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Scania contests the European Commission’s view, but still makes provision Scania Press Release / July 22, 2016 As previously communicated, Scania, along with a number of other truck manufacturers has been investigated by the European Commission concerning inappropriate exchange of information during the period 1997-2011. In light of the European Commission’s Statement of Objections and recent developments in the investigation, Scania is now, in accordance with relevant accounting principles and a prudent approach, making a provision in order to cover possible fines. Scania has fully cooperated with the European Commission during the investigation. However, Scania contests the Commission’s view that the company has entered into a pan-European agreement with other manufacturers with regard to pricing. Also, the company has not delayed the introduction of new engines compliant with EU-legislation for exhaust emissions. The company will fully exercise its rights of defence in the ongoing investigation. The provision of SEK 3.8 billion will have an impact on operating income in the second quarter of 2016. Scania will publish its Interim Report for the period January-June 2016 on 28 July 2016.

This is why I predict the end of Cummins, at least in the heavy truck engine segment. Here they are, rebranding their old engines, in a product launch that is VERY important to them at a time when their customers are migrating to truckmaker-built engines, and they did NOT prepare a single sales marketing video for the launch. Apparently, politically correct babble about diversity (rather than simply hiring qualified and experienced applicants regardless of their sex and ethnicity), and running on-and-on about its LiveWell Center that engine sales pays for, is more important that promoting the company's new 2017 X-Series engines. https://www.youtube.com/user/CumminsInc/videos http://social.cummins.com/ Their survival in the heavy truck segment literally depends on customers demanding Cummins power. Perhaps, after Cummins spend so much time and money being politically correct with nonsense “celebrations”, it didn’t have enough money left in its coffers to design a new cutting edge next-generation engine platform, and sales marketing videos to present it to the buying public. http://social.cummins.com/celebrating-womens-history-month-positively-impacting-community/ http://social.cummins.com/celebrating-womens-history-month-fostering-inclusive-workplace-nursing-mothers/ http://social.cummins.com/celebrating-womens-history-month-effects-inclusive-work-environment/ http://social.cummins.com/celebrating-womens-history-month-maintaining-diversity-workplace/ http://social.cummins.com/celebrating-womens-history-month-fostering-acceptance-workplace/ http://social.cummins.com/celebrating-womens-history-month-valuing-inclusive-work-environment/ http://social.cummins.com/celebrating-womens-history-month-feeling-pride-inclusive-work-environment/ http://social.cummins.com/celebrating-womens-history-month-embracing-diverse-perspectives/ http://social.cummins.com/celebrating-womens-history-month-diverse-workplace/ http://social.cummins.com/celebrating-womens-history-month-commitment-core-values/ http://social.cummins.com/cummins-named-breastfeeding-friendly-workplace/ http://social.cummins.com/celebrating-black-history-month-importance-inclusive-workplace/ http://social.cummins.com/celebrating-black-history-month-fostering-acceptance-global-markets/ http://social.cummins.com/celebrating-black-history-month/ http://social.cummins.com/celebrating-black-history-month-working-inclusive-environment/ http://social.cummins.com/womens-conference-empowers-female-leaders-connect-inspire/ http://social.cummins.com/cummins-supports-united-nations-womens-empowerment-principles/

At the very least, it doesn't sound like there's a bad egg in the bunch. With Dallas in mind, you know that I value a major airport nearby with direct int'l flights. How is the crime? What direction is it headed?

New York's Strongest Fleet Owner / July 25, 2016 New York City's police are "The Finest," it's firemen "The Bravest," but it's sanitation workers are known as "The Stongest." And they maintain a fleet of 2,500 refuse trucks and 4,500 other heavy and medium-duty trucks as well as cars and pickups as they earn that title collecting some 9,000 tons of trash and recyclables every day. On any given day 10% of that fleet is brought in neighborhood garages around the city for preventive maintenance during off-duty hours. Another eight to 10% is down for repairs and restoration, much of it performed at the NYC Dept. of Sanitation (DSNY) Central Repair Shop. Covering six floors with more square footage under roof than the Empire State Building, CRS not only preps all new vehicles, but also contains a full range of shops that can do anything from rebuild hydraulic systems and automatic transmission to reupholster hard-used truck seats. It even includes an $18-million atmosphere controlled heavy truck dynamometer for testing emissions and fuel economy. "The beauty of all this is we're completely self-sufficient," says deputy commissioner Rocco DiRico. "Many of these things can be hard to get, but we can fix them ourselves." Photo gallery - http://fleetowner.com/equipment/new-yorks-strongest#slide-0-field_images-196851

Fleet Owner / July 25, 2016 The fleet isn’t just large; it’s versatile and clean. It collects some 9,000 tons of refuse and recyclables a day, but that’s just one of the jobs carried out by the New York City Dept. of Sanitation (DSNY) fleet of 2,500 heavy-duty collection trucks. They serve as protection for presidents and popes, carry people to safety during floods and hurricanes, lead recovery efforts after disasters and, perhaps most importantly, marshal their full strength within an hour to clean the city streets of snow even when it hits record levels like the 30-inch snow storm last winter. In addition to the heavy and varied workload, DSNY is expected to lead New York’s green fleet efforts by pushing for clean fuels and technologies from its suppliers while also serving as a test bed for anything that holds promise. With some 19,000 mi. of roadway within city limits, DSNY vehicles “drive every street every day,” says Dept. of Sanitation Commissioner Karen Garcia. “We drive more every day than anyone else, so we’re a big player in the city’s clean fleet initiative.” It’s a big fleet by any standards. In addition to its 2,500 refuse collection trucks – almost all Mack LR low-cab forward models – DSNY’s heavy-duty fleet includes salt spreaders, dump trucks, pump trucks, heavy wreckers, day cab tractors and other miscellaneous specialized vehicles, again almost all Mack’s, either Granite or Titan conventionals. Add in the pickups and medium-duty chassis, the cars, and vehicles from NY’s Board of Education and Dept. of Environmental Protection, and DSNY is responsible for maintaining and fueling some 7,000 vehicles. Today all of its diesel powered vehicle run on B20 biodiesel blend, over half staying on the high biodiesel blend even in the winter. The new diesel emissions systems have also gone a long way in helping the fleet meet its clean fleet goals, says deputy commissioner Rocco DiRico, but the fleet continues looking for even better solutions, whether it be new fuels, alternative powertrains or new technologies. Because of the requirement that it fuel the entire fleet within an hour in the event of a snow emergency, natural gas hasn’t proved practical especially since CNG fueling stations require too much space in such a dense city, according to Commissioner Garcia. Right now the fleet is about to undertake initial testing with renewable diesel, which is not only better in terms of greenhouse gas emissions, but can be used as a complete replacement for diesel, not just as a 5 to 20% blend. DSNY is also exploring with Mack a test of DME, a liquid fuel that can be produced from waste materials and used in simple compression-ignition heavy-duty engines without complicated aftertreatment systems. On the alternative powertrain side, the fleet is currently running 49 hydraulic hybrid and three electric hybrid refuse trucks. “They’re doing OK, but we’re not seeing the 30 to 40% fuel economy improvement we expected,” says DiRico. “We’re getting more like 10 to 15% in our operation.” However a simpler stop/start technology shows promise. A test with one truck is delivering that 30 to 40% economy improvement “with no extra weight and minimal cost,” DiRico says. “It looks like the closest thing to a frontline silver bullet we’ve found for our operations, so we’re going to retrofit some more trucks soon. I hope it lives up to expectations, but we’ll just have to see.” DiRico adds that with a fleet the size of DSNY “even smaller baby-step technologies all add up” in the push for a cleaner fleet. One such technology he’s like to see eventually is replacing refuse truck hydraulics with electrical systems. Remote diagnostics, GPS tracking and even simulator training for plow operators are other technologies DSNY believes hold promise. While DSNY works closely with Mack Trucks and other suppliers to meet its clean fleet goals without jeopardizing its mission, it has also invested heavily in the tools to independently quantify and verify its progress. At its Central Repair Shop, which covers six floors and has more square footage than the Empire State Building, the department has installed an $18-million heavy-truck dynometer in a controlled atmosphere building. It can run its largest trucks through 35 duty cycles, including a specific NYC refuse work cycle, according to Spiro Kattan, deputy director for the clean fuels and technologies division. “We can quantify and qualify fuels and technologies by measuring before and after emisisons coming out of the tailpipe,” says Kattan. “We’ve even done testing for the Environmental Protection Agency.”

Cummins: New X15 Engine Offers High Performance, Economy, Reliability Heavy Duty Trucking / July 24, 2016 Cummins officials say their next-generation X15 heavy-duty diesel series will offer new value through economy, performance, reliability and support when it replaces existing ISX15 models in January 2017. A year later, a new X12 will supersede the current ISX12. Executives unveiled and demonstrated the new models at the Transportation Research Center in central Ohio Friday and Saturday. “Uptime” was a central theme in their presentations, and they said engineering and development teams devoted four years and almost 9 million test miles to be sure the engines will deliver on that promise. Some individual trucks and engines racked up more than 500,000 miles, said Jim Fier, vice president of engineering. 2016-model diesels already meet federal greenhouse gas (GHG) and fuel-efficiency standards, and the 2017s will exceed those limits with further improvements in fuel economy. The X15 engines will be up to 3% better in fuel economy than 2016 models, and as much as 20% better than 2012 models, officials said. Other benefits include extended service intervals and enhanced performance across a 400- to 605-hp ratings range. Support will be available at more than 3,500 Cummins service locations in North America, said Amy Boerger, vice president of sales. Enhanced extended coverages for up to 6 years and 650,000 miles will be offered to original and second owners. Cummins recently realigned its support organization into eight operating regions for better administration efficiency. Performance, Efficiency engines The X15 will include two configurations, Performance and Efficiency, with hardware and software emphasizing the two requirements. Included are optimized compression ratios, air handling systems and cam profile to increase both fuel efficiency and performance capability. The X15 Performance series, rated at 485 hp to 605 hp, provides power for heavy-haul, vocational and emergency vehicles. An upgraded high-flow air-handling system gives faster pedal response, for enhanced driveability at full payload and steep-gradient climbing. Peak torque of 1,650 to 2,050 lb-ft is delivered across a wide engine rpm range, so less shifting is needed and less fuel is used. Engine brakes develop over 450 retarding horsepower at just 1,500 rpm and up to 600 hp at 2,100 rpm. For line-haul and regional applications, the X15 Efficiency series offers ratings of 400 to 500 hp and 1,450 to 1,850 lb-ft. Peak torque is available at 1,000 rpm. When integrated with the Cummins and Eaton SmartAdvantage powertrain, the company says, it achieves high fuel economy by precisely adjusting to grade, vehicle weight and driver input via throttle position. Single-module aftertreatment A single-module aftertreatment system with in-line components replaces the multi-turn system now used. The oxygen catalyst, diesel particulate filter, and exhaust fluid injector and dosing chamber are close together so high temperatures needed for efficient operation are maintained, said Jim Nebergall, part of the engineering team that developed it. “The single aftertreatment module is simpler and exhaust flow is consistent no matter what the application,” he said. “So sensor readings are more reliable. We actually removed a temperature sensor because there’s less variation throughout the system.” End caps can be side-entry and -exit or straight-through, or a combination of the two, to accommodate customer wishes and packaging demands. Side-entry/exit caps can be “clocked” or turned to line up with inlet and tail pipes to best suit an installation. Efficiency and Performance engines can be up- and down-rated within their series by reprogramming their electronic controls. However, hardware differences – piston designs, for instance – preclude practical turning of an Efficiency engine into a Performance type or vice versa. Smart electronics The X15 Efficiency series incorporates Adept, SmartCoast and Predictive Cruise Control (PCC) functions, to gain a further 3% fuel economy improvement over current ISX models. Low-rpm braking power is as much as 400 hp, and like any engine brake, retarding force rises with engine rpm’s. X15 in-service reliability will be fully validated by over 9 million miles of real-world driving before the start of full production in January 2017. It’s the most extensive field-test program ever undertaken by Cummins, executives said. Connected Diagnostics will be standard on all X15s, and will allow re-calibrations via telemetry and without having to visit a dealer. In practice, a calibration is transmitted to the truck and downloaded onto the engine’s control module; the driver is notified that it’s there, and accepts it by pushing a button, but only after he’s pulled off the road and parked, engineers explained. If the update is not successful, the controls revert to existing programming. Higher engine efficiency The X15 features an optimized cam profile to minimize inherent parasitic loss during combustion, in essence breathing easier, and thus increasing thermal efficiency. Applied to the X15, it results in the highest compression ratio in the industry, enabled by the Cummins VGT Turbo and XPI fuel system, to improve engine response and reduce fuel consumption. Additional engine efficiencies have been gained by minimizing friction losses throughout the X15, including the water pump, gear train, lube system, piston and exhaust gas recirculation (EGR). The big-bore advantage of the 15-liter platform allows the highest level of performance without compromising durability, and has an important influence on maintaining the highest residual value of the truck, Cummins executives said. Maintenance costs are expected to be reduced by almost half over an engine’s first 500,000 miles, compared to the 2010 engine, Fier said. Oil-drain intervals for typical line-haul applications are extended up to 50,000 miles, depending on duty cycle, and will be able to extend to as much as 80,000 miles for trucks running at 6.5 mpg or higher with OilGuard – an oil analysis program to be introduced by Cummins. Fuel filter change intervals are also extended up to as much as 50,000 miles, and the crankcase breather filter is now maintenance-free. A key X15 design goal was to increase uptime by reducing the number of components and simplifying systems wherever possible. A series of durability-focused upgrades were also made to components throughout the engine, including the camshaft lobes, piston cooling nozzles and air-handling system. Cummins' variable-geometry turbocharger gets a stronger actuator and impeller, to boost transient response and substantially improve engine braking at lower rpms, engineers said. The exhaust-mounted fuel injector has been removed and thermal control is now activated inside the cylinders. A simple thermal recirculation device has been added to combat fuel waxing or gelling. The X12 is a practically new engine, but will not enter the American and Canadian markets until 2018 because Cummins is concentrating on Mexico, Central America and other foreign areas where medium-bore diesels are more popular, a Cummins development technician said. First Impressions Driving some of the 2017 models on the TRC’s various tracks showed improved throttle response and snappier acceleration, particularly with the Performance engines, compared to current ISX15s. Retarding by the X15 engine brakes was especially strong, but less so on the single X12 engine available for driving. One demonstration with a bobtail tractor showed smooth reaction to X15 throttle inputs where one might expect some jerkiness with no trailer to “cushion” abrupt power and torque applications or reductions.

Cummins connecting new features to its new engines Fleet Owner / July 25, 2016 Oil analysis program, over-the-air calibration updates, and predictive cruise control aim to boost value of “next generation” engine family. The new “next-generation X family” of 2017-compliant diesel truck engines introduced by Cummins during a media event here at the 4,500-acre Transportation Research Center (TRC) proving grounds features a new array of soon-to-be-available options aimed at making these new 15-liter and 12-litre engines more efficient while lowering cost of operation and lifecycle expense. For example, the 15-liter X15 Efficiency Series will offer a 50,000 mile extended oil drain interval for typical line-haul applications, depending on duty cycle, which can be lengthened to as much as 80,000 miles for trucks running at 6.5 mpg or higher with its new “OilGuard” service – an oil analysis program crafted by the OEM based in part on the 9 million miles of field testing its new X family of engines underwent, explained Tim Proctor, technical leader for heavy-duty engineering. That testing, which not only included ongoing “trend line analysis” of the engine oil, also witnessed use of “degraded oil” within the test engines to highlight areas where different materials to prevent bearing surface pitting, for instance, would allow for longer drain intervals, Proctor noted. On the electronic front, every X15 and X12 engine will be “factory-ready” to enable over-the-air (OTA) engine programming and customization when connected to a telematics system, which will allow for the use – at the fleet’s discretion – of the new “Connected Calibrations” service Cummins plans to offer. Steve Hammer, director of data enhanced services for Cummins’ distribution business division, told Fleet Owner that “Connected Calibrations” will act much like an operating system update to a smartphone or tablet computer – with the key difference being that the fleet decides whether or not to download that update. The encrypted software package will be delivered to each customer’s truck where it will wait in a virtual “holding area” until the driver signals the truck is in safe position – typically parked for the evening – to receive the update, Hammer said. Once safe, the fleet manager “pushes a button” to commence the download – a download that usually takes five minutes to complete and that can occur for every truck in the fleet or only for select units. “Why is this important? About every one to two years we’ve gathered enough data to realize a certain calibration change can improve performance, fuel economy, even extend engine life,” he said. “Doing this OTA means all of the updates are done in a day, rather than pulling each truck into a shop and connecting it to a computer for the download over a three month period – a stretch of time where a fleet may forget which trucks it’s updated and which ones it hasn’t.” Cummins added that there is a “fail safe” mode for such OTA updates, meaning that the engine will revert to its original settings if a problem with the download occurs. Cummins executives explained that new calibrations delivered through a fleet’s telematics to its engines are held “off line” until the download process begins – so as not to interfere with a truck while it is operating – and that the “old” calibrations are kept by the engine’s electronic control module (ECM) until the new download is determined to be successful. If any issue develops, the ECM automatically resets itself back to the previous calibration, Cummins pointed out. “Connected Tuning” is a subset of “Connected Calibrations” that Cummins is now testing and hopes to make available to X15 engine family customers “soon,” Hammer noted. It’s aimed letting customers specifically “tune” each of their trucks by adjusting the 400 or so “parameters” within each calibration package, he pointed out; “tuning” that can occur on a daily, weekly, or monthly basis, depending on what kind of duty cycle the vehicle is engaged in. “Let’s say one week you are hauling toilet paper and the next steel coils,” he said. “You can ‘tune’ the engine to match the requirements for hauling those loads to get the best fuel economy and/or performance possible.” And it’s all done from central headquarters via the fleet’s telematics system, Hammer stressed. He added that “Connected Tuning” is currently in early validation trials so no release date is being set for it yet. Finally, Cummins is rolling out a new “predictive cruise control” feature for its new engines that will be able to “look ahead” up to two miles down the road so the engine and transmission can “plan” together better in order to maximize fuel economy. That cruise control feature will be added to Cummins’ existing ADEPT offerings SmartTorque2 and SmartCoast. Those two functions alone can help a truck in highway operation achieve up to a 3% increase in fuel economy, noted Cummins engineer Dan Dempsey. Combined with predictive cruise, that ADEPT suite can offer the potential for up to a 6% gain in fuel economy, he said. Dempsey that an aftermarket “package” offering all three of those electronic features will be made available in the fourth quarter of this year, which will allow truck owners with older Cummins engines to add those electronic features to their units. “It’s improving fuel efficiency over specific routes for trucks,” he said.

Cummins new X Series: Adding up the improvements Fleet Owner / July 25, 2016 When going out for a spin in a truck powered by the new Cummins X15 engine, it’s good to have the program technical leader in the cab to answer questions. Even better, the engine is so quiet the conversation could’ve been conducted at a whisper. But the next-generation X Series is not something Tim Proctor, Cummins ‎Director, Engineering, wants to keep quiet about. Over several laps around the Transportation Research Center’s 7.2 mile high-speed loop, Proctor explained the finer points of the X15 and the Eaton SmartAdvantage Powertrain, as well the project’s goals and development challenges. The X15 Efficiency engine is geared for 1150 rpm at cruise speed, and once the truck accelerates to 62 mph or so and the cruise control is engaged, the engine quickly—and so quietly—settles in. The instantaneous fuel consumption reading on the dash of the loaded International ProStar demonstration vehicle: 10 miles per gallon. “When you consider driver fatigue and real-world operation, this is a really comfortable truck to drive,” Proctor said. But optimizing fuel efficiency around downspeeding has drawbacks, Proctor noted, pointing specifically to engine braking, which is most effective at higher revs. “We’ve tried really hard to get the braking performance for that every day ‘off-ramp experience’—where you just want the retardation to control the braking—to be just as good at the lower engine speed, so that the driver doesn’t feel as though the truck is coasting away from him when he comes off the freeway,” he said, before going into detail about the mechanics behind cam profile design changes for the engine braking system. For the new performance version of X15, on the other hand, the engine braking is substantially enhanced. On another of the day’s demonstrations, a truck powered by the X15 quickly geared down and decelerated, coming to an engine-only stop several truck lengths sooner than an equally loaded rig with an ISX15. Proctor went on to explain that the X15 Series is really an evolution of the ISX15, and that the development team focused on numerous “areas of opportunity” to make small improvements—because, simply, there was no “low hanging fruit” to be picked from “what’s already, obviously, a pretty good engine.” “It’s not like there was 3% improvement in fuel economy sitting under someone’s desk, so we concluded that evolving a product which has already got a track record was the path to greater reliability, compared to developing a new engine from scratch. There’s quite a few incremental changes, but we really only made changes where we needed to make them,” Proctor said. “To enhance the reliability, we simplified some of the systems with alternate technologies and we’ve removed some of the things that in the past have caused us problems. At the same time, we’ve made changes throughout that we can be confident in and that we know will deliver improved performance.” For example, he explained how the team changed the design of the piston cooling nozzles to regulate the oil flow, and less oil flow meant they could redesign the oil pump as well, reducing parasitic power loss. Along with the new generation of engine lubricants, the changes provide another 0.2% improvement in fuel economy. “All of these things knit together into a system that works,” Proctor said. But that incremental approach—fractional improvements that, when added together, become significant—is exactly the selling point used by the truck manufacturers to support “integration,” or the advantages that can be gleaned when a powertrain—engine, transmission, axles—is developed and built by a single company. How can Cummins, as an engine builder, compete with the OEM-branded systems? “We’ve got a really good, collaborative partnership with Eaton—you can see the way this package is working. It’s as seamless as an I-Shift or a DT-12 (Volvo’s and Daimler’s automated manual transmissions, respectively). We’re also working very closely with Dana on axles,” Proctor said. “It clearly presents some challenges for us, but one of the opportunities we have is to build partnerships with the best in the industry, as opposed to just who happens to be part of our organization—that’s a strategic advantage, to be selective.”

The old man (Zenon Hansen) handed them out to everyone. Letting everyone know that they made the difference was a big deal to him. His ability to inspire dedication and loyalty, of a kind unique to Mack Trucks, is indescribable. Never a finer leader and human being was there.

I've long heard that San Antonio was, all-in-all, the most comfortable city in Texas. What are your thoughts?

I believe the "right to speak" and desecrating the United States flag, are two separate matters. I acknowledge that you feel United States citizens have the "right" to burn (desicrate) the United States flag. Thank you for sharing your thought on the matter. My understanding is (anyone correct me if I'm wrong), under 18 U.S. Code § 700, i.e. Desecration of the flag of the United States; penalties: "Whoever knowingly mutilates, defaces, physically defiles, burns, maintains on the floor or ground, or tramples upon any flag of the United States shall be fined under this title or imprisoned for not more than one year, or both." (reference - https://www.law.cornell.edu/uscode/text/18/700) Actions that may be treated as flag desecration include burning it, urinating or defecating on it, defacing it with slogans, stepping upon it, damaging it with stones or guns, cutting or ripping it, verbally insulting it, or dragging it on the ground. Thus, according to the laws of the United States of America, all of the individuals pictured above have broken federal law. (Any ordinarily prudent person with ethics, morals and values would never even think of desecrating their country's flag) In my humble opinion, all of individuals above, so dissatisfied with the United States, should be deported within 48 hours and never allowed to return. It has been argued that, regarding the First Amendment, it is unconstitutional for a government to prohibit the desecration of a flag in an act of "symbolic speech." However, any ordinarily prudent person would state such a notion is a distortion of the First Amendment’s intent. Our country’s founding fathers would have hung any and all individuals who burned our nation’s flag. In order for everyone to enjoy "freedom" in the United States, we must all abide by accepted standards of behavior, ethics, morals and values. Desecrating our national flag is NOT acceptable behavior. If one abhors our country to such degree, they should be deported to the greener grasses on the other side of the fence.

Crude Slump, Pipeline Expansion Mark End of U.S. Oil-Train Boom The Wall Street Journal / July 25, 2016 As more pipelines reach shale regions, producers have a cheaper way to move their oil to market The oil-train boom is waning almost as quickly as it began. Rail became a major way to move crude after companies began unlocking new bounties of oil from shale formations, with volumes rising from almost nothing in 2009 to more than one million barrels a day by 2014, according to the U.S. Energy Information Administration. But those numbers began falling after oil prices started tumbling two years ago, and aren’t projected to recover anytime soon. In April, just 430,000 barrels of oil rode the rails each day, according to the latest federal figures. Some of the decline came from a drop in U.S. oil production, but oil and rail executives say the drop-off may be permanent. “At least some portion, and it could be a pretty large portion,” of the rail business won’t return, said Union Pacific Corp. Chief Executive Lance Fritz. More pipelines have begun reaching North Dakota and other shale regions, giving producers a cheaper way to move their oil to market. Also, a string of fiery crude-freight-train derailments—including one in Lac Mégantic, Quebec, that killed 47 people in 2013—have prompted a host of new and expensive regulations, and fueled opposition that has helped delay major rail projects on the West Coast, where a dearth of pipelines makes rail useful. Regulators have mandated new safer tank cars, and older tank cars are being phased out—adding to future costs for transporting oil. The changes are evident in North Dakota, once the epicenter of the crude-by-rail trend. Oil output from the state’s Bakken Shale formation has fallen by 180,000 barrels a day from its 2014 peak. Meanwhile, pipeline takeaway capacity has more than doubled since 2010. EOG Resources Inc., one of the first oil companies to see the potential for trains to relieve pipelines, opened its first rail loading terminal in Stanley, N.D., in 2009. But that terminal hasn’t loaded a train in more than a year, according to Genscape, a data provider that tracks activity at U.S. rail terminals. “New pipeline infrastructure has been put in place to move significant volumes of oil to market,” an EOG spokeswoman said. Enough pipeline capacity is coming online to replace all of the current volume BNSF Railway Co. is shipping out of North Dakota, said David Garin, the railroad’s group vice president of industrial products. BNSF used to transport as many as 12 trains daily filled with crude primarily from North Dakota’s Bakken Shale, carrying about 70% of all rail traffic out of the area. Now it is down to about five a day. “Will this business be back to 12 trains a day? Probably not,” said Mr. Garin. “Will it be zero? Probably not.” Even at its height in 2014, crude-by-rail accounted for less than 2% of total rail volumes, according to Association of American Railroads data. But its decline threatens what was once viewed as a sizable driver of growth for the railroad industry, one that many rail companies, along with oil and gas producers, made investments to support. Between 2010 and 2015, 89 terminals were built or expanded in the U.S. and Canada to load crude on trains, and nearly as many to offload it, according to consulting firm RBN Energy LLC. The oil pouring out of U.S. fields was so much cheaper—more than $20 a barrel below international benchmark prices at times—that refineries were eager to pay higher rail shipping costs in exchange for some of it. New pipelines have helped shrink that price difference by allowing the landlocked oil to reach market. And the U.S. has lifted a ban on crude exports, which allows American crude to be sent abroad freely and is expected to help keep U.S. and international crude prices more closely aligned. Now oil trains are competing against tanker ships carrying foreign crude. Analysts say rail deliveries are likely to fall even further once shipping contracts signed during the boom expire in the coming months. There could soon be more than enough space to carry away all Bakken oil through pipelines now in the works. Phillips 66 is partnering with pipeline company Energy Transfer Partners LP to develop a pair of pipelines that will bring North Dakota crude to Illinois and then down to Texas. The endeavor, which will cost close to $5 billion, is expected to take a major bite out of oil train traffic, even though the pipelines will ultimately bring oil to the Midwest and the Gulf of Mexico, rather than to the East and West coasts, where trains have primarily taken it. Phillips 66 said earlier this year it may still be cheaper to take that oil and put it on a barge for delivery by sea to the coasts than to send it directly there by train. .

Volkswagen's 'Dieselgate' Problems Far From Over Bloomberg / July 26, 2016 Video - http://www.bloomberg.com/news/videos/2016-07-25/volkswagen-s-dieselgate-problems-far-from-over

The Guardian / July 25, 2016 Michael Jordan released a statement on Monday in response to the shootings of African-Americans and the targeting of police officers. “As a proud American, a father who lost his own dad in a senseless act of violence, and a black man, I have been deeply troubled by the deaths of African-Americans at the hands of law enforcement and angered by the cowardly and hateful targeting and killing of police officers,”wrote Jordan. “I grieve with the families who have lost loved ones, as I know their pain all too well.” Jordan announced a pair of $1m donations to groups dedicated toward improving relations between police and the community: the recently established Institute for Community-Police Relations and the NAACP Legal Defense Fund, the nation’s oldest civil rights law organization. Added Jordan: “I was raised by parents who taught me to love and respect people regardless of their race or background, so I am saddened and frustrated by the divisive rhetoric and racial tensions that seem to be getting worse as of late. I know this country is better than that, and I can no longer stay silent. We need to find solutions that ensure people of color receive fair and equal treatment AND that police officers – who put their lives on the line every day to protect us all – are respected and supported. “Over the past three decades I have seen up close the dedication of the law enforcement officers who protect me and my family. I have the greatest respect for their sacrifice and service. I also recognize that for many people of color their experiences with law enforcement have been different than mine. I have decided to speak out in the hope that we can come together as Americans, and through peaceful dialogue and education, achieve constructive change.” The remarks are especially noteworthy given Jordan’s well-documented reticence to speak on political issues. “We are privileged to live in the world’s greatest country – a country that has provided my family and me the greatest of opportunities. The problems we face didn’t happen overnight and they won’t be solved tomorrow, but if we all work together, we can foster greater understanding, positive change and create a more peaceful world for ourselves, our children, our families and our communities.” .

The Guardian / July 25, 2016 The DNC issued an apology on Monday to Bernie Sanders and his supporters over leaked emails that showed bias among party officials towards his opponent, Hillary Clinton, as the DNC opened amid chaotic scenes of Sanders supporters booing the nominee. “On behalf of everyone at the DNC, we want to offer a deep and sincere apology to Senator Sanders, his supporters, and the entire Democratic Party for the inexcusable remarks made over email,” Democratic Party officials said. The controversy led to the resignation of Debbie Wasserman Schultz as party chair on Sunday. Wasserman Schultz was booed off stage by delegates from her home state of Florida The FBI announced on Monday it was launching an investigation into the hack of the DNC’s email server that led to the publication of the emails. Sanders supporters who had long doubted the neutrality of national party officials. Sanders supporters adopted one of Donald Trump’s attack lines against Clinton outside the hall, chanting “lock her up” . Sanders himself seemed incapable of controlling some of his more passionate supporters. Loud boos could be heard from within the closed-room meeting as the Vermont senator told them: “We have got to defeat Donald Trump and we have got to elect Hillary Clinton and Tim Kaine … This is the world we live in.” Clinton will formally accept the Democratic nomination for president on Thursday, after speeches from Barack Obama, Bill Clinton and Michelle Obama. Trump seized on the scandal during a rally in Roanoke, Virginia, to bolster his charge that Clinton was representative of a “rigged system”. “Debbie was totally loyal to Hillary and Hillary threw her under a bus,” Trump said of Wasserman Schultz’s departure. “It didn’t take her more than five minutes to make that decision,” he continued. “Man, I don’t want her covering my back, I’ll tell you right now.” Trump mocked the assertions at his campaign event, pivoting instead to the possibility that foreign governments might have access to Clinton’s private email server. “She worked very, very hard to rig the system. Little did she know that China, Russia – one of our many, many ‘friends’ – came in and hacked the hell out of us,” Trump said. “Why did Hillary get rid of her middle name? Hillary Rotten Clinton,” he added. )Clinton often goes by her full name, Hillary Rodham Clinton.) Regardless of its origins, the DNC email leak has emboldened Sanders supporters, showing up in numbers with banners and T-shirts declaring “Bernie or Bust” and “Feel the Bern”. They have argued all along that the DNC tilted the scales in Clinton’s favor. Although the emails do not contain evidence that officials actively worked against the senator, top staffers exchanged emails that showed personal bias toward Clinton and a desire to push narratives in the media that would hurt Sanders’ campaign. “The WikiLeaks emails reaffirm in the minds of delegates that we were given a raw deal and the primary was rigged from the very beginning to favor Mrs Clinton,” said Karen Bernal, a Sanders-supporting delegate from Sacramento. “People will ask: ‘Why can’t we have party unity, we are here to pick a nominee,’ but Sanders owes his success to protest movements outside the party. So it should not come as a surprise that a lot of the expressions that we see are going to reflect the zeitgeist outside the convention.” “We are a little pissed off,” added Manuel Zapata, another angry California delegate. “Since the moment we got here, people have looked down on us when they walked past them with our campaign swag on. “They throw party unity around as if it’s something that should make us jump for joy when her name is mentioned but everything that has happened over the last year pulls away from that.”

CNN / July 25, 2016 Vermont Senator Bernie Sanders was booed by his own supporters earlier Monday when he spoke about the need to elect Clinton. "We have got to defeat Donald Trump and do everything we can to elect Hillary Clinton to the White House," said Sanders.

Unreasonable, backwards and inconsistent attitude by U.S. authorities towards 6x2 tractors.

Far too expensive and risky. You should have bought Navistar in January at $6 like the rest of us. You'd have already doubled your money. Come to think of it, I never see you at the "BMT Investors" meetings.

You can say that again. Why the US has its go-it-alone policy on emissions remains a long-time mystery.

You're only lifting for a few seconds to regain traction. You're not keeping it up and running down the road. 6x2s are used in northern Europe including Scandinavia all winter long.

May I please ask, do you approve, or disapprove, of the burning (desecration) of the United States flag by American citizens?

The rear axle has an intra-axle locking differential. If you start to lose traction, you can also release some air from the tag to enhance the "locked" drive axle's traction. It works great.......a different way of doing things with less weight and cost, and better fuel economy.

This is spec'd as an owner-operator on-road truck.

http://www.bigmacktrucks.com/topic/41910-the-conventional-cab-scania-t-series-–-past-and-present/#comment-304865