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You're looking at a European Union spec variant. If it was spec'd for Brazil, Australia, South Africa or.........the U.S. market, it would probably be more to your liking in terms of aesthetics. Now remember, when going for the ultimate in aerodynamics, which the truckmakers in this next go around are doing, aesthetics (beauty) will suffer slightly. GM admitted the new Bolt pure electric car has less range than they intended, because they compromised to ensure sales, putting aesthetics ahead of aerodynamics (the opposite of the Prius). Jim, you are looking at the best engineered, most technically advanced heavy truck in the world today. Volvo's "New FH", for example, doesn't even come close. And the new interior, absolutely brilliant in form and function. When you gaze at that breathtaking instrument panel, you can see why Scanias have always been a driver's truck. You can spend hours and hours behind the wheel because of all the considerations to driver comfort. With the "SCR only" 13-liter engines and legendary 16.4-liter Mack-Scania V8s, Scania has the best truck engines in the world........bar none.

Vlad, our original hood supplier had inconsistent quality due to old manufacturing processes. The dealers returned quite a few defectively manufactured hoods. The plant, dealers and customers painted and mounted hoods, only to discover defects. And regarding the parts distribution centers, shipping and the dealers, the wood crating was poor. But then we switched suppliers, and both the quality and packaging became very good. The original supplier's hoods were light gray in color, while the second supplier's hoods were dark gray, almost black. The first supplier was Structofab, and we replaced them in May 1990 with the vastly superior Rene who used the latest manufacturing processes. I just remembered all this, as we'd touched on it relating to that plant fire. I haven't thought about these things in MANY years (http://www.bigmacktrucks.com/topic/39396-mack-production-line-fire/#comment-284274).

Up thru 1981, the R-model used a 1QM5480B hood (pre-CMCAC). From 1982, with the advent of the CMCAC-equipped R-model, the hood changed to the 1QM5556. CMCAC - Chassis Mounted Charge-Air Cooling

Why don't you contact Barry again at Watts Mack with your truck's model and serial number and order another new air reservoir? I'm sure that he'd work with you on price. You'll probably be challenged to locate a used MH air reservoir that isn't similarly corroded.

In related news............... Florida schools issuing “Pledge of Allegiance” waivers WCTV / August 23, 2016 “This is a response to a Florida law voted on by the Florida Legislature and signed by Governor Rick Scott,” said Chris Petley, the spokesman for Leon County Schools (www.leonschools.net) in Tallahassee, Florida. Specifically, he is referring to Florida Statue 1003.44. That law dictates “to all school districts in Florida that, ‘each student shall be informed by a written notice published in the student handbook or a similar publication pursuant to s. 1006.07(2) that the student has the right not to participate in reciting the pledge.” “We are required to comply with the law,” he replied. The Pledge of Allegiance waiver states: “I understand my rights as a parent and I request that my child, noted above, be excused from reciting the Pledge of Allegiance. This request includes standing and placing his/her right hand over his/her heart.” Tuesday, the school district issued a statement saying: “Leon County Schools values patriotism, civic responsibility, and the pledge of allegiance. A change to Florida law this year requires all school districts to publish in the student code of conduct booklet the students’ right to not participate in reciting the pledge of allegiance. In complying with the change in law, our staff developed a form for parents to use to exercise that right.” The opt-out has been available in Florida since 2000. .

Florida schools issuing “Pledge of Allegiance” waivers WCTV / August 23, 2016 “This is a response to a Florida law voted on by the Florida Legislature and signed by Governor Rick Scott,” said Chris Petley, the spokesman for Leon County Schools (www.leonschools.net) in Tallahassee, Florida. Specifically, he is referring to Florida Statue 1003.44. That law dictates “to all school districts in Florida that, ‘each student shall be informed by a written notice published in the student handbook or a similar publication pursuant to s. 1006.07(2) that the student has the right not to participate in reciting the pledge.” “We are required to comply with the law,” he replied. The Pledge of Allegiance waiver states: “I understand my rights as a parent and I request that my child, noted above, be excused from reciting the Pledge of Allegiance. This request includes standing and placing his/her right hand over his/her heart.” Tuesday, the school district issued a statement saying: “Leon County Schools values patriotism, civic responsibility, and the pledge of allegiance. A change to Florida law this year requires all school districts to publish in the student code of conduct booklet the students’ right to not participate in reciting the pledge of allegiance. In complying with the change in law, our staff developed a form for parents to use to exercise that right.” The opt-out has been available in Florida since 2000. .

BBC / August 24, 2016 A 21-year-old British woman has died after she was attacked by a radical Islamist with a knife in front of 30 people at an Australian backpacker hostel. A 30-year-old British man was also severely injured in the attack in Queensland state. He remains in Townsville Base Hospital in a critical condition with stab wounds. A dog was also killed in the attack and a local man sustained minor injuries. Police are investigating the possibility that the attacker was motivated by extremist views. The 29-year-old French attacker yelled the Arabic phrase "Allahu akbar" (God is Great) during the attack. "We are not ruling out any motivations at this early stage, whether they be political or criminal," said Queensland Police Deputy Commissioner Steve Gollschewski. "Investigators will also consider whether mental health or drugs misuse factors are involved in this incident." The stabbing took place at Shelley's Backpackers in Home Hill, a small town located about 100km south-east of Townsville that is a popular place for backpackers to pick up agricultural work. Police said the French attacker was in Australia on a temporary visa and was not known to authorities.

Backtracking. The only legal way to deal with any and all "illegal immigrants" is to deport them. While I personally would prohibit those matter-of-fact criminals from ever applying to enter legally, others might feel differently. .

GHG 2: Out with the old and in with the new Fleet Owner / August 23, 2016 Logging in at almost 1,700 pages, it'll be sometime before all the details in last week's Greenhouse Gas Phase 2 (GHG 2) regulations are widely known. However, there weren't really many surprises in the final rule. Most of the proposals had been telegraphed by the government months ago. So at this point, it's really all about the details as industry experts dig in to the text and start plotting their emissions and fuel economy strategies for the next decade. Because make no mistake about it, more than anything else in the world right now, GHG 2 will dictate the development and deployment of next-generation trucking powertrains over the next 10 years. And, based on what is widely known about GHG 2 now, we can go ahead and make some educated cases as to what the next decade will bring about in terms of powertrain technology. First off, it's important to note that GHG 2 actually gives OEMs and component suppliers a fair amount of leeway as to how they'll chose technology pathways to get to compliance. Which means we can expect to see OEMs play to their strengths initially, before they sink their teeth into the more difficult aspects of the new rule. So, for starters, we'll see "easy" challenges tackled very soon -- before summer is over, in fact -- as OEMs start to concentrate on tractor and trailer aerodynamics in a more integrated and complimentary fashion. Look for a whole lot more body sculpturing as sharp edges fade away and gentle, curves designed to expedite airflow take their place. Enhanced system integration is another easy way to optimize GHG 2 performance right away. So look for more efforts from OEMs and suppliers like Cummins and Eaton to fine-tune existing integrated drivetrains and enhance performance wherever they can. Looking out a bit farther, I'd say it's a safe bet that before too long, fully-integrated, fuel-economy optimized "smart" drivetrains will be the standard powertrain option on new tractors. The same goes for automated manual transmissions (AMTs), too. It's very likely GHG 2 will be the rule that effectively kills off manual transmissions in heavy-duty trucking once and for all. I suspect that very soon, AMTs will be standard equipment on new trucks. And if you want a manual gearbox, you'll have to spec it. And you may even find yourself paying a premium for it, to boot. Once again, OEMs and powertrain suppliers will be able to "bank" emissions credits for early compliance. And they will be able to "spend" those credits later on as GHG 2 starts to take hold in the industry. Moreover, OEMs and suppliers will be scored on the fuel efficiency and emissions compliance for entire annual builds. This means -- in theory, anyway -- that they can build X number of not-so-fuel-efficient trucks, as long as they build enough super-fuel-efficient trucks during the same time span to make sure the overall GHG 2 performance numbers average out when everything is said and done at year's end. So, that means that it is possible some OEMs will continue to build long-nosed, slab-grilled tractors in the coming year. But I wouldn't bet on it. In fact, I think it's entirely possible that GHG 2 will be the final death knell for most, if not all, long-nose conventional tractors. Even though many of those trucks work in applications where aerodynamics simply don't matter (heavy haul, for example) it's very likely OEMs will decide to simply offer specialized aerodynamic tractors for those roles in the near future, and just side-step any GHG 2 penalties they would've incurred for building those old style trucks in the first place. That gets most of the low-hanging fruit out of the way. But there are a couple of new technologies that OEMs are going to have to figure out how to refine to get to the really aggressive parts of GHG 2 when the law goes into full effect in 2027: namely waste heat recovery systems and hybrid drivetrains. Waste heat recovery systems, as the name implies, are systems designed to capture heat energy produced by the engine as the truck is moving down the road. Previously, that heat energy was simply lost without contributing anything useful to the drivetrain's overall efficiency, as anyone who's ever placed their hand on the hood of a car or truck just after its been switched off can attest. These systems will capture that heat energy and put it to work, most likely by powering auxiliary systems on a truck such as the HVAC or engine cooling fan. As any driver knows, trucks burn more fuel in lower gears as the powertrain works hard to get a fully-loaded rig up to highway speed. Once at cruise speeds, the engine becomes highly efficient and fuel burn decreases significantly. That's why GHG 2 is forcing OEMs to look at developing hybrid-electric drive systems to provide additional torque to the wheels during the launch phase and help decrease big fuel burn spikes. Unlike internal combustion engines, electric motors provide 100 percent torque right away. Which means that extra power can be put to instantaneous use launching a truck. Both of these systems featured prominently on the recent Super Truck vehicle development project jointly conducted by the trucking industry and the Federal government. And while the systems work -- they are expensive, and add weight and complexity in return for very modest fuel economy gains. So the pressure will be on OEMs to find ways to make these systems perform better, more reliably while being lighter, less complex and affordable. It's a tall order -- likely the most difficult technological challenge OEMs will face over the coming decade. All in all, it seems that in the short run, we can expect GHG 2 to accelerate already well-established powertrain trends in trucking, with more cutting edge technology coming on line later on. Keep in mind however, that GHG 2 will not be the only guidelines influencing truck design over the next decade. Other trends, such as autonomous and platooning technology, as well as rapidly evolving vehicle communications systems will certainly leave their marks, too. The next generation of heavy-trucks will be here sooner, rather than later. And they will feature technology that was unheard of in the automotive world just a few short years ago. The challenges for fleets and OEMs alike will be significant. But, as usual, the industry will have no choice but to collectively roll it's sleeves up and take them on, one by one, and solve them all.

The EPA hasn't filed a required report on ethanol and other biofuels in years Autoblog / August 23, 2016 The Renewable Fuel Standard is a simple thing – it mandates a minimum amount of biofuel (stuff like E85 ethanol and B20 biodiesel) in US vehicles, all in the name of cutting emissions. But since the Environmental Protection Agency, the group responsible for enforcing the RFS, hasn't filed a report on the environmental impact of biofuels since 2011, neither we nor Congress have any idea if it's actually working. That's according to the EPA's Office of Inspector General, the independent internal group tasked with auditing and generally keeping an eye on EPA efforts. Federal law requires the EPA to file a report on the RFS' environmental impact every three years, but the agency hasn't done that in almost six, with the last one filed in 2011. It gets worse. According to Reuters, the EPA Inspector General told Congress the agency doesn't even have a way of measuring whether the RFS is improving or worsening air quality or how long biofuel greenhouse gas emissions linger. In other words, we're flying blind. "Not having required reporting and studies impedes the EPA's ability to identify, consider, mitigate and make policymakers aware of any adverse impacts of renewable fuels," the report says. Reuters reports that the EPA "agreed to a set of corrective actions and timelines" and will issue a report by the end of 2017. Better late than never. ------------------------------------------------------------------------------------------------------------------------------------------------------ EPA has not completed required review of biofuel mandate: report Reuters / August 18, 2016 The U.S. Environmental Protection Agency has not complied with federal requirements to study the effects of the nation's biofuel use mandate, an agency watchdog said on Thursday. EPA's Inspector General concluded that the agency has not issued a report to Congress on the environmental impacts of the Renewable Fuel Standard (RFS) since 2011, even though federal law requires that the agency provide a report every three years. The RFS, which is administered by EPA, sets the amounts of biofuels, such as ethanol, that must be blended into U.S. gasoline and diesel supplies annually. The IG report also said the agency has not evaluated whether the program is causing any harm to air quality and it has no formal process to initiate an update of its data on the life cycle greenhouse gas emissions of biofuels. "Not having required reporting and studies impedes the EPA's ability to identify, consider, mitigate and make policymakers aware of any adverse impacts of renewable fuels," the report said. EPA said it mostly agreed with the report's findings. The agency said it has "agreed to a set of corrective actions and timelines" to address the report's conclusions. The agency estimated that it would complete a report on the impact of the biofuel mandate by the end of 2017. The renewable fuel program has faced intense opposition in recent years from oil companies, who argue that the program places undue financial burdens on refiners. A spokesman for the American Petroleum Institute said the oil and gas trade group is still reviewing the IG report. Some environmental groups have also questioned whether EPA has properly evaluated the life cycle greenhouse gas emissions of corn ethanol to calculate its global warming potential. They say land-use change associated with its production outweighs the environmental benefits of replacing gasoline. But, biofuel backers have strongly pushed back against these claims. "We are confident that once EPA conducts these required studies, they will show that biofuels like ethanol are significantly reducing greenhouse gas emissions, even above the threshold reductions," said Renewable Fuels Association President Bob Dinneen in a statement.

Scania's new truck range provides more of everything Scania Group Press Release / August 23, 2016 · A completely new cab range, inside and out, that is uniquely Scania · The S and R models are being introduced first; the S cab has a flat floor for maximum comfort · Stronger, safer and more aerodynamic · Modular construction makes repairing Scania cabs easier in the event of an accident · Repositioned front axle and lower centre of gravity for greater safety and driving comfort · The world's first truck with rollover curtain side airbags Scania is completely overhauling its entire cab range with the introduction of the new truck range. First out is the R series, as well as a completely new S series. With the S series, Scania is introducing a new top model among its sleeper cabs with a flat floor, for the most demanding customers. The cabs have been designed down to the very last detail to meet today's and tomorrow's demands from customers and legislators alike, and they bring a host of new options to Scania's range of products and services. The completely new, modular generation of cabs reflects Scania's unique identity and design, and they are manufactured in the newly built factory in Oskarshamn, Sweden. Scania's new generation of cabs has been designed, developed and produced by Scania's own in-house designers. Their look makes them immediately recognizable as a Scania, with the difference that the look is even clearer, signaling both future and the authority and presence that only a true premium truck can express. The basic structure of the cabs was developed in close cooperation with Scania’s sister company Porsche Engineering. The new cab range has absolutely no parts in common with Scania's existing cab range, but naturally all the positive cab features that are characteristic of Scania have been transferred and further developed. Four focus areas The new generation has been developed with a number of overall features in focus: Driver environment Fuel economy Optimum use of interior space Safety and maximum reliability These requirements have driven the development work on the cab side too and are reflected in the details as well as throughout the overall design. When all the variants have been introduced, Scania’s new truck generation will encompass no fewer than 24 different cab variants. The photograph shows a tractor with the new R cab in normal configuration. Ultimately, within the framework for Scania's modular system, we are talking about no less than 24 different basic cab models in total, once all the variants are in place. This enables Scania to be able to customize the right customer solution for every type of application area, regardless of whether the focus lies on interior space, fuel economy, maximum comfort or greatest load capacity. High-tensile steel has been used in the cab structures. The various structural elements have been shaped by either compressing or rolling before being joined together using various welding techniques, laser soldering or hi-tech adhesive techniques, creating a particularly robust monocoque structure. "Developing new truck cabs within the heavy premium segment is a highly complex process," says Göran Hammarberg, Head of Cab Development at Scania. "Visibility, comfort, legal requirements, ergonomics, good reparability, low weight and high safety are just a few of the many feature areas that must be accommodated without creating obvious compromises, regardless of the area of application. We are incredibly pleased with what we have achieved and are convinced that these trucks will set a new benchmark in the industry." Form and function go hand in hand "We have put an immense amount of work into identifying, expressing and design-wise enhancing those qualities that the Scania brand represents," says Kristofer Hansén, Scania's head designer and the person behind the visual design of the new truck range. "Our goal is to create a very attractive product that conveys a true Scania feel while also being carefully designed down to the last detail to do its job properly." When it comes to the exterior, Scania has given top priority to aspects relating to aerodynamics and, consequently, fuel consumption. Every surface, at the front as well as along the sides and even below the vehicle, has been optimized for minimum drag. Even components like wipers, rear-view mirrors and all the various lights have been designed with this in mind. One concrete example is that the industry-standard sun visor does not come as standard. Even equipment like air deflectors and side skirts have been carefully integrated into the overall design, and were given just as much attention during the development phase. Industry-leading aerodynamics was one of Scania’s goals during the development process. Scania has built further on its excellent experiences from the Scania Streamline, and the result is a truck that is so slippery that a long-haul truck can now reduce its fuel consumption by two per cent thanks to lower air resistance. "In our hunt for fuel thieves, aerodynamics in particular is an extremely important component," says Göran Hammarberg. "Compared to our already industry-leading models from the current generation, we have further reduced drag. This delivers an immediate impact on fuel consumption, and gives a reduction in general of 2%. Seen over the course of a long-haul truck's lifespan, with the extremely high mileage this type of vehicle clocks up, this will have a major impact on both profitability and the environment." "It's a question of seemingly small, but in the long term crucial, details and features," underlines Kristofer Hansén. "All clearances and tolerances have been minimized. Good aerodynamics also helps cut noise levels both inside and outside the vehicle, as does the generous use of noise and vibration absorbing measures, like carpets and expanding damping materials in various cavities." An important aspect of truck design is demonstrating the vehicle's features, while clearly communicating that it is a professional work tool. "Every line and shaped element has been designed to describe, and preferably also enhance, the vehicle's features, its durability and the proud heritage that a Scania always carries," highlights Kristofer Hansén. "We have systematically built up all the component parts into a whole that communicates harmony and dynamism, despite it being a robust work tool in which all the elements are part of our advanced modular system." Maximized space in the S cab All the cabs are designed with the driver in focus. Regardless of which cab the customers choose, they will be getting even more generous interior space than before. It is partly about more efficient packaging and the fact that internally the cab has grown 2" in length, but also about a general roof height increase in the new generation. "Our new standard roof is 10 cm higher than the current standard one," says Kristofer Hansén. "And even the higher roof models are slightly roomier than before, we are talking about a height difference of 16 cm which will, of course, be particularly appreciated by those who both work and live in their vehicle." At the top of the range is, of course, the new S cab that, with its completely flat floor and maximum interior space, is the obvious choice for customers with the highest demands on living comfort, prestige and usability. The new S cab offers an entirely flat floor and magnificent interior space. Scania is convinced that all drivers who have the opportunity to enter the S cab via the intelligently designed entry with four steps will love the cab and all the potential it offers. "We see how perspectives are constantly shifting and how customers' demands are increasing," says Göran Hammarberg. "There is no denying that our new S cab outshines everything we have done before in terms of factors like comfort, storage, spaciousness, ergonomics and visibility. A user-friendly and ergonomically designed entry with four steps leads up to a workplace that we believe will be loved by all drivers who get the chance to test it." Crucial visibility improvements In all the new cabs, the driver's basic position has been moved 65 mm closer to the windscreen and 20 mm out towards the side, compared to the current cab generation. There are several reasons, but the most important ones relate to improvements to the driver's position as regards safety, visibility and interior spaces (particularly for beds and seat adjustment range). The new cabs offer vastly improved visibility thanks to a larger glass surface area, a lower instrument panel, slimmer door panels and optimized A-pillars. Naturally, the rear-view mirrors play a crucial role in this respect and the standard design is a completely new model with the focus on aerodynamics and optimum visibility (in the mirrors as well as past them, an equally important aspect). The mirrors on the R and S cabs have a wide-angle function, are electrically adjustable as well as heated, and have effective vibration damping. In Scania’s new cabs, the driver’s seating position has been moved both ahead and out to the side compared with the current range. In addition to greater adjustment scope for the seat, for instance, this also gives the driver an even more commanding overview of the truck’s immediate surroundings. Even the front and near-view mirrors have a new design and shape, for a wider field of vision and improved aerodynamics. Electric adjustment is also available as an option for these mirrors and all mirror housings can be painted. The cabs are ready for the installation of cameras as an optional extra or in place of some of the mirrors. "Good visibility is crucial to the driving experience and for safety, and there are a lot of different parameters that interact to create that feeling," emphasizes Kristofer Hansén. "All our combined expertise in areas like ergonomics, design and the interface between people and vehicles has been deeply involved. Some of the results are highly noticeable, others are not as visually obvious. One good example of the latter is the new wiper system, which has a wider arc and is better at handling snow and ice, and the windscreen washer is now 20% more effective." Focus on the driving experience Scania has always placed a lot of focus on the driving experience, and the new truck series is naturally no exception. "As a driver, the lower centre of gravity is apparent," relates Göran Hammarberg. "This brings benefits like greater stability when cornering and under heavy braking, without in any way affecting comfort. But regardless of cab or application, I can guarantee that Scania now offers drivers an even more dynamic and at the same time very secure and predictable driving experience." Thanks to a further developed braking system, a front axle that has been located further forward, and a lowered centre of gravity, a typical tractor from Scania with a GCW of about 40 metric tons (88,185lb) can stop from cruising speed (80 km/h) in a 5 percent shorter distance under normal conditions. As an example of what the improved braking capacity means, a typical 40 ton (88,185lb) 4x2 tractor should, in normal circumstances, be able to come to a complete standstill from full speed in a 5 percent shorter distance. Also contributing to the improved braking performance is the front axle's new position. Apart from it being moved forwards 50 mm, the new axle generally also offers better ground clearance than before. Constant improvements Scania would, of course, not be Scania if a lot of different areas in the vehicles had not been redesigned during the development work, in line with the company’s approach to constant improvement. One such typical change is that Scania's steered tag axles are now electro-hydraulically operated. This provides a number of benefits, such as increasing the steering angle from 14 to 19 degrees, 30 kg (66lb) lower weight, the axle is now rated as high as 9 metric tons (19,842lb), and the installation is such that it has minimal negative impact on a bodybuilder's options (for example the cable harness does not go above chassis height). Global premiere for rollover side curtain airbags Scania's new generation of cabs can be fitted with rollover side curtain airbags, which are integrated into the cab roof, a technique that has never been used before in trucks. Together with seat belt use, rollover side curtain airbags are a crucial safety feature in preventing one the most common types of accident with serious consequences involving trucks: the driver is being hit inside the cab by interior parts or being trapped beneath the cab if the truck overturns, for instance following evasive action that forces the truck off the road. "The truck range we are now presenting is the result of the work of thousands of people and huge investments over a number of years," says Göran Hammarberg. "We are very proud of the results and now really want to tell prospective customers about all the new solutions and services."

Scania’s focus on optimizing the customer’s profitability Scania Group Press Release / August 23, 2016 The introduction of Scania's new truck range also marks the start of the industry's most developed and customer-optimized approach for enabling and offering solutions that are fully tailor-made for each customer as regards products and services for specific transportation assignments. "With the introduction of our new truck range we are offering our customers a wider selection of new performance steps and services, and at the same time placing the industry's most advanced sales support tools in the hands of our sales staff," says Christopher Podgorski, Global Senior Vice President, Sales and Marketing, Scania Trucks. "With the help of our comprehensive range of products and services, we customize optimum solutions that maximize profitability for each and every type of customer." Each truck is a production unit. The better adapted it is for its unique assignment and the more supported it is by applicable customized services, the greater the haulier's chances of getting a return on their investment. Hauliers' finances are determined by a range of different factors. Some of them are relatively simple to control. Others are influenced by factors that lie outside their control or are so complex in their nature that the consequences can be difficult for an individual to identify and address. "Many in the industry still work according to a strict focus on costs, where the most obvious factors are the cost of procuring the vehicle and variable costs such as fuel, as well as the in sight that standstills are unfavorable," says Christopher Podgorski. "But with that approach, you can miss the fact that earning potential, which Scania's offer is largely determined by the vehicle being optimized for its purpose, also has a major impact on whether your figures are in the red or black over time. The right specification and the right maintenance contributes to the vehicle being available and performing effectively when required. Which is also positively affected by the other services you can connect to the vehicle." With the introduction of the new truck generation, Scania is also focusing more strongly on optimizing its offer to each individual customer. By paying particular attention to the vehicle’s specification and combining this with services from Scania’s far-ranging eco-system, each customer gets unique pre-requisites for making a profitable investment. Scania's starting point is TOE, Total Operating Economy. The difference between TOE and the traditional TCO, where only costs are reflected, is that the revenue side of a haulier's finances are also weighed in. The way payment for a transportation assignment is calculated (by weight, time used, mileage, and so on) is a good example of a factor that must be taken into account when the vehicle and its related services are being specified. Scania has concentrated its entire combined expertise on trucks, optimized transportation solutions, industry conditions and actual customer needs in the new sales support system that the company has developed. This “toolbox” is the result of several years' work compiling, analyzing and consolidating knowledge, insights and customer needs with regard to the global, multifaceted transportation and truck industry. "The basis is of course Scania's enormous trucking expertise, our modular system and vehicle data collected from tens of thousands of vehicles in actual operation for more than ten years," says Christopher Podgorski. "To this we have added knowledge from industry studies, customer interviews and marketing workshops, in close dialogue with our existing customers. The result is a Scania-unique toolbox that gives our sales staff, regardless of market or customer type, access to expertise that enables them to not only offer a truck but also a customized solution that, based on each customer's Scania's offer unique needs, has full potential to become profitable. We know that hauliers are being squeezed from every direction, so Scania's answer is to make even more of an effort to give them exactly the right solution." Scania’s solutions integrate the company’s collected expertise about both trucks and various transport solutions as well as their specific characteristics. By focusing on each customer’s unique needs, based on experiences, operational data and market know how, Scania’s solutions feature concrete added values that benefit the customer. One size fits no one The importance of being able to design a completely optimized vehicle and support both its ownership and use with related services like financing, service contracts and fleet management services is difficult to overestimate in today's competitive transportation world. Scania was one of the pioneers in connecting trucks in order to help optimize use and availability, among other things. There are currently more than 200,000 connected trucks from Scania in operation on the European market. "The offering Scania is now introducing will give all our customers better support and opportunities than ever before to achieve maximum return on their truck investments," says Christopher Podgorski. "Our product range and related services, combined with the way we have equipped ourselves to help our customers, represents a major development stage in our industry. Scania is now becoming even better at offering support to our customers when it comes to the one business they really care about: their own."

The sound of a Scania V8 - http://www3.scania.com/en/V8/GB/The-Sound-Of-The-V8/ Download Scania V8 ringtone - http://www3.scania.com/en/V8/GB/Download/

New Scania S and R series trucks launched Commercial Motor / August 23, 2016 Two eagerly anticipated new Scania models have been revealed, heralding a generation of more efficient and spacious trucks from the manufacturer. New R and S models were unveiled in Paris tonight (23 August), with the S truck said to be up to 5% more efficient than the manufacturer’s most recently launched product, the Streamline in 2013. The trucks have been designed to provide enhanced aerodynamic performance, and following years of testing Scania believes they will be the most aerodynamic trucks on the market. There are new engines, with greater efficiency, and a redesigned cab, providing more space for the driver. A range of new drag-reduction features appear in the S-series, now the largest truck in the range, with three adjustable air deflectors to improve the alignment between the cab and the trailer roof, as well as new smaller gaps between the lights and other external components. The windscreen has been mounted flush to the cab and there are integrated auxiliary lights and end-marker lamps placed above the windscreen.The rear-view mirrors have also been redesigned to optimise airflow and create less drag. The R-series adopts the same principles on its slightly smaller frame. The full engine line-up will see power outputs from 410hp to 730hp, with the redeveloped powertrains getting new fuel injectors, revised combustion chambers and a reconfigured cooling system, all of which have been tested over more than 10 million km during the development process. Three 13-litre engines will be SCR-only (410hp, 450hp and 500hp) with the new 13-litre 500hp unit a new engine. The 16.4-litre V8s will continue with the same power ouputs found in the current R-series with 520hp, 580hp and 730hp, all using a combination of EGR and SCR. The additional space means the interior has been totally overhauled, with more room for the driver thanks to a new seating position, as well as more storage and greater visibility. Scania said the trucks had been under development for 10 years, at a cost of more than SEK20bn (£1.8bn) and promised that its customers will be able to “carry out their work in the most sustainable and profitable way, regardless of industry and area of application”. Scania will continue to sell its current range of P-, G- and R-series trucks while production of the new models ramps up and the new designs and technology are transferred and launched in the other models. .

The Scania truck interior is the best in the world......period. Volvo interior design, well, they haven't a clue. Scania has the most advanced truck production system, and the world's best truck engineers.

Scania introduces new truck range Scania Group Global Press Release / August 23, 2016 Ten years of development work, SEK 20 billion in investments More than 10 million kilometres of test driving Global launches in five phases 40,000 customers to be invited to experience Scania’s range first-hand on site in Södertälje A strong focus on customer profitability, through precisely cust­om­ised transportation solutions in the form of sustainable products and services The new truck delivers 5% lower fuel consumption on average Scania’s entire range is re-defining the market’s view of the term ‘premium’ Scania is introducing a new truck range, the result of ten years of development work and investments in the region of SEK 20 billion. With the new range, Scania is extending its offering and can now, thanks to its unique modular system, supply more performance stages, connectivity and a comprehensive palette of productivity-enhancing services as well as sustainable transportation solutions that are precisely customised for each type of customer in the highly comp­etitive transportation industry. The promise is that Scania’s customers will always be able to carry out their work in the most sustainable and profitable way, regardless of industry and area of application. “It is undoubtedly the biggest investment in Scania’s 125 year history,” declares Henrik Henriksson, President and CEO of Scania. “It is with hearts bursting with pride that my colleagues and I are now presenting the products and services that will bring Scania to new levels regarding market shares and carry us far into the next decade. “Today we are not just launching a new truck range but also a unique, ingenious toolbox of sustainable solutions in the form of products and services that Scania is first in the industry to be able to deliver – and I feel I can claim this with confidence. We are focusing firmly on our main task: to give our customers the necessary tools for achieving profitability in the one business that really means something to them, namely their own.” Production of the new trucks starts immediately at Scania’s final assembly plant in Södertälje. Initially the focus will be on vehicles and services for long-haul transportation, but additional options will be continually introduced as more Scania plants readjust and additional options emerge. “There is a tremendous amount of development work by our engineers behind this introduction,” emphasises Henrik Henriksson, Scania’s President and CEO. “The most noticeable features are of course the new cabs, but the real innovation is that we are now introducing new technologies, services and insights that will help our customers gain an overview of both their costs and their revenues. Our goal is for our customers to be able to achieve sustainable profitability, regardless of assignment type or the conditions in which they work. Our customers’ vehicles always constitute a link within the bigger picture; Scania embraces this through quality, accessibility and a range of physical or connected services. Our new range of products and services re­defines the term ‘premium’ within the truck industry.” Scania is launching its new range in phases, with a clear focus on various customer segments and according to a carefully planned schedule. The introductions will continue after the first unveiling in Europe, with more customer options, before the entire process concludes with simultaneous launches on markets outside Europe. Among the improvements Scania is introducing, one that is particularly noticeable is a 5% reduction in diesel fuel consumption, thanks to factors such as improved powertrains and better aerodynamics. The express goal is for at least 40,000 customers and prospective customers to have test driven the new vehicles themselves in connection with the launches, and to have been introduced to Scania’s entire range, covering everything from sustainability optimisation to financing, insurance and maintenance. Other channels are online communication, the media and Scania’s approximately 1,700 dealers in more than 100 countries. The unveiling was held earlier tonight in Paris, live in front of roughly 1,500 special guests and globally to the online community. Scania Press Release (PDF) - http://mb.cision.com/Main/209/2063800/552667.pdf Downloadable images of the New Scania - https://www.scania.com/group/en/images-next-generation-scania/ Downloadable information on the New Scania - https://www.scania.com/group/en/documents-nextgenscania/ High resolution video of the New Scania - https://www.scania.com/group/en/highres-images-nextgenscania/ Scania Trucks - https://www.scania.com/group/en/section/solutions/trucks/ Scania V8 - https://www.scania.com/group/en/section/solutions/trucks/v8/ .

The New Premium Scania Group Global Press Release / August 23, 2016 With a completely new truck range Scania is setting a new standard for what is premium in the transport industry. “It is with hearts bursting with pride that my colleagues and I are presenting the products and services that will carry us and our customers far into the next decade,” says Henrik Henriksson, President and CEO of Scania. With the new truck generation Scania takes a giant step into the future, introducing new technologies, services and insights that help customers to get an overview of both costs and revenues. Sustainable profitability, regardless of the type of assignment or the conditions they work in; That’s Scania´s goal for its customers to achieve. “Customer first is a true core value for Scania. While developing this new truck, our customer’s operations and their resource efficiency has been at the centre in every single step we have taken; from research and development, sourcing and production to tailoring the services meeting up to each customer´s needs. This will take us closer to our aim – that in partnership with our customers change the world of transport,” Henrik Henriksson declares. Customised solutions The new truck range is the result of ten years of development work and project costs of more than 2 billion Euro. With it, Scania is extending its offering and can now, thanks to its unique modular system, more performance steps, connectivity and a comprehensive palette of productivity enhancing services, offer sustainable transport solutions that are precisely customised for each type of customer in the highly competitive transportation industry. From now on, Scania’s customers will always be able to carry out their work in the most sustainable and profitable way, regardless of industry and area of application. “This is not just a new truck range. It´s also a unique, ingenious toolbox of sustainable solutions in the form of products and services that Scania is first in the industry to really be able to deliver. We are directly focusing on our main task: to give our customers the necessary tools for achieving profitability in the one business that really means something to them, namely their own,” Henrik Henriksson continues. All connected Among the improvements Scania is introducing in the new trucks is a 5% reduction in fuel consumption, thanks to factors like improved powertrains and better aerodynamics. Production of the new trucks has already started. Initially the focus will be on vehicles and services for long-haulage transportation, but additional options will be continually introduced over the coming months, until the entire range is in place, throughout the world. The new trucks are all connected, for the benefit of customers and drivers, but also for the planet. More than 200,000 connected Scania vehicles are rolling around the world and their number is rapidly increasing. These connected vehicles provide valuable insight into operating conditions as well as the necessary intelligence to develop vehicles for even better performance – useful insight for Scania´s continuous research and development work. A strong position “But of course, this new truck generation also builds on the values, strategies, techniques and innovations which for the past 125 years made Scania the industry leader we are today. We often say that Scania is a “small big company”. Something that distinguishes us is our exceptionally dedicated employees – and customers. This all puts Scania in a very strong position as we take our next important steps into the future.” “This is undoubtedly the biggest investment Scania has made in its 125-year history. It is with hearts bursting of pride that I, and all my colleagues, are presenting the products and services that will carry Scania well into the next decade!” Henrik Henriksson concludes. .

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Associated Press / August 24, 2016 More than half the people outside the government who met with Hillary Clinton while she was secretary of state gave money — either personally or through companies or groups — to the Clinton Foundation. It's an extraordinary proportion indicating her possible ethics challenges if elected president. At least 85 of 154 people from private interests who met or had phone conversations scheduled with Clinton while she led the State Department donated to her family charity or pledged commitments to its international programs, according to a review of State Department calendars released so far to The Associated Press. Combined, the 85 donors contributed as much as $156 million. At least 40 donated more than $100,000 each, and 20 gave more than $1 million. Donors who were granted time with Clinton included an internationally known economist who asked for her help as the Bangladesh government pressured him to resign from a nonprofit bank he ran; a Wall Street executive who sought Clinton's help with a visa problem and Estee Lauder executives who were listed as meeting with Clinton while her department worked with the firm's corporate charity to counter gender-based violence in South Africa. The meetings between the Democratic presidential nominee and foundation donors do not appear to violate legal agreements Clinton and former president Bill Clinton signed before she joined the State Department in 2009. But the frequency of the overlaps shows the intermingling of access and donations, and fuels perceptions that giving the foundation money was a price of admission for face time with Clinton. Her calendars and emails released as recently as this week describe scores of contacts she and her top aides had with foundation donors. The AP's findings represent the first systematic effort to calculate the scope of the intersecting interests of Clinton foundation donors and people who met personally with Clinton or spoke to her by phone about their needs. The 154 did not include U.S. federal employees or foreign government representatives. Clinton met with representatives of at least 16 foreign governments that donated as much as $170 million to the Clinton charity, but they were not included in AP's calculations because such meetings would presumably have been part of her diplomatic duties. Last week, the Clinton Foundation moved to head off ethics concerns about future donations by announcing changes planned if Clinton is elected. On Monday, Bill Clinton said in a statement that if his wife were to win, he would step down from the foundation's board and stop all fundraising for it. The foundation would also accept donations only from U.S. citizens and what it described as independent philanthropies, while no longer taking gifts from foreign groups, U.S. companies or corporate charities. Clinton said the foundation would no longer hold annual meetings of its international aid program, the Clinton Global Initiative, and it would spin off its foreign-based programs to other charities. Those planned changes would not affect more than 6,000 donors who have already provided the Clinton charity with more than $2 billion in funding since its creation in 2000. "There's a lot of potential conflicts and a lot of potential problems," said Douglas White, an expert on nonprofits who previously directed Columbia University's graduate fundraising management program. "The point is, she can't just walk away from these 6,000 donors." Former senior White House ethics officials said a Clinton administration would have to take careful steps to ensure that past foundation donors would not have the same access as she allowed at the State Department. "If Secretary Clinton puts the right people in and she's tough about it and has the right procedures in place and sends a message consistent with a strong commitment to ethics, it can be done," said Norman L. Eisen, who was President Barack Obama's top ethics counsel and later worked for Clinton as ambassador to the Czech Republic. Eisen, now a governance studies fellow at the Brookings Institution, said that at a minimum, Clinton should retain the Obama administration's current ethics commitments and oversight, which include lobbying restrictions and other rules. Richard Painter, a former ethics adviser to President George W. Bush and currently a University of Minnesota law school professor, said Bill, Hillary and Chelsea Clinton should remove themselves completely from foundation leadership roles, but he added that potential conflicts would shadow any policy decision affecting past donors. Clinton campaign spokesman Brian Fallon did not respond to the AP's questions about Clinton transition plans regarding ethics, but said in a statement Tuesday the standard set by the Clinton Foundation's ethics restrictions was "unprecedented, even if it may never satisfy some critics." Some of Clinton's most influential visitors donated millions to the Clinton Foundation and to her and her husband's political coffers. They are among scores of Clinton visitors and phone contacts in her official calendar turned over by the State Department to AP last year and in more-detailed planning schedules that so far have covered about half her four-year tenure. The AP sought Clinton's calendar and schedules three years ago, but delays led the AP to sue the State Department last year in federal court for those materials and other records. S. Daniel Abraham, whose name also was included in emails released by the State Department as part of another lawsuit, is a Clinton fundraising bundler who was listed in Clinton's planners for eight meetings with her at various times. A billionaire behind the Slim-Fast diet and founder of the Center for Middle East Peace, Abraham told the AP last year his talks with Clinton concerned Mideast issues. Big Clinton Foundation donors with no history of political giving to the Clintons also met or talked by phone with Hillary Clinton and top aides, AP's review showed. Muhammad Yunus, a Bangladeshi economist who won the 2006 Nobel Peace Prize for pioneering low-interest "microcredit" for poor business owners, met with Clinton three times and talked with her by phone during a period when Bangladeshi government authorities investigated his oversight of a nonprofit bank and ultimately pressured him to resign from the bank's board. Throughout the process, he pleaded for help in messages routed to Clinton, and she ordered aides to find ways to assist him. American affiliates of his nonprofit Grameen Bank had been working with the Clinton Foundation's Clinton Global Initiative programs as early as 2005, pledging millions of dollars in microloans for the poor. Grameen America, the bank's nonprofit U.S. flagship, which Yunus chairs, has given between $100,000 and $250,000 to the foundation — a figure that bank spokeswoman Becky Asch said reflects the institution's annual fees to attend CGI meetings. Another Grameen arm chaired by Yunus, Grameen Research, has donated between $25,000 and $50,000. As a U.S. senator from New York, Clinton, as well as then-Massachusetts Sen. John Kerry and two other senators in 2007 sponsored a bill to award a congressional gold medal to Yunus. He got one but not until 2010, a year after Obama awarded him a Presidential Medal of Freedom. Yunus first met with Clinton in Washington in April 2009. That was followed six months later by an announcement by USAID, the State Department's foreign aid arm, that it was partnering with the Grameen Foundation, a nonprofit charity run by Yunus, in a $162 million commitment to extend its microfinance concept abroad. USAID also began providing loans and grants to the Grameen Foundation, totaling $2.2 million over Clinton's tenure. By September 2009, Yunus began complaining to Clinton's top aides about what he perceived as poor treatment by Bangladesh's government. His bank was accused of financial mismanagement of Norwegian government aid money — a charge that Norway later dismissed as baseless. But Yunus told Melanne Verveer, a long-time Clinton aide who was an ambassador-at-large for global women's issues, that Bangladesh officials refused to meet with him and asked the State Department for help in pressing his case. "Please see if the issues of Grameen Bank can be raised in a friendly way," he asked Verveer. Yunus sent "regards to H" and cited an upcoming Clinton Global Initiative event he planned to attend. Clinton ordered an aide: "Give to EAP rep," referring the problem to the agency's top east Asia expert. Yunus continued writing to Verveer as pressure mounted on his bank. In December 2010, responding to a news report that Bangladesh's prime minister was urging an investigation of Grameen Bank, Clinton told Verveer that she wanted to discuss the matter with her East Asia expert "ASAP." Clinton called Yunus in March 2011 after the Bangladesh government opened an inquiry into his oversight of Grameen Bank. Yunus had told Verveer by email that "the situation does not allow me to leave the country." By mid-May, the Bangladesh government had forced Yunus to step down from the bank's board. Yunus sent Clinton a copy of his resignation letter. In a separate note to Verveer, Clinton wrote: "Sad indeed." Clinton met with Yunus a second time in Washington in August 2011 and again in the Bangladesh capital of Dhaka in May 2012. Clinton's arrival in Bangladesh came after Bangladesh authorities moved to seize control of Grameen Bank's effort to find new leaders. Speaking to a town hall audience, Clinton warned the Bangladesh government that "we do not want to see any action taken that would in any way undermine or interfere in the operations of the Grameen Bank." Grameen America's Asch referred other questions about Yunus to his office, but he had not responded by Tuesday. Earlier this month, State Department spokeswoman Elizabeth Trudeau acknowledged that agency officials are "regularly in touch with a range of outside individuals and organizations, including nonprofits, NGOs, think tanks and others." But Trudeau said the State Department was not aware of any actions that were influenced by the Clinton Foundation. In another case, Clinton was host at a September 2009 breakfast meeting at the New York Stock Exchange that listed Blackstone Group chairman Stephen Schwarzman as one of the attendees. Schwarzman's firm is a major Clinton Foundation donor, but he personally donates heavily to GOP candidates and causes. One day after the breakfast, according to Clinton emails, the State Department was working on a visa issue at Schwarzman's request. In December that same year, Schwarzman's wife, Christine, sat at Clinton's table during the Kennedy Center Honors. Clinton also introduced Schwarzman, then chairman of the Kennedy Center, before he spoke. Blackstone donated between $250,000 and $500,000 to the Clinton Foundation. Eight Blackstone executives also gave between $375,000 and $800,000 to the foundation. And Blackstone's charitable arm has pledged millions of dollars in commitments to three Clinton Global aid projects ranging from the U.S. to the Mideast. Blackstone officials did not make Schwarzman available for comment. Clinton also met in June 2011 with Nancy Mahon of the MAC AIDS, the charitable arm of MAC Cosmetics, which is owned by Estee Lauder. The meeting occurred before an announcement about a State Department partnership to raise money to finance AIDS education and prevention. The public-private partnership was formed to fight gender-based violence in South Africa, the State Department said at the time. The MAC AIDS fund donated between $5 million and $10 million to the Clinton Foundation. In 2008, Mahon and the MAC AIDS fund made a three-year unspecified commitment to the Clinton Global Initiative. That same year, the fund partnered with two other organizations to beef up a USAID program in Malawi and Ghana. And in 2011, the fund was one of eight organizations to pledge a total of $2 million over a three-year period to help girls in southern Africa. The fund has not made a commitment to CGI since 2011. Estee Lauder executive Fabrizio Freda also met with Clinton at the same Wall Street event attended by Schwarzman. Later that month, Freda was on a list of attendees for a meeting between Clinton and a U.S.-China trade group. Estee Lauder has given between $100,000 and $250,000 to the Clinton Foundation. The company made a commitment to CGI in 2013 with four other organizations to help survivors of sexual slavery in Cambodia. MAC AIDs officials did not make Mahon available to AP for comment. When Clinton appeared before the U.S. Senate in early 2009 for her confirmation hearing as secretary of state, then- Sen. Richard Lugar, a Republican from Indiana, questioned her at length about the foundation and potential conflicts of interest. His concerns were focused on foreign government donations, mostly to CGI. Lugar wanted more transparency than was ultimately agreed upon between the foundation and Obama's transition team. Now, Lugar hopes Hillary and Bill Clinton make a clean break from the foundation. "The Clintons, as they approach the presidency, if they are successful, will have to work with their attorneys to make certain that rules of the road are drawn up to give confidence to them and the American public that there will not be favoritism," Lugar said.

Radical Islamist attack in Virginia Associated Press / August 23, 2016 The FBI has launched a terrorism investigation after a radical Islamist attempted to behead a man and stabbed a woman outside an apartment complex in Virginia. The incident happened on Saturday night in Roanoke. Witnesses say the suspect, 20-year-old Wasil Rafat Farooqui, shouted 'Allahu Akbar' (God is Great) while attempting to decapitate the male victim, who was able to fight off the armed assailant. The man and woman suffered 'permanent impairment' following the random attack by he suspect who had previously tried to enter Syria for terrorist training. Police arrested Farooqui, a US-born citizen, when he walked into the same hospital as the two victims to seek medical treatment for his own injuries. The suspect has been charged with two counts of malicious wounding causing permanent impairment. He is being held without bond at the Western Virginia Regional Jail. Farooqui had previously traveled to Turkey intending to cross the border into Syria and joining ISIS. A US intelligence source tells CBS News that Farooqui, who is believed to be self-radicalized, only got as far as Europe in his travels and returned home earlier this year. It was that aborted trip to Syria that made the FBI take notice of Farooqui. The incident in Virginia took place around 8pm at The Pines apartments in the 4300 block of Banbury Lane. Adam Lee, special agent in charge of the FBI's Richmond Division, said: 'The FBI is working with the police department following the incident that occurred on Saturday evening. 'While I cannot discuss details of the investigation at this time, I do want to reassure the community that we are working to determine the nature of the incident.' Police responded to emergency calls on Saturday saying that a male and a female were attacked as they attempted to enter The Pines apartment complex. According to a statement released by police: “While officers were at the hospital with the victims, a male, subsequently identified as 20-year-old Wasil Farooqui of Roanoke County, came into the emergency room suffering from injuries of his own. He met the description of the suspect in the stabbing.” Police say Farooqui “had no connection to the two victims”. .

VW Facing Uphill Battle Outside the U.S. in Emissions Claims The Wall Street Journal / August 23, 2016 Governments, investors and car owners around the world are gaining ground in efforts to pressure Volkswagen AG for settlements over its emissions-cheating scandal, aiming for terms similar to a $15 billion U.S. agreement. From Australia to South Korea to Ireland, governments and consumers are ratcheting up legal and regulatory demands in part because similar moves in the U.S. yielded a speedy shift to contrition from combativeness. In many of the countries where Volkswagen still faces legal action, it is arguing the defeat device on its diesel engines wasn’t illegal or the car emissions didn’t violate local rules, according to court records and documents reviewed by The Wall Street Journal. If the efforts succeed, the costs to resolve the diesel scandal could rise well beyond the €18.4 billion ($20.5 billion) the company has set aside. Of the roughly 11 million Volkswagen vehicles affected by its years long effort to cheat on diesel emissions standards, around 10.4 million are outside the U.S. While outcomes are still unclear, the company’s position has been chipped away by recent decisions. In Germany, the cost could rise as much as €4 billion following a ruling earlier this month by a court in Braunschweig, near Volkswagen’s headquarters. The court said it would address more than 170 suits filed by hundreds of Volkswagen investors who allege the company failed to quickly inform them of the diesel probe. Volkswagen has rejected the allegation. Another German court this month dismissed Volkswagen’s objections and ruled that local owners of tainted diesel vehicles had a right to return their cars to dealers for a full refund because of Volkswagen’s “massive fraud” with its diesel-powered cars. South Korea also this month banned the sale of 80 Volkswagen models, affecting more than 80,000 vehicles, and around 4,400 Korean consumers are suing Volkswagen and its luxury car unit Audi for damages from its false emissions claims. Korean authorities also fined Volkswagen and indicted a local executive on charges of fraud linked to the diesel scandal. Volkswagen faces additional class-action lawsuits, investigations by prosecutors and punitive damages in Australia, Brazil, Canada, Germany, Ireland, Italy, the Netherlands and Spain. Johannes Thammer, CEO of Volkswagen’s Korean unit, recently apologized for misleading Korean authorities, saying: “We will do everything, faithfully, to cooperate with the prosecutor.” Attorneys outside the U.S. are striving to build on the success of American legal action against Volkswagen. European lawyers working with Michael Hausfeld, a leading U.S. class-action lawyer who was part of the plaintiff’s committee that won the U.S. settlement, are assisting Australian and Irish attorneys. Australia has become a significant battleground because its vehicle-emission regulations are almost identical to European Union laws. If an Australian court determines that Volkswagen’s emissions system contained an illegal element known as a defeat device, Australia could become a precedent for billions of euros in claims in Europe. In the U.S., Volkswagen admitted to using a defeat device. Australian Federal Judge Lindsay Foster, who is presiding over a class-action suit in Sydney brought by law firms Maurice Blackburn and Bannister Law, chastised Volkswagen’s lawyers at a hearing on April 29, saying company executives in Germany “obviously think this is some kind of backwater,” according to the court transcript. He accused Volkswagen of intentionally stalling to delay a ruling in the Australian case until it was able to “bed down” lawyers and regulators in a settlement in the U.S. “That’s what’s going on, I think, and I’m not having it,” he said, according to the transcript. An attorney for Volkswagen denied Judge Foster’s charge. Maurice Blackburn attorney Jason Geisker said the two sides are fighting over “the definition of what is a defeat device” and Volkswagen’s legal team isn’t yielding as it did in the U.S. “A lot of effort is being put into this case by Volkswagen because of the broader consequences across Europe,” Mr. Geisker said. In July, Volkswagen’s attorneys in Australia denied the existence of illegal software to manipulate emissions. “There is no defeat device. That’s our case,” Noel Huntley, an Australian barrister representing Volkswagen, told the court, according to an official transcript of the hearing. In Europe, Volkswagen has denied that its customers suffered any damages and has ignored or denied claims seeking compensation. European lawyers say Volkswagen is stalling. They note that the one-year statute of limitations for damages suits in many European countries expires on Sept. 18. “Before that, Volkswagen will do nothing so that as many claims as possible will just go away,” said Eric Breiteneder, an attorney preparing class-action suits in the Netherlands on behalf of 106,000 European car owners and funds with more than €13 billion invested in Volkswagen stocks and bonds. Volkswagen has declined to enter settlement negotiations with Mr. Breiteneder. Evan O’Dwyer, an Irish attorney, has filed 20 individual claims against Volkswagen in low-level Irish courts, seeing damages that could go as high as €15,000 a vehicle. Under Irish law, Mr. O’Dwyer is not permitted to comment on the cases to the media. A&L Goodbody, a law firm representing Volkswagen in Ireland, has threatened to sue Mr. O’Dwyer and his clients for legal fees if he takes the cases to trial. In a letter dated Dec. 16, Goodbody urged Mr. O’Dwyer to drop a lawsuit on behalf of Eithne Higgins, a car owner, saying her complaint was without merit.

Germany to accept hundreds of migrants to boost EU program [Why?] Reuters / August 23, 2016 Germany has agreed to take in hundreds of [economic] migrants who are blocked in Italy in a move that might revive the European Union's failed relocation program, Italy's Interior Minister Angelino Alfano said on Tuesday. As part of a deal to relieve pressure on Europe's frontline states in the migration crisis, the European Commission last year devised a plan aimed at moving thousands of new arrivals away from Italy and Greece towards other EU members. Under the scheme, up to 40,000 migrants could be relocated from Italy over two years, but so far only a few hundred have been flown out with many EU allies apparently reluctant to welcome in asylum seekers and refugees. "Up until now, the relocation has been a real flop," Alfano told la Repubblica TV. "(But) today we have heard that from September hundreds of refugees will be able to go each month to Germany. If things go well with Germany, we think they will also go well with other countries," he added. Italy has taken in more than 420,000 boat migrants since the start of 2014, official figures show. Many of the newcomers move swiftly on, looking to reach wealthier northern European nations, but a crackdown on border crossings has slowed the flows, leading to overcrowding in Italy's transit camps and refugee centers. "We must remember that Germany already took in more than one million migrants in 2015. If it also takes in some of our (refugees) ... the message will be extremely strong, because if Germany can do it, then so can all those who have not put in the huge effort that Germany already has," Alfano said. Merkel has faced criticism in Germany for being too open to migrants, and the anti-immigrant Alternative for Germany (AfD) is expected to perform well in local elections in two German regions next month. Only Syrians, Eritreans and Iraqis qualify for the relocation program, meaning the bulk of migrants reaching Italy, many from West Africa, are not be eligible for relocation. According to latest data, some 3,915 Eritreans, 787 Syrians and 686 Iraqis reached Italy in the first seven months of 2016.

Associated Press / August 23, 2016 Another former Secretary of State -- Condoleezza Rice -- has been drawn into the fray over who advised Hillary Clinton to use a private email server while she was America's top diplomat. An aide to Rice told reporters that Rice has "no recollection" of a conversation between Hillary Clinton and Colin Powell that reportedly took place at a 2009 dinner party of former Secretaries of State, during which Powell allegedly recommended that Clinton use a private email account. Georgia Godfrey, Rice's chief of Staff at StanfordUniversity where she teaches, told the conservative news outlet that "Dr. Rice isn't doing any media right now. I can tell you, though, that she has no recollection of that conversation either." Powell, for his part, has also said he has "no recollection" of the reported dinner party conversation.

Merkel tells Turks in Germany to ‘develop a high level of loyalty’ The Financial Times / August 23, 2016 Chancellor Angela Merkel has warned Germany’s Turkish population to “develop a high level of loyalty” to their new homeland, in the latest sign of political concern about divided allegiances in the Turkish community. Her remarks on Tuesday come amid fears that President Recep Tayyip Erdogan is pressing Turks living abroad to show greater loyalty to Ankara and its brand of Islamism as part of the wide-ranging crackdown following the failed military coup. “We expect from people of Turkish origin, who have already lived in Germany a long time, that they develop a high level of loyalty to our country,” Ms Merkel said in an interview with a regional newspaper group. She also warned both supporters and opponents of the authoritarian Turkish president to avoid stirring political violence. “The freedom of thought and of holding demonstrations is valid in Germany for everybody who lives here, but of course all their differences of opinion must be argued out peacefully.” Ms Merkel’s unusually tough message is clearly designed to give her conservative CDU party a boost in two regional elections next month — in rural Mecklenburg-Vorpommern and Berlin — where the rightwing anti-migration, anti-Islam Alternative for Germany is gaining ground. But it also reflects government fears about political radicalisation among the country’s 3 million ethnic Turks, who are split roughly 50-50 between German and Turkish citizens. The political controversy could complicate Ms Merkel’s efforts to keep in place the EU-Turkey refugee pact, which is under growing criticism in Germany for the concessions made to Mr Erdogan, including the soft-pedaling of criticism of his post-coup crackdown. The Bundestag’s intelligence committee agreed this week to examine the possible role of Turkish intelligence in Germany following claims from an unnamed security expert that Ankara has a network of 6,000 informants spying on the Turkish community and is possibly applying pressure on Mr Erdogan’s critics. Last week, a leaked German government report described Ankara as a “central platform of action” for radical Islamist groups. Berlin has long co-operated with Ankara in the fight against Islamist terror groups and the Kurdistan Workers’ party (PKK), the armed separatist group. But it is concerned that Mr Erdogan is widening his “terrorist” definition to include a range of political enemies, notably followers of Fethullah Gulen, a self-exiled US-based imam. Michael Müller, Berlin mayor, recently said that he had rejected a request from a “Turkish government representative” to take action against Gulenists. The Turkish president also has considerable influence over community organisations, including Ditib, an umbrella body for 900 Turkish mosques. Alongside it stands the UETD, an EU-wide political lobby group representing émigré Turkish interests, closely linked to Mr Erdogan’s ruling AKP party. Ditib rejects any claims that suggest it is an instrument of a foreign country. However, some German political leaders are questioning its influence, notably over Muslim education in schools, where in some regions it assists with appointing teachers. ----------------------------------------------------------------------------------------------------------------------------------------------------- Most of these "economic migrants" (alleged refugees) have no loyalty whatsoever to Germany. They're there for all of the free welfare handouts and the higher pay jobs. For them, it's like working "out of town". They never really adapt to the German way of life, rather, they stick to themselves. The Germans are to blame for all their woes. They don't like the Turks and other migrants in their country, and yet they want them there to do all the menial jobs that Germans now largely refuse to do.

Bosch calls VW owners' diesel-cheating claims in U.S. 'wild and unfounded' Bloomberg / August 23, 2016 Robert Bosch rejected U.S. car owners' claims that 38 of its employees conspired with Volkswagen Group for a decade to develop technology that enabled diesel vehicles to evade pollution-control tests. Bosch will defend itself against the "wild and unfounded" allegations made in a lawsuit in San Francisco, the German component manufacturer said in a federal court filing. Bosch also asked that the employees not be named in legal documents. Lawyers for Volkswagen car owners in the U.S. revised an earlier lawsuit against the German auto producer to name Bosch employees they said participated in the emissions-manipulation scandal that came to light in September. Even after VW's $15.3 billion settlement with U.S. authorities in July, pressure remains on multiple fronts as the carmaker still faces criminal probes in several countries, civil suits in Europe and a sales ban on many models in South Korea. VW disclosed in September that several models of its diesel-powered passenger vehicles carried software that switched pollution-control systems on only during official tests, a setup known as a defeat device. Settlements to get 482,000 tainted diesel cars off U.S. roads cover car owners, the U.S. government and 44 states, and will cost Volkswagen about $15.3 billion if fully adopted. 'Ingeniously designed' The "ingeniously designed defeat devices" were armed with software provided by Bosch, vehicle owners said in their filing in San Francisco court. The technology was crafted to recognize when the car was being tested in a lab or smog station to feign clean emissions and compliance with pollution standards. All the while, according to the filing, Bosch marketed "clean diesel" technology in the U.S. and lobbied regulators to approve the vehicles included in VW's settlement. The filing asserts that Bosch also participated in the scheme to prevent U.S. regulators from uncovering the device's true functionality. Bosch isn't part of VW's U.S. settlement. Even so, the parts maker doesn't see the need to put more money aside for legal costs, leaving its provisions for such issues at 650 million euros ($737 million), spokesman Rene Ziegler said last Thursday. Volkswagen continues to be the target of criminal probes in the U.S., Germany and South Korea. The carmaker has said it's working to reach a final settlement with the U.S. Justice Department and other regulators. It also faces lawsuits by car owners in Europe, where most of the 11 million rigged vehicles were sold, as well as environmental claims in the U.S. The U.S. case is In Re: Volkswagen "Clean Diesel" Marketing, Sales Practices and Products Liability Litigation, MDL 2672, U.S. District Court, Northern District of California (San Francisco).