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Commercial Motor TV - sponsored by DAF Trucks / May 20, 2016

Ford Motor Company / May 20, 2016

Class 8 outlook: Market factors could again drive business Fleet Owner / May 20, 2016 If you're looking for economic barometers for trucking, Kenworth is seeing a lot of positive signs lately — but like others, predicts 2016 will be good, but not great, for Class 8 sales in the U.S. and Canada. One indication of the Class 8 market is how many trucks are being churned out at assembly plants like Kenworth's in Chillicothe, OH. On an editors' tour on Wednesday, Plant Manager Judy McTigue noted the facility produces 80 trucks during the day shift and another 48 at night for a total of 128 per day; the lesser amount on shift two was "feathered down" a bit from last year in step with market demand, she said. Kenworth Director of Marketing Kurt Swihart pointed out there are a number of indicators that could bode well for the heavy truck market. He noted that the company's product sales have shifted dramatically to its latest T680 on-highway and T880 vocational trucks, which were launched in 2012 and 2013, respectively. Walking through the Chillicothe plant today, "it's very difficult to find one of our legacy models," Swihart contended. "I would guess that 90% of our current production here in Chillicothe is our T680 and T880 model lineup." With the T680 accounting for more than half of sales, the T880s are a big chunk of the rest. For one thing, "housing and construction are doing well, and that's a big part of our business," Swihart said. "Whether it's road-building, whether it's commercial construction, whether it's housing, there's very good, robust construction activity [in the North American market] and particularly in the United States," he added. Meanwhile, oil prices have been inching closer to the $50 mark per barrel of crude. "As oil prices dropped, it's kind of a double-edged sword for us," Swihart said. "It's good for fleets because they enjoy lower operating costs, but many of our customers are in the oilfield business, and much of that slowed down. "Oil was priced below a sustainable level of profitable operations in many of those industries, and as oil is increasing, it's opening up some of those industries again," he continued. "That could turn from being a slight headwind for the industry back into a tailwind that will help drive business." Overall, Kenworth is projecting Class 8 sales for the U.S. and Canada will be about 10-20% lower in 2016 than last year. "Our forecast for 2016 is Class 8 will be a market of 220,000 to 250,000 units, and we expect it'll be the third-highest year in the last 10 years. It is slightly down from nearly 280,000 Class 8 units in 2015, but it's still a very healthy market," Swihart said, referencing total retail sales. In other good signs, Swihart pointed to truck tonnage increasing just in the last two or three months, as reported by the American Trucking Assns. Additionally, manufacturing saw a slight contraction closing out 2015 and in the first months of 2016 but is again on an upswing, he noted, citing the ISM Manufacturing Index. "In recent months, manufacturing is expanding, and that's also good for our business," Swihart said.

Fleet Owner / May 20, 2016 Despite objections from the White House and the Truck Safety Coalition, the Senate on Thursday easily approved an annual budget bill that contains a provision to address a problem with the hours of service restart language in last year’s bill. The legislation also includes an amendment that puts a six-month deadline on the proposed truck speed limiter mandate. The $56.5 billion FY2017 Transportation, Housing and Urban Development, and Related Agencies (THUD) Appropriations Act, part of a package that also funds veterans’ benefits and a response to the Zika virus, passed with a bipartisan vote, 89 to 8. Included with the DOT budget is the provision to correct a potential problem with the 34-hour restart. The Senate Appropriations committee’s solution calls for a weekly cap of 73 hours, in addition to clarifying which restart rules would be used if a study shows the 2013 changes are not effective. Earlier this week a House subcommittee advanced its version of the THUD bill that also addresses the restart matter. The House Appropriations committee is scheduled to markup the bill May 24, with key committee Democrats expected to resist several trucking provisions. The American Trucking Assns. Thursday asked Congress to quickly advance legislation that would maintain the current restart rule, “which gives professional truck drivers the flexibility and opportunity to take extended off-duty periods without restrictions.” “We have said since the broad framework of the current hours-of-service rules went into effect in 2004—complying with these rules improves safety,” said ATA President and CEO Bill Graves. “The flexibility to take additional rest that the restart provided for a decade, and is providing now, allows drivers to get additional off-duty time and rest, and we shouldn’t be putting restrictions on that—certainly not ones that have been shown to push truck traffic into riskier daytime hours.” The speed limiter amendment calls for DOT to issue “a final rule” not later than 6 months after the bill becomes law. And that will take some doing, given the pace so far. The rulemaking, which originated nearly 10 years ago with petitions from RoadSafe America and ATA, was officially initiated in May 2013 and was originally scheduled to be published in March 2014. But the Notice of Proposed Rulemaking was sent to the Office of Management and Budget for review in May 2015, and that means it has been stalled at the White House for a full year. In presenting the administration’s budget for the DOT in March, Transportation Secretary Anthony Foxx assured the Senate Appropriations transportation subcommittee the NPRM would meet a projected April 22 publication date. “As a top priority, we’ve been working with OMB to get that rule pushed out,” he said at the time. The latest monthly Report on DOT Significant Rulemakings, just posted for May, has projected a publication date of “Spring 2016.”

Daimler Sees NAFTA Class 6-8 Market Dropping 15% Heavy Duty Trucking / May 20, 2016 Citing “sustained contraction” of global truck markets— including North America-- Germany’s Daimler Trucks has adjusted its 2016 outlook. The OEM now expects its operating earnings will “significantly lower” this year vs. “the very good levels of last year.” On the other hand, the company added that its profitability this year will “remain very high.” While stressing that it is “defending its clear market leadership” in the NAFTA market, Daimler Trucks pointed out that “at the same time, there has been no revival of orders received, especially in the heavy-duty segment (Class 8).” In a May 19 press release, the parent company of Freightliner and Western Star said it now forecasts that the overall North American market for Class 6 to 8 trucks will “contract by approximately 15% in 2016.” The Germany-based OEM said the drop-off across the Atlantic can be offset only partially by a rising European truck market. “Although demand in Europe is significantly higher than last year, the competitive situation has become much more intense and is influencing market players’ pricing,” the company stated. “Another factor is that the persistently low price of oil is having a sustained negative impact on [truck] demand in the Middle East.” Daimler also said the outlook for developing markets in Brazil, Indonesia and Turkey has been “worsening since the beginning of the year and continues to worsen.” It expects the Brazilian market will contract by about 20%, thanks to the “political and thus also [the] economic situation” again deteriorating there. As for Indonesia, Daimler expects to see a decrease of about 15%. The OEM also sees “substantially lower” demand in Turkey, due both to purchases being brought forward to 2015 and the “very negative geopolitical conditions” in place. “The situation of global truck markets has been challenging for several months and has recently got worse,” stated Wolfgang Bernhard, Member of the Board of Management of Daimler AG and Head of the Daimler Trucks and Daimler Buses divisions. “Especially in the NAFTA region, but also in the Middle East, demand is weaker than previously expected,” he continued. “We have therefore adjusted our outlook for the rest of this year. Although the forecast is for lower numbers than in 2015, we continue to anticipate a high level of earnings in the full year.”

Transport Topics / May 19, 2016 Daimler Trucks said it lowered its outlook for overall North American truck sales for Classes 6-8 in 2016 as orders for Class 8 trucks especially have not revived. It now forecasts sales will be off about 15% compared with 2015, down from its previous forecast of a 10% decline. North American Class 8 orders have declined year-over-year for 14 consecutive months. “The situation of global truck markets has been challenging for several months and has recently got worse. Especially in the Nafta region, but also in the Middle East, demand is weaker than previously expected,” Wolfgang Bernhard, head of Daimler’s global truck and bus division, said in a statement. Daimler’s statement did not provide estimated sales numbers for this year. Daimler Trucks is a unit of Daimler AG and the parent company of Daimler Trucks North America (DTNA), which is the market leader in Classes 6-8 sales. DTNA spokesman David Giroux told Transport Topics the company “could not comment at this time regarding further workforce reductions at its plants.” In January, DTNA announced plans to lay off an estimated 936 employees, or 30% of the 3,100 workers at its Cleveland Truck Manufacturing Plant in North Carolina, which makes heavy-duty Freightliner and Western Star trucks. U.S. Class 8 retail sales for DTNA, which also includes the niche nameplate Western Star, in 2015 were 100,214, good for a 40.3% market share. “Although the forecast is for lower numbers than in 2015, we continue to anticipate a high level of earnings in the full year. 2016 will be one of Daimler Trucks’ most profitable years, due not least to the successful continuation of our efficiency actions,” Bernhard said. “While the news [from Daimler] is certainly negative," Michael Baudendistel, an analyst with Stifel, Nicolaus & Co., wrote in a note to investors, "this reduced outlook does not come as a surprise given the weak year-to-date order data in Class 8 trucks, though Classes 5-7 orders have been somewhat stronger than anticipated, and due to the fact that we believe Daimler's prior guidance was somewhat optimistic. Following Daimler's reduction, their outlook is now roughly in line with our prior outlook.” Baudendistel’s note last week forecast 2016 Class 8 production would be 230,000 units in North America, down nearly 30% from 2015 production of about 323,000 units. “Our estimate is below other analyst's current forecast of 236,522 units.” Against this backdrop, Daimler Trucks said it will intensify the efficiency actions that are already being taken. In Brazil, further workforce adjustments will have to be made, for which Daimler Trucks has made a voluntary severance offer, it said. In this context, Daimler Trucks anticipates expenses totaling up to about $112 million as a special reporting item in 2016. However, nothing has changed with regard to the medium- and long-term growth drivers and success factors for the key markets of Daimler Trucks, the company said. “ Along with managing volatile truck markets, we continue to pursue our strategy systematically. With our technologically leading position, global presence and intelligent platform concepts, we will take further determined measures also in the future,” Bernhard said.

Driving the Kenworth T680, T880 Truck News / May 19, 2016 Kenworth demonstrates comfort, efficiency and versatility of T680 and T880 models A US$400-million investment by Paccar in the development of the Kenworth T680/T880 cab platform appears to be paying off. “It has really revolutionized our business,” Kurt Swihart, director of marketing with Kenworth said of the T680 on-highway and T880 vocational models. The T680 was launched in 2012 and the T880 at the end of 2013. The two models now represent about 90% of the production at Kenworth’s Chillicothe, Ohio truck plant, which this week played host to a Right Choice customer event. More than half the trucks Kenworth is building today are T680s, its flagship on-highway model. Additional sleeper configurations have been added to the truck over time, and that roll-out is now complete. The T680 can be had with a 76-inch mid-roof or high-roof, a 52-inch mid-roof or 40-inch sleeper. Swihart said most customers are ordering the 76-inch condo-style high-roof bunk. But for those in tanker or flatdeck applications, the mid-roof can provide up to a 5% fuel economy benefit, while still allowing a 6’8” driver to stand upright. The T680 Advantage is a fuel economy spec’ that was introduced in 2014 and now accounts for about a third of T680 sales. The Advantage comes with a series of fuel-saving specifications – chassis fairings, automated manual transmission and fuel-efficient drive axles – as well as the Paccar MX-13 engine. Swihart said it offers about a 10% fuel economy improvement versus a non-optimized spec’. Subtle refinements to the package have been ongoing. For example, a new chassis fairing design is flared to better deflect air along the side of the trailer and away from the underbody. The new fairing replaced the previous one May 9. More customers are spec’ing automated manual transmissions, Swihart noted, adding these now account for about 70% of T680 sales. “A couple of years ago, maybe a quarter of T680s would get automated manual transmissions,” he said. “That has nearly tripled over the past three to four years.” Kenworth has also added a battery-based idle management system to its portfolio to provide eight to 12 hours of air-conditioning. It can be coupled with an optional bunk heater and/or inverter for heating and power requirements. The company has supplemented this with a new auto start/stop system, which automatically starts the engine when the batteries need a boost. This new feature also monitors engine oil temperature and will start when necessary in cold weather to prevent fuel from gelling. Also new to Kenworth is its TruckTech+ remote diagnostics platform, now installed on 10,000 vehicles. “That’s the seed of a much broader connected truck platform,” Swihart said. Another new offering is Bendix Wingman Fusion, a collision avoidance system that combines camera and radar technologies. Wingman is being ordered in about 30% of T680s, Swihart noted. The company is also enjoying a higher take rate for its proprietary Paccar MX-13 engine. The T880 vocational truck is also enjoying an increased market presence. Kenworth still offers its predecessor, the T880, but most vocational customers have converted over to the new model. Vocational buyers as well are showing greater acceptance of the MX-13, which can produce up to 500 hp and 1,850 lb.-ft. of torque. Complimenting the MX-13 is the new MX-11, which can provide a weight savings of 400 lbs compared to the 13-litre. Launched in January, the MX-11 can produce up to 430 hp and 1,550 lb.-ft., adequate for many vocational applications such as dump and ready-mix, Swihart said. “The majority of sales have been in ready-mix applications,” he added. “But it’s also a great engine for dump applications, bulk haul – anywhere customers are looking for any way to be able to take weight out of the overall vehicle package.” The 40-inch mini-sleeper was designed for vocational operators, especially those in the oilfield or in heavy-tow applications where the driver is only occasionally out overnight. It offers a 260-lb weight savings compared to the previously smallest available 52-inch bunk. Turning to medium-duty, Swihart said Kenworth is coming off a record year in which it controlled 9.2% of the Canada/US Classes 6/7 segment. Sales were buoyed by the introduction of a new T370 configuration with 46,000-lb rear suspension rating. “We think there’s a significant market opportunity out there,” Swihart said of the ‘Baby 8’ or heavy-medium-duty segment. It’s geared towards municipal, dump, tanker and other vocational applications. A fleet of eight Kenworth trucks was made available for test drives. I spent time in the Kenworth T880 with 40-inch bunk, since it was designed with Canadian operators in mind. The T880 cab offers comforts and amenities that were carried over from the on-highway product and were once the exclusive domain of linehaul drivers. The sloped hood and expansive one-piece windshield offered excellent visibility. The MX-13 engine with 500 hp and 1,850 lb.-ft. of torque was quiet to operate and pulled the 60,000-lb gross load uphill without any trouble. We were hauling cement blocks on a flatdeck trailer. The engine brake was remarkably quiet. The T880, much like its on-highway brother, was incredibly comfortable to drive. The 40-inch bunk featured a slim 24-inch mattress. You wouldn’t want to live in this truck but it’s a nice option to have when you’re making the occasional overnight run to someplace remote. Three rear windows offered visibility out the back and let in additional daylight. Extra storage can be found underneath the bed. I also drove the T680 Advantage with 76-inch high-roof sleeper. This truck featured the new flared side fairing and was loaded up with safety options, including Bendix Wingman. It beeped at me when I followed too closely and would go so far as to apply the brakes while in cruise if necessary. I didn’t test that claim on this drive but I’ve seen it demonstrated before in controlled environments. It works well and should eliminate most rear-end collisions. Wingman Fusion now has the ability to detect stationary objects. That’s new. And its cameras can actually read roadside signage and tell on the driver who’s exceeding the speed limit. Like the T880, the 680 offers incredible visibility and smooth, quiet ride. It was powered by the Paccar MX-13 engine rated at 455 hp and 1,750 lb.-ft. The 53-ft. van trailer was empty, so power was obviously available in abundance. Both the T680 and T880 have a nicely appointed automotive-styled interior. The high-def NavPlus HD screen can be used to display anything from additional gauges to turn-by-turn directions. I also spent time behind the wheel of a T880 mixer and T880 super dump, two configurations that show off the versatility of this model. Photo gallery - http://www.trucknews.com/equipment/driving-kenworth-t680-t880/1003072164/

Bataclan owners condemn Eagles of Death Metal frontman's suggestion their guards were complicit in massacre The Guardian / March 11, 2016 [American] Jesse Hughes said six of the security team did not turn up at Paris venue on 13 November, and it ‘seems rather obvious that they had a reason’ The owners of the Bataclan in Paris have reacted angrily to the suggestion by Eagles of Death Metal frontman Jesse Hughes that its security guards were complicit in the massacre [go figure] that left 89 concertgoers dead on 13 November 2015, calling his remarks “insane”. “Jesse Hughes spread some very grave and defamatory accusations against the Bataclan teams,” the Bataclan’s owners said in a statement. “A judicial investigation is undergoing. We wish to let justice proceed serenely. All the testimonies gathered to this day demonstrate the professionalism and courage of the security agents who were on the ground on 13 November. Hundreds of people were saved thanks to [their] intervention.” In a video interview with Fox Business Network, Hughes had been asked if anything had seemed unusual when he arrived at the venue that evening. “When I first got to the venue and walked in, I walked past the dude who was supposed to be the security guard for the backstage,” he said. “He didn’t even look at me. I immediately went to the promoter and said, ‘Who’s that guy? I want to put another dude on.’ He says, ‘Well, some of the other guards aren’t here yet.’ And eventually I found out that six or so wouldn’t show up at all.” He added: “Out of respect for the police still investigating, I won’t make a definite statement, but it seems rather obvious that they had a reason not to show up.” Hughes also said he had noticed people at the venue who didn’t look like regular Eagles of Death Metal fans. “Right before we walked onstage, there were two dudes in shorts and trench coats, [who] were standing, without talking, heads down in the corner, by where the entrance out into the venue is from backstage,” he said. “We have a joke that if you’re not smiling at one of our shows, you surely can’t be there to see the Eagles of Death Metal, because you don’t know what you’re in for. Shawn [London, the group’s sound engineer] looked at me and said, ‘They certainly don’t look like they’re here for one of our shows.’” This is not the first time Hughes has commented on the events of 13 November in surprising fashion. During an interview with the French TV station iTélé in February, he said the killings had not made him reconsider his attitudes to gun ownership. “Did your French gun control stop a single [expletive] person from dying at the Bataclan?” he said. “And if anyone can answer yes, I’d like to hear it, because I don’t think so. I think the only thing that stopped it was some of the bravest men I’ve ever seen in my life charging head-first into the face of death with their firearms. “I know people will disagree with me, but it just seems like God made men and women, and that night guns made them equal,” he said. “And I hate it that it’s that way. I think the only way that my mind has been changed is that maybe until nobody has guns everybody has to have them. “Because I’ve never seen anyone that’s had one dead, and I want everyone to have access to them, and I saw people die that maybe could have lived, I don’t know.” The Californian hard-rock band were on stage at the Bataclan when three terrorists entered the venue and began shooting with assault rifles and throwing hand grenades. It was one of a series of attacks in Paris that night that left 130 people dead. Islamic State claimed responsibility for the murders.

French festivals ditch Eagles of Death Metal over singer's comments The Guardian / May 20, 2016 [American band member] Jesse Hughes alleged he saw Muslims celebrating during Paris attacks and that Bataclan staff were involved in assault Two French festivals on Friday cancelled shows by Eagles of Death Metal, the band whose 13 November show in Paris turned into a bloodbath, after the frontman made remarks critical of Muslims. The Rock en Seine and Cabaret Vert festivals took issue with an interview by singer and guitarist Jesse Hughes, who renewed allegations that Muslim staff at the Bataclan club had been involved in the attack. “As we are in total disagreement with Jesse Hughes’s recent allegations given in an interview with an American media [outlet], both Cabaret Vert and Rock en Seine festivals have decided to cancel the band’s performance,” said a statement by the two festivals, which take place in late August. Eagles of Death Metal had briefly become heroes in France after jihadi extremists attacked their concert, killing 90 people in the deadliest of a series of coordinated assaults that claimed 130 lives across Paris. But Hughes has since proved controversial in his remarks. He is known for his rightwing politics and champions gun ownership as well as Republican presidential candidate Donald Trump. In an interview published last week, Hughes called for greater scrutiny of Muslims in the west and alleged that conservative Christians were unfairly being blamed for global problems. “I saw Muslims celebrating in the street during the attack. I saw it with my own eyes. In real time! How did they know what was going on? There must have been coordination,” he told Taki’s Magazine, a publication from Greek-born conservative commentator Taki Theodoracopulos, which has faced criticism for its writings on race. Trump has voiced similar allegations of US Muslims celebrating the 9/11 attacks, a claim for which there is no documented evidence [if it’s not “documented”, then it automatically can’t be true]. Hughes alleged that a Bataclan security guard had inquired about the background of his girlfriend, who is of Mexican origin, supposedly with an eye to warning her of the impending attack if she was Muslim. Hughes in March also gave an interview in which he alleged an inside job. The Bataclan strongly disputed his assertions, saying the club’s security is likely to have saved hundreds of lives. ------------------------------------------------------------------------- Alleged Muslims attackers murdered 130 people in Paris on that day. The concert’s band’s head exercises his freedom of speech, and reports what he saw. France slams him for being critical of….Muslims, goes into full tilt damage control. Go figure. It would be nice to know the truth.......for once.

Interesting thread........steel Freightliner cabs and the prototype Freightliner conventional. http://forums.aths.org/PrintTopic160572.aspx

Along the lines of what Volvo's "Scania Gang" head said in 2014: "Europe is now thinking about piloting the European Modular System. There is already a 'pilot' up and running in Sweden. It's been there for 50 years. In Scandinavia we are running trucks that are 25.25 metres long - 6.5 metres longer than in the rest of Europe. So we are able to replace three trucks with two, resulting in less congestion, less road-wear and a reduction in fuel consumption of 15 to 25 per cent. Even more important: we have no related safety issues." Scania CEO Martin Lundstedt October 2014 Related reading - http://www.bigmacktrucks.com/topic/44881-spain-says-%E2%80%98hola%E2%80%99-to-the-2525-metre-truck/

Without admitting to it, truck operators (military and civilian) want to spec automatic transmissions so that they can put virtually anyone behind the wheel due to a shrinking professional truck driver base (rather than confront the reasons for that dilemma and address them). But that's not what automatic transmissions (e.g. AMT) were intended to do. They were designed to compliment the skills of a proper, experienced truck driver. The trend of putting light vehicle (e.g. cars) drivers in trucks via the automatic transmission is a recipe for trouble.....as we see here. In any regard, the MOD lost face today with the trashing of four very expensive German trucks. Related reading - http://www.bigmacktrucks.com/topic/45224-shifting-away-from-manual-transmissions/

Penticton Western News / May 19, 2016 A member of a long-established Penticton family in British Columbia, Canana is celebrating his love of vintage vehicles with a generous donation towards Penticton Regional Hospital. Jim Leir recently sold a restored 1918 Mack AC “Bulldog” truck which his father, Hugh Leir, purchased after the First World War for use at the family’s sawmill in Penticton. The $30,000 in proceeds are being donated to the South Okanagan Similkameen Medical Foundation’s campaign to provide medical equipment for the new patient care tower at PRH. “It’s a bit of a family heirloom. It is a very rare vehicle,” he said. “They were war assets and my Dad bought two of them. This was the only one left.” The Mack was one of several hard rubber-tired trucks working at the mill at the time, hauling lumber and shunting freight cars in the yards. “My brothers and I learned to drive it when I was a kid,” Jim recalled. “It had to be cranked to start it and the radiator often boiled over, throwing scalding water onto our laps.” It took Jim about five years to restore the truck some 25 years ago. “When my father sold the sawmill in 1966, I rescued what remained of the truck and stored it until I began the restoration in 1981.” Jim took it to several classic truck shows throughout Western Canada and the U.S., including the Peach City Beach Cruise in Penticton. He recently sold it to a friend in Kelowna who also collects vintage vehicles. “I wanted it to stay in the Valley, being a vintage piece. It’s gone to a great home.” Jim still owns a number of other antique vehicles kept on his current property in Summerland, including a 1913 KisselKar. Despite the German-sounding name of the company’s founding family, these cars were made in Wisconsin. Other vehicles remaining in his collection include a 1935 Ford pickup truck and 1948 International 10-ton flatdeck. Jim was born in 1928, one of 11 children who lived at their family’s distinctive stone house, now home to the Leir House Cultural Centre. His oldest sister Marjorie, turned 100 last year, although two brothers and two sisters have passed away. The Leir home in the 1930s and ‘40s was situated in what at that time was considered the outskirts of Penticton. “It was in the centre of 10 acres of cactus, rocks and trees. It was a great place to grow up, we didn’t have to go out of the yard,” he said. The current Penticton Regional Hospital property was the site of a “hobo jungle” during the Depression Years, as many jobless men camped out next to Ellis Creek. “We knew all these guys,” Jim said. “They used to go by our place on the way into town.” Now Leir is happy to see the money from the sale of the 98-year-old Mack truck help out the Foundation’s PRH tower campaign, noting his family’s long-held ties to the community and the hospital. “I’m very pleased to be able to do it,” he said. “It’s a good place to put the money.” Construction of the $312.5-million PRH project starts later this spring. http://sosmedicalfoundation.com/jim-leir-turns-antique-truck-into-prh-gift/ .

The Daily Mail / May 19, 2016 Three people have been seriously injured and two others left needing hospital treatment after four Army vehicles driving in convoy crashed into each other and an articulated lorry. Four men and a woman were all injured in the horror crash which occurred on the A17 near Swineshead Bridge in Boston, Lincolnshire, just before midday today. Police said four military Rheinmetall-MAN HX-Series 4x4 tactical trucks were driving in convoy when they crashed into each other. A tractor-trailer travelling behind them also went into the back of the last truck and jack-knifed into the other vehicles. Rescue crews, including four air ambulances, four fire engines and four police cars, were all scrambled to reports of a 'huge collision', while witnesses said it sounded 'like a bomb going off'. Fire crews spent two hours cutting the drivers of the trucks and the HGV out of the wreckage. Three men were airlifted to hospital - two to the Queen's Medical Centre (QMC), in Nottingham, and one to Addenbrooke's, in Cambridge - and a woman was taken to QMC by land ambulance. One other person was also injured in the collision. A worker from the nearby Adrian Padley Motors, who witnessed the crash, there was an 'there was an almighty bang and the sound of screeching metal'. He added: 'The four Army trucks all went into each other and a lorry travelling behind them smashed into the last one and spun round to hit the others. 'It is a miracle anyone came out of it alive. I don't know why the front truck suddenly stopped but it was a huge collision. 'It was lucky the road wasn't very busy. All four drivers of the Army trucks and the lorry driver were cut out of the cabs which had been virtually flattened.' Luke Spencer, who works nearby, said: 'We heard it. It was a screech, a bang and then loads of screams. 'It was like a bomb going off.' Police closed the road in both directions while the drivers were rescued and the road cleared of debris. A spokesman for Lincolnshire Police said: 'The RTC happened shortly before noon and involves four trucks. Each of the drivers has been injured. 'Three men have been airlifted to hospital - two to the Queens Medical Centre, in Nottingham, and one to Addenbrookes, in Cambridge - and a woman has been taken to QMC by land ambulance. 'The road has been closed at Bicker Bar roundabout and at the junction with the Boardsides turnoff. Diversions are in place.' Armed services spokesman Squadron Leader Martin Tinworth said: 'It's Army units. It's some personnel that have been injured.' Lincolnshire Fire and Rescue said there were 32 firefighters at the scene. Photo gallery - http://www.dailymail.co.uk/news/article-3599441/Four-people-airlifted-hospital-four-Army-trucks-collide-HGV-horror-crash.html

Transport Engineer / May 19, 2016 Chilled food logistics business Samworth Brothers Supply Chain has placed its largest ever single order for trucks, 35 Volvo FH tractors – also the first Volvo vehicles to join the operator’s 100-strong fleet. Key to the deal was Volvo’s offer of one white-liveried FH-500 vehicle with I-Shift dual clutch and extra seats for Samworth’s new driver academy. “A significant factor behind Volvo’s success in winning the 35-truck order was the fact that they grasped the driver academy concept and worked with us jointly to come up with the special training vehicle,” says general manager Matthew Preston. “We wanted the best truck for exclusive use by the driver academy and, with the FH-500 I-Shift Dual Clutch with its extra seating, we believe we have that.” The other 34 vehicles are all FH-460 6x2 tractors units and Volvo was also chosen for its fuel performance, as Preston explains: “We looked at five makes over a four-week period. Each manufacturer recommended the truck type they offered for the fuel trial and we measured fuel usage via the truck’s telematics and also at the diesel pump.” Each vehicle was tested with a mix of single- and double-deck trailers. So far, he says, the FH tractors are performing “above average” for the fleet. Driver acceptance was also crucial and, of the shortlisted vehicles, all drivers voted for Volvo. The trucks are maintained in-house by the Samworth Brothers Supply Chain vehicle maintenance unit at Leicester. Support is provided by Volvo Truck and Bus East Anglia’s dealerpoint at Bardon, which was also involved in the training and handover process. “The experience of moving from one brand to another was handled highly professionally and to our satisfaction,” adds Preston. .

Continuation of contracting truck markets: Daimler Trucks changes its outlook for 2016 Daimler Press Release / May 19, 2016 EBIT from ongoing business and unit sales to be significantly lower in 2016 than in 2015 2016 will nonetheless be one of Daimler Trucks’ most profitable years Weaker development especially in NAFTA region and Middle East Unchanged outlook for Group EBIT from ongoing business The world’s major truck markets are in a period of sustained contraction. Daimler Trucks, the leading truck manufacturer worldwide, has therefore adjusted its outlook for this year. Daimler Trucks now expects EBIT from the ongoing business and unit sales to be significantly lower in 2016 than the very good levels of last year. In 2015, Daimler Trucks achieved the best EBIT in its history of €2.7 billion. Profitability this year is to remain very high also after the adjusted outlook. Dr. Wolfgang Bernhard, Member of the Board of Management of Daimler AG and Head of the Daimler Trucks and Daimler Buses divisions, stated: “The situation of global truck markets has been challenging for several months and has recently got worse. Especially in the NAFTA region, but also in the Middle East, demand is weaker than previously expected. We have therefore adjusted our outlook for the rest of this year. Although the forecast is for lower numbers than in 2015, we continue to anticipate a high level of earnings in the full year. 2016 will be one of Daimler Trucks’ most profitable years, due not least to the successful continuation of our efficiency actions.” In recent weeks, the situation in major markets has changed significantly. In the NAFTA region, Daimler Trucks is defending its clear market leadership with its strong product portfolio. At the same time, there has been no revival of orders received, especially in the heavy-duty segment (Class 8). The overall market for Class 6 to 8 trucks will contract by approximately 15% in 2016. This can be only partially offset by the market development in Europe. Although demand in Europe is significantly higher than last year, the competitive situation has become much more intense and is influencing market players’ pricing. Another factor is that the persistently low price of oil is having a sustained negative impact on demand in the Middle East. Furthermore, the development of markets in Brazil, Indonesia and Turkey is negative. The outlook for those markets has been worsening since the beginning of the year and continues to worsen. The Brazilian market will contract by about 20%, now that the political and thus also economic situation there has deteriorated once again. The same applies to Indonesia, where Daimler Trucks anticipates a decrease of about 15%. Demand in Turkey will also be substantially lower than last year, due not only to purchases being brought forward to 2015, but also to very negative geopolitical conditions. Against the backdrop of this development, Daimler Trucks will intensify the efficiency actions that are already being taken. In Brazil, further workforce adjustments will have to be made, for which Daimler Trucks has made a voluntary severance offer. In this context, Daimler Trucks anticipates expenses totaling up to €100 million as a special reporting item in 2016. However, nothing has changed with regard to the medium- and long-term growth drivers and success factors for the key markets of Daimler Trucks. “Along with managing volatile truck markets, we continue to pursue our strategy systematically. With our technologically leading position, global presence and intelligent platform concepts, we will take further determined measures also in the future,” stated Bernhard. Daimler continues to assume that Group EBIT from the ongoing business will increase slightly in the year 2016.

Bolting in a Paccar MX-11 on the assembly line Fleet Owner / May 19, 2016 Kenworth showed off its assembly plant and processes in Chillicothe, OH, including allowing this look at mounting and bolting in Paccar's latest engine, an 11L MX-11 diesel, to the chassis and frame of a new truck. Click through the sequence to view this slice of production. This truck in particular, which was completed Wednesday, is a T680 for Oakland, CA-based third-party logistics company Dreisbach Enterprises; the engine is spec'd at 425 hp/1,450 lbs.-ft. of torque. Though it was just launched a few months ago in January, Kenworth says the new 11L engine already is going into 5% of the T880 vocational trucks being produced. "It saves 400 lbs. over the MX-13 and it's great as a light-weighting option," noted Kurt Swihart, Kenworth's marketing director, adding that the company is seeing uptake of the engine in bulk hauling, less-than-truckload, regional haul and pickup and delivery applications. "We very pleased and we see a lot of upside potential for it," Swihart said. Slide Show - http://fleetowner.com/equipment/flipbook-bolting-paccar-mx-11-assembly-line#slide-0-field_images-191981

Latest Kenworth features showcased in ride-and-drive event Fleet Owner / May 19, 2016 The latest features to be added to Kenworth's truck lineup were on display at a ride-and-drive event on Wednesday. That includes the new Paccar MX-11 engine, a new Aero Advantage package fairing, a "clear back of cab" DEF tank, Allison automatic transmission and severe-duty suspension for heavy duty trucks as well as heavier-duty front and rear axles for the T370 medium duty, which makes that truck a "baby Class 8," according to company spokesman Kurt Swihart. Slide Show - http://fleetowner.com/equipment/latest-kenworth-features-showcased-ride-and-drive-event#slide-0-field_images-191971

Fuel economy, automation among 2017 Kenworth highlights Today’s Trucking / May 19, 2016 Most of Kenworth’s trucks roll off the assembly line at Chillicothe, Ohio, so it was only fitting that the manufacturer showed off its 2017 lineup by rolling vehicles past the facility’s front gates. Maybe “gliding” would be a better word. Enhanced fuel economy is clearly driving some of the most recent updates. The flagship T680, when incorporating an aerodynamic Advantage package, is now available with a new partial fairing under the sleeper, better directing air out and around the rear wheels and onto trailers. An optional fuel fill point under the sleeper allows fuel tanks to be moved forward, too, further enhancing aerodynamics by reducing trailer gaps and wheelbases. But that’s not the only fuel-saving enhancement on the truck that includes the MX-13 engine, automated Eaton Fuller Advantage transmission, and fuel-efficient drive axles. There’s also the option to include Predictive Cruise Control, which combines maps and GPS to decide if a truck should coast over the crest of a hill, harnessing the power of gravity to keep things on the move. “The growth of Automated Manual Transmissions has been significant for Kenworth,” added Kurt Swihart, marketing director, when briefing industry media. A few years ago, barely a quarter of T680s were delivered with the self-shifting designs. This year, close to 70% were equipped that way. “A lot of younger drivers today are not familiar with manual transmissions and prefer to be able to drive an automated transmission,” he said. There is more automation to come. The Allison TC10 automatic transmission will be available sometime in 2017, and he expects several markets to embrace it. “I think the TC10 will be attractive to Pickup and Delivery types of applications – applications where there is a lot of braking and acceleration,” Swihart said. Just don’t expect Kenworth to adopt the ZF transmissions now used by their European counterparts who equip DAF trucks. “The Eaton partnership is very strong.” Technology is making its presence known in other ways as well. Last month came the addition of an engine oil temperature monitor, ideal for those in cold climes who are concerned about issues like fuel gelling. Trucks with the auto-start-stop feature will even start without drivers inside if the temperature drops to sub-freezing conditions, which can be defined by fleets themselves. Meanwhile, the Bendix Wingman Fusion – which draws on a camera and radar – is now in production, offering adaptive cruise controls and lane departure warnings. Follow someone too close, and the alarm begins to sound. Unlike previous generations, this system can also detect stationary objects. About 30% of all T680s are already spec’d with Bendix Wingman, and Kenworth expects the share to grow. Sleep tight, haul light One of the latest options to begin production is the 40-inch sleeper for the T680 and T880. This promises some extra comfort while still shedding about 260 pounds when compared to the 52-inch regional sleeper. When coupled with the T880 it offers a match for petroleum haulers or towing operations that use straight trucks, as well as businesses that need the added space to haul lowboys. Compared to the 38-inch AeroCab sleeper, there is an extra 22 cubic feet of storage space, even though the 87-inch roof is six inches lower than its counterpart. Other features include a 24x75-inch liftable bunk and cell phone cubby. Vocational customers will also appreciate hooks that are designed to hold hard hats and coats, and two standard toolbox doors. Both the Diamond VIT and Vantage interiors are available. Views around the truck can be enhanced with 19x36-inch stationary or sliding windows on the back of the sleeper, helpful when manoeuvering in tight locations, and those can be combined with a pair of 19x12-inch outboard windows. Still other options include extreme-temperature insulation, LED marker lights, premium speakers, side extenders, and stainless steel sun visors. The 76-inch mid-roof sleeper, launched last September, rounds out a lineup that includes a 76-inch high-roof used by most linehaul fleets, and the 52-inch mid-roof, high-roof, and day cab. “That mid-roof option is a great option for many flatbed and tanker customers,” Swihart said, referring to how fuel economy can improve 5% when pairing a 76-inch mid-roof sleeper and a trailer or tanker that has a lower height. Running with a high-roof sleeper, after all, can create unnecessary drag against the upper part of the sleeper. “It acts as kind of a parachute in a way, by pulling the tractor back with the additional drag,” he explained. The power Then there’s the matter of big power in a smaller package. The Paccar MX-11 engine, designed with weight-sensitive applications in mind, is expected by Kenworth to be a popular seller. That new power plant offers up to 430 hp and 1,550 lb ft of torque, and is available in the T880, T680, T800 with FEPTO (Front Engine Power Take Off), and W900S. Most important, it is about 400 pounds lighter than comparable 13-liter engines and almost 100 pounds lighter than 11-liter counterparts. The six-cylinder, 24-valve design with double overhead camshafts injects fuel through a high-pressure common rail. The company says a graphite iron engine block with vertical ribs also helps to maximize strength and reduce noise. “It’s an ideal engine for redi-mix customers,” Swihart said. Dump applications are using it, too, when customers are looking to shed weight from the overall packages. “We will see an increasing level of interest in LTL applications, Pickup and Delivery, and regional haul.” Market share For municipal, dump and tanker fleets, Kenworth has unveiled a “Baby 8” model in the form of the T370, with a 46,000-pound rear suspension and an 18,000- or 20,000-pound front suspension. The market could be 10,000 trucks across North America, Swihart added. Kenworth’s K370 and K270 cabovers continue to grow in popularity among urban users as well, he said, referring to the models that feature decidedly automotive-like interior styling. “Trucking business is not necessarily their primary business,” Swihart said. “One of the elements behind our market share growth is the continued growth of the cabover in those markets.” On the bigger side of the equation, the company’s vocational flagship in the form of the T880 now represents about 30% of sales. Combined with T800s – which has a narrower cab -- and W900s, vocational units still account for 40% of Kenworth trucks. Maintenance tech Then there’s the matter of keeping the trucks rolling. TruckTech+ systems – now standard on the MX-11 – can monitor exactly how well the engine runs. The systems are already featured in about 10,000 Class 8 trucks, and come with a two-year subscription under the two-year standard warranty or Kenworth extended warranties. “That’s really the seed of a much broader connected truck platform,” Swihart said. “Right now it’s a one-way system where the truck is able to transmit information.” Over time? The messages could flow two ways. Tesla, for example, already offers over-the-air engine updates. The TruckTech+ system emails guidance ranging from whether a driver should keep driving, have a fault addressed at the next service interval, head to a dealer, or pull over. When service is needed, the system maps the three closest repair facilities, and data is fed to fleet managers through a web portal. DEF storage Body builders will also enjoy some added room thanks to another option. Diesel Exhaust Fluid tanks can now be removed from T680 and T880 frame rails, and replaced with a version that can be mounted above the fuel tank and under the cab. This means easier work for body installers when the tank is combined with an in-cab battery boxy, right-hand under-cab aftertreatment, or left-hand under-cab fuel tank. Space is not the only thing that is saved. The US 7.3-gallon tank is 25 pounds lighter than the version it replaces. Glide and ride Recent changes have also focused on adding strength. The T880 is now available with Hendrickson Ultimaax severe-duty rubber suspensions. On the T880, those are available with axle ratings between 46,000 and 52,000 pounds, axle spacings of 54-60 inches, and an 11-inch ride height. That’s a match for refuse, sand and gravel, cranes, platform trucks, and logging operations, among others. Service life is said to be improved thanks to bar end bushings, a progressive load spring design and rugged axle connection. Replacements are eased with a progressive load spring design, while the axle connection is meant to reduce re-bushing needs. The suspension’s integrated walking beam also uses a central pivot point to keep tires in contact with the road, and the flat bottom increases ground clearance and offers a 17.5-inch diagonal wheel articulation. The T370, meanwhile, now comes with 16,000-20,000-pound non-drive front steer axles and 44,000-46,000-pound tandem-drive rear axles. The MFS20 front axles and MT-44 and RT-46 rears can be spec’d with Paccar’s PX-9 engine rated up to 350 hp and 1,150 lb ft of torque. The offerings at the upper end of the spectrum open the truck up to be used by dump, fuel and mixing operations, among others. The MFS20 front axles, meanwhile, come with 16,000-, 18,000-, and 20,000-pound Gross Axle Weight Ratings, and feature a front frame reinforced with cross braces, bolted cross members, and 10-3/4-inch frame rails or 10-5/8-inch frame rails with bolted cross members. The lighter engine and higher-capacity front axle combination are rounded out with iron hubs, dual-power steering gears, and a power steering cooler. The 44,000-pound MT-44 rear axle and its 46,000-pound RT-46 counterpart are both designed to run 800,000 kilometers between lube changes. The T370 is also available with other rear suspensions rated up to 46,000-pounds.

Kenworth's Ohio plant to complete robotics-rich addition Fleet Owner / May 19, 2016 Kenworth's nearly 500,000 sq. ft. assembly plant in Chillicothe, OH, expects to complete a major, technology-rich expansion in November. The "building on top of our building," as Plant Manager Judy McTigue referred to it, "speaks to our industrial engineers' ingenuity," and editors got a chance to see why on Wednesday. The addition will be a fully automated area for storing parts like cabs and painted panels, for instance, which now have to be stored in limited available space at the plant or outside at certain stages. With southern Ohio's weather, that's often "a real challenge," McTigue said. Inside the plant, two separate elevator systems will bring parts up for storage or down as they're needed for assembly. It'll all be done by robotics and computers in a sending-requisitioning inventory system, according to McTigue, representing a significant efficiency improvement vs. current processes. It's a $17 million project for the plant, and "we're excited about the investment," she noted. While a release from the company states the new facilities add 25,000 sq. ft. to the plant, McTigue told Fleet Owner it's considerably more than that, especially since the addition is three stories high. "We'll be twice as tall as we are today," she said. Meanwhile, she added, the facilities expansion had to be planned and executed "while we continue to produce on both shifts." This has been a big year for the plant, which just rolled its 500,000th Kenworth off the line three months ago. On that note, as a good indicator for Class 8 sales, the Chillicothe plant is now churning out 80 trucks on the day shift and 48 every night, according to McTigue. So it's a slightly dialed-down — but still high — production rate following market demand, and the company "did a good job feathering it down," she said, from 2015's higher production levels.

Mack to Demonstrate Zero-Emission-Capable Drayage Trucks Trailer/Body Builders / May 20, 2016 Mack Trucks will demonstrate two zero-emission-capable Class 8 drayage trucks at freight-intensive locations throughout the state as part of a California-based heavy-duty truck development project designed to help reduce air pollution. The project, which will be led by the South Coast Air Quality Management District (SCAQMD), will receive funding through a $23.6 million grant from the State of California. The grant was announced during the Advanced Clean Technology (ACT) Expo 2016 in Long Beach. SCAQMD will partner with four separate air quality districts in California to work toward the first large-scale demonstration of zero-emission heavy-duty trucks. As one of the truck manufacturers selected to receive funding, the Mack trucks will focus on ultra-low NOx technologies, while advancing plug-in hybrid and geo-fencing capabilities explored in previous and on-going projects. “Mack looks forward to continuing our collaboration with SCAQMD and demonstrating two zero-emission capable drayage trucks,” said Dennis Slagle, president of Mack Trucks. “Mack has been a leader in powertrain innovation for decades, and we are excited to apply our knowledge to this project.” The goals of the zero-emission capable drayage truck project include reducing pollution and greenhouse gas emissions at locations with heavy freight volumes, including ports, rail yards and the freight corridors connecting them. “This unique collaborative effort is aimed at fostering the development of advanced zero-emission truck technologies that are vital to improving air quality in communities near our busy freight corridors,” said Joe Buscaino, Los Angeles City Councilman and SCAQMD Board Member. “Cleaner truck fleets on our roadways are important for air quality and climate goals, and essential to protecting public health.” Mack’s efforts will build upon its experiences in designing and demonstrating a plug-in hybrid electric (PHEV) drayage truck based on a Mack Pinnacle daycab model. The Mack drayage truck, which was displayed during ACT Expo 2016, was built as part of an earlier SCAQMD-sponsored project, and is capable of zero-emission operation thanks to the integration of a Mack MP7 diesel engine with a parallel hybrid system and lithium-ion battery pack. Additional lightweight and aerodynamic-enhancing components were also included to extend the benefits of the hybrid technology and maximize zero-emission range. The truck utilizes geo-fencing capabilities similar to those enabled by Mack’s GuardDog Connect telematics platform to switch between zero-emission and hybrid operating modes. Geo-fencing establishes a virtual perimeter as determined by GPS coordinates. The onboard hardware can then identify each time the truck passes through the perimeter. When inside the zero-emission geo-fence – which includes locations with the heaviest freight traffic, such as a port – the truck operates in pure electric mode. When outside the zero-emission geo-fence – such as on the way to a rail yard or distribution center – the diesel engine is enabled, allowing for hybrid operation and recharging of the batteries. The Mack drayage truck, with its suite of integrated technologies, is currently undergoing evaluation and testing in a drayage fleet at the Ports of Long Beach and Los Angeles. .

Kenworth T680 and T880 Now Mainstays at Chillicothe Plant Undergoing Expansion Transport Topics / May 19, 2016 Kenworth Truck Co.’s two latest models, the T680 and T880, launched in 2012 and 2013, respectively, now account for 90% of production at its manufacturing plant here, replacing earlier legacy models, said Kurt Swihart, director of marketing at Kenworth Truck Co. At the same time, the plant has begun a $17-million addition of a parts management system and automated storage facility, the company said. The new system will increase the plant’s efficiency by using technology to achieve rapid storage of painted parts, and faster delivery of those parts when needed on the assembly line, Kenworth said. The new storage facility is being constructed atop the plant, which continues to operate and build trucks during day and night shifts. Swihart spoke to reporters during a ride-and-drive event that included the latest configurations of the trucks and components, including a T880 40-inch sleeper tractor, a T680 52-inch mid-roof sleeper tractor that weighed about 14,200 with a partially filled fuel tank, the Allison 4700RDS seven-speed automatic transmission used in a T880 day cab with cement mixer body, as well as Paccar Inc.’s 10.8-liter MX-11 and 12.9-liter MX-13 engines. Swihart said Paccar, the parent company of Kenworth as well as Peterbilt Motors Co., believes U.S. and Canadian retail sales this year will range from 220,000 to 250,000. That compares with 280,000 in 2015. He said the year-end total could reach the “third-highest in the last 10 years.” He cited several encouraging trends, including: a rise in tonnage, gains in the ISM index of supply chain activity, housing and construction starts “doing well”, 5% unemployment and crude oil climbing back up toward $50 a barrel. Swihart said, “2016 is going to be a very good year for Kenworth.”

FedEx Founder Fred Smith Believes Twin 33s Will Win Approval Transport Topics / May 19, 2016 Fred Smith, founder and chairman of FedEx Corp., said he believes nationwide use of 33-foot twin trailers can gain approval during the next presidential administration. “We don’t think there is any chance 33-foot trailers will be approved until there is a new administration, but we think it will eventually because they are safer, more environmentally friendly and they save tremendous amounts of fuel,” Smith said. Smith made the comments during a media roundtable here May 19 just before the release of an updated report from the Securing America’s Future Energy group, of which he is co-chairman. The 170-page document outlined a series of environmental and technological steps the United States should take to further reduce its dependence on oil. Gaining approval of twin 33s was one goal stated in the heavy-truck section of the report. For a portion of 2015, it appeared twin 33s would gain federal approval. However, the provision ultimately was left out of the final version of a large fiscal 2016 spending bill. “We think this was a huge missed opportunity and, as in most things in Washington, it is very easy to stop something and very hard to get something done,” Smith said. Explaining his position during the media briefing, he said the entire parcel delivery and less-than-truckload sectors, “without exception,” wanted to move to 33-footers and that FedEx already runs them in Florida and a few other areas. “Adoption of the 33-foot standard would have saved 130 million gallons of diesel fuel a year, reduced emissions by thousands of tons of carbon every year and reduced the number of accidents on the road by a tremendous amount,” Smith said. He added that they are “more stable” than the 28-footers. “The drivers like them better because they don’t drift in the wind when they are empty.” Smith also had harsh criticism for advocacy groups that lobbied against them. “The ‘safety advocates,’ not one of whom operates a truck or knows what it is like to get that call at 5 a.m. when there has been an accident, somehow felt 33-footers were ‘unsafe, ’ ” he said. Smith made his comments just days after FedEx Freight CEO Michael Ducker participated in a May 16 kickoff event for Infrastructure Week event and called on Congress to authorize the use of twin 33-foot trailers as a “creative solution” to help the nation’s declining condition of roads and bridges.

Mack Trucks to Demonstrate Practicality of Zero-Emissions Drayage Trucks Transport Topics / May 19, 2016 Mack Trucks announced that it will demonstrate two zero-emission capable Class 8 drayage trucks as part of a California-based heavy truck development project designed to help reduce air pollution at freight-intensive locations throughout the state. The South Coast Air Quality Management District, which will lead the project, will receive funding through a $23.6 million grant from the state of California. Mack said its efforts will build upon its experiences in designing and demonstrating a plug-in hybrid electric drayage truck based on a Mack Pinnacle day cab model. The Mack drayage truck was built as part of an earlier SCAQMD-sponsored project and is capable of zero-emission operation using a Mack MP7 diesel engine with a parallel hybrid system and lithium-ion battery pack, according to the company. Additional lightweight and aerodynamic-enhancing components were also included to extend the benefits of the hybrid technology and maximize zero-emission range, according to the company. Plus, the trucks use geo-fencing capabilities similar to those enabled by Mack’s GuardDog Connect telematics platform to switch between zero-emission and hybrid operating modes, the company said. Geo-fencing establishes a virtual perimeter as determined by GPS coordinates. The onboard hardware can then identify each time the truck passes through the perimeter. Mack said when inside the zero-emission geo-fence — which includes locations with the heaviest freight traffic, such as a port — the truck operates in pure electric mode, according to Mack. When outside the zero-emission geo-fence — such as on the way to a rail yard or distribution center — the diesel engine is enabled, allowing for hybrid operation and recharging of the batteries. The drayage truck is undergoing evaluation and testing in a drayage fleet at the Ports of Long Beach and Los Angeles, according to Mack. Volvo Group "Mack brand" press release - http://www.volvogroup.com/group/global/en-gb/_layouts/CWP.Internet.VolvoCom/NewsItem.aspx?News.ItemId=151886&News.Language=en-gb