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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

It is a good fix. What's the problem? WD-40 ('Water Displacement, 40th formula')..........a still unmatched superb product for some 63 years born out of a fascinating need, protecting the outer skin of Atlas Missiles in their launch silos from corrosion. But god had nothing to do with it.....it was strictly an invention of mankind. http://wd40.com/cool-stuff/history

Okay. I have to say for a wear item like a clutch, I think 3-years or 350,000 miles is very reasonable. Having said that, Eaton just extended that clutch warranty to an incredible 5-years / 500,000 miles. You can't beat that anywhere else. http://www.bigmacktrucks.com/topic/46131-eaton-extends-manual-transmission-clutch-warranties/

Beautiful truck with the Scania 500hp V-8. That's a fairly long wheelbase (for Europe). Was it actually ordered (spec'd) by the Chicago customer? How are they going to get this Euro-6 truck certified under EPA2010? What EPA-licensed emissions certification company are they using? I believe there are around 10 EPA-licensed companies across the country than process gray-market cars.

No, I absolutely could not argue that point at all. As Zenon Hansen so clearly pointed out, Mack Trucks maintained ALL of its autonomy under Signal. Mack Trucks was at a crossroads when they decided to bring Zenon C.R. Hansen on board to "fix the problem" and lead the company in an all new direction. He did. Zenon "wanted" Signal's financial support, and he later credited the Signal Companies' board for Mack Trucks' return to dominance. Their financial backing could, and did, supercharge Zenon's growth plans for Mack Trucks. And, Signal promised to allow Mack Trucks to operate with autonomy. They did. Mack earned more money for Signal than any other subsidiary, and Zenon famously kept them aware of that! Quoting the old man himself, "In my opinion, the Mack-Signal merger was the most successful large corporate merger ever attempted." In addition to Signal's financial backing being important to Mack's success, Zenon said "the really significant value has been this, that Mack has been associated with a high-grade organization which made good on all its agreements. We have kept our autonomy under Signal, and they have not meddled in the day-to-day operations of our business." Once, Zenon walked into a Signal board meeting to discuss bonus plans for the conglomerate companies. They didn't tell Zenon what bonuses were going to be handed out, rather he told them! Speaking to the board of the parent company, Zenon knew that it was his company, Mack Trucks, that was making all the money for Signal, and he told them so! "This is the bonus plan this year in my company [Mack Trucks]. I don't care what you're doing in your companies, but this is what I'm doing in mine." Particularly while Zenon C.R. Hansen ran Mack, the Signal Companies was extremely loyal to Mack Trucks. In 1964, prior to Zenon taking over Mack Trucks, the company reported US$275 million in sales. In 1966 with Zenon at the helm for two years, Mack sales reached US$411 million. And in 1970, sales leaped to US$534 million. We're talking about the man that issued every Mack employee a silver dollar-sized coin with a bulldog on one side, and a slogan on the other side stating "You Make the Difference". I carry my coin every day. Mack's outstanding earnings in 1966 was a double-edged sword........it made Mack Trucks a takeover target. Initially, to fight back, Zenon was designated chairman and CEO as well as president. But he finally realized that Mack needed the financial security and protection of a larger conglomerate, but the merger would be on Zenon's terms. Zenon said, "Our feeling was that if we had to get into bed with someone, it would be a Park Avenue glamour girl, not a Greenwich Village streetwalker." Zenon believed that a successful merger must address four priorities in this particular order: 1. The employees 2. The dealers; they have US$100 million tied up in Mack trucks and parts 3. The Mack customer 4. The stockholder In responding to critics who said that shareholders should be the first priority, Zenon said, "What good is the stockholder's dollar if the employees are not happy, if the dealers are in trouble, if they don't have a customer?" New York bankers introduced Mack Trucks to the Los Angeles-based Signal Oil & Gas Company, and it was the perfect match. Recalling their initial meeting, Zenon said, "You size up the people and pull it out fast. We had never met, and we had an agreement in two and a half hours." In the deal, Mack and Zenon retained complete autonomy, and Signal promised not to acquire any other truckmaker. Mack Trucks received Signal's financial backing to ramp up plant expansion, production and sales, and Zenon joined Signal's board of directors. As a result of the Mack-Signal merger, Mack Trucks in 1971 was once more the top selling diesel truck in the United States. One out of five heavy trucks wore a bulldog. By the end of 1973, nine years after Zenon C.R. Hansen had taken the helm at Mack Trucks: - Production had increased 138 percent - New truck deliveries increased 134 percent - Mack sales skyrocketed 200 percent, from US$275 million to US$880 million - Shareholder's equity rose 147 percent, with return on invested capital increasing from 2.7% to 13% - Earnings per share increased by an astonishing 764 percent All of this, because of Signal's support of Mack Trucks and Zenon C.R. Hansen, the best truckmaking CEO in the history of the industry right up to the present day. As Zenon proudly said, and history has gone on to confirm: "I don't think many companies can match that record. I have been asked many times how we did this. I will say it again, there's no substitute for experience. It all boils down to experience, damn hard work, and good application of effort by the Mack management team. Our talented, dedicated, ingenious Mack people have made a difference."

Australia plans to indefinitely hold 'terror' convicts Associated Press / July 25, 2016 Australia will indefinitely detain people convicted of "terrorism-related" charges if it feels they pose an ongoing danger to society upon their release, Prime Minister Malcolm Turnbull has said. Turnbull said the proposed measure was prompted by an increase in the frequency and severity of attacks around the world. "In the wake of Orlando, Nice, and other terrorist incidents, as well as our own experience ... we cannot afford for a moment to be complacent," Turnbull said. "This legislation will enable additional periods of imprisonment for terrorist offenders who have served their sentences but are still judged to present an unacceptable risk to the community." The proposal is similar to arrangements already in place for sex offenders and extremely violent individuals in some states. Attorney-General George Brandis said the extension of detention would be a court supervised process with regular reviews and reassessments. "It will of course only apply to individuals who, as they approach the end of a sentence of imprisonment, continue to pose an unacceptably high risk to the community because of their failure to be rehabilitated as a result of a penal sentence," he said. Under the proposed laws, the age at which children could be held would be lowered from 16 to 14. Turnbull said the steps were necessary but proportionate. "They balance the need to keep the community safe with our commitment to privacy and the rights of the individual," Turnbull said, stressing that ultimately it was important the Islamic State of Iraq and the Levant group was defeated. A total 44 people have been charged with "terrorism" offences in Australia since 2014, including some involved in the planning of mass attacks on the public, Turnbull said.

"They never work right" That's a pretty strong statement. And not my experience. There's absolutely nothing wrong with an easy-pedal, but there are customers who want to pay up for the automatic adjustment convenience of the Solo. Did your service manager contact the Eaton district service rep for your area, have him come by, and discuss your the issues? That's the Eaton rep's job, and you should make use of him. Every new truck you sell with Eaton components, plus Eaton spare parts, indirectly pays his salary. If your dealer decided to walk around the issue by having the sales dept. avoid Solos, rather than confront the perceived issue by contacting Eaton and having them resolve it to your satisfaction..............