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MAN Truck & Bus / October 27, 2015

MAN Truck & Bus / October 27, 2015

Freightliner Trucks Press Release / October 1, 2015

International Trucks Press Release / October 27, 2015 Related reading - http://www.kriska.com/kriska/

Fleet Owner / October 27, 2015 The Fuel Max RSA, a new regional/long haul fuel-saving tire being iintroduced by Goodyear, is also designed with “enhanced toughness” for driving in urban environments as well as long miles to removal and a high level of traction. “The new Fuel Max RSA has been designed to deliver numerous benefits to help lower the operating costs for regional/long-haul fleets that operate mainly on-highway and have some exposure to urban driving,” noted Norberto Flores, Goodyear’s marketing manager. “Despite the fact that fuel costs have declined in recent months, fuel efficiency will remain a prominent fleet requirement,” he added. “That is why we’re extending Goodyear Fuel Max Technology to regional tires.” The Fuel Max RSA, which is SmartWay-compliant, offers other features as well, Flores said: Goodyear Fuel Max technology, which contains cool-running compounds to lower tire rolling resistance and improve fuel efficiency;A tri-layer compound for longer mileage, less rolling resistance and greater curb impact resistance;A “non-evolving” tread to help maintain traction through the tire’s lifecycle;Super-tensile steel belts to add stability and enhance toughnessGoodyear Unisteel casing construction to enhance retread capability;A computer-optimized tread design and footprint for more miles to removal;Goodyear’s IntelliMax Rib Technology, which provides a stiffer tread area for lower rolling resistance, more even wear, and higher mileage.“The Fuel Max RSA also offers outstanding snow traction thanks to its innovative tread design and boasts a 20/32-inch tread depth for lower cost-per-mile,” Flores added. Goodyear noted that its new Fuel Max RSA is available in size 11R22.5, Load Range G. Additional sizes – including 295/75R22.5 and 11R24.5 in Load Ranges G and H, and 11R22.5 in Load Range H – will be introduced in early 2016.

Overdrive / October 27, 2015 http://www.overdriveonline.com/holding-on-independent-zach-beadle-and-the-peterbilt-cabover-he-wont-soon-sell/

http://fleetowner.com/technology/marriage-saver-can-ram-pickup-option-save-couples-frustration

Autoblog / October 27, 2015 New Ruling Gives Car Owners Firm Legal Ground To Modify Vehicles Car owners can continue tinkering with their vehicles. In a long-awaited ruling announced Tuesday morning, the US Copyright Office granted an exemption in copyright law that permits gearheads and home mechanics to continue repairing and modifying their cars without running afoul of existing copyright law. Though it comes with a few caveats, the decision was a victory for car enthusiasts and vehicle owners, who could have otherwise been legally prohibited from accessing software that controls almost every vehicle function on modern cars. Automakers opposed an exemption, saying the software had become too complex for everyday hobbyists to understand and that errors could lead to safety hazards. In written comments, their main lobbying arm had said allowing customers to continue fixing their own cars had become "legally problematic." But the Copyright Office officials concluded that altering the code or programs on the software did not infringe upon the OEMs claims that such software was protected under the Digital Millennium Copyright Act. The office said altering the code that runs electronic control units "for the purposes of facilitating diagnosis, repair and modification of vehicles" was permitted under the law. Every three years, the office considers possible exemptions under the DMCA, which was enacted in 1998 largely as a means to deter video and music piracy. Back then, nobody considered the possibility the law could one day apply to vehicles. But cars have evolved to a point where critical functions are controlled by dozens of small computers. This is the first time the office had considered whether cars fell under the law's purview, and the ruling clarifies what had been ambiguous legal ground. But today's ruling won't go into effect for a year, which means it only provides two years of legal coverage until the exemptions are again debated at the end of the three-year cycle. "We are pleased ... that the Librarian has acted to promote competition in the vehicle aftermarket and protect the long tradition of vehicle owners tinkering with their cars and tractors," wrote Kit Walsh, a senior attorney with the Electronic Frontier Foundation, which had proposed an exemption. "The year-long delay in implementing the exemptions, though, is disappointing and unjustified." Automakers and the Environmental Protection Agency had called for the Copyright Office to reject the proposed exemption, arguing that, if such activity was protected, people would use the exemption to modify their cars in ways that spewed more pollutants and increased safety problems. General Motors and John Deere took their arguments a step further, saying in both written comments and in hearings, that their customers didn't own the software in their vehicles and that they were mere licensees. Noting concerns, the Copyright Office officials said the exemption needed to be "narrowly tailored." The exemption comes with some caveats. It excludes work on telematics and infotainment systems and explicitly reminds people that an exemption does not mean tinkerers can violate existing laws and regulations set forth by the EPA and Department of Transportation. The exemption is also limited to the vehicle owners – it cannot be done by a third party on the owner's behalf. That's a carefully carved provision in the exemption that is a key consolation prize for automakers. It may mean independent mechanics cannot make some repairs or modifications, potentially forcing customers to only have their vehicles fixed at their dealerships or repair shops approved by manufacturers. The full adopted exemption reads: "Computer programs that are contained in and control the functioning of a motorized land vehicle such as a personal automobile, commercial motor vehicle or mechanized agricultural vehicle, except for computer programs primarily designed for the control of telematics or entertainment systems for such vehicle, when circumvention is a necessary step undertaken by the authorized owner of the vehicle to allow the diagnosis, repair or lawful modification of a vehicle function; and where such circumvention does not constitute a violation of applicable law, including without limitation regulations promulgated by the Department of Transportation or the Environmental Protection Agency; and provided, however, that such circumvention is initiated no earlier than 12 months after the effective date of this regulation." Kyle Wiens, the founder of do-it-yourself-website ifixit.com, had testified in support of the exemption during hearings held in May. He saw Tuesday's ruling as a victory, albeit one that came with some eye-raising provisions. "It's a huge win for owners and tinkerers," he said. "This is setting a precedent that we should be allowed to modify and repair our equipment. The concerns are the telematics restrictions, which is very interesting and kind of weird, and the third-party restrictions."

From Euro-5, everyone went with common rail, the most efficient and trouble-free fuel injection method ever conceived. So much so that Euro-3 and Euro-4 spec engines for other countries with lower emissions requirements also were fitted with common rail (from 2009 on). While Bosch designs and produces a superb common rail fuel injection system, Scania began jointly developing their own* common rail design with Cummins way back in 2003. Called Scania XPI (extra-high pressure injection), it was launched in 2007 on the Euro-5 engine range. http://www.scania.com/media/pressreleases/2003121215en.aspx https://www.sae.org/ohmag/techinnovations/10-2007/11-15-7-6.pdf http://newsroom.scania.com/en-group/2013/03/12/from-indirect-injection-to-xpi-efficiency/ Why Volvo waited until Euro-6 (effective Sept 2015) to get away from unit pump injection and embrace (Bosch) common rail is a mystery. Why Volvo's US market EPA2010 engines still use their troublesome unit pump injection today is a deeper mystery. * In 1992, Scania and Cummins jointly started to develop a new high-pressure injection system, the objective being to find ways to further enhance diesel engine efficiency and environmental performance. Following development, production of the new system began on January 1, 1999 at the 70-30 Cummins-Scania High Pressure Injection LLC joint venture in Columbus, Indiana headed by Scott Deyerling. The first engine to use the new electronically controlled HPI (high pressure injection) system was the Cummins Signature 600. Scania launched HPI on its Euro-3 engines in the 2001 model year. On August 26, 2005, Cummins and Scania formed a 50-50 joint venture called Cummins-Scania XPI Manufacturing LLP, building on the Cummins-Scania partnership for fuel systems development and manufacturing that dated back to January 1992. The new joint venture continued to produce HPI, while ramping up to produce XPI from 2006.

Wall Street Journal / October 27, 2015 Trucking industry leader acts after poor outlook sends share price tumbling Swift Transportation Co. , responding to weak freight demand and pricing that sent the trucking company’s share price sliding, said Tuesday it would halt the expansion of its fleet. “We are extremely disappointed with the current stock price,” Jerry Moyes, Swift’s chief executive, said on an earnings call with analysts. “Effective immediately we will enter into a zero fleet growth mode. Until we reach a best in class utilization level, we will not be adding any new equipment.” He added that the company is considering reducing its count of tractor-trailers. The announcement followed a weak earnings report released Monday by Swift, the largest carrier in the full-truckload market, according to SJ Consulting Group. Swift’s earnings before interest, taxes, depreciation and amortization fell to $137.2 million in the third quarter, down 11% compared with the prior-year quarter. Revenue excluding fuel surcharges grew by 8.3% to $955 million over the same period. Swift’s shares were up more than 3% to $15.40 in midday trading Tuesday after falling about 4% earlier in the day. The Phoenix-based company warned last month that its profits would come in lower than previously expected, largely because of the changing preferences of its retailer and manufacturer customers. Many trucking companies that rely on premium freight rates during busy times of year such as the coming holiday shopping season are seeing shippers switch to long-term contracts, Swift said. In addition, truckload operators that typically carry shipments for one customer at a time have seen demand sag as retailers have scaled back inventory replenishment after overstocking earlier in the year. The average number of trucks Swift had in operation in the third quarter expanded by 831 trucks, Swift said, 4.8% more than a year ago, bringing the average number of trucks the company ran in the quarter to 13,469. Analysts said Swift’s move to halt capacity growth is aimed at bolstering freight rates amid a soft patch in the economy that has hurt transportation companies across the board. “In the past, Swift used to be a grow-grow-grow at any cost type of company. Investors soured on that when it wasn’t good for their profitability,” said Jason Seidl of Cowen & Co. “If one of the largest carriers in the industry is taking capacity out of the marketplace, other carriers are likely to do the same.” Swift said its board of directors also approved the repurchase of up to $100 million of common stock and said it would fund the buying through free cash flow, reduced planned capital spending and borrowing.

Wall Street Journal / October 27, 2015 A warning of ‘aggressive pricing activity’ raises new alarms amid signs of weaker freight demand in the less-than-truckload sector Trucking company stocks tumbled Tuesday after several firms gave bleak outlooks for freight demand, raising fears that the industry may soon need to cut shipping rates. United Parcel Service Inc. reported a drop in volumes in its UPS Freight less-than-truckload unit, where loads from multiple shippers are packed on each vehicle. The report came after Roadrunner Transportation Systems Inc., which operates a midsize LTL fleet, cut its guidance for future profits and revenue on Monday, citing weak demand and “aggressive pricing activity,” indicating lower rates offered by its competitors. Swift Transportation Co. , the largest truckload carrier in the U.S., also said Tuesday that it would stop expanding its fleet in an effort to hold the line on prices. The trucking industry had largely avoided talk of lowering rates until this week, with companies banking on a rebound fueled by stronger U.S. economic growth toward the end of the year. However, September activity is coming in below expectations at many companies, and some large manufacturers are now predicting the industrial sector will contract in the final months of 2015. A prolonged downturn would likely result in a surplus of available trucks, forcing carriers to cut prices as they compete for fewer loads, analysts say, a battle for business that would weigh on profitability. “At this point you have to start worrying about pricing on the LTL front,” said Jason Seidl of Cowen & Co. On Tuesday, Roadrunner’s stock plunged over 40% to an all-time low of $9.51 while shares of YRC Worldwide Inc., a major LTL carrier, dropped 16% to $13.80. Shares of XPO Logistics Inc., which is finishing up its acquisition of Con-way Inc., one of the largest LTL carriers, were down 14% at $24.14. Roadrunner is a small trucking company and its warning of lower prices hasn’t been echoed by larger competitors, said David Ross, an analyst with Stifel. LTL firms didn’t cut prices during the last period of soft demand early in the year, but Roadrunner’s comments may suggest their resolve is cracking, analysts say. Roadrunner didn't return a call seeking comment. UPS said in its earnings statement that its revenue per LTL shipping unit, a measure of pricing, rose slightly in the third quarter. But the company also carried 5.2% fewer shipments compared with last year’s third quarter, a decline of 148,000 shipments. Demand also deteriorated from the second quarter to the third quarter and prices slipped from the June to September. The weaker results from UPS make it harder for investors to ignore the darkening outlook for the sector, Mr. Ross said. UPS reported an 8.6% drop in revenue in its freight division in the third quarter from a year earlier, attributing the decline to lower fuel surcharges and declining LTL tonnage. “Those kind of numbers on top of what Roadrunner said had people nervous,” he said.

Murder a child via starvation, literally torture, and the prosecution doesn’t seek the death penalty. What has become of justice in these United States? ----------------------------------------------------------------------------------- Pennsylvania couple starves son to death Reuters / October 26, 2015 The trial of a Harrisburg, Pennsylvania couple who starved their 9-year-old disabled son to death, and of nearly did the same to a disabled daughter, is due to start on Monday. Jarrod Tutko, Sr., 39, and Kimberly Tutko, 40, face criminal homicide and other charges over the death of their son, Jarrod, Jr., 9, last year and the abusive treatment of his sister, Arianna, 10. The parents could face up to life imprisonment on the murder charge. The prosecution is NOT seeking the death penalty. The Tutkos, lived with their six children, all but one of whom had some sort of medical or developmental problem, in Harrisburg. Courts had previously taken away four other children from Kimberly Tutko. Those children were fathered by another man. On Friday, Aug. 1, 2014, Harrisburg police went to the house and found the decomposing body of Jarrod Tutko, Jr., who had died about four days earlier. The nine-year-old suffered from Fragile-X Syndrome, a genetic disorder. He was three-and-a-half feet tall and weighed less than 17 lbs because of starvation, an autopsy found. His parents kept him locked in a third-floor room with no bed or lights, where he was prone to smearing himself and the walls with feces, authorities said. The daughter, Arianna Tutko, was found in a second-floor bedroom in a coma and just hours from death, police said. She recovered and was also taken away from their parents by the state. .

Kenworth Trucks Australia / June 9, 2015

Wall Street Journal / October 27, 2015 Companies aim to leverage drivers’ smartphones to quickly connect them with nearby companies looking to ship goods Investors are pouring millions of dollars into startups hoping to disrupt the $700 billion trucking industry, the latest example of Silicon Valley’s efforts to upend the traditional economy. A series of startups are vying to become an “Uber of trucking,” leveraging truck drivers’ smartphones to quickly connect them with nearby companies looking to ship goods. The upstarts aim to reinvent a fragmented U.S. trucking industry that has long relied on third-party brokers, essentially travel agents for trucking who connect truckers with customers. Silicon Valley’s interest in trucking has accelerated in recent months. San Francisco-based Trucker Path Inc. says it is aiming to reach a $1 billion valuation next year. The latest entrant, Seattle-based Convoy, said Tuesday it had raised $2.5 million in seed funding from investors including Amazon.com Inc. founder Jeff Bezos, Salesforce.com Inc. founder Marc Benioff, eBay Inc. founder Pierre Omidyar and Uber Technologies Inc. co-founder Garrett Camp. “I’ve never seen a larger market opportunity,” said Hadi Partovi, an early investor in Facebook Inc., Airbnb Inc. and Dropbox Inc. who is investing in Convoy. Mr. Partovi and others are eyeing an industry that generated $700 billion in revenue last year. By comparison, he said most startups aim for markets of $1 billion to $2 billion. The startups face big hurdles, including risk-averse shippers and technology-averse truckers. Analysts say the newcomers might be effective arranging local deliveries, but say that is a fraction of the overall trucking market. “Truckers are very reticent to adopt the technological options that are out there,” said Jack Atkins, a transportation analyst with investment bank Stephens Inc. “There are a lot of moving pieces, and I don’t see an app from a nonindustry player—just given the complexities of the truckload market—really coming in and having a disruptive impact.” The newcomers are targeting both full truckloads and smaller shipments of a pallet or large box. Convoy, incorporated as Greypoint Inc., says it enables companies looking to ship goods locally to order a job on its website, get an instant price, and track the shipment in real time. Convoy sets the price, based on a formula. Mike Williams, global supply chain director for World Vision, a Christian humanitarian organization, said that in two months of using Convoy, the service typically connects him with a trucker within four to five minutes, compared with hours for some brokers. Mr. Williams said that speed is key because the organization books at the last minute for many of its 3,000 domestic shipments a year of items such as clothing, furniture and school and medical supplies. At least seven other startups are targeting a similar market, including KeyChain Logistics, Transfix and Trucker Path, which raised $20 million in July. Los Angeles-based Cargomatic Inc. aims to fill empty space in trucks by connecting companies wanting to ship items with truckers headed their way. The two-year-old company, which has 58 employees and $12 million in funding, has facilitated tens of thousands of shipments in New York and Los Angeles so far this year, CEO Jonathan Kessler said. Mr. Kessler said Cargomatic aims to apply principles from the “sharing economy” pioneered by Uber and Airbnb to local trucking. “That means trucks are fuller more of the time and are taking shorter routes to pick up shipments,” he said. Dan Lewis, Convoy’s 34-year-old CEO, said the company empowers small trucking firms and independent truckers by giving them direct access to a steady stream of customers. “You can’t have 1 million small trucking companies without brokers, but they’re taking a hefty fee without adding much value,” he said, noting that the fee averages roughly 20%. Mr. Lewis said Convoy’s fee varies, but is less than 20%. “This makes it so much more efficient and (truckers) can make so much more per job.” XPO Logistics Inc., which brokers freight as part of its portfolio of services, said it is investing millions of dollars in technology. “Many aspects of transportation brokerage will ultimately be disrupted by technology, but we are likely to be the disrupter rather than the disrupted,” said XPO CEO Bradley Jacobs. Freight trucking isn’t the only logistics industry in the middle of a potential transformation. For small parcels, such as e-commerce deliveries, Uber and others are trying to take business from delivery giants United Parcel Service Inc. and FedEx Corp. ’s same-day delivery business. For larger, long-haul items, there is Roadie Inc., which aims to entice college students and other travelers to earn extra pocket money by delivering packages on the way to where they are already going.

Martin talks about the US market and the Mack brand at 1:58.

Deliveries rose 6% in the 3rd quarter, but orders plummeted 51%. Mack brand 3rd quarter deliveries in North America represented less-than 40% of Volvo's truck deliveries there. The Volvo brand continues to extend its sales lead over the Mack brand and deliver the majority of trucks.

The Morning Call / October 26, 2015 Mack Trucks has delivered more vehicles this year than last, and the heavy-duty truck manufacturer's third-quarter results did not slow that upward trend. Mack delivered 6,623 trucks worldwide, up 6 percent from the 6,244 delivered in the third quarter last year, according to a report released Friday by the Sweden-based Volvo Group, Mack's parent company. Of that, 6,105 — or 92 percent of the worldwide total — were delivered in North America, up about 6 percent compared with last year. Mack also sent more trucks to South America, where deliveries increased from 182 to 287. Mack's third-quarter deliveries in North America represent almost 40 percent of Volvo Group's truck deliveries there. By comparison, Volvo Trucks delivered 9,147, nearly 60 percent of the total in North America during the third quarter. All Mack trucks built for the North American market are assembled at the company's Lower Macungie Township plant. The facility has approximately 1,870 employees. While deliveries were up in the third quarter, the total net order intake in North America decreased 40 percent for Volvo Group compared with a year ago. While Volvo orders were down 30 percent, Mack orders declined 51 percent. In the report, Volvo said the "decline is an effect of dealers focusing on reducing their inventories and the comparison with a good quarter last year." Despite the decline in orders, Volvo said the retail activity at North American dealerships remained solid in the third quarter due to a "good freight environment and customer profitability." Volvo said it expects the total North American retail market for heavy-duty trucks to approach 310,000 trucks in 2015. In 2016, Volvo said it expects lower demand, forecast at about 280,000 trucks.

If they want to be devout Muslims, they should return to their Muslim country of origin. Want to live in the United States? Then renounce the Sharia Law, swear to place the U.S. Constitution above your religion and subjugate to the American way of life. If unwilling to become an American, the taxi outside can drop you off at the airport.

Today's Trucking / October 26, 2015 A U.S. federal jury in Peoria, IL has awarded more than US$240,000 to two Somalian-American Muslims who were fired from their jobs as truck drivers at Star Transport, when they refused to transport alcohol because it violated their religious beliefs. The case was brought on their behalf by the U.S. Equal Employment Opportunity Commission (EEOC), which enforces laws in the country prohibiting employment discrimination. The trial started on Oct. 19, and the jury returned its verdict the next day after 45 minutes of deliberation. Judge James E. Shadid, the chief judge of the U.S. District Court for the Central District of Illinois, found in favor of EEOC after Star Transport admitted liability in March 2015. The resulting trial was to determine compensatory and punitive damages and back pay. The jury awarded Mahad Abass Mohamed (formerly known as Mahad Aden) and Abdkiarim Hassan Bulshale (formerly known as Abdikarim Ismail) $20,000 each in compensatory damages and $100,000 each in punitive damages. Judge Shadid awarded each approximately $1,500 in back pay. EEOC alleged in 2009 Star Transport fired Mohamed and Bulshale after they were required to transport alcohol. Both men told Star Transport that they believed doing so would violate their religious beliefs under Islamic law. The U.S. agency also alleged that Star Transport could have, but failed to accommodate the truckers' religious beliefs, as required under the U.S. Civil Rights Act of 1964. "EEOC is proud to support the rights of workers to equal treatment in the workplace without having to sacrifice their religious beliefs or practices," said EEOC General Counsel David Lopez. "This is fundamental to the American principles of religious freedom and tolerance." “Star Transport failed to provide any discrimination training to its human resources personnel, which led to catastrophic results for these employees,” said June Calhoun, an EEOC attorney who litigated the case. “They suffered real injustice that needed to be addressed. By this verdict, the jury remedied the injustice by sending clear messages to Star Transport and other employers that they will be held accountable for their unlawful employment practices.” She also said the decision signals religious freedom is a right for all Americans. "This case makes me proud to be American,” Bulshale said.

Fleet Owner / October 8, 2015 Consistent performance could be the key to wider acceptance by U.S. fleets When it comes to the stopping power needed to halt a fully loaded tractor-trailer cruising at highway speeds, both air disc brakes (ADBs) and their S-cam drum brake brethren get the job done. But when it comes to consistently delivering that braking performance, ADBs have an edge; unlike drum brakes, they don’t suffer from a “fade” in stopping power after repeated use. And that edge is becoming more critical as an array of enhanced safety systems (such as a collision mitigation technology) and semi-autonomous truck platforms (such as platooning) are relying on braking consistency to deliver expected performance improvements. “Look at today’s safety systems and things like platooning and autonomous vehicles,” says Jon Morrison, president of the Americas for Wabco Holdings Inc. “You must look at the foundation those technologies are based upon and that’s the braking system. ADBs can deliver a tremendous amount of consistency in terms of performance and stopping distance, which is something those systems need. “It’s not just about stopping in 210 to 220 ft.; it’s about better brake torque output, eliminating brake fade, and controlling brake temperature better,” he adds. Morrison points out that when it comes to operations such as platooning, trucks are operating about 50 ft. apart. “Brake performance and consistency is going to be critical in making that work safely,” he stresses. “And when you’re talking about trucks that cost $130,000 to $150,000, you need to [decide if you are] going to marginalize on the brakes, especially when you are trying to keep the truck up and running longer with less downtime.” Nicole Oreskovic, product director for air disc brakes at Bendix Commercial Vehicle Systems, says the big advantage in having ADBs complement truck safety systems is that there is no fade. “If you are in stop-and-go traffic using the brakes frequently, and then need them in a panic stop situation, you get the same braking performance,” she explains. “Drums may or may not give you that. They will meet the stopping distance rules, but in terms of consistent performance, that will be different.” The current ADB adoption rate among Class 6 to 8 vehicles in the U.S. is about 13%, says Oreskovic. “Since we are shipping brakes to [equipment] manufacturers, it is difficult to determine specific usage, but the primary users are over-the-road tractors, trailers and bus applications,” Oreskovic relates. Bendix is experiencing a significant build rate increase for ADBs this year versus that of 2014, a 40% year-over-year uptick she says is a sign of rapidly growing acceptance of ADBs by the trucking marketplace. “We see many fleets initially going with ADBs on their steer axles. This lowers the acquisition costs and still enables them to reap many of the benefits of ADBs, often progressing to disc brakes on all wheel positions as their comfort level improves,” Oreskovic points out. “That said, we estimate about half of [commercial] vehicles equipped with disc brakes are using discs on all wheel positions.” Wabco’s Morrison emphasizes that this steady adoption rate for ADBs should continue but cautions that the percentage rate of adoption really varies between OEMs. “We think the current market penetration is between 10% and 15% and has been largely in steer axle applications,” he points out. “In turn, we see the trailer ADB market growing significantly over the next few years. There is significant ADB growth in all segments, but it is higher where enhanced safety and maintenance costs are the critical drivers.” The increase in the overall penetration of ADBs will continue to have a favorable impact on acquisition costs. And this will have the potential to drive major growth in the dry van segment of the trucking market—the sector Morrison says is most sensitive to cost. “There is still price sensitivity; it’s still a business after all,” he explains. “There is increased cost with ADBs, but fundamentally better braking is the difference, plus longer maintenance intervals, less out-of-service compliance issues, and no negative resale impact.” To really increase ADB adoption, Morrison thinks ADBs need to be in a $600 to $800 “delta” in terms of additional cost. And he cautions that simply building more ADBs won’t necessarily make them cheaper. “It’s not scale; volume does not automatically convey lower cost,” Morrison stresses. “It’s about less weight and better integration for ADBs at the wheel end. It’s about optimizing the wheel end with ADB-friendly brackets and hub/rotor interfaces. And OEMs have to commit to that fundamental optimization.” Bendix’s Oreskovic agrees that the price gap between ADBs and drum brakes is indeed shrinking, but it is a gap that is heavily OEM-dependent. “The premium can run to $2,500 to $5,500, depending on the OEM and truck application,” she adds. “But when you look at the maintenance and time savings at the wheel end, that alters the return on investment calculation.” Oreskovic stresses that many factors that influence the ROI of ADBs vary based on individual fleet circumstances. “However, longer lining and rotor life, shorter maintenance times, and reduced downtime are key inputs,” she says. “Once the wheels are off, both wheel position [pads] can be changed in under 30 minutes [with ADBs] versus close to two hours for a drum brake [pad] replacement. Plus, no special tools are required.” Morrison notes that safety compliance is another ROI factor that needs to be carefully considered where ADBs are concerned. ADBs do not need to be adjusted, so this eliminates the opportunity for out-of-adjustment violations. During the 2014 annual Operation Airbrake inspection “blitz” overseen by the Commercial Vehicle Safety Alliance (CVSA), there was in increase in these types of brake violations. And during that week-long intensive effort—dubbed “Brake Safety Week” and held last Sept. 7-13—inspectors looked at 13,305 brake systems on trucks and buses operating throughout North America. Some 2,162 vehicles were placed out-of-service (OOS) for all brake-related violations, representing 16.2% of vehicles placed OOS, up from 13.5% during the 2013 event. In addition, CVSA stated that the OOS rate for brake adjustments increased to 10.4%, up from 9% in 2013; the OOS rate for brake components reached 9.3%, up from 7.1% in 2013. “This can be important for driver retention as well,” Morrison says. “Compliance is one of the central value points of ADBs. ADBs don’t suffer from the whole issue of brakes being out of adjustment. Look at what’s happening with CSA; both fleets and drivers are being scored on vehicle and especially brake condition. Using ADBs means you’re less prone to those kinds of brake violations.” And from a recruiting/retention perspective, he explains, drivers focused on maintaining clean CSA score sheets will be looking for fleets with ADBs on their trucks, along with electronic stability control, collision mitigation technology, etc. “The driver gets tagged with this [CSA scores] now,” Morrison notes. “The point is that ADBs offer a very good opportunity to reduce the CSA brake inspection factor. They take a safety compliance issue off the table.” Of drums, discs, and friction materials Most OEMs met NHTSA’s reduced stopping rules unveiled in 2009 by switching to wider S-cam drum brakes. Their 16.5-in. size and enhanced design refinements dissipated heat more effectively and as a result stopped trucks within a significantly shorter distance than their predecessors. Yet many fleets also started using ADBs in combination with drum brakes, mainly on tractor steer axles, which can create the potential for compatibility issues, notes John Thompson, sales manager CV-NAFTA at TMD Friction. “Careful attention must be paid to potential compatibility issues between drum and disc,” he stresses. “In general, linehaul usage compatibility between brakes is not an issue. It’s in more extreme applications, such as heavy haul or mountainous regions, where the differences in brake designs can be accentuated.” Thompson says transit and refuse fleets are moving more and more to ADBs for safety, more consistent stopping power, performance at higher temperatures, longer life, and faster relines. However, long haul and even some regional fleets are converting to disc for longer life and to help reduce CSA scores. When considering which type of brake system to spec, one area often overlooked is what kind of friction material will be used, he points out. “Some suppliers sell a one-size-fits-all friction material, such as a one-disc pad option that’s high friction, so as to meet the highest axle load,” Thompson explains. “Lower axle loads are compensated for by changing to a smaller air chamber.” He stresses that tribology, which is the science and engineering of interacting surfaces in relative motion and includes the study and application of the principles of friction, lubrication and wear, dictates that the higher the friction, the higher the wear, regardless of air chamber size. “That’s why tailoring the friction levels of [brake] pads for specific trucking applications can significantly increase pad and rotor life, which reduces maintenance lifecycle costs on commercial vehicles,” he says. ---------------------------------------------------------------------- The rules of stopping distance Six years ago, the National Highway Traffic Safety Administration significantly shortened the stopping distance requirements for tractor-trailers. Those rules are as follows: A typical three-axle tandem tractor with a gross vehicle weight rating (GVWR) of 59,600 lbs. or less coupled to a trailer and traveling at 60 mph must come to a complete stop in 250 ft. compared to the former 355 ft. stopping standard. This reduced tractor-trailer stopping distance is roughly 30%.For heavy severe-service tractors with GVWRs above 70,000 lbs., the stopping-distance requirement is reduced to 310 ft. at the same speed. The caveat is that all “heavy truck tractors” must stop within 235 ft. when loaded to what is termed their “lightly loaded vehicle weight.”Two-axle (4×2) tractors and tractors with a GVWR above 59,600 lbs. (6×4) must also meet the 250 ft. at 60 mph rule. So-called heavy severe-service tractors sporting GVWs above 70,000 lbs. are required to meet the shorter stopping distance of 310 ft.

Transport Topics / October 26, 2015 Thermo King has developed a solar panel option for trucks, designed to provide an alternative power source for refrigerated and dry fleets. The ThermoLite solar panels are able to withstand winter conditions as well as high velocity rain and are “the only automotive-rated charge controller on the market.” “Parasitic power is a significant issue for both refrigerated and dry fleets. Telematics and other power draws drain battery life and create downtime — those issues turn into costs and cut into the bottom line. ThermoLite solar panels are the solution,” Paul Kroes, solar business development manager at Thermo King. The ThermoLite 26W is able to support transport refrigeration unit batteries and the 36W model can support the company’s Heat King cargo heater and its Europe, Middle East and Africa products. “Our goal is to continue to bring customers the most innovative solutions that are efficient and reliable, and improve the bottom line,” Kroes said. The company expects to unveil its 100-300W model in November, which will be able to support liftgate and pallet-jack charging. Video - https://www.youtube.com/watch?v=COAvsWg4WBs

Scania Group Press Release / October 23, 2015 Weighing in at 104 tonnes (229,281 lb), this giant is the heaviest vehicle of its kind in Europe. The timber truck, a Scania R730, is currently being tested on Finnish roads in the hope that more heavily loaded vehicles will be able to reduce both transport costs and environmental impacts. The words Iso, mutta hyvätapainen – Finnish for “I am big, but well behaved” – are printed on the cabin of this 104-tonne timber truck. The 730 horsepower V8-powered Scania R730 is the heaviest vehicle of its kind in Europe and is taking part in a high-capacity transport trial in Finland. The aim of the trial is to potentially open the way for the use in Finland of vehicles weighing more than 76 tonnes – the current maximum allowable weight. Metsähallitus State Forestry Enterprise, the organisation behind the project, hopes that allowing more cargo per vehicle will mean a reduction in transport costs and the number of transport movements on Finnish roads, as well as reduced environmental impacts. The trial is investigating how the heavy vehicle affects roads and bridges as well as traffic safety and emission levels. The hope is that road wear and tear won’t be greater than that caused by the 76-tonne (167,551 lb) vehicles allowed today. “We need to check on road strength and furrows forming on the road surface,” says Ari Kilponen, Head of Unit Strategy Planning, ELY Centre Finland. “However, roads in Finland are frozen solid half the year and therefore suffer less.” Scania – the best at heavy haulage The Giant, as the 104-tonner is known, is 33 metres long, has 13 axles and consists of a tractor unit, a semi trailer and a trailer. The vehicle has been given permission by the Traffic Safety Agency to drive between Ivalo and Rovaniemi, a 300-kilometre long stretch in northern Finland. On the route, the truck is driven over a bridge where the driver can control the traffic lights with a remote control. The driver is required to drive in the middle of the bridge with no other vehicles on the structure at the same time to avoid potential collapse. The stretch of road also includes a two-kilometre long up-hill section where the truck is really put to the test, with speeds sinking to 30 km/h on the last part. The Giant is owned by haulage firm Ketosen Kuljetus OY, whose owner Risto Ketonen hopes that the heavy vehicle will lower fuel costs. “We chose Scania as tests have shown that Scania is best at heavy haulage in these conditions,” he says. Video - https://www.youtube.com/watch?v=7mlHnA5Ab2c