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CNN / October 26, 2016 The top US commander in Iraq, Gen. Stephen Townsend, told reporters via satellite that it is "imperative to get isolation in place around Raqqa" because intelligence reports show there is "significant external operations attacks planning" taking place inside the city. "We actually aren't sure how pressing it is, and that's what's worrying," Townsend said, noting he was limited by what he could say in a public forum. "We know they are up to something, and it's an external plot. We don't know exactly where; we don't know exactly when."

What Uber needs more than driverless beer trucks Timothy E. Carone, CNN / October 26, 2016 One problem with technology is that sometimes what appears to be a great solution fails to live up to the hype. Take the buzz around "driverless" cars and aircraft, for instance. For years, driverless cars were in the research and development areas of companies like Google and Tesla. They are just now transitioning out of R&D and into operational or engineering developments. There are still significant limitations with broad deployment of self-driving cars -- Uber's new "driverless" cars in Pittsburgh have humans behind the wheel -- but they are approaching a level of operational maturity that enables them to address a huge problem: the 100 fatalities and 10,000 injuries a day caused by car accidents in the U.S. The problem is that while there is a good case for driverless cars and planes, it is harder to justify a need for driverless trucks, especially in urban environments, where their operations are impaired by complex traffic patterns, single-lane streets with many obstacles on either side and pedestrians who are unpredictable. And nowhere is this mismatch between the technology "solution" and the "problem" at hand more obvious than with the recent announcement by Uber of driverless beer trucks. To be sure, automated beer delivery makes for a catchy headline, but safety demands that we take a closer look. Unlike cars, driverless trucks have undergone only limited testing -- under ideal conditions, and for relatively few miles. This is important, because the artificial intelligence behind driverless trucks is proving more difficult to develop than similar software for driverless cars. Uber's beer truck may be a good start, but no company should expect that much of their long-haul trucking fleet will be driverless in 5-10 years. Truck aerodynamics are more complex than cars because of their size and the variety of loads they can carry. Cars carry humans and a few small items. Trucks carry everything from a load of beer to a load of live cattle. In short, the work to develop driverless trucks that can be reliably used by companies is far less along than driverless cars. There is no guarantee that the outcome of this development work, and its costs, will lead to commercially useful trucks that are deployed in large numbers. But there's a superior alternative to driverless trucks. The research has been done, and the operations are already mature. Instead of trucks, Uber and Anheuser-Busch InBev should be investing for the future in aerial drones. These drones can fly industrial loads from a terminus to a delivery location in a path that is more direct than existing highways. Though examples of this utility for drones are still few and far between, they do exist across the globe. Small drones in Australia and Rwanda are carrying loads of several hundred kilograms. Amazon has announced it will test drone deliveries in partnership with the UK government. And an Israeli company has a drone prototype that can carry 1,100 pounds for 31 miles. Companies looking to use industrial drones can learn from military and intelligence organizations, which have conducted mature operations for large drones that maneuver in adverse situations. Industrial drones can reuse much of the software and operational best practices these organizations have developed over the past two decades. Scaling up to widely used industrial drones means companies could start replacing trucks on the roads within five years, with enormous benefits to profits, workers and consumers alike. In addition to being at a more advanced and practical stage of development, industrial drones have key advantages over driverless trucks. First, they do not have to be pilotless. This simplifies their operations because a ready-made population of those pilots already exists: The skill required to fly an industrial drone would be similar to drones already in use by the military and intelligence communities. Industrial drones can carry loads along a more direct route, as their mission is simply to move a load from point A to point B. An industrial drone can pick up a load at a terminus and deliver it to its location in a straight line instead of following the U.S highway and interstate systems. Even better, an industrial drone is not subject to the limitations that many trucks have today on length, width, height and weight. Best of all, the operational maturity of an industrial drone brings existing truck drivers into the pool of potential pilots as well. Instead of having their jobs eliminated, truck drivers could be trained to sit in a remote location and operate industrial drones in any part of the country. Unlike driverless trucks, industrial drones could offer jobs to Teamsters in a fourth industrial revolution. Since these pilots should be able to handle more than one drone at a time, industrial drones would provide efficiencies to customers, improving consumer experience. We need to reprioritize our investments to improve the trucking industry. Most of these funds should be repurposed to embrace the future with industrial drones while continuing with driverless truck development at a lower priority. Right now, about 10 million trucks are on the road at any given time in the U.S., posing both safety risks and huge costs. The most-used freight corridors, consisting of 26,000 miles of highways, account for over 95% of that total. The infrastructure associated with these freight corridors require billions of dollars annually to fix and maintain. Replacing these with driverless trucks does not address this situation in a positive way. Removing trucks from the road and replacing them with industrial drones will lead us into the future with a better safety record and less stress on our infrastructure. Timothy Carone is an associate teaching professor in the Department of IT, Analytics, and Operations at the University of Notre Dame's Mendoza College of Business. A former astrophysicist, Carone is the author of "Future Automation: Changes to Lives and to Businesses." The opinions expressed in this commentary are his.

Truck News / October 25, 2016 You have to have faith in your equipment, and the engineers who designed it, to keep your foot planted firmly on the accelerator as you bear down on a stopped SUV in a Class 8 highway truck. But that’s exactly what Volvo and Bendix [Knorr-Bremse] officials did Monday in showcasing their new Volvo Active Driver Assist (VADA) collision mitigation system, and no metal was crumpled in the demonstration. VADA, announced in early October at the American Trucking Associations Management Conference & Exhibition, is Volvo’s fully integrated version of Bendix Wingman Fusion. Volvo’s the first truck maker to integrate the information generated by Wingman Fusion into its existing driver display, eliminating the need for a second in-cab display and the potential for distraction. It builds on Volvo Enhanced Cruise, but offers new capabilities and the ability to mitigate front-end collisions in all traffic situations – regardless of whether or not cruise control is active. One of the most notable improvements is the ability to recognize stationary objects and automatically apply the brakes if the driver doesn’t react quickly enough. “It’s able to detect an object and once it’s identified by the camera that it’s a vehicle, it gives the driver alarms to react accordingly. If they don’t, it will activate the brakes and brake automatically,” explained Ash Makki, product marketing manager with Volvo. Volvo says 31% of truck crashes today involve front-end collisions. VADA’s automatic braking is available at speeds of 15 mph or higher. At slower speeds, such as in stop-and-go traffic, it will still sound alarms but automatic braking isn’t applied. In addition to issuing audible alerts, a bright red LED ring appears around the speedometer, giving the driver a visual cue if he or she is looking at their gauges instead of the road. VADA combines a new radar, with a greater range of 500 feet forward and 22-degrees width, with a windshield-mounted camera that has a 42-degree viewing angle. This allows the system to work in all weather conditions; when it’s too foggy for the camera to pick up lane markings, the radar will take over the lane departure warning requirements. Lane departure warning comes standard with VADA and sounds audible alerts when a driver leaves his or her lane without signaling. It sounds a different set of alarms if the system notices, through erratic driving, that the driver may be tired. Drivers have the ability to turn off lane departure warnings for 15 minutes when traveling through a construction zone or other areas where lane markings aren’t present. Wingman Fusion also offers overspeed alerts but Volvo is not yet offering that feature. The camera reads roadside speed limit signs and alerts the driver and fleet manager when speed limits are exceeded by 10 mph or more. Volvo is still working on integrating that feature into its driver display and plans to add it in the future. Another new benefit is the ability to prioritize alerts. If, for example, the truck is leaving its lane without signaling but also about to run into the vehicle in front, VADA will determine which of the two items is the most urgent to address and react accordingly. The camera can be used as a driver coaching tool. When an event occurs – ie. hard-braking, fast cornering, a sudden maneuver – it captures 20 seconds of footage, the 10 immediately preceding the event and the 10 that followed. That footage is stored in Bendix’s SafetyDirect online portal. Fleet managers can monitor the performance of drivers and use the video footage for coaching. “A lot of fleets like to use this feature to educate drivers,” said Makki. “You don’t have to wait until an accident happens.” Drivers can also manually save footage with the press of a button if they see something on the road of note, for example if they’ve witnessed an accident. The camera can store up to 40 video files at a time. When there has not been an incident to record, the camera runs on a continuous loop, erasing footage it previously recorded. Fleet managers don’t have the ability to peek in on their drivers. Jim Kennedy, vice-president of maintenance for McKenzie Tank Lines, a 275-truck tanker fleet based in Tallahassee, Fla. and serving the US, Canada and Mexico, is a big believer in the technology. “VADA is there to support drivers,” he said. He monitors excessive braking, cornering speed, lane departures, forward collision warnings, etc. and sets high and low performance thresholds. He then keys in on the drivers who generate the most alerts and offers additional training. Volvo’s active safety systems, including Volvo Enhanced Stability Technology (VEST), have helped the company nearly eliminate rollover and rear-end collisions, Kennedy said. From 2003 to 2007, McKenzie Tank Lines had 47 rear-end collisions and 11 rollovers. Since 2010 it has only had a single rollover and it has only had two rear-end collisions in the past three years. “Every single vehicle that has had either one of these events – because you have a transitionary period when you’re bringing in new equipment – every one did not have on it the technology that affected that specific type of event,” Kennedy said. “That speaks volumes. That’s where we feel the proof is.” Volvo made VEST standard in 2005, looking to eliminate the 28% of commercial vehicle accidents that involve a rollover. After demonstrating VADA and VEST to trade press editors, Volvo brought in more than 100 dealers and customers for similar demonstrations during its Safety Symposium. It was hosted at Michelin’s sprawling 3,300-acre proving grounds near Laurens, South Carolina. .

FTC Charges Two With Fraud in Selling Registration Services Transport Topics / October 24, 2016 The Federal Trade Commission has charged two individuals with using a fake government affiliation to sell commercial trucking registration services. The FTC said James Lamb and Uliana Bogash violated federal law by representing themselves as agents of the Department of Transportation and failing to adequately disclose fees charged to help fleet owners comply with annual filing requirements under the Unified Carrier Registration system. “The defendants have taken in more than $19 million from thousands of small businesses by sending misleading robocalls, emails and text messages that create and reinforce the false impression that they are, or are affiliated with, the U.S. DOT, the UCR system or another government agency,” the FTC alleged in its complaint. A federal judge granted a request by the FTC for a preliminary injunction against the two individuals and their companies, including DOTAuthority.com and DOTFilings.com, based in Fort Lauderdale, Florida.

Commercial Carrier Journal (CCJ) / October 25, 2016 The Federal Trade Commission has filed a complaint against James Lamb and several of his motor carrier business services companies claiming they scammed thousands of owner-operators and other transportation providers out of nearly $20 million. The FTC says Lamb and cohorts tricked small business truckers into paying unnecessary federal and state registration fees by pretending to be associated with the Department of Transportation or other agencies. They sent “robocalls, emails and text messages that create and reinforce the false impression that they are, or are affiliated with, the U.S. DOT, the [Unified Carrier Registration] system or another government agency,” the FTC alleges. Lamb and his agents would threaten owner-operators with fines and more if they did not pay, the FTC claims. Lamb, a broker advocate as head of the Association of Independent Property Brokers and Agents, contests the FTC charges, arguing the agency has acted deceptively in court against him and his companies. Lamb has filed a motion asking the FTC to foot his attorney’s fees spent defending himself, and he says an initial request for an asset freeze was reversed after a judge heard his companies’ side of the story. The companies in question in the FTC allegations include DOTfilings.com and DOTauthority.com. The FTC announced Oct. 17 a federal judge has granted the agency its request for injunction against Lamb, his companies and defendant Uliana Bogash, a business partner of Lamb’s. The FTC says tens of thousands of owner-operators have been caught up in the scheme.

Sean Kilcarr, Fleet Owner / October 26, 2016 There’s no doubt a tremendous number of “big ticket” regulations coming together to hammer the trucking industry in some truly enormous ways: the electronic logging device (ELD) mandate; speed limiting devices; the now-official Phase 2 greenhouse gas (GHG) rules that will further increase equipment costs. In sum, the regulatory to-do list is long and simply poised to get longer. So how will all of the rules – existing and soon-to-be-implemented alike – ultimately re-order trucking and the freight world as a whole? John Larkin, head of the transportation & logistics equity research group at Stifel Capital Markets, recently offered some thoughts on that impending “re-ordering” and in his view at least there’s at least one thin silver lining amid what could be some significant motor carrier carnage – the ability to get better freight rates. “Sometime between the second quarter of 2017 and the second quarter of 2018 we think there will be a return to the environment that we saw in 2014 where there was more freight than there are trucks,” he explained at the Surface Transportation Summit earlier this month. “The spot market will go from being awful to being quite attractive, [while] contract rates will start to move up as high as mid-single digit rates.” Larkin added that one reason many shippers adopted what he called a “Neanderthal pricing mentality” earlier this year is they think this is sort of their “last shot to get a bite at the apple” to push rates down. “Maybe they take another little bite in the first quarter of next year but that may be their last chance,” he stressed. “From that point forward capacity will be taken out by ELDs, fleet downsizing, fleet failures, people coming out of the industry and then the next litany of regulations including speed limiters, the safety fitness determination [rule], drug testing methodology, and sleep apnea testing,” Larkin emphasized. “As all of those regulations are going to have the same net effect: reducing truck supply.” Make no mistake, however: those three words, “reducing truck supply,” will encompass a huge amount of pain for this industry to endure. Lots of truck drivers are going to leave the industry; many potential recruits will say “no thanks” to careers as truck drivers due to the ever-increasing hassles; and trucking firms will close their doors in the face of regulatory compliance costs. It won’t be pretty. “The big constraint on truckload capacity is drivers; even though we have a soft economy [they] are still very difficult to find,” Larkin noted. “It’s tough to find those people who are willing to sacrifice their lifestyle to be out on the road,” he added. “And I’m not sure what changes that, especially in a world where in order to micromanage the cost structure of [trucking] operations we’re telling the driver to stay in the right hand lane on a specified route, to drive 63 miles per hour and to take his 30 minute rest at this particular rest area and to take on 50 gallons of fuel at this particular truck stop and to deliver the freight within this 15-minute window at that shipper.” In Larkin’s view, there’s “virtually no autonomy left” and “very few red-blooded men and women” want told what to do every minute of the day while living in a little metal box hurtling down the highway at 63 mph. “That’s the constraint,” he explained. So instead, as truck pricing fell apart this year, fleets are downsizing in an effort to keep truck utilization up while cutting costs. Larkin also feels that as the ELD mandate hits on Dec. 1 next year, other motor carriers may simply call it day and close up shop – though that’s not necessarily a bad thing, in some ways, especially for those cutting lots of corners where safety is concerned. “As we get into next year when the ELD mandate gets closer you should see more and more companies adopting them, which will eliminate the cheating that goes on currently with the manual [paper] logs,” he explained. “That should tighten things up as well.” Larkin believes about roughly 50% of the trucking industry has ELDs to make the math easy, while the other 50% does not. Many of those still using paper logs are doing do now primarily to cheat, he thinks, running in a 600 to 750 mile length of haul range that’s completed in one day, “which of course you cannot do legally with a solo driver,” he emphasized. Thus when those fleets convert over to the ELDs, Larkin predicts their productivity will drop by 6% to 10%. “And if 50% of the industry is down 6% to 10% that implies 3% to 5% of capacity coming out of the [trucking] industry.” That also assumes that all of the small carriers who take this “productivity hit” are going to be able to survive, he pointed out; which Larkin doesn’t think will be the case. “We think quite a few of them are going to hang up their cleats and call it a day and just exit the industry,” he said. “So it could be worse than a 3% to 5% loss of capacity when all is said and done and the dust settles.” That’s big, painful change, no doubt. But if fleets can make the transition to ELDs and comply without too much trouble with the other regulations being placed on the books, they may very well end up with some serious rate negotiating leverage. We’ll see if that happens as predicted.

Jacobs releases engine brake system for the 2017 X15 Fleet Owner / October 26, 2016 Jacobs Vehicle Systems announced the introduction of the optimized engine brake for the 2017 Cummins X15 engine. “The 2017 X15 capitalizes on the optimization of the VGT and the braking cam to deliver approximately ten percent additional braking power at engine speeds under 1700 RPM, compared to that of the 2010 ISX15,” the company said. “At a typical engine speed of 1500 RPM, drivers can now rely on 450 HP of braking power to provide confidence and driver control while in traffic or descending a hill. Wıth a simple downshift to increase the engine speed, the engine brake in the X15 Performance Series will deliver a retarding force of up to 600HP of braking at 2100RPM. The X15 braking performance continues to be best-in-class for heavy duty engines in North America.” “Cummins was Jacobs’ first engine brake customer in 1961. Over 55 years later, we continue to innovate through collaboration among our engineering teams using all engine systems available to maximize engine braking,” said Steve Ernest, vice president, Engineering and Business Development. “When the pioneers and global leaders of engine brakes combine efforts with world-class diesel engine designers, we drive constant innovation and evolution of technologies that deliver performance and value to the customer. With the Cummins X15, equipped with an integrated Jacobs Engine Brake, truckers will experience safer travel and the improved comfort they demand, while reducing the wear of foundation brakes, downtime and service costs.”

Up close: Navistar CatalIST SuperTruck Fleet Owner / October 26, 2016 What could be cooler than the SuperTruck concept vehicles that have been built by North American OEMs with research funding from U.S. Dept. of Energy? Taking one out for a spin, that’s what. And Navistar let Fleet Owner do just that earlier this month when the newly unveiled CatalIST was on hand during a product demonstration day at the company’s 700-acre test facility here. Powered by the Navistar N13 engine, the CatalIST’s refined aerodynamics, use of lighter-weight materials, and technologies such as predictive cruise deliver fuel efficiency of better than 13 miles per gallon. Slide Show - http://fleetowner.com/equipment/close-navistar-catalist-supertruck#slide-0-field_images-204171 “We’ve literally designed this vehicle from the back forward, because there is a fundamental principle in aerodynamic design that says until you clean up the back of the truck and the trailer, you’re going to be limited by what you do in the front,” explained Navistar’s Dean Opperman, chief engineer, advanced vehicle technologies. “Fundamentally, the design of the trailer and tractor impact each other. We worked directly with Wabash National, and were able to optimize our design around their specific technologies—and we will continue to do that with all different types of trailer aerodynamics technologies,” Opperman said. “In a perfect world, we would like to be in control of both systems, but that’s never going to happen. But once we knew where we were going, it solidified a lot of things we wanted to do up front.” Among the special touches on the CalalIST trailer by Wabash National, for instance, are the skirt design, the “ball and socket” passive gap treatment, a bogie treatment on the tandem axles, and an extended boat tail design, Opperman pointed out. Most significantly, the overall shape of the trailer is the key to developing a more optimum, wing-like airflow by lowering the front and rear of the vehicle. As the CatalIST reaches highway speed and “changes shape,” the load bias also shifts forward more toward the tag axle and the low-rolling resistance single tires. Because of the improved aerodynamics and reduced rolling resistance, the CatalIST needs only about 80 h.p. to cruise at 65 m.p.h., Opperman noted. The laptop displays telematics data from the various systems, including engine speed and downspeeding performance, horsepower in use, hybrid charging and discharge, solar power input from the trailer roof, and the vehicle height controls down to the axle and the corresponding load bias. For the SuperTruck program, Wabash National likewise leveraged some existing advanced designs and materials to improve fuel efficiency. In order to give the tractor-trailer the airfoil shape without exceeding height limits, the project trailer utilized smaller wheels and tires as well as the hydraulic control mechanism. The CatalIST trailer’s skirt is based on the new Wabash Ventix DRS (Drag Reduction System), in which segmented side panels manage air flow across the entire underbody. Navistar continues to refine, searching for the ideal aerodynamic shape for a working heavy-duty commercial vehicle. Among the aero touches, a camera system replaces and improves upon traditional mirrors. A new LED headlamp system reduces lamp size for a more aerodynamic shape and cuts electrical power requirements by greater than 80 percent. Along with the tight gap, the tractor and trailer fairings are mutually optimized, using computational fluid dynamics, to minimize drag. A polycarbonate windshield allows for "a more aggressive curvature" that, in turn, better manages the airflow around the cab, Opperman noted. Combined with the camera system that replaces mirrors, the result is a significant reduction in noise and buffeting at highway speeds. Low rolling resistance tires and aero wheel covers are also part of the package. If the sun is just right, you might notice that the CalalIST is based on the International ProStar. But the CatalIST project is aimed squarely at Navistar International's future products. .

Heavy Duty Trucking / October 26, 2016 Used Class 8 same-dealer truck sales fell sharply in September, reversing a growth trend that started in February. Truck sales dropped 11% compared with the previous month. The average price of used Class 8 trucks increased 1% over the same period. Industry analysts believe that prices will remain steadily lower in the long term. The used truck market saw a late summer surge through August with strong sales across all market segments. However, September’s numbers suggest the boom in used truck sales may be over for now. “All three market segments posted weaker volumes, with declines across all three time comparisons,” said one analyst. “The retail market segment fared the best, marking only a 1% decline month-over-month, while the auction and wholesale markets took the biggest hits, falling 45% and 25% month-over-month, respectively."

EPA scrutiny bogs down new diesels Automotive News / October 24, 2016 The EPA's crack-down on emissions malfeasance has thrown the U.S. diesel vehicle market into disarray. With the 2017 model year well underway, Jaguar is the only brand selling 2017 diesel light vehicles in the U.S. That compares with nine brands offering 20 models in the previous model year, including many from Audi, Volkswagen and Porsche, which are now sidelined from the diesel market altogether. Later this year, BMW will join Jaguar, having received a green light from the EPA over the summer. But for now, those are the only two automakers cleared to sell 2017 diesels, an EPA spokesman said. Other automakers' plans remain in limbo as the EPA continues the rigorous diesel testing regime it implemented in response to VW's emissions violations, highlighting a lingering effect of the cheating scandal on the rest of the industry. Since last October, the EPA has subjected diesels to a new battery of tests designed to root out the type of cheating uncovered at VW. To deter automakers from trying to game the tests, EPA officials have said little publicly about the enhanced testing, saying only that vehicles would be kept longer and tested in unpredictable ways. "It is true that diesel vehicles are getting extra scrutiny and that has extended the certification process longer than normal," EPA spokes-man Nick Conger said. "In general, manufacturers have been supportive of this additional testing and have adjusted their timing to account for the additional test duration." The new testing has uncovered no evidence of emissions manipulation thus far, but the effects have been felt throughout the industry, beginning with delayed launches last year of the 2016 Chevrolet Colorado and GMC Canyon diesel pickups and the diesel 2016 BMW X5. GM is now awaiting approval for the 2017 Colorado and Canyon. GM, which also has a Cruze diesel due next year, says it's still building 2016 diesel pickups. Jeep and Ram stores have gasoline-powered 2017 Grand Cherokees and Ram 1500s in stock, but no diesels, even though both models were offered with Fiat Chrysler's 3.0-liter EcoDiesel engine for 2016 and press materials indicate the engines would be offered for 2017. An FCA spokesman refused to comment. FCA's online inventory trackers show several thousand unsold 2016 EcoDiesel Ram 1500s available nationwide, as well as hundreds of the less popular Grand Cherokee diesels. BMW delayed the start of production for its 2017 diesel 3-series sedan and X3 and X5 crossovers pending testing by the EPA and the California Air Resources Board. The 3-series and X3 diesels are on track to arrive by year end and the X5 diesel arrives in January. Mercedes-Benz is now delaying plans to offer four diesel models in the U.S.: a C-class sedan as well as GLC, GLE and GLS utility vehicles. "Numerous authorities are currently testing diesel engine vehicles for compliance with emission standards," says Mercedes spokesman Robert Moran. "Of course, this process has a considerable impact on new diesel certification projects both in terms of effort and duration." For now, Mercedes' priority is securing EPA certification for the V-6 diesel in the GLS350d, Moran wrote, refusing to provide a launch date. He also refused to say whether Mercedes still intends to offer diesel versions of the GLE or GLC in the U.S., as Mercedes executives had said would happen. It still sells the 2016 GLE300d in the U.S., but dealerhip supplies are dwindling. But Moran confirmed that Mercedes has abandoned plans to offer a diesel C class next year in the U.S., citing "product strategy reasons." Even that timing represented a delay: the C300d was supposed to arrive the first quarter of this year.

Light-Duty Diesel Engines Slow to Return to Showrooms in Wake of Emissions Scandal Edmunds / October 26, 2016 A federal judge may have approved a $14.7 billion court settlement relating to the Volkswagen diesel-emissions cheating scandal, but that doesn't signify that sales of light-duty diesel cars and SUVs are poised to return to pre-crisis levels. On the eve of the settlement, Automotive News pointed out that Jaguar is the only brand with 2017 diesel engines certified and ready to sell. A quick check of inventory on Edmunds.com confirmed that diesel-powered 2017 Jaguar XE and XF sedans are indeed ready and waiting for buyers. But that's it. Audi and Porsche have deep corporate ties to Volkswagen, so it's no surprise that their diesel offerings are in deep limbo. But that doesn't explain the absence of the Ram 1500 EcoDiesel, Jeep Grand Cherokee EcoDiesel or BMW's 3 Series, X3 and X5 diesels. Detailed 2017 pricing has been published, but they are not for sale and diesel fuel economy data is conspicuously absent from fueleconomy.gov. The picture is even murkier for the Range Rover diesel and the Mercedes GLE and E-Class diesels, none of which appear in 2017 order guides. The same is true of the Chevrolet Cruze and the Chevrolet Colorado/GMC Canyon diesels. The issue swirls around emissions approval. Diesel engines emit much more oxides of nitrogen (NOx) than gasoline ones, and the demanding emissions regulations in the U.S. cut light-duty diesels no slack. A secondary exhaust catalyst and a diesel exhaust fluid (DEF) injection system are necessary to take care of the extra NOx. Volkswagen decided it could literally drive around the requirement by burying cheat codes in its diesel engine control software. The test patterns used in lab testing are very strictly defined, and that made it possible for someone to craft software that would only turn on the NOx control system when someone dressed in a lab coat was looking. No one expected such a brazen tactic from a major auto manufacturer, and the EPA knows it can't let this happen again. According to Automotive News, "EPA officials have said little publicly about the enhanced testing, saying only that vehicles would be kept longer and tested in unpredictable ways." At a minimum, the EPA is running its own dyno tests and subjecting manufacturer-reported results to greater scrutiny. And it's likely officials are strapping Portable Emissions Measuring (PEM) devices to test vehicles and driving them on actual roads to ensure the lab tests match. All of this (and surely more) is slowing down the certification of 2017 light-duty diesel cars, pickups and SUVs. This seems like a temporary setback, at least technically. But the resilience of customer demand is harder to judge. Light-duty diesels still have a place in the market — particularly the light-pickup and SUV segments that value torque and towing. But those who bought a diesel-powered car for fuel economy alone will likely be tempted by hybrid offerings instead. And since the biggest player may not soon re-enter the segment, it's likely that the peak days of the diesel sedan are behind us.

Six NATO nations eager to increase Black Sea presence RT / September 26, 2016 US, Turkey and Poland are among the NATO member states which confirmed their readiness to dispatch naval units to the Black Sea in 2017, boosting the alliance’s presence in the region, according to NATO Secretary General Jens Stoltenberg. Stoltenberg noted “progress” in strengthening NATO’s presence in the Black Sea Region in his statement after the meeting of the block’s defense ministers in Brussels on Wednesday. “With a Romania-led multi-national framework brigade on land and we’re working on measures in the air and at sea,” he said. According to the secretary General, several member-states “indicated their willingness to contribute to our presence in the Black Sea region on land, at sea and in the air, including Canada, Germany, the Netherlands, Poland, Turkey and the US.” “Other allies are also looking into how they can contribute,” he added. The plans on enhancing Black Sea presence will be finalized during another meeting on NATO ministers in February. Following Crimea’s reunification with Russia, NATO has been increasingly concerned about the Black Sea is turning into a “Russian lake.” Since the spring of 2014, NATO warships, including missile cruisers from the US and other allied nations, have been patrolling the Black Sea on a rotational basis, never leaving the area unattended. NATO decided to increase their presence in the Black Sea during a summit in Warsaw in July, calling it a response to Russia’s increasing military capabilities and is a gesture of support to its Eastern European members. READ MORE: Lithuania aims to spend $115m on air-defense system amid NATO build-up in Eastern Europe The military beef-up in the region is expected lead to the creation of NATO’s Black Sea Fleet to be formed by member-states with direct access to the sea. Stoltenberg also said that 17 NATO countries will delegate their units to join the four multinational ground battalions to be deployed in Poland and the Baltic State early next year. The battalions will be led by the US, UK, Canada and Germany, while the countries sending their forces included France, Poland, Albania, Romania, Croatia and others. The Secretary General stressed that NATO was monitoring the movement of Russian vessels in the Baltic Sea. "I can confirm that two Russian warships have recently entered the Baltic Sea, and NATO is monitoring this movement in the way we always do," he said. However, Stoltenberg stressed that, despite its buildup in Eastern Europe, the alliance is ready for dialogue with Moscow. "We are concerned about Russia's behavior. Bur dialogue is even more important when tensions run high. And allies stand ready to hold an ambassadorial meeting of the NATO-Russia Council in the near future," he said.

Britain, U.S. sending planes, troops to deter Russia in the east Reuters / October 26, 2016 Britain said on Wednesday it will send fighter jets [see note] to Romania next year and the United States promised troops, tanks and artillery to Poland in NATO's biggest military build-up on Russia's borders since the Cold War. Note: Britain has around 126 Eurofighter Typhoons in operation, but only 40 are available for immediate use. 32 of those are based in the UK for domestic defence, 4 are patrolling the Falklands, and 4 are supporting NATO's air-policing mission over the Baltic states of Estonia, Latvia and Lithuania. Germany, Canada and other NATO allies also pledged forces at a defense ministers meeting in Brussels on the same day two Russian warships armed with cruise missiles entered the Baltic Sea between Sweden and Denmark, underscoring East-West tensions. In Madrid, the foreign ministry said Russia had withdrawn a request to refuel three warships in Spain's North African enclave of Ceuta after NATO allies said they could be used to target civilians in Syria. The ships were part of an eight-ship carrier battle group - including Russia's sole aircraft carrier Admiral Kuznetsov - that is expected to join around 10 other Russian vessels already off the Syrian coast, diplomats said. NATO Secretary-General Jens Stoltenberg said the troop contributions to a new 4,000-strong force in the Baltics and eastern Europe were a measured response to what the alliance believes are some 330,000 Russian troops stationed on Russia's western flank near Moscow. "This month alone, Russia has deployed nuclear-capable Iskander missiles to Kaliningrad and suspended a weapons-grade plutonium agreement with the United States," Stoltenberg said, also accusing Russia of continued support for rebels in Ukraine. Those ballistic missiles can hit targets across Poland and the Baltics, although NATO officials declined to say if Russia had moved nuclear warheads to Kaliningrad. NATO's aim is to make good on a July promise by NATO leaders to deter Russia in Europe's ex-Soviet states, after Moscow orchestrated the annexation of the Crimea peninsula in 2014. NATO's plan is to set up four battle groups with a total of some 4,000 troops from early next year, backed by a 40,000-strong rapid-reaction force, and if need be, follow-on forces. As part of that, U.S. Secretary of Defense Ash Carter announced a "battle-ready battalion task force" of about 900 soldiers would be sent to eastern Poland, as well as another, separate force equipped with tanks and other heavy equipment to move across eastern Europe. "It's a major sign of the U.S. commitment to strengthening deterrence here," Carter said. Britain's Defence Secretary Michael Fallon said Britain would send an 800-strong battalion to Estonia, supported by French and Danish troops, starting from May. The United States wants its troops in position by June. London is also sending Typhoon fighter aircraft to Romania to patrol around the Black Sea, partly in support of Turkey. "Although we are leaving the European Union, we will be doing more to help secure the eastern and southern flanks of NATO," Fallon said. SYRIAN SHADOW Others NATO allies joined the four battle groups led by the United States, Germany, Britain and Canada to go to Poland, Lithuania, Estonia and Latvia. Canada said it was sending 450 troops to Latvia, joined by 140 military personnel from Italy. Germany said it was sending between 400 and 600 troops to Lithuania, with additional forces from the Netherlands, Norway, Belgium, Croatia and Luxembourg. Stoltenberg said allies' commitments would be "a clear demonstration of our transatlantic bond." Diplomats said it would also send a message to Republican presidential nominee Donald Trump, who has complained that European allies do not pay their way in the alliance. For the Kremlin, the U.S.-led alliance's plans are already too much given Russia's grievances at NATO's expansion eastwards, although Stoltenberg denied going too far. But NATO's troop announcements in the Baltic states and Poland were partly overshadowed by the dispute about whether Spain should refuel the Russian warships, which was later resolved by Moscow's decision to withdraw its request. NATO's tensions with Russia have been building since Crimea and the West's decision to impose retaliatory sanctions. But the breakdown of a U.S-Russia brokered ceasefire in Syria on Oct. 3, followed by U.S. accusations that Russia has used cyber attacks to disrupt the presidential election, have signaled a worsening of ties. Even before the break down of the Syrian ceasefire, Russian President Vladimir Putin suspended a treaty with Washington on cleaning up weapons-grade plutonium, signaling he was willing to use nuclear disarmament as a new bargaining chip in disputes with the United States over Ukraine and Syria.

“It's amazing how people can get themselves in these situations when, if you stop and think about it, you'll see that basically, you guys are not that far apart on this thing.” Jack Moniker (Robin Williams), “Club Paradise” ------------------------------------------------------------------------------------------- Things are getting out of hand. With the accidental movement of a nervous young man’s trigger finger, the world as we know it could be radically transformed.......in a very bad way. I, personally, want to continue enjoying my morning cup of coffee. Life’s too short for all this nonsense. We only have one life. We are but “guests” on this 4.5 billion-year-old planet for 70-90 some years. ISIS was a chance for the west to forge a working relationship with Russia (Putin). We’ll never agree on all issues. We can’t come close to doing that among ourselves. The world is a much smaller place than before. We must to learn to co-exist. ISIS, and the greater radical Islamic threat (e.g. September 11, London, Paris), is a common foe of the west and Russia. It’s a shame we couldn’t put aside our long time hang-ups and work with Russia in annihilating ISIS, instead of an apparently unsuccessful approach of arming numerous factions who often allied with........ISIS. In Syria, Obama talked of a red line and demanded that Putin allow the U.S. to have a try first. After two years of nothing, having allowed Obama to go first, Putin then sent in his air force. After blowing up ISIS oil tankers headed to Turkey (our ally?) and ISIS targets, Obama then out of embarrassment ordered similar attacks. In America, Detroit is more dangerous than Syria at night......and yet we do nothing about that. Based on our cues overseas, why hasn’t our government requested that NATO send troops from member states to Detroit, or have the United Nations send peacekeepers? If we applied as much time, money and effort on our issues here at home as we do overseas, ...................................

Pentagon suspends California National Guard bonus repayments Associated Press / October 26, 2016 The Pentagon worked Wednesday to stave off a public relations nightmare, suspending efforts to force California National Guard troops who served in Iraq and Afghanistan to repay their enlistment bonuses that may have been improperly awarded. Defense Secretary Ash Carter ordered the suspension in the wake of angry reaction from congressional Republicans and Democrats. They demanded he relieve the burden on Guard members following news reports that soldiers were asked to repay bonuses that in some cases totaled more than $25,000. The announcement does not end the reimbursement process, but postpones collection efforts while the Pentagon and Congress look for a long-term solution. White House spokesman Josh Earnest said President Barack Obama was pleased with the decision, but said it was important for the Pentagon "to follow through" by finding a long-term solution. Obama had warned the Defense Department earlier this week not to "nickel and dime" service members who were victims of wrongdoing by overzealous recruiters. In a statement issued during a meeting of defense ministers in Brussels, Carter said efforts to collect reimbursement from Guard members should stop "as soon as is practical." Carter said he has ordered the department to set up a streamlined process by Jan. 1 to help troops get relief from the repayment obligation, because the current program has moved too slowly. Acting Under Secretary of Defense for Personnel and Readiness Peter Levine told reporters Wednesday that the process of identifying and processing the California Guard members who might have to repay the money may take up to 10 days. "If we determine that recoupment was unjustified, there will be a process that allows the recovery of that and the reversal of that money," Levine said. Levine said they are looking to set up "a one-stop place" for those affected to get a hearing and review, noting that the goal is to eliminate "a bunch of sequential processes." The details of that process have yet to be determined, he said. Among about 14,000 California Guard members whose bonuses and other incentive payments were reviewed, about 3,000 of those are men and women have since left the National Guard, Levine said. They will be eligible for repayment as well, but it hasn't been determined how those cases will be handled since they do not have current addresses or contact details for many of those individuals, he added. Senate Armed Services Committee Chairman John McCain said the move by the Defense Department is "a long-overdue first step," and he vowed to work with Senate colleagues "to explore all options available to hold those responsible for this unacceptable situation accountable and to ensure this never happens again." Rep. Jeff Miller, chairman of the House Committee on Veterans' Affairs, called the measure "a weak and ham-handed attempt to shift the focus away from the Obama administration's shameful treatment of service members and veterans." "Carter seems to have no plan to make those who've already been forced to pay back their bonuses whole, and by focusing only on the California Guard, he is ignoring what media reports indicate could be a national problem," Miller said. The Los Angeles Times reported over the weekend that the Pentagon demanded that thousands of soldiers repay their enlistment bonuses after audits revealed overpayments by the California National Guard. Recruiters under pressure to fill ranks and hit enlistment goals at the height of the two wars improperly offered bonuses of $15,000 or more to soldiers who re-enlisted. If soldiers refuse to pay the bonus back, they could face interest charges, wage garnishments and tax liens. "While some soldiers knew or should have known they were ineligible for benefits they were claiming, many others did not," Carter said, adding that the new process will put "as little burden as possible on any soldier who received an improper payment through no fault of his or her own. At the same time, it will respect our important obligation to the taxpayer." But the country's largest combat veteran's organization, said the measure "doesn't go deep enough." Brian Duffy, national commander of the Veterans of Foreign Wars of the United States and its Auxiliary, said the erroneous bonuses were "the fault of a system, not of any recipient." As many as 6,500 California National Guard soldiers have been asked to repay the enlistment bonuses. "We deal with these problems all the time, but we deal with it in ones and twos, not in hundreds and thousands," said Gordon Trowbridge, deputy Pentagon press secretary. The Pentagon said it is investigating cases beyond California, but said those will likely add up to "dozens." House Speaker Paul Ryan, R-Wis., who had pressed the Pentagon to suspend the program, said Wednesday, "I'm glad the Pentagon came to its senses." House Majority Leader Kevin McCarthy, R-Calif., also welcomed the development, saying he spoke with Deputy Defense Secretary Robert Work Tuesday night and vowed to work with other members of Congress to provide a legislative solution so the repayment issue does not recur. House Minority Leader Nancy Pelosi, D-Calif., welcomed the Pentagon announcement, but said lawmakers need to find a permanent solution. "The heroes who served our country in uniform deserve every bonus and benefit they received in good faith," she said. "We all must work together to swiftly address this situation and monitor any additional issues that come up in California and other states."

If you kill two people, you “could” face the death penalty. Could ??? And then, the killer remains on “death row”, at the taxpayer’s expense, for years until his appeals are exhausted, or a slick lawyer is able to reduce his penalty on a technicality to life in prison, pointlessly costing taxpayers even more. ---------------------------------------------------------------------------------- Oklahoma Double Murder Suspect Has Hit List, May Be Headed to Nevada ABC News / October 26, 2016 A 38-year-old Oklahoma man who has evaded police for two days after killing two people and shooting four others -- including two police officers -- has a hit list and may intend to kill up to eight more people, authorities said Tuesday. "This is a man who has indicated a total propensity to kill people, to injure people, shoot people," said Oklahoma County Sheriff John Whetsel. "He has no care for human life whatsoever." Authorities believe he may be headed to Nevada and have notified police there to be on the lookout. Oklahoma County Sheriff John Whetsel said the suspect, Michael Vance, “could” face the death penalty if convicted of the crimes. Whetsel is warning citizens to stay clear if they spot Vance, adding that he has "absolutely nothing to lose." Vance's rampage began Sunday evening, when he allegedly shot two police officers responding to the scene at a mobile home park over reports of shots fired in the area. The two officers sustained non-life-threatening injuries, officials say, and were temporarily disabled as Vance fled the scene in their patrol car. One officer was shot in the foot and another was hit by gunfire in both legs. Investigators believe Vance live-streamed two videos while on the run, one from inside the police cruiser and another while inside another vehicle. In one of the videos, Vance appears in a blood-covered shirt and says he's been shot before showing a rifle on the seat next to him. "Letting y'all know, look, this is real," he says in the video, according to the Associated Press. "If you want to know what's up next, stay tuned to your local news." Vance said things were "going to be intense," according to an affidavit released on Monday night. He then proceeded to a mobile home park, where police discovered the bodies of two of his relatives. Officials identified those victims as 55-year-old Ronald Everett Wilkson and 54-year-old Valerie Kay Wilkson, his wife. The affidavit describes wounds consistent with attempts to sever one victim's head and the other's arm. Vance then allegedly "shot at and injured" a woman as he was in the process of stealing her silver 2007 Mitsubishi Eclipse. Vance is also suspected of shooting a man during an attempted carjacking early Monday. Vance was last known to be driving a 2007 Mitsubishi Eclipse and was armed with an AK-47. He is considered to be armed and extremely dangerous, authorities say. Sheriff Whetsel instructed any potential witnesses not to approach Vance but to call 911 and let the police handle the situation. ------------------------------------------------------------------------------------------------------------------------- Associated Press / October 31, 2016 A fierce gun battle with Oklahoma state troopers left a homicide suspect dead and ended a weeklong manhunt for the man responsible for a string of violent crimes across the state, including the killing of two relatives and the shooting of three law enforcement officers. After a tip from a farmer led authorities on Sunday to a camp site near Hammon in far western Oklahoma, the manhunt intensified for Michael Dale Vance Jr. Several troopers were chasing Vance, who was driving a stolen flatbed pickup truck, when the vehicle went off the road near Leedey, 130 miles northwest of Oklahoma City. "He exited the vehicle and engaged our troopers in a pretty fierce gun battle," Oklahoma Highway Patrol Capt. Paul Timmons said. "It's probably safe to say he (Vance) was hit more than once." Vance was pronounced dead at the scene. Earlier Sunday, Vance shot and wounded Dewey County Sheriff Clay Sander after Sander stopped a pickup truck to warn the driver about a chain dragging behind it. "The driver of the truck stopped and exited the vehicle shooting an assault rifle," said Oklahoma State Bureau of Investigation spokeswoman Jessica Brown. "The sheriff was shot in the shoulder and arm as he returned fire." Oklahoma Highway Patrol air units in the area were able to spot the vehicle, and a chase ensued. Authorities were tipped off to Vance's whereabouts by a farmer who spotted a vehicle in his field that matched the description of the car the fugitive was thought to be driving. "The vehicle was covered with brush and tumbleweeds," Timmons said. "It appears that he had been camped out there for some time." Also on Monday, authorities charged three acquaintances of Vance, 34-year-old Danny Roach of Oklahoma City, 36-year-old April Harden, and 33-year-old Reginald Moore, with aiding Vance after he had shot and wounded two Wellston police officers and killed two relatives. Roach provided Vance with bandages, an assault rifle and ammunition last week after Vance came to his home in Oklahoma City. Roach admitted he was aware that Vance had just been in a shootout with law enforcement, and he also knew that Vance had just killed two people. All three were charged Monday with two counts of accessory to felony murder after the fact, and Roach was charged with two counts of possession of a firearm after a felony conviction. Roach and Moore each also face two counts of shooting with intent to kill because they provided the weapon Vance used in the shooting of the Dewey County sheriff and of a man near Sayre during an attempted carjacking. .

Clinton and Trump announce reconciliation.......joint rule proposed. .

BBC / October 26, 2016 Philippines president Rodrigo Duterte has said he wants US troops to leave the country. Speaking while on a state visit to Japan, he also called for an "independent foreign policy". Under a current defence pact, the US maintains troops at five military bases in the Philippines. "I want, maybe in the next two years, my country free of the presence of foreign military troops. I want them out," Duterte said on Wednesday. "I want them out," he said. "And if I have to revise or abrogate agreements, executive agreements, I will." He reiterated the possibility of cancelling current agreements with the US, as well as his desire to be "closer to China". "If you chastise me, reprimand me before the international crowd and you say: 'Mr. Duterte, you stop the killings there... stop it because we will withhold aid and assistance to your country' -- it's like saying, 'I am a dog on a leash, and if you do not stop biting the criminals, we will not throw the bread right under your mouth, we will throw it further so you'll have to struggle to get it.' "That's what America wants me to be, a dog barking for the crumbs of their favor." "I do not want to see any military man of any other nation (in the Philippines), except the Filipino soldier," he said.

You'all can knock Biden, but I think he came across pretty good here. A car guy, he can't be all that bad. .

The health care and pharmaceutical industries in the United States has been a blatant scam for decades. With multiple levels and angles, it may rank as the largest scam in existence. In order to purchase medicine, why are you required to waste time and money seeing a doctor at a costs of some $100 in order to obtain a "prescription" for medicine that is sold over the counter in other countries? Why are you paying $50 for medicine sold in other countries for $5 ?

Sluggish truck sales hit Daimler bottom line Commercial Carrier Journal (CCJ) / October 25, 2016 Daimler Trucks sold 97,100 vehicles in the third quarter of this year compared to 128,500 globally for the same quarter last year. In the company’s earnings report last week Daimler said the decrease is the result of lower demand for trucks in many of its key markets. “In the NAFTA region, unit sales by Daimler Trucks decreased to 31,400 units in a declining market (compared to 52,200 during Q3 last year). At the same time, the division succeeded in further extending its market leadership in Classes 6-8, taking 39.3 percent of the market ( compared to 38.1 percent last year).” The division’s revenue decreased from $10.53 billion to $8.53 billion. Negative effects on the division’s earnings primarily resulted from lower unit sales in the NAFTA region, Turkey and the Middle East, the company said. Earnings were also reduced by intense competition in Europe. The realization of further efficiency improvements and exchange-rate effects had positive effects on earnings. EBIT also includes expenses for workforce adjustments in the context of ongoing optimization programs in Brazil. Demand for medium- and heavy-duty trucks in the regions important for Daimler should be perceptibly below the prior-year volume, the company noted. A major negative factor is the expected significant market contraction in North America. In a comparatively weak overall investment environment, from today’s perspective, demand in the market for Classes 6­8 trucks can be expected to decrease by approximately 15 percent. Thanks to strength in Daimler’s car and van business, Daimler sold 754,100 cars and commercial vehicles worldwide during Q3, more than ever before in a third quarter and surpassing the total for the prior-year period by 5 percent.

Paccar profits, sales slide in third quarter while marketshare soars Commercial Carrier Journal (CCJ) / October 25, 2016 Paccar reported earnings of $346.2 million Tuesday for the third quarter of 2016 compared to $431.2 million in the third quarter of 2015. Third quarter net sales and financial services revenues were $4.25 billion this year compared to $4.85 billion for the same period last year. Peterbilt and Kenworth’s record third quarter U.S. and Canada Class 8 retail sales market share of 31 percent increased their year-to-date market share to 27.9 percent. Class 8 truck industry retail sales for the U.S. and Canada are expected to be in a range of 215,000-225,000 vehicles in 2016 and Class 8 truck industry retail sales for the U.S. and Canada are estimated to be in the range of 200,000-230,000 vehicles in 2017. Paccar Parts generated pre-tax profit of $138.3 million in the third quarter of 2016, compared to $145.4 million achieved in the third quarter of 2015. Third quarter 2016 revenues were $764.8 million, compared to $778.0 million earned in the third quarter last year. Paccar Parts achieved pre-tax profit of $406.3 million in the first nine months of 2016, compared to $430.0 million in the first nine months of 2015. Paccar Parts’ nine month revenues were $2.24 billion, compared to $2.31 billion for the same period last year.

Kristofer Harrison, The National Interest / October 25, 2016 Think the public doesn’t care about foreign policy? Ask Barack Obama, who built his 2008 campaign on a foundation of popular anger over Iraq. Yet, Congress—the people’s representatives and the branch closest to the mood of the country—routinely cedes foreign policy decision-making to executive branch bureaucrats. Like everything else, the Founders subjected foreign policy power to checks and balances, but Congress routinely leaves its most powerful tools fallow. Now and then, the House of Representatives threatens to withhold funds for a significant foreign policy issue (e.g. Iraq), and, occasionally, the Senate will block an ambassador about whom nobody cares. But otherwise, the Congress seems to throw its hands up and give the executive free reign. Syria presents a looming civics lesson. All indicators point to a Clinton presidency, which means a push for no-fly zones in Syria. Congress had better be careful. Voters may not support a no-fly zone, and if Congress becomes complicit in pushing one forward, the country's politics will look far Trumpier than even now. Unless Congress relearns how to influence foreign policy, the country will sleepwalk into Hillary Clinton’s proposed half-baked military solution just because the think tank community wants it and because it appears to be the opposite of President Obama’s Alfred E. Neuman approach to Syria. If public opinion gels against it, the GOP will pay dearly at the polls. Congress needs to do its political due diligence. Be wary of following experts over a cliff. The first thing Congress should do is knock off the nonsense that resistance to no-fly zones means someone is an isolationist, pro-Russian or okay with genocide. Those are infuriating arguments for opponents (i.e. voters) whose concern typically revolves around a no-fly zone’s efficacy—why are we doing it?—or mission creep. The GOP has still not come to terms with Iraq. Witness Senator Rubio. He ran for president on a platform that the Iraq war was a good thing and that Syria needs similar medicine. Understandably, voters view GOP foreign policy with a skeptical eye. “What is the goal?” "How do no-fly zones achieve it?" “Would this not only reprise the 1990s creeping mission against Saddam Hussein?” If the public approves of those answers, proceed. Yet, teasing out these answers falls to Congress. The executive branch will not do it. Remember, they have experts who think they know the answer. Congress must start small. Define the threat. Pass legislation spelling out that there are multiple issues in Syria: ISIS, Assad, and Russia. Make clear that no-fly zones address the latter, and do not let the administration conflate the threats. Teasing out those questions will require Congress to make better use of hearings. Congress must relearn the art of holding them. Carefully conducted, hearings should powerfully amplify a message and frame political contrasts. Beltway wonks relish a good game of gotcha, but using basic policy questions (e.g., “Who do you want to achieve in Syria?”) is a better way to embarrass and pressure the executive. Incidentally, message to Congress: think tanks are not your audience; voters are. Hearings should generate headlines. Congress needs to invite better witnesses—not just think tank experts—and ask better questions. Members must stop asking questions that generate minutiae. Nobody cares, and, besides, that is why Congress has staff. Ask questions that prompt answers voters care about. Here, topics matter, too. Here’s one: Obama’s Syria policy creates a situation where Iran has thousands of ground troops, Russia bombs with impunity, we stand at cross purposes with our NATO ally Turkey, and we expend enormous effort to force our Sunni Arab allies in the Gulf to stand idly by and observe a Sunni Arab genocide. This strategy, such that it is, has an obvious problem. Eventually, our Sunni Arab allies will involve themselves, and they will stop listening to us. The corollary is that Assad labels all dissenters as terrorists and kills them, so when our Gulf Arab allies do lose all patience with us, their only remaining potential partners on the ground will be ISIS and Al Qaeda. Surely, the public cares about a strategy that will force our allies into the arms of Al Qaeda. Congress can do more than just hold hearings. Without dispute, the president is the chief diplomat, but that does not mean Congress cannot communicate with our allies. Invite Gulf Arab allies to address Congress and hold consultations. Do what our diplomats cannot do and explain our political constraints. Ask them, “Given those constraints, how can the United States and its allies defeat ISIS?” In reality, Clinton should welcome this as she helped plant the seeds of Obama’s Syria policy while secretary of state. No president wants to admit failure, and, with Obama planning to remain in Washington D.C. after his presidency, she may be loath to criticize him. Realistically, she may chafe at Congress’ efforts. Good. Congress can do this seven times, once with each Gulf Arab country. If Clinton still refuses to work with Congress, it can start highlighting the immigration crisis caused by Syria and start inviting our 28 NATO allies, one-by-one to talk about it. Heretofore, Congress has done little more than appeal to virtue and hope that voters pressure the president and his experts to change course for having a lack of it. Half a million dead Syrians speaks volumes their relative immunity from political pressure, though. Corralling moral outrage is not enough. Congress needs to relate the foreign policy to the public. Syria presents plenty of issues that people care about: immigration, giving allies no choice but to work with Islamic radicals, potential mission creep that could see the United States reprising some of the 20 year Iraq saga, cost, and so on. Even if the voters do not get animated about Syria wonkiness, they will start reacting to the domestic implications. George Washington made this point multiple times in his Farewell Address when talking about "enlightened" public opinion. But that only works—Congress’ check on the Executive only has traction—when Congress enlightens it. That does not mean educating them or trying to spark moral outrage; it means highlighting political contrasts and relating the issues to a local audience. Nobody should excel at that more than members of Congress, but currently they do not. Kristofer Harrison served in both the Departments of Defense and State during the George W. Bush administration on issues ranging from Russia to Iraq. During the primaries he served as a foreign policy advisor to Senator Ted Cruz (R-TX).

Arizona Sheriff who arrests illegal immigrants charged with criminal contempt Associated Press / October 26, 2016 The longtime sheriff of metropolitan Phoenix was charged Tuesday with criminal contempt-of-court for ignoring a judge's order in a racial-profiling case, leaving the 84-year-old lawman in a tough spot two weeks before Election Day as he seeks a seventh term. The U.S. Department of Justice promised two weeks ago that it would prosecute Sheriff Joe Arpaio, but the misdemeanor count wasn't officially filed against him until U.S. District Judge Susan Bolton signed it. Arpaio could face up to six months in jail if convicted. A misdemeanor conviction would not bar Arpaio from serving as sheriff. Democratic challenger Paul Penzone said Arpaio, through his acts of political defiance, has no one to blame but himself for the charge. "It's another example of the sheriff putting his own personal objectives ahead of the best interest of the community at our expense," Penzone said. Arpaio lawyer Mel McDonald said the sheriff will contest the charge. "We believe that when the final chapter is written, he will be vindicated," McDonald said. McDonald said Arpaio will not be arrested and no mugshot will be taken. He will plead not guilty in a court filing. The criminal charges stem from the profiling case that Arpaio lost three years ago that morphed into a contempt case after the sheriff was accused of defying a 2011 court order to stop his signature immigration patrols. Arpaio has acknowledged violating U.S. District Judge Murray Snow's order but insists his disobedience was not intentional. Snow disagreed, concluding Arpaio knowingly continued the patrols because he believed his immigration enforcement efforts would help his 2012 re-election campaign. Arpaio ran a TV political ad last week saying the Obama administration's Justice Department planned to prosecute him because of its opposition to his immigration enforcement efforts. In the past, Arpaio has walked away from criminal investigations without facing charges and still has managed to get re-elected. He faced a federal investigation four years ago on allegations that he retaliated against two local officials and a judge at odds with him by accusing them of corruption. His office also was investigated for misspending more than $100 million in jail funds, including on those failed investigations into rival officials and his traffic patrols targeting immigrants who are in the country illegally. Neither investigation led to prosecution of the sheriff or his employees. County taxpayers have spent $48 million so far to defend Arpaio and his office in the profiling case. The cost is expected to reach $72 million by next summer. The contempt violation led the judge to order the creation of a taxpayer-funded system for compensating Latinos who were illegally detained when Arpaio ignored the order. Maricopa County officials have set aside $1 million for funding the system. A Dec. 6 trial has been scheduled in Arpaio's criminal contempt case. .