Civic; 2002–2011, 2016 CR-V; 2002–2004 Odyssey; 2003–2005 Civic Hybrid; 2003–2011 Element; 2003–2011 Pilot; 2006–2010 Gold Wing motorcycle; 2006–2014 Ridgeline; 2007–2014 Fit; 2010–2011 Accord Crosstour; 2010–2014 FCX Clarity; 2010–2014 Insight; 2011–2015 CR-Z Infiniti: 2001–2004 I30/I35; 2002–2003 QX4; 2003–2008 FX35/FX45; 2006–2010 M35/M45 Jaguar (approximately 40,000): 2009–2011 XF Jeep: 2007–2012 Wrangler Land Rover (approximately 68,000): 2007–2011 Range Rover Lexus: 2002–2010 SC430; 2006–2011 IS; 2007–2011 ES; 2010–2011 GX Lincoln: 2006–2011 Lincoln Zephyr and MKZ; 2007–2010 Lincoln MKX Mazda (more than 733,000): 2003–2011 Mazda 6; 2006–2007 Mazdaspeed 6; 2004–2011 RX-8; 2004–2006 MPV; 2004–2009 B-series; 2007–2011 CX-7 and CX-9 Mercedes-Benz (1,044,602, including Daimler): 2005–2014 C-class (excluding C55 AMG but including 2009–2011 C63 AMG); 2007–2008 SLK-class; 2007–2014 Sprinter; 2009–2012 GL-class; 2009–2011 M-class, 2009–2012 R-class; 2010–2017 E-class sedan, wagon, coupe, and convertible; 2010–2015 GLK-class; 2011–2015 SLS AMG coupe and roadster Mercury: 2006–2011 Milan Mitsubishi (more than 105,000): 2004–2007 Lancer and Lancer Evolution; 2006–2009 Raider Nissan (more than 1,091,000, including Infiniti): 2001–2003 Maxima; 2002–2004 Pathfinder; 2002–2006 Sentra; 2007–2011 Versa Pontiac (approximately 300,000): 2003–2007 Vibe Saab: 2003–2011 9-3; 2005–2006 9-2X; 2010–2011 9-5 Saturn: 2008–2009 Astra Scion: 2008–2011 xB Subaru (more than 380,000): 2003–2005, 2009–2011 Legacy and Outback; 2004–2011 Impreza; 2005–2006 Baja; 2006–2011 Tribeca; 2009–2011 Forester Toyota (approximately 4,697,000, including Lexus and Scion): 2002–2007 Sequoia; 2003–2011 Corolla and Corolla Matrix; 2003–2006 Tundra; 2004–2005 RAV4; 2006–2011 Yaris; 2010–2011 4Runner; 2011 Sienna Volkswagen (680,000): 2006–2010, 2012–2014 Passat; 2009–2014 CC; 2010–2014 Jetta SportWagen and Golf; 2012–2014 Eos; 2015 Tiguan

Automotive News / October 20, 2016 Dana Inc., the longtime supplier of various drivetrain components, today reported net income of $57 million in the third quarter, down 52 percent from the year-earlier period as sales from its commercial-vehicle units fell again. The company noted, however, that the year-earlier period included a $100 million tax benefit “from the release of certain U.S. deferred tax valuation allowances and a $24 million after-tax impairment charge.” When adjusting for those items, third-quarter net income increased compared with last year. Earnings before expenses such as interest and taxes improved by $1 million to $168 million, the company said. The supplier, based near Toledo, Ohio, posted third-quarter sales of $1.38 billion, down 6 percent from the year earlier period. "Dana posted a solid quarter overall despite continued macro headwinds, which we believe will come as somewhat of a relief given the negative sentiment that seemed to be building into the quarter," analysts from Barclays wrote in a report today. Commercial-vehicle driveline sales tumbled 20 percent from the year-earlier period to $294 million in the third quarter. Dana blamed the decline to weaker Class 8 truck production in North America and the transfer of a customer program to light-vehicle driveline reduced sales by $73 million. Light-vehicle driveline sales rose 4 percent to $631 million in the third quarter. Similarly, Dana’s power technologies unit reported sales of $260 million, also up 4 percent from the year earlier period. On Aug. 1, the company formally changed its name from Dana Holding Corp. to Dana Inc. Earlier this month, Dana announced that it reached an agreement to buy Brazilian forged-components supplier Sifco S.A. "This is an opportune time to invest in strategic and selective assets in Brazil that will further strengthen our position as one of the most trusted, top-tier suppliers to the mobility industry -- thus positioning us for future profitable growth throughout the region," CEO James Kamsickas said in a statement. The transaction is expected to be completed by the end of the year. Dana ranks No. 39 on Automotive News’ list of the top 100 global suppliers, with worldwide parts sales to automakers of $6.1 billion in 2015.

The U.S. approach thus far amounts to ignoring Duterte and pretending we can quietly our military and strategic operational activities. Shocking. I have zero tolerance for a foreign country’s leader calling a U.S. president “the son of a whore”. It is not an internationally-accepted norm of behavior. It is an unforgiveable slap in the face to all Americans. If it were me, I would refuse to play Duterte’s game.....and walk away. I would withdraw all U.S. military forces and shut down the U.S. embassy. I can play games too. In a New York minute, the vast support for Duterte in the Philippines would probably end. I would also announce the end of “preferential” immigration policies for Philippine nationals, resulting from Mr. Duterte’s respected “decision” to move away from the United States. He has a right to navigate in any direction he wishes.......as well do we. The United States brought prosperity to the Philippines prior to WW2, and returned at great cost of American life to rid the country of Japanese invaders. We then granted them independence [and the country has been a cesspool of corruption and chaos ever since, e.g. Ferdinand Marcos].

The Guardian / October 20, 2016 Two documentary film-makers are facing decades in prison for recording US oil pipeline protests, with serious felony charges that first amendment advocates say are part of a growing number of attacks on freedom of the press. The controversial prosecutions of Deia Schlosberg and Lindsey Grayzel are moving forward after a judge in North Dakota rejected “riot” charges filed against Democracy Now! host Amy Goodman for her high-profile reporting at the Dakota Access pipeline protests. But authorities in other parts of North Dakota and in Washington state have continued to target other film-makers over their recent reporting on similar demonstrations, raising concerns that the lesser-known journalists are not getting the same kind of public support and national attention. Schlosberg, a New York-based film-maker, is facing three felony conspiracy charges for filming protesters on 11 October at a TransCanada Keystone Pipeline site in Pembina County in North Dakota, with prosecutors alleging that she was “recruited to record the criminal activity”. The 36-year-old, who is producing a documentary, could face 45 years in prison. US whistleblower Edward Snowden recently voiced support of Schlosberg, writing: “This reporter is being prosecuted for covering the North Dakota oil protests. For reference, I face a mere 30 years.” Grayzel, a film-maker from Portland, Oregon, was also arrested and jailed on 11 October while filming at a separate pipeline protest in Skagit County, Washington. She and her cinematographer, Carl Davis, had their footage and equipment seized and were kept behind bars for a day. The two were filming activist Ken Ward attempting to shut down the Trans Mountain pipeline, and they now face 30 years in prison for a felony burglary charge, a felony “criminal sabotage” charge and a misdemeanor trespass offense. There were a series of pipeline protests across the US on 11 October. “Everyone needs to be afraid when our first amendment rights are in jeopardy,” Grayzel, 41, said Thursday before her criminal arraignment. “This is not just about me. This is not just about Carl. This is not about Amy Goodman … This is about the public’s right to know what is going on in this country.” Free-speech advocates said that both cases are unusual and troubling given that prosecutors have admitted that the defendants were acting as film-makers and yet are still pursuing aggressive felony cases. While it’s not uncommon for journalists to face arrest and misdemeanor charges for trespassing or disorderly conduct while reporting at controversial protests, conspiracy, burglary and sabotage offenses are rare for members of the media. “It’s outrageous. It’s an assault on the first amendment,” said Neil Fox, one of Grayzel’s attorneys. “It’s shocking, but it is the kind of climate that we’re living in right now.” Although Ward, a climate activist, had gained access to a fenced enclosure owned by the Trans Mountain Pipeline, the Skagit County sheriff’s report noted that Grayzel and her cinematographer were “just outside the enclosure … taking photographs and video”. The report said they confiscated the film-makers’ phone and “assorted camera equipment”, actions that have raised further concerns about press intimidation and free speech violations. Washington prosecutors are relying on laws that were passed in the early 20th century to target labor rights’ protesters, Fox added. “There’s been a revival in the state of Washington of the use of these statutes against labor activists and against environmental activists.” In Goodman’s case, a judge forced prosecutors to drop a serious “riot” charge, which was centered on Goodman’s viral coverage of the intense Native American-led protests. But prosecutors and sheriff’s officials said they may continue to pursue other charges against the critically acclaimed journalist. In Schlosberg’s charges, North Dakota prosecutors have alleged that she was part of a conspiracy, claiming she traveled with protesters “with the objective of diverting the flow of oil”. “I was surprised at the conspiracy charges. I never thought that would ever happen,” her attorney Robert Woods said. “All she was doing was her job of being a journalist and covering the story.” Prosecutors in both cases refused to comment.

I enjoy Australia's version of "The Queen's English" (grammatically correct and coherent written expression in the English language). It's a good bit clearer than a Cockney or Geordie accent, or Welsh English.

CNN / October 20, 2016 Philippine President Rodrigo Duterte's surprise announcement of a military and economic "separation" from the US during a visit to Beijing Thursday left the Obama administration scrambling, as it raised questions about the US role in the region and threatened a realignment of US relationships in Asia. Duterte's declaration is the latest indication that the Philippines' president, just five months into his six-year term, intends to reshape his country's ties to its closest ally by doubling down on his pivot away from the US and toward China. "America has lost," Duterte said at a business forum Thursday during a four-day state visit to Beijing. "I've realigned myself in your ideological flow and maybe I will also go to Russia to talk to Putin and tell him that there are three of us against the world -- China, Philippines and Russia. It's the only way." “With that, in this venue, I announce my separation from the United States, both in military, not maybe social, but economics also,” Duterte said to applause. “I have separated from them. So I will be dependent on you for all time. But do not worry. We will also help as you help us.” During a speech addressing the Filipino community in Beijing Wednesday, Duterte said the Philippines had gained little from its long alliance with the US, its former colonial ruler. “Your stay in my country was for your own benefit. So time to say goodbye, my friend,” he said, as if addressing the US. He also repeated his denunciation of Obama as a “son of a whore”. China, he said earlier, was “good”. “It has never invaded a piece of my country all these generations.” [In 2012, China seized control of Scarborough Shoal, a fishing ground in the Philippines’ exclusive economic zone.] Duterte statement from 0:20

Jakarta attacks: ISIS bombmaker smiles after 10-year sentence BBC / October 20, 2016 An Indonesian man has been jailed for 10 years for his role in a bomb and gun attack in Jakarta in January. Four civilians died in the terror attack, the country's worst in years. Dodi Suridi, 23, an ISIS supporter, helped make one of the bombs used on the day. He said he accepted the verdict as "the risk of being a terrorist". Five assailants were killed by police during the attack and about 40 have since been arrested. Prosecutors said Suridi altered gas canisters to provide bombs for two attackers who blew themselves up at a police post. He was arrested the day after the attack. A second ISIS supporter, 48-year-old Ali Hamka, was jailed for four years for attempting to source guns and ammunition for the attack. Hamka did not obtain the guns but was still found guilty of breaking anti-terror laws. As he was led away from court, Suridi shouted "Allahu akbar", Arabic for God is great, and smiled at journalists in the court. Judge Achmad Fauzi said his actions had "disturbed the community and shaken the life of our nation". He and Hamka both made a gesture which represents the oneness of God but has now come to be associated with ISIS, pointing one finger towards the sky. The attack in January was the first attack linked to ISIS in south-east Asia but Indonesia has since suffered several attacks carried out under the group's banner. As Suridi and Hamka were appearing in court on Thursday, a man carrying a machete, suspected pipe bombs and an ISIS symbol launched an attack on officers near Jakarta before being shot dead by police. .

I suggest you call Watt's Mack (1-888-304-6225) or Worldwide Equipment in Chattanooga (423-698-4093). From your experience, it seems the parts people at McMahon Truck Center is challenged in researching your truck (RD822SX-1100). Worldwide (Chattanooga) is closer. Watt's should give you a BMT discount but the shipping charge will be greater. Your choice.

Paul, were you able to get your 58QY59301 headlamp panels (pockets) from Mack Australia ?

Any trucking company would be well set with drivers like her (Jess Edwards). Great video.

If Roger Penske wanted 8.8's in Durastars, International would say "yes sir!"

Power Torque Magazine / October 2016 Mick Guse looks for versatility in tipper alternatives. Back in June 2014, TrailerTorque caught up with Guse Transport Services (GTS), which operates out of Wondai in the South Burnett Region of Queensland’s Great Dividing Range. GTS is an all Kenworth fleet with a selection of five highly specified prime movers, such as a Kenworth T909 Director Series, and, the latest model to join the fleet, a limited edition T950 Legend. Both feature 600 hp Cummins engines, the T909 with a Signature and the T950 with an ISXe5. Owner, Mick Guse, has traditionally operated Tautliners and tippers, with the tipper fleet being supplied by Lusty EMS and using BPW Transpec running gear. The T909 couples to a 25-metre Lusty EMS aluminium B-double tipper set running on BPW air-bag axles and fitted with disc brakes. Each trailer bin has 2.1-metre sides and the lead axle on each is an air-bag lift. The tipper combination can be set up as a standard B-double, as a road train or as an AB-triple. In road train set-up it couples through a tri-axle dolly that also rides on BPW axles with air bags and disc brakes. “It is really as stable on the road as a normal B-double, even when we’ve got the third trailer on. It was the first tri-axle dolly in the fleet and formed part of a trial,” said Mick. Aware that the tipper landscape is always changing, Mick recently approached Lusty EMS to design a tri-axle road train tipper combination that would enable Mick to find the balance between meeting strict regulations and maintaining profitability during a lean grain harvest. The solution came in the form of a versatile Lusty EMS B-double/road train combination, designed to reap the rewards of increased payloads. The combination features a Lead Slider and Tip Over Axle B-trailer connected by a tri-axle dolly. When road train routes through NSW for tri-axle dolly road trains became available, Mick Guse knew that real gains could be accomplished. The payload advantage that could be achieved by using a road train rather than a B-double would mean the new combination would be more profitable per trip, something that appealed to Mick to keep his business successful and provide some security against low yield seasons. Mick is quick to point out that the backbone of his operation is having good drivers who appreciate and want to operate premium equipment. “Being on time, every time, and getting the loads delivered safely is paramount,” said Mitch Jensen, senior driver for Guse. “It is as simple as doing what you say, when you say you’re going to do it – that’s my philosophy.” “How we do that is by having the best gear,” Mitch continued. “We spent a lot of time with Lusty EMS in Brisbane planning the specifications of the trailer combination to ensure that we could take advantage of payload increases in all the areas we travel.” Those payload increases have given GTS an edge, increasing profitability. “We very rarely run our units as single trailers other than when we are running dog trailers to set up a road train. We either have them set up as a B-double or road train and we average a healthy 56-tonne payload with the Lusty EMS tri-axle dolly combination,” Mitch said. The key to the versatility of this combination is the Lusty EMS Lead Slider trailer, which enables Mitch to slide the tipper bin forward to reveal a turntable mounted over the tri-axle suspension. In this setup he can connect it up to the rear Tip Over Axle trailer and use it as a B-double. Conversely, when he is running on road train routes he simply slides the turntable under the lead trailer’s bin and connects the trailers via the dolly as a traditional road train, giving him 15 tonnes further payload over the B-double. The Lead Slider trailer also features a second drop-in kingpin, which ensures correct carrying capacities are achieved in road train and B-triple applications. “Not only do we get the additional payload, but the tri-axle dolly is so much more stable than a bogie dolly,” Mitch claimed. “They are far safer and we believe they are the way forward for the future.” “The trailers and dolly are fitted with what we consider to be the best running gear on the market, for maximum reliability,” said Mitch. “Both trailers have an automatic lift on the first axle for when the trailers are running empty, and the standard LED lights adapt automatically to varying voltages in truck power supplies. Meanwhile, both tipper bodies have been treated with a ‘mill bright’ finish, which ensures they are always looking clean,” said Mitch. Mick Guse has been so impressed with the performance of the tri-axle slider and dolly combination that the company has just taken delivery of a second identical combination. “It’s all the little things that really make these trailers the best in their class. They come standard with corner cleaners and grain chutes all mounted on the chassis. I was really impressed when I picked them up in Brisbane as to how well they’d come up. Both trailers have stainless steel toolboxes and water tanks and there are no sharp edges anywhere.” “In the time we’ve had these trailers we haven’t had one issue and they still look as good as the day we picked them up,” Mitch concluded. “But, more importantly, we’re reaping the rewards of the increased payload.” The Lusty EMS Lead Slider trailer may be purchased as a bogey-axle or tri-axle trailer as part of a B-double combination, and can also be used as part of a road train/B-triple setup. The units are available in various sizes from 27’ 6” up to 30’ long in a tri-axle configuration, and 21’ 3” mm in a bogey-axle configuration to a maximum height of 7’ 2” to suit different applications. The option of rollover or retractable tarps is available in both manual and electric operation. .

Trade Trucks AU / October 20, 2016 Capable of doubling the load per trip, the new design carries the tyres vertically Western Australian transporter Centurion has unveiled a new trailer innovation to improve the movement of heavy mobile equipment tyres. According to the transport company, the new trailer doubles the load of previous tyre trailers and removes the need for an oversize permit by carrying large-scale tyres in an upright position. With the trailer design, Centution says haulers will be able to utilise the advantages of a triple road train configuration for the first time as they would no longer need to carry the tyres horizontally on a flat top trailer in a single trailer configuration. Centurion’s executive general manager Justin Cardaci says the new trailer, capable of being used under the Performance Based Standards (PBS) scheme and fitted with electronic stability control, offers both safety and efficiency gains. "We transported more than 2,600 heavy equipment tyres last year to various mine sites across WA so the development of the new trailer is an important innovation for our business," Cardaci says. "The trailer allows us to transport some of the largest heavy mobile equipment tyres as part of a triple road train configuration which significantly improves our efficiency and boosts our productivity in this area." Developed over 12 months in conjunction with another WA business, the trailer also has safety features before and after the journey. "The automation of tyre loading and unloading and the reduction in manual restraining minimises the risk of injury and makes the whole process of transferring tyres to mine sites safer," Cardaci says. "The tyres are locked into place remotely which means the operator is always a safe distance from the trailer during a critical part of the loading." .

Owner/Driver / October 20, 2016 After narrowly avoiding an accident jillaroo Jess Edwards made a Facebook video reminding drivers not to overtake turning trucks. Over one million people have seen the video Outback jillaroo Jess Edwards made headlines this month when her impromptu Facebook video about truck safety went viral. Jess is assistant manager at a cattle station in the Pilbara, Western Australia, and drove a three-trailer road train during the mustering season from June to September. She loves the Outback scenery she sees from the 2012 Kenworth T659. But she is always conscious that truck driving is "one of the most dangerous jobs in the world". Recently a 4WD attempted to overtake Jess on her left as she was turning left. Pumping with adrenaline after the near-miss, she pulled the Kenworth into a farm gateway to collect her thoughts. Before her heart rate returned to normal she pressed record on her mobile phone to make a video of what she would have told the 4WD driver if he or she hadn’t continued along the North West Coastal Highway without so much as an apologetic wave. To Jess’s amazement, support from her Facebook followers and the trucking community helped the two-minute video go viral. It has been viewed more than a million times. In the video, Jess shows us the "bloody big whoppin’ tyre" and "bloody big whoppin’ bull bar" and assures us we don’t want to be hit by either of them. Then she kneels down at the back of the trailer. "I don’t know how they do it but these things – indicators – magically show you where we’re going to go," she says in a Play School voice, reminding cars not to overtake turning vehicles. Jess uploaded the video to her Jillaroo Jess Facebook page and was amazed by the response from truckies and their families. "They loved it. I think they were happy to hear someone standing up for them." You can see the video here and follow Jess’s adventures on her Jillaroo Jess Facebook page.

Prime Mover Magazine / October 18, 2016 Reflecting on six decades at the helm of one of Australia’s most successful transport businesses, Victorian trucking magnate, Lindsay Fox, has declared he would only retire when he died. According to the Herald Sun, the 79-year-old used a recent industry function at Linfox’s Australian Automotive Research Centre near Anglesea to point out he was still fit and enthusiastic about his company, which has also seen his sons David and Andrew rise to management roles. “We now have 36,000 people working for us in 11 countries,” he told the newspaper. “You look back and wonder how the hell did I do it.” When asked about his thoughts on retirement, he replied: “When I’m dead. I’m so proud of my family and the whole enterprise.” According to the Herald Sun’s Ian Royall, Fox also used the occasion to comment on infrastructure policy in Victoria. He reportedly called for the completion of a Melbourne ring road and said not enough was being done to beat gridlock. “Mr Fox said governments suffered from ‘paralysis by analysis’ and questioned why they did not seek advice from transport companies when making big decisions,” Royall summarised. “At Linfox, we do 260 million kilometres a year and are the largest payer of tolls in all of Australia – but no one from state or federal government, Labor or Liberal, spoke to us about the infrastructure of the country. It’s ludicrous,” he quoted Fox. Fox started out with one truck, a Ford F500 V8, and now has a fleet of more than 6,000 vehicles to his name. .

Have patience with electronic brake suppliers: ATA Steve Skinner, Australasian Transport News (ATN) / October 20, 2016 Trucking body warns that operators should not tamper with electronic braking and safety systems Truck owners are being warned to spare a thought for electronic braking and stability suppliers and not to muck around with the technologies. This includes changing configurations, for example. "We’re a market of fiddlers, we like playing with things, we like tampering, we all think we can do better," says the Australian Trucking Association’s Chris Loose. "But if there is an issue, go see an expert." The ATA’s senior engineering advisor was speaking at this year’s Comvec technical conference in Melbourne, organised by Heavy Vehicle Industry Australia. It was in the context of a draft guide, yet to be released, on maximising the compatibility of braking and roll stability systems between trucks and trailers. "This guide is only one level," Loose says. "The second level is where you need the Knorrs, the Wabcos, the Haldexes, the BPWs, and all those other guys to step up and look at the combinations." Loose also advises having patience with these electronic systems suppliers, because they have a tougher job in Australia than probably anywhere else in the developed world. For one thing, the incompatibility problem is going to be around for many years to come because of the slow turnover in trucks and trailers. "It’s not going to be easy to solve because our fleet age is getting older. It’s 11 ½ years for prime movers." As we constantly hear, Australia is a unique market, taking a mis-match of technologies from all over the place. "We are going to have to build up an experience base that doesn’t exist anywhere else in the world," says Loose. "We have got trucks from Europe, we have got trucks from America, we have got trucks from Japan and we have got our own home grown stuff; and we’re doing combinations that are longer and heavier. "Everything is going against them, and we are trying to do something fairly unique in this marketplace, so compatibility is not going to go away, and the guys on the ground servicing these units are going to struggle. "They’re seeing stuff that is not being seen in Europe, they’re doing stuff that’s not being done in North America, so it’s not easy, so bear with them, help them, communicate with them." Have confidence Despite the warning against tampering, Loose says most truck workshops are capable of routine servicing of electronic systems, with technology supplied by the OEMs (original equipment manufacturers). "And the key thing with any of this technology is regular service," he adds. "Seems simple, but it’s amazing the number of people that won’t actually go and check their wheel end sensors. "In particular if you’re running off road, those sensors are one of the most exposed items on the vehicle, so they will get caught, sticks will hit them, the electrical lines will be crimped, all that sort of stuff will happen and they do need regular check-ups. So after a long trip, make sure the sensors are checked. "This technology is great, but if you’re operating off road, if you’re operating remotely, you will have higher operating costs, there’s no doubt about it, but there are benefits too." Whether it’s foundation or electronic braking systems: "It seems obvious, but it doesn’t always happen, and that’s making sure that equivalent safety critical service parts are used, and this has happened time and time again, bottom line wins out." .

KrAZ Trucks displays new MRAP at Arms & Security '2016 International Exhibition Center, Kyiv (Kiev), Ukraine .

Volvo's India R&D developing trucks for global market Business Standard / October 19, 2016 India is the third biggest R&D centre for Volvo after Sweden and France in headcount Bengaluru is gaining a distinct identity on the global map of Swedish bus and truck maker Volvo. About 800 engineers, mostly Indians, are busy developing a truck the company’s Bengaluru research & development (R&D) centre that will be sold only outside India. India is the third biggest R&D centre for Volvo after Sweden and France in headcount. “We design global trucks in India. A lot of R&D work on truck technology is done here. We are very proud that India is involved in a big way there. Volvo also has an IT wing that has 1,500 people doing global IT work for the Volvo group. There is also an accounting team of 300-400 people,” said Kamal Bali, managing director, Volvo India. The R&D centre, started with 100 engineers seven years ago, can add 200 more. Volvo India forms only four or five per cent of the group’s global revenue of $42 billion, but Bali said India is much more important than this turnover. The Indian R&D team has a global responsibility to develop value segment trucks. For any value truck that is to be designed or improved, the responsibility lies with the Indian team and the product will be owned by the Indian side. “Concept to design to execution is done by the Indian team. Of course, they may take some help when it comes to engines. But, they are leading the show. Some of the products this team will do will never be sold in India,” said Bali. The Indian centre has successfully developed the Pro 8000 heavy-duty truck platform that was also launched in India (with Volvo’s JV partner Eicher) and in Indonesia and Thailand a couple of years ago. The next mandate is medium duty truck (10-15 tonnes) exclusively for the overseas market. “It will go into production next year,” said Bali. Bali said the group finds the product gap in its portfolio and decision is taken to develop new products. A particular centre is awarded the responsibility to develop a product based on competencies and past experiences. Volvo, which produces trucks, buses and construction equipment, is looking to grow India revenue from $1.5 billion to $2 billion in next couple of years. “We are going to be aggressive. India is looking very bullish and all categories will grow in double digits for us. We want to improve market share and need to grow faster than the industry,” said Bali.

The Economic Times / October 20, 2016 Swedish commercial vehicle maker Volvo AB has mandated its Indian R&D team to take the lead in developing medium duty trucks for global markets scheduled to go into production in 2017and it would be conceptualized and designed by the Bengaluru unit. “In terms of contribution to the group, we are critical because we do a lot of other jobs apart from sales. The site in India has over 800 engineers and has been entrusted with the responsibility for developing a value truck. This is a global responsibility. So any value truck which is to be designed, improved, the responsibility will lie with the Indian side,” said Kamal Bali, managing director, Volvo India. The team is currently working on a medium duty truck in the 10-15 tonne segment – positioned globally at price points between the mainstream ‘Eicher’ brand and the more premium ‘Volvo’ brand — which will be introduced in an overseas market next year. “The whole product is owned by them – from concept to design to execution is being done by the Indian team. Of course, they take help from Lyon (France) and Gothenburg (Sweden) but they are leading the team. This truck could be not for India. Some of the products this site does may not be launched in India,” Bali said. The product under development in the medium duty segment will not be launched in India as JV partner Eicher, through VE Commercial Vehicles, has about 33% share in the category with its own products.

Commercial Motor / August 22, 1996 As predicted in Commercial Motor, Renault will fit the 12-litre Mack E7 engine in its European product range (CM 6-12 July 1995). The four-valve-per-cylinder E7 will make its debut at the Hanover Show next month in a Magnum and will replace the 12-litre Renault engine offered in 385 and 420 ratings. This will mean the Magnum is powered exclusively by Mack engines— the 520 and 560 Magnums use the Mack E9 16-litre vee-eight. The electronically controlled E7 is available in the US with a range of power outputs between 250hp (187kW) and 454hp (339kW). The most likely ratings for the E7-powered Mili,.111.1111S would be 4 0 0 hp (298kW) and 427hp (319kW) or 454hp (339kW). Both the higher-rated variants produce identical torque, 1,5601bft (2,115Nm) at 1,250rpm, while the 400 variant produces 1,4601bft (1,980Nm) also at 1,250rpm. The E7 weighs in at 975kg. All variants use the Mack V-MAC electronic engine management system. In addition to the listed E7 variants, the V-MAC system enables Mack to offer a range of lower-powered E7 models with enhanced torque outputs tagged the Maxidyne and Maxicruise series. These engines in the 250-350hp range are unlikely to be used this side of the Atlantic. V-MAC (Vehicle management and control system) also offers a range of engine, vehicle and fleet management functions. These include speed limiter, cruise control, self diagnostics and fault logging plus engine protection shutdown. In addition, vehicles can be fitted with V-MAC Co. Pilot, a dash-mounted data display system similar to Cummins RoadRelay. CoPilot can display a range of information including fuel consumption data, trip information, data monitored by engine sensors and faults recorded. Vehicle data can be downloaded to a PC for further analysis. .

Transport Engineer / October 19, 2016 New Horizon Logistics says its new Fuso Canter Eco Hybrid diesel-electric 7.5-tonner is returning up to 24 mpg – double that of equivalent diesel vehicles. The Warwick-based same- and next-day parcel deliveries and palletised distribution operator says it has also achieved “significant” productivity gains, thanks to the Canter 7C15’s high payload capacity. And director Craig Hutchings says his company has also won praise from some of its most important customers for its emission-busting stance. The Canter Eco Hybrid is powered by a 150bhp diesel engine working in parallel with a 40 kW (54bhp) electric motor, and has Canter’s Duonic dual-clutch automated transmission. From stationary it uses electric power only, then switches to a combination of diesel and electric once reaching 6mph. Depending on the power demand, the electric motor also supports the diesel at higher speeds, while an idle start-stop system also reduces fuel consumption. Hutchings concedes that there is some payload penalty, but adds that, because of the low weight electric motor and lithium-ion batteries (covered by a 10-year, unlimited mileage warranty), it’s just 160kg more than the diesel-powered Canter. The result is a 5.0 tonne body and payload allowance – in this case optimised by a curtainside body from JC Payne, of Walsall, fitted with a roller shutter rear door and a 1,000 kg DEL column tail-lift. “The Canter can carry cargo up to 3.3 tonnes,” states Hutchings. “That’s a major improvement on our traditional 7.5-tonners, which offer a payload of around 2.5 tonnes.” And he adds: “If the driver stays in auto we can get anything up to 24 mpg, while in manual the returns drop to around 18 or 19 mpg. By contrast, our other vehicles of the same size are doing about 12 mpg.” New Horizon Logistics’ vehicle is the subject of a CharterWay contract hire agreement from Mercedes-Benz Financial Services, and is being maintained at Midlands Truck & Van’s Coventry workshop. .

SPEED LIMITERS: OOIDA Call-To-Action urges members to contact THUD committee Land Line Magazine (OOIDA) / October 19, 2016 The Owner-Operator Independent Drivers Association is sending out a Call To Action urging members who oppose a proposed speed limiter mandate to contact members of the Transportation, Housing, Urban Development subcommittee of the House Appropriations Committee. Committee members include Republicans: Mario Diaz-Balart, Florida, chairman David Joyce, Ohio John Culberson, Texas Kevin Yoder, Kansas, vice chair David Jolly, Florida David Young, Iowa Evan Jenkins, West Virginia And Democrats: David Price, North Carolina, ranking member Mike Quigley, Illinois Tim Ryan, Ohio Henry Cuellar, Texas The Call To Action was sent out to OOIDA members who live in the subcommittee members’ Congressional districts. “On Sept. 7, the Federal Motor Carrier Safety Administration and the National Highway Traffic Safety Administration released a Notice of Proposed Rulemaking that would mandate speed limiters on heavy-duty trucks. The proposed regulation seeks to require that truck manufacturers activate speed limiters at the time of manufacture and all trucks already on the road with engine control modules (ECUs) capable of restricting speed have the devices activated. “In the coming weeks, Congress will be deciding whether to include a Senate amendment passed earlier this year requiring the Secretary of Transportation to issue a final rule mandating speed limiting devices on trucks in a bill funding the Department of Transportation. At this time, OOIDA is urging our members to call their lawmakers and educate them about the real dangers of speed limiters.” OOIDA’s website, FightingForTruckers.com, has more information about the Association’s opposition to the proposal, as well as ways for truckers to contact their lawmakers via letter and oppose a mandate. The FightingForTruckers website also includes a link to a list of talking points members can reference when filing comments for NHTSA and FMCSA to consider during the rulemaking process. Drivers who currently drive or have driven speed-limited trucks are encouraged to share their personal experiences and real-world, on-the-road problems they’ve faced when using such devices. OOIDA encourages its members to submit comments via Regulations.gov at Docket FMCSA-2014-0083 or Docket NHTSA-2016-0087 (All comments received will be duly considered by the joint NHTSA and FMCSA team; comments only need to be posted to one docket). The public comment period will be open until Monday, Nov. 7. Before you start through the electronic process on the internet, be sure you have the correct Docket ID. This is how the docket management system knows what you are specifically addressing in your comments. The Docket ID identifies a regulatory action the agency is putting in the record for public view and possible comment. It contains a series of letters and numbers separated by dashes; for example, FMCSA-2014-0083 and NHTSA-2016-0087 are the dockets related to speed limiters. You can comment on one or the other. It is not necessary to submit comments to both. The dashes are critical when looking up a particular rulemaking. When you’re searching for a specific document to comment on, if you use the dashes incorrectly, or not at all, you won’t find the document you’re looking for. The following steps will walk you through finding the docket that is open for comments and into the comment process. Go to Regulations.gov: Fill in the “Search” field with the Docket ID and either hit enter or click on “Search.” On the search results page, you will see the title of the docket you want to comment on and there will be a comment icon below it. Click on the icon. The comment page will load, and all you need to do is scroll down until you see the form for you to fill in and submit your comments to the agency. You only have to fill out the field with the red asterisk beside it. All other fields are optional – so you can file comments anonymously if you want to. Once you have filled out all fields with the personal information, if you choose to provide it, and have typed your comments in the “General Comments” box, you simply scroll down and hit the “Next step” button. You will then be able to scroll down, preview your comments and either click on the “Cancel/Exit,” “Edit,” “Print” or “Submit” button. Of course, submitting comments electronically via the internet isn’t your only option. You can still: Fax comments with the Docket ID number, not the Document ID, to 202-493-2251; Mail comments with the Docket ID number, not the Document ID, to: Docket Management Facility U.S. Department of Transportation Room W12-140, 1200 New Jersey Ave. SE Washington, DC 20590-0001 Or hand deliver comments between 9 a.m. and 5 p.m. Monday through Friday except on federal holidays to the ground floor of the U.S. Department of Transportation building, Room W12-140, 1200 New Jersey Ave. SE, Washington, D.C. The Association opposes mandatory speed limiters because they are dangerous for all highway users. The federal proposal is based on unfounded data that will likely detract from highway safety. In actuality, highways are safest when all vehicles travel at the same relative speed. If you still have questions after you’ve reviewed the info at FightingForTruckers.com, feel free to call OOIDA at 800-444-5791 if you need additional assistance.

Editorial: The Speed Limiter Debate Transport Topics / October 17, 2016 It looks as if the comments on the speed-limiter proposal for heavy trucks will give the federal government plenty of reading material this winter. Nearly [a mere] 3,000 comments have already been sent in to the Federal Motor Carrier Safety Administration and National Highway Traffic Safety Administration. And that does not include comments from many larger groups, such as American Trucking Associations, which have said they will respond prior to next month’s deadline. The proposal, published Sept. 7, does not specify a speed that could be adopted in a final rule but suggests that setting limiters at 60 mph, 65 mph or 68 mph would save lives and reduce fuel use. It also comes about a decade after ATA and other groups initially called for a mandate. When factoring the combination of the delay in issuing a proposal — and the confusion of a proposal with three separate speeds mentioned — it should be no surprise that people have not shied from sharing their opinions. “I already drive a governed company truck. It is hard to try to stay out of the way of the flow of traffic,” Christopher Rickbrodt of Riverview, Florida, wrote. “In the Western states, where some speed limits are as high as 85 mph, running at 65 mph is really dangerous to other drivers who can’t judge the closing rate. I hate to say it, but either slow everyone down or leave it alone.” Said Robert Jewett, a retired truck driver and chairman of the New Hampshire Professional Drivers Association: “I have over 42 years of commercial driving, and from what I hear and have seen is trucks at a lower speeds will be in the way of motorists, therefore causing more accidents making motorists at times take more chances.” These are not people looking for ways to cut safety corners and make a few more bucks by putting the “pedal to the metal.” The majority are truly concerned with the unintended consequences of having trucks and cars traveling at different speeds, especially when the limit on a highway is above 70 mph. All of this comes a week after ATA President Chris Spear expressed similar concerns about what he called a “flawed” proposal. It unfortunately sounds like it still will be a while before there is a final mandate. We can only hope trucking’s voice will be heard and a final mandate will reflect their serious safety concerns.

Anger Over Speed Limiters Voiced in Comments to DOT Transport Topics / October 17, 2016 Some motorists said they favor the idea of slowing trucks down on the highway, but the overwhelming majority of the nearly 3,000 comments filed thus far on a federal heavy-truck speed limiter proposal came from truckers calling it a recipe for disaster. In written comments to federal regulators, truck drivers also said the proposed requirement would cut their productivity, cause “rolling road blocks,” increase instances of road rage, create an uneven economic playing field and keep them from their families longer. The proposal, published Sept. 7 jointly by the Federal Motor Carrier Safety Administration and National Highway Traffic Safety Administration, does not specify a speed that could be adopted in a final rule but suggests that setting limiters at 60 mph, 65 mph or 68 mph would save lives and reduce fuel use. The comment period closes Nov. 7, but the agencies are pondering extending the deadline, according to FMCSA Administrator Scott Darling. “I already drive a governed company truck. It is hard to try to stay out of the way of the flow of traffic,” wrote Christopher Rickbrodt of Riverview, Florida. “In the Western states, where some speed limits are as high as 85 mph, running at 65 mph is really dangerous to other drivers who can’t judge the closing rate. I hate to say it, but either slow everyone down or leave it alone.” The proposal requires the devices eventually would need to be capable of verification by regulators or law enforcement via onboard diagnostics. It does not require that the limiters be tamper­-proof. Earlier this month, American Trucking Associations President Chris Spear sharply criticized the proposal as “flawed,” largely because it would create differential speeds on the nation’s highways. ATA and other large associations are expected to file comments before the deadline. John Boyle of Marlton, New Jersey, said he owns and operates a fleet of about 40 Class 8 trucks and has been using speed limiters for more than 10 years. “I applaud your efforts to make the roadways safer,” Boyle wrote. “However, your selective approach to enforcement is curious. Why selectively legislate speed-reducing devices for trucks but not for cars? … Why are you only looking to limit speed on trucks when your own data clearly indicated that speeding in passenger vehicles is the more significant problem?” While there were many comments in favor of speed limiters, primarily from noncommercial motorists, most of the strong opposition came from independent operators and drivers for small companies. Robert Jewett, of Weare, New Hampshire, a retired truck driver and current chairman of the New Hampshire Professional Drivers Association, said, “I have over 42 years of commercial driving, and from what I hear and have seen is trucks at lower speeds will be in the way of motorists, therefore causing more accidents making motorists at times take more chances.” “If you’ve ever driven in Canada, where their trucks are limited to 65, you’ve seen how long it takes for one semi to pass another,” wrote Thomas Stoddard, who did not list his address. “You will have traffic backups for miles.” “I have been driving CMV’s for 44 years with 4.4 million safe miles behind me,” wrote Bob Ciaccia of Conshohocken, Pennsylvania. “When two or more speed-regulated trucks are trying to pass each other, you get a moving road block! This causes cars that are stuck in this road block to get impatient, and once the block is ended, the cars will speed up past the trucks sometimes cutting us off like they are upset.” Valerie Heinonen, of New York City, who supports the speed limiter rule, said that as a noncommercial driver she often observes speeding trucks when she travels the New England Thruway and Long Island Expressway. “Truckers, forced to speed by their customers looking for profit and cost-cutting, are at more risk when the speed limit is over 65,” Heinonen wrote. “Everyone suffers. There is no need for such high speed on public roads — people can speed at raceways!” Marc McComb, address not listed, said truck crashes cause more damage than most car crashes simply due to the mass of trucks, and that adding speed only makes things worse. “While the technology is available to prevent trucks from excess speed, it should be required on all trucks,” McComb wrote. “Truckers are trying to make a living by getting their loads to their destinations as quick as possible, making speeding abuse more likely. The chance of speeding should be taken out of the equation for the good and safety of everyone.” Eric Robertson of Olympia, Kentucky, asked why aren’t cars’ speed restricted? “A significant percentage of accidents involving commercial motor vehicles are caused by the illegal and dangerous driving of people in private, noncommercial vehicles,” Robertson wrote. “Speeding needs to be addressed in the industry, but not by governing vehicles. This will be a business killer for smaller companies and independent drivers.” An array of safety groups including Road Safe America, the Advocates for Highway and Auto Safety, and the Truck Safety Coalition, said they opposed the proposed rule. “It is critical that this rule apply to all trucks on the roads, not just new trucks. Implementing a heavy-vehicle speed limiter rule that applies to all trucks equipped with the technology, including those that have it now, will enhance public safety now,” the groups wrote.