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Freightliner Trucks Press Release / December 4, 2015

The Morning Call / December 5, 2015 Wade Watson describes himself as a fixer, a person who thrives on change and likes a lot of it. So perhaps it shouldn't come as much of a surprise that when Watson arrived in the area in May as the new vice president and general manager of Mack Trucks Lehigh Valley Operations, he had some questions about the iconic heavy-duty truck manufacturer's local presence. Among his thoughts: What are the strengths of the Lehigh Valley compared with other areas? Does the local community support Mack? And should Mack expand in the area? First, Watson said he found the company's 1,866 local employees are committed and skilled at building Mack trucks. "That's not something that can easily be picked up and moved," Watson said. Not as immediately obvious, Watson said, was support from the community. But soon after, Watson said, he found "there was an absolute desire and a willingness of the business community to embrace Mack Trucks." And at a Nov. 11 Lehigh Valley Economic Development Corp. event, Watson made it clear that Mack is here to stay. At the event, Watson also announced some planned changes at Mack's 1 million-square-foot plant in Lower Macungie Township. Those include expanding the building's south end by adding receiving docks and putting a new facade on the 40-year-old plant. Watson, who originally wanted to be an architect, has helped bring about change since joining Volvo Group — Mack's parent company — in 2001. Before starting at Mack Trucks, Watson was the vice president of operations for Volvo Powertrain North America in Hagerstown, Md., bringing in $70 million in investments to the plant during his nearly five-year run in that position that started in 2010. Watson, a 41-year-old Zionsville resident, spoke to The Morning Call last week in his Lower Macungie office, discussing everything from watching "Cars" with his 3-year-old son to where he thinks Mack has room to grow its business moving forward. Here are excerpts from the interview: Q. You started here in May. How's everything been going so far? A. It'd been a long time since [my wife and I] had moved or taken this much change all at once. We lived in the last house we were in for seven years. It was a lot of change, taking a new job, a new house. We've been married for 21 years, and we have a 3-year-old at home, so that's also new for us, having a son. So it's been a lot of change, a lot to take in, but it's been really positive as far as a place to live. It's a really great place to be. It seems like everyone we meet really recognizes the Lehigh Valley is something special and everything from parks to family restaurants to the Phantoms. A lot of great things to do around here. Q. What are some of the first things that come to mind when you think of a Mack truck? A. The first thing is a bulldog. Rugged. Tough. I'm a visual person, so automatically I'm looking at the grill, so I can see the grill of the Mack truck. It's an American icon. I was watching "Cars" with my son the other day, and Mack is the truck that's pulling Lightning McQueen. Really, it's a source of pride for me to be part of a brand and an organization that has been part of the fabric of the United States for over 100 years. Q. At the Lehigh Valley's Economic Development Corp's event Nov. 11, you made it clear that Mack is here to stay in the Lehigh Valley. When you got here in May, was that the case? A. As a new leader, new executive, new manager, the first thing you have to do is kind of question everything and you put everything on the table and look at the overall picture of financial performance and expansion and growth and market conditions and all of that. And, in doing that, you have to challenge everything: the location, the investment. Those questions were raised. Should we and to what magnitude could we expand? Is this a good place to do business comparatively? What are the strengths and the draw of this area compared to others? Through all that — call it fact-checking or, for me, it was learning because I had to learn the operation and learn the performance of the group — it proved that No. 1, the workforce here, they are committed and skilled at building Mack trucks and that's not something that can easily be picked up and moved. The thing that wasn't evident in that early fact-finding time frame was: How much does the community support having a manufacturer here? When I looked at the previous — my predecessors — what did they have as far as contacts with economic development or the state of Pennsylvania or elected officials and how did they work with the community on making sure that we were a viable competitor? The list was pretty short, and I was surprised that for a business that had been present for so long, that there wasn't this really interwoven … that Mack was part of the fabric of the economic development community and part of the political community here. So I had to question why did that happen or how did we end up like that. It didn't take long that I found that there was an absolute desire and a willingness of the business community to embrace Mack Trucks. But somehow, over time, we had kind of retracted a little bit and maybe we were dealing with our own internal issues. We've had a lot of changes over the years. This is a very industrious region. It started with the local township going through economic development all the way to the state of Pennsylvania. What I've seen is a great desire to keep us exactly where we are, and that's very important for us to be competitive. There are a lot of states out there that are wooing and trying to attract different plants or manufacturers. If you don't have that kind of relationship or that kind of embrace where the local community really wants you to grow and stay where you are and retain jobs and all that, then it can be an uphill battle when you need simple things or complex things. We need permits to build. We need support from local authorities on what the facade of the building is going to look like. We need sometimes traffic control or road changes and all that kind of thing. And if we don't have that kind of support and relationship, it becomes very difficult. It became evident that we have that. Q. Do you have plans to get Mack Trucks more involved in the community? A. Something that I think is very important is for a company of our size, the interaction that we have with the community, both from a corporate social responsibility perspective and also just how are we perceived in the community at large. I think it's very important for us to demonstrate that, at Volvo Group and Mack Trucks, we are very focused on making sure that the community around us feels a positive impact of our business being in that community, whether it's from volunteerism or our employees and their interaction in what they do or it's fiscally with the taxes or the contributions we make in that way or corporate sponsorships to nonprofits. This is an area that we could really increase our footprint and we have an intention of doing that. You'll start to see more people involved in the community — on boards or volunteer programs and sponsorships. You'll start to see more of a presence from us to make sure that people get the sense that Mack is here and that's a good thing and that we leave a positive imprint on the community around us. Q. With Mack's two planned site improvements — adding receiving docks and a new facade — what's the status of those and what are they aimed at bolstering? A. If I put them into those two greater buckets, one is the customer experience in the admin building, so the things that we're going to do on this front half and facing Alburtis Road. We have the civil engineering work, I would say, 90 percent complete on the first two phases. It's a four-phased project that we're going to do. We have some modified permits that we had to get through the local township because we changed the parking lot layout. We have a preliminary approval from the township that it all looks good, and that's a good first step. So then we have some long lead-time items: steel, structure and some things that need to be ordered. We're in the process of getting those things ordered, so I would say we're in the early stages of beginning construction. This half of the building, I would expect in the first quarter of next year, will be vacated and under construction, where we're sitting now. I expect that probably through 2016 that we should get the first half of this part of the work done. Inside the plant, increasing the dock capacity and changing the flow of material to go instead of from the ends, from the sides. And change the internal flows. We're starting the first internal movements for that in January and I hope that by the end of 2017, that's all complete. The majority of the heavy lifting — the planning, what do we want to do and why do we want to do it — that part is done and we're beginning to get into execution phase. Q. Heavy-duty truck production is expected to peak this year, but where do you think Mack can grow its business moving forward? A. There's a lot of potential in long haul and I think we have a very competitive truck in long haul and it's a matter of making sure that our customers view us that way and our dealers view us that way. That we have great fuel economy, a very safe vehicle. It's connected with telematics. We have state-of-the-art technology. I believe that we deserve a bigger piece of that market, and I think that will come. The market as a whole, when the energy sector comes back — and it will — I think that if you look at some of the market conditions driving that with oil prices and those kinds of things, we attract the energy sector and the housing starts and a few other things, but I think those things will come back and pose some opportunities for us. Q. For you personally, are you here for the long haul? A. We moved here, so that was a big step. I don't have any plans beyond that, other than we settled in Zionsville. We love our house. We put a pool in, which you can't get that money back. We have to use that for a number of years in order to get some kind of a payback. I think, for my expectations, I could see us staying here for quite some time. There's lots of work to do here, and there's lots of fun stuff to do in the area. .

Falling Class 8 orders: A bad omen for trucking? Fleet Owner / December 4, 2015 The rapid decline of Class 8 orders in November is one of several signs a sooner-than-expected slump may be ahead for trucking, according to analysts. With preliminary Class 8 net orders for November dropping below expectations, added alongside broader declines in U.S. manufacturing and non-manufacturing activity, there’s growing concern among analysts that the trucking industry may be poised to hit a rough patch far sooner than expected. “Based on what we were seeing, we thought freight and truck sales would stay strong through the end of 2015 and into 2016, with a downturn beginning at some point in the second half of 2016,” Kenny Vieth, president & senior analyst with ACT Research Co., told Fleet Owner. ACT’s previous forecast held that 2017 would be the “horrible year” for trucking, but Vieth said some new factors seem to be speeding up its approach. “We didn’t fully anticipate the big sustained drop in commodity process – especially the price of oil – and the strong dollar, which means the U.S. is exporting less,” he explained. “Falling commodity prices means freight is drying up and that is freeing up [truck] capacity. Meanwhile, exporting less means manufactures like Caterpillar can’t sell as many machines overseas, so they start producing less and that reduces freight further.” Don Ake, VP-commercial vehicles for research firm FTR, added that other data metrics – such as weak retail sales and rising inventories – also slowed freight demand. “We got worried because inventories increased over the last three months at a time when they should have been falling,” he told Fleet Owner. “Meanwhile, retail sales have declined in each of the last four months. They are down 6% at a time when they should be up between 5% and 10% due to the [holiday] season.” Though FTR predicted in September that truck and trailer sales would start falling in 2016, Ake said the Class 8 order trends through the summer into early fall gave all the indications of a “soft landing,” especially since August’s Class 8 net orders hovered around the 19,000 unit mark. “We figured, if that’s the bottom of the cycle, that’s not bad; we’ll be OK coming out of summer and experience a soft landing,” Ake said. But when FTR’s preliminary North American Class 8 truck net orders hit 16,475 units in November, 59% below a year ago and the lowest level since September 2012, Ake characterized it as a “major disappointment.” “This was the weakest November order activity since 2009, coming in significantly below expectations,” he explained. “All of the OEMs, except one, experienced unusually low orders for the month.” Ake added that a sub-16,500 unit order rate “doesn’t support our forecast” for 272,000 total North American Class 8 sales for 2016; a forecast already slashed 15% from the firm’s September guidance of 290,000 units. “There’s significant downside to our forecast now,” he said. “Basically, the industry would appear to have enough new trucks for now.” In terms of the broader U.S. economy, Lindsey Piegza – chief economist at Stifel Fixed Income – noted some other troubling trends for trucking, with the Institute for Supply Management (ISM) non-manufacturing Index falling from 59.2 to 55.9 in November, marking the lowest reading since May. Also, she said durable goods orders were revised down from a 3% increase in October to 2.9%, leaving the annual rate downgraded to 0.4%. Capital goods orders excluding aircraft and defense – a proxy for business spending in the GDP [gross domestic product] calculation – also stood unchanged at 1.3% in ISM’s final October report and up 0.4% year-over-year. “Despite a decline in manufacturing production, the service sector had been able to maintain robust levels of activity, at least until now,” Piegza said in a research update. “At this point, however, the service sector, too, appears to be losing momentum amid lingering barriers to growth such as modest hiring and minimal income gains, pulling service activity down to the weakest reading in six months.” She stressed that as a more pronounced sector relative to manufacturing accounting for more than a third of the economy, should service activity continue to retreat, “the U.S. economy will have little hope of maintaining the status quo, let alone gain momentum as we head into the New Year.” FTR’s Ake noted that all of this is going to make December “a critical month” in terms of the future direction of North America Class 8 net orders. “If we see a number above 25,000 units, we’ll be OK. And that has happened before; in 2013 we got ‘faked out’ by poor November orders of 21,000 and then they shot up to 31,000 that December. It could happen again,” he said. “But if we get a number under 20,000 units, that’s a problem,” Ake warned.

Transport Topics / December 4, 2015 FCA US, the North American automaking unit of Fiat Chrysler Automobiles N.V., said it will invest $40 million to convert 179 trucks in its private fleet to run on compressed natural gas and to build the largest private CNG fueling station in North America in Detroit. The move also will create the largest private fleet of CNG-powered heavy-duty vehicles in the state of Michigan, company officials said Dec. 4. FCA Transport (formerly Chrysler Group Transport) ranks No. 6 on Transport Topics’ list of the largest private carriers in the manufacturing sector with 331 tractors, 13 straight trucks and 1,294 trailers. “Our transition to CNG reflects the way FCA US attempts to balance our search for profitability with social responsibility and community development, including environmental stewardship,” said Steve Beahm, senior vice president, supply chain management. “This project offered a solid business case, clear environmental benefits and an opportunity to invest in our Detroit facility and workforce.” FCA Transport, which delivers parts to assembly plants from suppliers and other FCA US plants, expects to trim fuel costs by 35% and reduce CO2 emissions by more than 16,000 tons a year following the conversion to CNG. The company said it has spent $1.8 million to modify a maintenance facility to handle the new fleet and another $5 million for a new fueling station built by TruStar Energy.

German government slams Saudi Arabia Associated Press / December 6, 2015 German Vice Chancellor Sigmar Gabriel on Sunday said Saudi Arabia must stop financing fundamentalist mosques abroad which are accused of breeding extremism. “From Saudi Arabia, Wahhabi mosques are financed throughout the world,” said Gabriel. “In Germany many extremists considered dangerous persons emerge from these communities,” he said. Gabriel, head of the centre-left Social Democrats (SPD), urged decisive steps in Germany against radical mosques associated with Wahhabism. “This radical fundamentalism taking place in Salafist mosques is no less dangerous than right-wing extremism,” he said. The head of the SPD parliamentary group, Thomas Oppermann, also urged steps against preaching that contradicts the basic freedoms guaranteed in the German constitution. “We will prevent Saudi help in the building or financing of mosques in Germany where Wahhabi ideas are to be disseminated,” he said. Wahhabism provided the “complete ideology of ISIS and contributes in other countries to a radicalisation of moderate Muslims,” he said, adding that “this is something we don’t need and don’t want in Germany”. A damning report on Saudi Arabia by Germany’s foreign intelligence service, the BND, accuses Saudi Arabia of an increasingly “impulsive” foreign policy with the goal of becoming the “leaders of the Arab world”.

European Parliament warns ISIS planning to wage chemical and biological war on West Associated Press / December 6, 2015 A European Parliament report (http://www.europarl.europa.eu/RegData/etudes/BRIE/2015/572806/EPRS_BRI%282015%29572806_EN.pdf) says ISIS has recruited experts with chemistry, physics and computer science degrees to wage war with weapons of mass destruction against the West. ISIS 'may be planning to try to use internationally banned weapons of mass destruction in future attacks'. The document, which was compiled in the aftermath of the deadly attacks on Paris, claims ISIS has already smuggled WMD material into Europe. Experts fear that ISIS will be able to exploit a failure of EU governments to share information on possible terrorists. Already, British police forces have been conducting exercises on how to deal with various types of terrorist attack. But the EU report says governments should 'consider publicly addressing the possibility of terrorist attack using chemical, biological, radiological or even nuclear materials'. The report, ISIL/Da'esh and 'non-conventional' weapons of terror warns: 'At present, European citizens are not seriously contemplating the possibility that extremist groups might use chemical, biological, radiological or nuclear (CBRN) materials during attacks in Europe. Under these circumstances, the impact of such an attack, should it occur, would be even more destabilising.' Rob Wainwright, head of Europol said after the attacks on Paris: 'We are dealing with a very serious, well-resourced, determined international terrorist organisation that is now active on the streets of Europe. 'This represents the most serious terrorist threat faced in Europe for 10 years.' Mr Wainwright warned that ISIS had serious capabilities in terms of resources and manpower.' Wolfgang Rudischhauser, Director of the Weapons of Mass Destruction Non-Proliferation Centre at NATO said: 'ISIS actually has already acquired the knowledge, and in some cases the human expertise, that would allow it to use CBRN materials as weapons of terror.' The report says 'ISIL/Da'esh has recruited and continues to recruit hundreds of foreign fighters, including some with degrees in physics, chemistry and computer science, who experts believe have the ability to manufacture lethal weapons from raw substances.' EU governments have been warned to watch out for 'other radicalised individuals, who have access to, or work in, sensitive areas'. Intelligence services have also been warned to screen returning Jihadi fighters for 'specialist CBRN knowledge'. The European Parliament study states that 150 cases of nuclear or radiological trafficking are reported annually. Worse still: 'CBRN substances have been carried undetected into the European Union. 'Interpol's monthly CBRN intelligence reports show numerous examples of attempts to acquire, smuggle or use CBRN materials.'

Tashfeen Malik: who was the 'shy housewife' turned San Bernardino killer? The Guardian / December 6, 2015 Criminal profilers said the veneer of normality was a key component of the couple’s plan to build an arsenal of semi-automatic weapons and home-made pipe bombs and carry out the killings, because it minimized the risk of discovery. But the profilers said that it was highly unusual for a woman – and especially a new mother – to engage in a form of visceral, predatory violence that the clinical literature associates almost exclusively with men. “This is not a woman who has your typical maternal instincts,” said Mary Ellen O’Toole, a former top behaivoural analyst for the FBI who now directs the forensic science program at George Mason University. “This is very planned, strategic behavior,” O’Toole said. “They have this baby, and what makes a family more normal or traditional than to have a baby? Yet they maintained a plan for mission-oriented, cold-blooded, maximum violence for weeks or months. It suggests the possibility that the baby was in part a prop to help them look normal.” Park Dietz, who has been profiling mass killers for more than 30 years, said he was unaware of any case of a couple erupting in mass violence when the targeted victims were not family members or people perceived to have harmed their child. “The necessary ingredients for an attack of this kind are to be willing to die that day and an inclination to blame other people, either out of paranoia or a direct grievance,” Dietz said. The mystery surrounding Malik extends to her background in Saudi Arabia and Pakistan. (As has been said by U.S. state governors, it is realistically impossible to perform adequately comprehensive factual background checks on people from the Middle East and Western Asia). Relatives of Malik in Pakistan, estranged from their wealthy family members who live in Saudi Arabia, said she used to wear Western-style clothing, but later switched to more traditional garments such as a burka, which covers the the entire body. Saudi Arabia requires the wearing of a hijab, but does not mandate burkas. Pakistan, where Malik returned to study at Bahuddin Zakri University in Multan, does not have a dress code for women. A relative of Mailk's in Pakistan says her family became concerned about her attitudes after she went to study pharmacology at Bahauddin Zakariya University in the city of Multan, Pakistan. After two years of attending the university, starting in 2007, she began posting extremist statements on Facebook. She started taking part in religious activities and also started asking women in the family and the locality to become good Muslims. She started taking part in religious activities of women in the area.

Liberty University president urges: 'End those Muslims' via concealed gun carry The Guardian / December 5, 2015 The president of Liberty University urged students, staff and faculty at the Christian school to carry concealed weapons on campus to counter any possible armed attack like the mass shooting in San Bernardino, California. “Let’s teach them a lesson if they ever show up here,” President Jerry Falwell Jr told 10,000 students at the weekly convocation held on Friday in Lynchburg. The call-to-arms was met with rousing applause from students, but some said Falwell went too far when he appeared to be referring specifically to Muslims. “I’ve always thought if more good people had concealed carry permits, then we could end those Muslims before they walked in,” Falwell said. Falwell said he was referring to Islamic terrorists. “I was referring to ‘those Muslims’ that just carried out attacks in Paris and California.” Falwell said, “There are many good Muslims, many good, moderate Muslims.” Falwell said he was specifically referring to Syed Farook and Tashfeen Malik. Falwell encouraged students to take a free class offered by campus police to obtain a permit to carry a concealed weapon. More than 100 people subsequently asked Liberty police about a free class to obtain a permit to carry a concealed weapon. 14,000 students are enrolled at Liberty. Following the San Bernardino shootings, Falwell said he began carrying a .25-caliber handgun in his back pocket. He said he’s had a permit for more than year. Falwell mentioned the weapon during his address Friday and reached around seemingly to fetch it. “Is it illegal to pull it out? I don’t know,” he said, laughing, drawing some hoots from the audience. Asked if he was concerned by the prospect of thousands of armed young people on campus, Falwell said Virginia has a minimum age of 21 for a concealed-carry permit, meaning only older students would be armed. Falwell also said he believed the campus needed to be prepared in the face of the increasing frequency of mass killings. He cited, for example, the 2007 massacre of 32 people at Virginia Tech, the deadliest mass shooting in modern US history, which took place less than 100 miles south-west of Liberty. “What if just one of those students or one of those faculty members had a concealed permit and was carrying a weapon when the shooter walked into Virginia Tech? Countless lives could have been saved,” he said. Unlike his late father, the Rev Jerry Falwell, the younger Falwell has been a low-key leader at Liberty. His father’s barbed statements on contemporary issues made him a reviled figure to some and a pioneering conservative crusader to others. “That’s not my thing,” Falwell says.

Some of the thoughts of fellow Americans Direct ties to Saudi Arabia seems to be a common occurrence with USA bound Islamic terrorists. Why is that? ----------------------------------------------------------------------------- You know what's funny? Every single one of these terrorists has some tie to Saudi Arabia, yet somehow, Iran is the enemy. Right now in Congress is a bill to ban people who have recently traveled to Iran, Iraq, Syria, or Sudan from using the visa waiver program. No one tied to Iran has ever committed an attack on U.S. soil. Yet somehow, Iran made the list, but Saudi Arabia didn't. The same Saudi Arabia which most of the 9/11 hijackers came from. ----------------------------------------------------------------------------- I'd like to know how they let a mail-order bride from Saudi Arabia into the country so fast on a K-1 visa. A friend of mine met a girl from England while he was in college, and eventually married her. Their visa application process took almost a year and required multiple rounds of interviews and a submission of a "memory scrapbook" filled with pictures to prove that they knew each other and had a legitimate relationship. Funny that British citizens are subjected to that type of scrutiny while Muslims from terror-sponsoring countries are not. ----------------------------------------------------------------------------- Learned why there haven’t been any photos of the she-devil. It’s because she wore a full blown burka. Farook’s attorneys said even the males in that family wouldn’t recognize her because she was covered from head to toe at all times. The attorneys said she was a “typical housewife”. Just trying to recall any typical housewives who have wielded assault rifles and murdered several people at point blank range then firing up to 70 rounds at the cops while trying to get away. Those lawyers are really reaching on this one. Those were two terrorists with a jihadi mission. ----------------------------------------------------------------------------- That's why all muslims who are given refugee or green cards to the States should not be allowed to hide their faces and bodies under their so-called traditional outfits. If you don't see their faces, you cannot recognize anyone in conditions like this, let alone how many guns and bombs they hide underneath their clothes. If muslims adopt a new country with different cultural values and customs, they should become part of that, not become a parallel culture that refuses to integrate. We want to know who they are, look into their eyes, and yes, see them wear normal Western clothing, not Medieval outfits that can fit a truck underneath. ----------------------------------------------------------------------------- Why are we letting people come to America that have a belief system that condemns being friends with ordinary non-Muslims Americans: Qur'an (5:51) - "O you who believe! do not take the Jews and the Christians for friends; they are friends of each other; and whoever amongst you takes them for a friend, then surely he is one of them; surely Allah does not guide the unjust people." Qur'an (5:80) - "You will see many of them befriending those who disbelieve; certainly evil is that which their souls have sent before for them, that Allah became displeased with them and in chastisement shall they abide." [Those Muslims who befriend unbelievers will abide in hell]. If you truly believe the Quran, how can you hope to assimilate in the USA? Unless the intent is to form an enclave, their own neighborhoods, their own schools, their own everything, separate and segregated from the rest of American society? These terrorists don't have to be "ISIS inspired", they just need to be "Quran inspired". Note: There are many verses in the bible that instruct Christians to kill non-believers, however nobody does it. You must kill those who worship another god. Exodus 22:20 Kill any friends or family that worship a god that is different than your own. Deuteronomy 13:6-10 ----------------------------------------------------------------------------- Initially we were told that there were 3 shooters, or at least 3 people involved in this. There were reportedly 2 men and 1 woman. There were 3 names released and tossed around yesterday (this all assuming we are being "truthfully" told what occurred in San Bernardino) . Syed Farook Tashfeen Malik Tyeep Bin Ardogan Tyeep was said to be a 28 year old who was a citizen of Qatari. Why aren't we hearing more about there being 3 people today? I distinctly remember the reports that they had found only 2 of the people involved, and that the 3rd person was on the run. Does this mean that there STILL is one of this group out there? I mean, I know that there are thousands in our country. But I just hate it when we don't get the whole story, and I so distinctly recall that these were the names involved in the terrorist attack. ----------------------------------------------------------------------------- I work about a football field away from where the suburban was shot, and just to let you know, there was a 3rd, which they never found, there is a warning in the area that there is suspected to be at least 5 more in the area, and I was instructed by a friend in law enforcement, to go to ANY public area, no restaurants, movie theaters, malls, to just stay at home this weekend. They are expecting more demonstrations but don't want to tell the public, because it will cause an uproar. ----------------------------------------------------------------------------- Abdallah Bulgasem Zehaf-Bibeau, the son of a Canadian immigration official and a Libyan Jihadist, just wanted peace. He told a co-worker, “There can’t be world peace until there’s only Muslims.” Then he tried to usher in peace, the Islamic way, by opening fire near the Canadian parliament.
Meanwhile in Israel a reporter interviewing Arab Muslim settlers in Jerusalem found that they too wanted peace. On their terms. “Yes we want peace,” one of them said, “but peace means no Jews.”
When negotiating peace with other cultures it’s a good idea to make sure that the words you are using mean the same thing. Most Muslims and Westerners want peace. But to Westerners peace means co-existence. To Muslims, peace means the end of your existence ----------------------------------------------------------------------------- They were cowards. They did not attempt to attack a US military base which might have supported our Middle East policy, but an office where the governmental employees only did good: inspecting restaurants, assuring clean drinking water. Those poor people at the Christmas party had no reason to be suspicious, and no means to defend themselves. Oh, and he was "radicalized"? It's one thing for 15-year-old kid to start hanging out with a bad crowd: this was an American-born college graduate in his late twenties with an infant! He owed her better. He owed the country of his birth better. And because of him, some clean-cut Moslem who loves America as much as any Christian or Jew will not get a job he is qualified for because his boss will be afraid to hire him. ----------------------------------------------------------------------------- Before the brutal and deadly Lebanese Civil War of 1975 to 1990, Lebanon was a predominantly Christian country. At that time Beirut was prosperous, many people dine out in the evening, and people called Beirut as little Paris of Middle East. At that time a “Peace Lover” who applied a new strategy and pretending as a Christian to win the election in Lebanon and started to bring in huge number of “Peace Lovers” from Syria. By playing race/religion card, focused on the pseudo issues, dividing society, and polarized the country, as a results a long civil war started and 120,000 died and one million people had to leave their home as refugees. ----------------------------------------------------------------------------- If you agree the following statement, please thumb up this message "In 2016 election, I will not support any candidates who plan to bring in tens thousands of Peace Lovers to risk our homeland security, to hurt United Stated of America, and to kill innocent children and women" ----------------------------------------------------------------------------- Are the mainstream media still pretending that the California attack was random and workplace violence? Do they really think we, americans are stupid? Obama looked foolish prematurely blaming the California mass killing on gun rights abuse without waiting to get the whole facts! Of course the liberals and the party of Obama and Hillary hoped that the mass killings was workplace or random related violence to further their anti-gun rights agenda. I dont know but if you had a muslim couple, preparing pipe bombs in the garage and then wore body armor and used as semi-automatic weapons to kill americans celebrating Christmas party. It should not take a rocket scientist to conclude that the motive was jihad war! The danger here folks are that Rizwan Farook one of the terrorist attacker was born and grew up in America for many years yet our government was not able to catch his bad intentions before it happened. Much more to the 10,000 Syrian Muslims who are coming to US. It's a very big concern to monitor the 10,000 Syrian Muslims spread across America. Are the Obama admin pretending that it is business as usual and the president would still naively insist ISIS is contained? Worst and softest president indeed. ----------------------------------------------------------------------------- As for Malik, she came to the U.S. in July 2014 on a Pakistani passport and a fiancée visa, authorities said. Malik never came through Saudi Arabia and instead traveled through Islamabad, arriving on a K-1 visa for fiancées and with a Pakistani passport. To get the visa, immigrants submit to an interview and biometric and background checks — screening intended to identify anyone who might pose a threat. They were married on Aug. 16, 2014, in nearby Riverside County, according to their marriage license. Both listed their religion as Muslim. The key point here is she passed a background check. The same type that Obama wants to use to vett the Syrians he wants to bring to the US next year. ----------------------------------------------------------------------------- Just reading some of the accounts of the attack. People running and hiding in closets, calling loved ones on their cell phones, tripping over each other, etc. California has the strictest gun laws in the U.S. The murderers didn’t follow the laws, the victims did. This meant that the murderers were armed and the victims, good citizens all, I’m sure, were dependent upon the police to save them. The fundamental human right to defend oneself had been transferred from the individual to the state. Just once I’d like to read something like, “I crouched by the doorway to my office with my pistol and thought, ‘This is as far as you’re going to get.;” I don’t favor a world where the meek and peaceful are at the mercy of the strong and violent. I don’t favor a world of inequality on such a grand scale. Helplessness isn’t a good plan, our Politicians should know that. ----------------------------------------------------------------------------- How many innocent AMERICAN lives must be lost before our "government" stops allowing immigrants from the middle east into our country? I am not a raciest but a realist. My heart goes out to the innocents in the middle east but the risk is far too great to allow any more into our country. If the Islam followers (or anyone else) wants to cry that's unfair or profiling that's too bad then they need to blame the radicals. The majority of American people are demanding our government to stop allowing these people in but the sadly they continue. The United States government has innocent blood on their hands! ----------------------------------------------------------------------------- Gee, I wonder why the truth is so hard to report. ABC News executive producer Ian Cameron is married to Susan Rice, Obama’s National Security Advisor. CBS President David Rhodes is the brother of Ben Rhodes, Obama’s Deputy National Security Advisor for Strategic Communications. NBC News Political Analyst, David Axelrod was Obama's Chief Campaign Advisor and Senior Advisor directly to Obama himself. NBC CEO Stephen Burke is a Board Member of Warren Buffet’s Company Berkshire Hathaway. Buffet donated almost a BILLION dollars to Obama’s campaign. ABC News correspondent Claire Shipman is married to former White House Press Secretary Jay Carney, who now works for CNN as a commentator. ABC News and Univision reporter Matthew Jaffe is married to Katie Hogan, Obama’s Deputy Press Secretary. ABC News chief political correspondent and anchor George Stephanopoulos was the White House Communications Director then Senior Advisor for Policy and Strategy for Bill Clinton, and was just caught secretly donating $75,000 to the Clinton foundation. ABC President Ben Sherwood is the brother of Obama’s Special Adviser Elizabeth Sherwood. CNN President Virginia Moseley is married to former Hillary Clinton’s Deputy Secretary Tom Nides. NBC Chelsea Clinton was making $600,000.00 a year + benefits as a starting reporter. Univision’s Emmy Award Winning Anchor Jorge Ramos’s daughter is working on Hillary Clinton’s Presidential campaign. Yahoo is partnered with ABC News. The CEO of yahoo, Marissa Mayer is also an Obama campaign donor who has donated over $300,000.00 to Obama’s campaigns and has even hosted Obama fundraisers in her own home. ----------------------------------------------------------------------------- Defeating ISIS will take a “multi-year effort” from a large coalition of nations, Barack Obama tells ABC News’ George Stephanopoulos, while arguing that ISIS is not getting stronger. That’s an interesting take from a president who claimed less than two years ago that ISIS was the “jayvee team” and that Iraq alone could deal with their rebellion. Now, Obama says there aren’t enough troops on the ground to “decapitate” the varsity of Islamist terrorist groups, but that Obama wants to be well on the way to that goal before he leaves office. ----------------------------------------------------------------------------- If we are going after ISIS, we need to do it right. We need to destroy Wahhabism. We need to attack it at its source, Saudi Arabia. Those of us who were in the Trade Center are well aware that the culprits were Saudi's. They were the one's flying the planes. And their violent distorted cult of Islam known as Wahhabism needs to be destroyed. Our "ally" has been teaching this garbage in school since the 80s. We allowed it so our puppet dictators could control their population. Obviously, this was a HUGE mistake. ----------------------------------------------------------------------------- What's interesting, is that the whole gun debate has come up again, and I think there are a lot of smart minds who are seeing beyond this to ask the bigger questions: 1. Why is the gun issue being brought up as the main issue, when this is clearly now a radicalization issue? 2. And speaking of #1, why are we not talking about stopping the influx of muslim refugees from Syria (and who knows where else) when there is clearly an issue with this particular demographic subject to radicalization? 3. And speaking of #s 1 & 2, why is the obama administration insistent on bringing in refugees and debating the gun issue when they are unwilling to even work with the People of this country to vet radicalized mosques like France did and shut down the ones that are know to law enforcement to have individuals or imams that espouse violence or advocate sharia law? 4. And speaking of all the above, why is the media and the Administration so keen to try and work the workplace violence angle when they know full well that the radicalization angle is the one they should be working, as they full well know that if refugees are allowed to come in, there will be further instances of such attacks. 5. Simple math says that even if the number is higher, why bring in 10,000 to 100,000 muslims to this country when we know 1% is subject to radicalization? 1% of those number is more than 2 and look at what these 2 were able to do? Is it sane to consider more immigration from muslim nations?? 6. And in case the question is being asked about the extensiveness of the vetting to be used on incoming refugees, look at these two? Both probably would have passed the screening and look at what they did? 7. Look at the gun issue after you have looked at the human issue, as it is humans that use the guns to kill. The argument that gun control would have kept this from happening is completely false as France has gun control laws and look what happened there? ----------------------------------------------------------------------------- Now will you start calling this a terrorist attack Mr. President? I don't hear you saying that the 100 some odd people killed at that night club in Paris were victims of a mass shooting. It was a terrorist attack. My town deserves to be acknowledged as what it was a terror target by two jihadis inspired by and pledged to ISIS even if ISIS did not carry out the attacks themselves. The victims, my city deserves for you to properly acknowledge what this really was. This happened 5 minutes from my place of work, 10 mins from my home and my daughters school. You owe it to us to acknowledge it for what it is!!! ----------------------------------------------------------------------------- I would like to know how many of the Syrian Refugees are terrorists. If Obama wants to admit 75K of them or so, and lets be conservative and say that even 1% of them are terrorists (this makes 750 of them terrorists). Now, those 750 can corroborate with others, and make others join their ranks. If, lets say each one of them on average makes 3 others join their ranks, we will have 750+2250 which is 3000 terrorists in USA..... If on average 2 terrorists kill 14 people (and this is low end), meaning that 1 will kill 7 people. Therefore 3000 terrorists are capable of killing 21K people. That is 21K Americans.... Obama will be responsible for killing at least 21K Americans by letting those refugees here (and this is low end number).... Wake up America, and don't let any of them here - before it is not too late. ----------------------------------------------------------------------------- I think they're on the right track now. From the time he looked online for a wife, I think he was targeted & she was a "plant" If so, she came with US contacts, able to give her weapons & info & I think she radicalized him. Probably, she had the baby to allay suspicions & make it less likely she would be deported. I wonder who she was? In that culture, most women marry early. Had she already been married & had a family? Were any family members of hers killed by US forces somewhere in the Middle East? A woman would be under less scrutiny from US authorities & especially if she were coming here to be married.

(Please note updates to the original post) ------------------------------------------------------------------------------------------------------------- Another reason to worry The San Bernardino police department are in hot water after the media was allowed unsupervised access into the home of Syed Rizwan Farook and Tashfeen Malik on Friday afternoon. Networks were able to rifle through the belongings of the terrorists responsible for the deaths of 14 in a massacre that occurred earlier this week that ultimately ended with their own deaths. MSNBC broadcast live from inside the home, showing identification cards that should not have been made public. MSNBC and other news organizations were invited into the home by the landlord. “There are a dozen people in there totally destroying a crime scene which is still vital in this investigation,” said law enforcement specialist Harry Houck. He also pointed out that it was odd to not see any dusting anywhere for fingerprints, something he would expect to see at a crime scene. “I'm having chills down my spine with what I'm seeing here. This apartment clearly is full of evidence.” Anderson Cooper said; 'This is kind of bizarre, this whole thing.' Andrea Mitchell echoed this on MSNBC, saying; 'I don’t understand why, even after the FBI search, this wasn’t shut out.' Media photos - http://www.dailymail.co.uk/news/article-3345982/Photos-toys-Muslim-books-seen-inside-San-Bernardino-killers-home-wife-pledged-allegiance-ISIS-Facebook-couple-launched-attack.html If they want to be devout Muslims, they’re best off living in their Muslim country of origin. There's a tremendous incompatibility issue (this is one reason why the world came to have different countries). 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.

So Volvo has replaced the old part number, which under Mack brilliance actually had a meaning to its once legendary parts people, with a Volvo global part number that has no meaning. And why? This rubber seal (moulding) is not used on any global market Volvo cabs. But more important, a part that used to sell for $4 is now a ridiculous $15. It's just a simple rubber seal with a value no more than $6 today. But at Volvo, the philosophy is to price items at the maximum price level for profitability even though many customers will walk away. Their big trick is to engineer the parts so that you have to buy at Volvo, for example their AMT you can't work on. They've got you.......you have to pay their price.

New Jersey man murders mother and 3-month-old baby Associated Press / December 3, 2015 Prosecutors say a southern New Jersey man strangled his ex-girlfriend and suffocated her 3-month-old daughter before dumping their bodies in a wooded area. Ricardo Santiago, 34, was arraigned on two counts of homicide in the death of 34-year-old Vineland woman Neidy Ramirez and her daughter Genesis on Thursday at the Cumberland County Courthouse in Bridgeton. Santiago, of Millville, pleaded not guilty Thursday after he was arrested Tuesday night and charged with homicide. Neidy Ramirez was killed by blunt force trauma to the neck after she was strangled with a cord. She was found buried under a pile of leaves in Fairfield Township. The baby's chest was crushed by a knee and she was then suffocated when Santiago allegedly put his hands over her mouth and nose. Santiago allegedly killed them in Vineland before taking the remains to a wooded area off Back Neck Road in Fairfield Township. Santiago is being held at the Cumberland County Courthouse on $2 million bail. .

Volkswagen Truck & Bus Press Release / December 3, 2015 Volkswagen invited refuse fleet customers to its headquarters this week to introduce the latest additions to its family of complete factory-built refuse trucks. Featuring Planalto brand rear-loading refuse bodies (http://www.planaltoindustria.com.br/modelo/coletores-compactadores/), Volkswagen thru October achieved a 46 percent market share in the refuse fleet segment. The Volkswagen “Compactor” truck portfolio had been broadened with the addition of the 17.230 4x2 available in both the Worker and Constellation Series, and the flagship Constellation Series 17.260 and 24.260 6x2s. Now, from the 4x2 Worker 17.190 4x2 up to the 26.280 6x4, customers have body size options ranging from 15 m³ to 19 m³ box. Purpose-designed and factory-engineered, Volkswagen’s rugged Compactor range is tailored to the unforgiving demands of the refuse industry. Worker and Constellation 17.230 Compactor The 17.230 Compactor 4x2 is available with either the proven Worker or flagship Constellation cab, paired with refuse bodies up to 15 m³ in version 4x2. A MAN 4.6-liter D08 engine delivers 225 horsepower, and 850 N.m of torque a low 1100 rpm to 1600 rpm. A 6-speed Eaton FS-6406A manual transmission efficiently delivers power to the wheels. Constellation 17.260 and 24.260 6x2 Compactor The Constellation Series 17.260 and 24.260 6x2 refuse trucks are powered by MAN D08 engines rated at 256 horsepower and 900 N.m of torque, and paired with either a 6-speed Eaton FS-6406A manual transmission or 5-speed Allison S3000. .

AutoKrAZ Press Release / December 3, 2015 KrAZ (Kremenchug Automobile Plant) achieved a positive sales performance for November. Production rose to 119 units, an increase of 10 percent of the same month last year, and a 3 percent increase over October. Of factory-ready complete truck offering, platform rigid trucks accounted for 43 percent of sales, and tippers represented 2 percent. Cab and chassis units represented 53 percent of sales, and tractors accounted for 2 percent. Export sales accounted for 51 percent of production, with 49 percent for the Ukrainian domestic market. Vehicle production for the first 11 months of the year rose over last year to 1,219 units, with sales of US$1.6 million. Export sales accounted for 35 percent of production, with 65 percent for the Ukrainian domestic market. Since the beginning of the year, the company has manufactured 20 towed vehicles including 15 full-trailers and 5 semi-trailers. .

The Southwest [Virginia] Times / December 3, 2015 Amalgamated UAW Local 2069 members voted overwhelming Wednesday to authorize a membership strike against Volvo Truck North America. According to a letter signed by Jennifer Bailey, election committee chairperson for Local 2069, the vote was 96.3 percent in favor of the strike. The vote comes a day after Volvo Truck announced a layoff of at least 730 employees from its 2,800 workforce.

Achieving fossil-free transport Scania Group Press Release / December 3, 2015 What does the road to fossil-free transport look like? Here are Scania’s thoughts on when the different alternative fuels and new technologies, such as electrification, will have their major breakthrough. The idea of the December 2015 Paris climate summit is to get the countries of the world to come together in an agreement, with each of them involved and contributing to the limiting of carbon dioxide emissions. The transport industry has an important role in this area. New technologies, such as electrification and hybridisation, will become increasingly important in order for the transport industry to contribute to the attainment of the UN’s climate goals. However, renewable fuels can already contribute to lowered CO2 emissions, and to helping haulage firms and bus companies take a step towards fossil-free fleets. In combination with these CO2-cutting technologies, higher energy efficiency is also a key factor. Better coordination and greater use of wireless technology could help to maximise shipment loads. Energy savings can also be obtained by more efficient powertrains and more efficient vehicle technology. Together these technologies will enable the transport industry to contribute to the goal of a fossil free future. .

Scania Group Press Release / December 3, 2015 Cutting carbon dioxide emissions in half within five years is possible with today’s technology. Driver training, properly adapted trucks and fully loaded trailers have enabled the Scania Transport Laboratory to reduce its CO2 emissions from 70 to 33 grams per tonne-kilometre. Each gram corresponds to a decrease of 100 tonnes of CO2 emissions annually. Scania Transport Laboratory works like an ordinary commercial transport company. It deals with some of Scania’s own transports between the production facilities in Södertälje, Sweden, and Zwolle, the Netherlands. The Transport Lab has the support of Scania’s R&D department to test, evaluate and develop new products, services and methods that match customers’ present and future needs. Since its beginning in 2008, Scania Transport Laboratory has been able to improve its vehicle efficiency in a way that has attracted worldwide interest from the transport sector and trade press. Today its carbon dioxide emissions are 33 grams per tonne-kilometre, or half the industry average. The key success factors include continuous driver training and follow-up of driver behaviour, properly adapted vehicles that allow the company’s drivers to drive at 80 km/hr with the lowest possible revs and to maximise loads on each shipment. But although the Transport Lab has halved CO2 emissions per tonne-kilometre in five years, it sees a potential to reduce emissions further by driving in convoys, or platoons, as well as testing longer, heavier rigs – 32-metre rigs with a gross vehicle weight of 76 tonnes. .

Heavy Duty Trucking / December 3, 2015 Peterbilt’s lightweight 58-inch sleeper is now in production for the company’s flagship Model 579 and vocational Model 567. The 58-inch sleeper is available in low- and mid-roof configurations. It includes a full-length door to help facilitate loading personal gear from outside the truck and includes full-length, integrated sleeper extenders to minimize the trailer gap and improve aerodynamic efficiency. Peterbilt says the new sleeper can reduce weight by up to 100 pounds. “Peterbilt’s 58-inch sleeper is ideal for short- and regional-haul operations where less weight and a shorter wheelbase are critical,” said Robert Woodall, Peterbilt assistant general manager of sales and marketing. “It includes all of the amenities found in Peterbilt’s larger sleepers, including ample storage, driver comforts and exceptional fit and finish for quality rest and off-duty time.” With research and customer input, the sleeper was designed to make use of every inch of space so that the layout would be practical and comfortable for drivers. By offering it in low- and mid-roof configurations allows it to meet specific application requirements such as flatbed and tanker operations. “The new 58-inch sleeper is designed with an open, spacious feel that drivers expect from a Peterbilt sleeper,” said Scott Newhouse, Peterbilt chief engineer. “It’s thoughtfully engineered.” .

Big Rig Orders Plummet, Medium-Duty Remains Solid Today’s Trucking / December 3, 2015 Two new and preliminary reports have been issued when it comes to new big-rig orders and no matter how you slice them they show huge drops while the smaller side of trucking continues at a good pace. FTR's preliminary data shows November 2015 North American Class 8 truck net orders at 16,475, 59 percent below a year ago and the lowest level since September 2012. This was the weakest November order activity since 2009 and was a major disappointment, coming in significantly below expectations, according to the freight forecasting firm. All of the OEMs, except one, experienced unusually low orders for the month. FTR expects orders to be better, but not necessarily good, the next two months. Orders for the last 12 months are now annualized at 300,000 units. “The November orders are very concerning. People were optimistic when orders held up well during the summer. Now we get into the peak order season and have the lowest orders of the year,” said Don Ake, FTR vice president of commercial vehicles. “The weak orders are the reason for the recent OEM announcements regarding production cutbacks and layoffs. Truck inventories are high and retail sales have stalled.” He said the reason for the big decline is trucking appears to have enough new rigs for now. That’s because the manufacturing sector has sputtered and freight growth has slowed. He is forecasting orders should stabilize soon, but backlogs will be shrinking, necessitating larger production cuts than previously expected. Meantime, a separate report from commercial vehicle industry data provider ACT Research pegs November orders just slightly higher at 16,600, but nearly 60 percent lower than a year ago, the same pattern as last month, when Class 8 orders were off 37 percent year-over-year. “Unfortunately, little of the decline can be accounted for by seasonality,” said Steve Tam, ACT’s vice president, commercial vehicle sector. “November was the weakest Class 8 net order month since August 2010 on a seasonally adjusted basis and September 2012 on an actual basis. A glut of inventory in the broader economy has led to slowing freight and lower freight rates. This, in turn, has caused truckers to hit the pause button on truck orders.” Turning to the medium-duty market, ACT said it managed to show solid performance, despite a slight decline in Classes 5-7 during November, with 18,700 unit orders. “More prevalent direct exposure to facets of the economy other than those that generate freight has allowed demand for medium-duty vehicles to remain more stable,” said Tam. “Despite falling 15 percent month over month, the year-over-year and year-to-date comparisons reveal growth in the mid-single-digit percentage point range.” .

Fleet Owner / December 3, 2015 Filters play a critical role in protecting engines. By effectively removing damaging particles and contaminants from engine oil, filters from OEMs and aftermarket suppliers employ effective types and sizes of media and are designed to last for recommended and extended oil drain intervals. “Media is the heart of a filter,” says David Cline, global product manager, Oil Filtration Systems at Parker Racor, a filter manufacturer that produces elements using engineered cellulose, glass and fully synthetic media. “Recent results in media development show a 50% increase in efficiency at five microns with a 70% increase in capacity. To meet new engine specifications and in preparation for the new PC-11 engine oil change, media is developed and tested at a higher flow rate than present engines use.” “The secret is balancing the characteristics of filter performance,” says Veli Kalayci, director of engine liquid products at Donaldson. “Selecting the right lube filter is a matter of balancing the trade-offs of efficiency, capacity and restriction, and the secret to balancing all three characteristics is found in the filter design.” Efficiency, Kalayci explains, refers to a filter’s ability to remove contaminant at a given micron size. Capacity is the amount of contaminant (measured in grams) that a filter will hold before the restriction exceeds recommended limits. Restriction refers to the amount of pressure loss between the upstream and downstream sides of the filter (often characterized as pressure drop). Manufacturers are currently producing several types of engine oil filters, providing fleets with a range of choices depending on their equipment and maintenance practices. According to the company, Synteq media, which is a key component of Donaldson Blue lube filters, is designed to remove more than 90% of contaminants that are 10 microns or larger compared to 50% or less for typical cellulose filters. The filters also deliver lower restriction to provide maximum oil flow and are designed with long life seals. Cummins Filtration has introduced the LF14000NN lube filter with NanoNet media for Cummins ISX15 engines. Originally developed for Fleetguard fuel filter applications, the synthetic media removes and retains 98.7% of all particles as small as 12 microns, according to the manufacturer. Additionally, in the LF14000NN lube filter, NanoNet and StrataPore media structures work together for particle removal, capacity, and cold flow ability, which means less restriction and faster oil lubrication during cold startup. High Velocity Dual-Flow lube filters from Baldwin Filters include spin-on filters that have one inlet and one outlet so oil flows directly to the engine rather than being returned to the sump. According to Baldwin, the design allows a larger portion of oil to flow through the element to remove smaller contaminants. The WIX industrial filter line has more than 8,000 product numbers available for hydraulic and fluid power system applications. The WL10047 is the newest filter from WIX for Navistar trucks with MaxxForce 11, 13 or 15 engines. The company notes that the replacement filter uses synthetic media and has an eco-friendly plastic design. Luber-finer’s line of heavy-duty Time Release Technology (TRT) oil filters provides a controlled release of a concentrated liquid additive to combat harmful acids that build up over time. The newest bypass oil filtration technology from Pura­dyn Filter Technologies is its Millennium Technology System (MTS) designed to remove solid contaminants to below one micron. Also part of the MTS product family is the Polydry replacement filter element formulated to remove water contamination that occurs through condensation and during the combustion process. The Spinner II centrifuge bypass oil cleaner for diesel engines can be used in addition to full-flow oil filters to divert a small stream of oil for cleaning before it is returned to the crankcase. Powered by engine oil pressure, the centrifuge operates at speeds in excess of 6,000 rpm to spin contaminants smaller than one micron out of the oil and pack them into a dense cake on the wall of the cleanable centrifuge bowl. A Spinner II centrifuge flows up to two gallons of oil every minute, allowing it to clean the entire sump capacity of a typical heavy-duty engine 10 to 15 times each hour. Going forward, design changes required for emissions-controlled, heavy-duty diesel engines will place increased stress on engine oil. This will lead to the ongoing development of oil filters engineered to help increase protection against oil degradation and to protect engine components.

Fleet Owner / December 3, 2015 In many ways, the horror of the shootings in San Bernardino, CA, is compounded by the knowledge that the main perpetrator – alleged to be Syed Rizwan Farook – attacked his fellow workers at a holiday party. Indeed, police noted that 28-year old Farook and his accomplice 27-year old Tashfeen Malik used high-powered rifles and pistols to kill 14 and wound employees of the San Bernardino County Public Health Department – the place where Farook worked for the past five years. That’s the truly scary part, in some ways – that this murderer worked side by side with his future victims for years, with no outward sign of the tragedy he would ultimately create. Such “internal threats” are sadly becoming more common – and may yet become more common still as employment background check rules are being altered by the federal government. For example, note this story written by Roy Maurer with the Society for Human Resource Management (SHRM) earlier this week, which reviews a proposed rule being crafted by the Office of Personnel Management (OPM) prohibiting federal agencies from asking applicants about their criminal background information until they are referred to a hiring manager. That proposed rule, pegged to be issued May 2016, results from a directive issued by President Barack Obama Nov. 2 to remove from federal job application forms the check box requiring applicants to indicate if they have a criminal history, and delay criminal history inquiries until later in the hiring process—a practice that is commonly known as “banning the box.” Under the proposed legislation, once a conditional offer of employment has been made, an employer would be permitted to ask about the applicant’s criminal record and revoke the offer based on the results of a criminal background check – though the proposed law includes exceptions for “sensitive positions,” including law enforcement and national security positions, SHRM’s Maurer noted. Yet critics like Mike Coffey, president of national background screening firm Imperative Information Group, said such legislation places an “unfair burden” on employers. “Ban-the-box advocates are winning the rhetorical battle by falsely suggesting that employers’ criminal history inquiries are merely check boxes without any opportunity to provide offense details and that employers, when they see a checked box, routinely eliminate the candidate without any additional consideration,” Coffey explained. “The allegation is that employers view a 10-year-old shoplifting conviction the same as a 2-year-old sexual assault conviction,” he added. “If an employer isn’t going to hire someone because of the risk associated with past conduct, the level of charm a candidate brings to the interview should not and typically will not change the ultimate outcome.” Indeed, check this list out in terms of how more restrictions are being placed on the hiring processes used by companies. More critical to this discussion is how “internal threats” are increasing in terms of potential criminal activity, if not violence. Take a survey conducted among 337 corporate executives by background screening firm First Advantage this summer, which found that “most important security controls” for thwarting cybercrime isn’t anti-malware software or beefed up physical security measures but better background checks of current and prospective workers. “The fact is that an initial background check does not protect an organization in perpetuity,” noted Mark Silver, chief security officer at First Advantage. “In order to better protect against potential insider-driven breaches, periodic re-screening should be done.” According to the firm’s poll, 60% of respondents said employee background screening is “the most important security control” that can be put in place to protect organizations, followed by anti-malware (53%) then physical security and physical access controls (39%). When asked about the importance of background screening of new employees in preventing security risks, 98% agreed that it was at least “somewhat important” with 57% saying it is “extremely important” to do background checks. Not only were background checks of new employees deemed highly essential, but the process of doing background checks periodically on existing employees also received high marks, Silver added, with 35% calling the process “somewhat important,” with 17% selecting “very important” and 19% characterizing employee re-screening is “extremely important.” Yet when asked how often employees are re-screened, a clear majority of those polled by First Advantage, some 61%, said that the practice is never done at their workplace, with only 13% of respondents re-screening them annually and 10% doing so every other year. However, would such frequent “re-screening” allow companies to potentially detect – and hopefully defuse – a worker making deadly plans? That’s a tough question to answer, considering hindsight is always 20/20, while future predictions are not. We’ll talk more about that angle in tomorrow’s post.

Transport Topics / December 3, 2015 The overall economy increased at a modest pace in most regions of the country from late October to November, but transportation was softer, the Federal Reserve reported. Transportation activity was softer on balance since the previous report, but port activity remained strong. That was largely due to the strength of imports because exports continued to fall, the Fed said in its Beige Book report released Dec. 2. The survey is based on reports gathered by regional Fed banks to give an anecdotal picture of the economy. Record numbers of containers moved through ports in the Atlanta district, but haulers of exported industrial products reported a continued decline in volume, according to the Fed. Cargo volume in the Dallas area remained soft in recent weeks due to the slowdown in energy-related cargo, and the regional Fed reported a trucking firm was passing lower fuel costs on to customers. In the Cleveland area, reports indicated that freight volume contracted over the period. One executive in the district reported the agricultural sector encountered fewer problems getting trucks during the harvest season this year compared with last year. Contacts in the area said they see little change in volume along seasonal trends in the next few months. “The industry is boosting shipping rates even though volume is lower. Rate adjustments are needed to cover rising equipment and labor costs. The former includes the soon-to-be-mandated electronic logging devices,” the Fed reported. Despite the rate increases, there has been little pushback from customers “perhaps because rate increases were partly offset by declines in fuel surcharges,” according to the Fed. The Fed releases its Beige Book report eight times a year. The report, which covered Oct. 24-Nov. 20, was prepared by the Federal Reserve Bank of Richmond.

Transport Topics / December 3, 2015 The U.S. House and Senate easily passed a five-year, $305 billion highway reauthorization bill on Dec. 3 that would reform a safety performance scoring program for motor carriers and pave the way for employers to rely on hair testing to screen prospective truckers. The House passed it by a vote of 359 to 65 and the Senate by a vote of 83-16. The Obama White House indicated it would sign the reconciled highway bill — the product of House- and Senate-passed transportation measures. With funding authority for highway programs expiring Dec. 4, legislators had to act quickly to send the bill to the president to avoid a disruption across the country’s transportation system. For policymakers, the legislation signifies the culmination of years negotiating over provisions related to truck safety policy, railroad braking systems and infrastructure funding programs. “Since I became chairman, one of my top priorities has been to pass a long-term surface transportation reauthorization bill. For the last year and more, I have traveled across the country, talked to transportation and business leaders about the need for a reauthorization bill,” said House Transportation and Infrastructure Committee Chairman Bill Shuster (R-Pa.), the bill’s lead author. Senators James Inhofe (R-Okla.) and Barbara Boxer (D-Calif.) said in a statement: "We couldn't be more proud of the overwhelming vote today, because this legislation is essential for jobs, for our safety by rebuilding our roads and bridges, and for our economic standing in the world. We applaud our many colleagues who worked tirelessly alongside our committee through long hours and many negotiations to make this accomplishment happen. The FAST Act has enormous support throughout the country from businesses and workers alike, and we are so pleased that it is now going to the President to be signed into law." The Fixing America’s Surface Transportation (FAST) Act would require the Federal Motor Carrier Safety Administration to ensure its Compliance, Safety, Accountability (CSA) scoring program for trucking companies provides “the most reliable” analysis possible. To achieve that goal, it calls for a review of the program and, during that review period, CSA scores would be removed from public view. It also calls on FMCSA to determine the impact an increase in minimum insurance levels would have on safety, small- and minority-owned carrier and owner-operators and study the ability of the insurance industry to offer expanded coverage. Additionally, the legislation would require the U.S. Department of Transportation to establish a pilot program for current or former members of the military who are under 21 and with truck driving experience, to operate trucks across state lines. Participating drivers would be prohibited from transporting passengers or hazardous materials and “special configurations.” DOT must establish a working group to monitor the program and make recommendations. Tucked in the bill is a provision that would allow hair testing an alternative to urine tests for employment screening. The U.S. Department of Health and Human Services would have a year to establish federal standards for such a hair-testing provision that would need to be adopted by DOT. American Trucking Associations Chairman Pat Thomas, who is senior vice president of state government affairs for UPS Inc., applauded the chamber’s efforts: “While not perfect, this bill is a tremendous step forward for trucking in many respects.”

GM Heritage Center GM engineers are continuously reinventing the automobile, developing advanced technologies that lead to improved fuel economy, less emissions and a reduced dependence on petroleum. Whether you’re a student shopping for an economic subcompact or a farmer needing a powerful yet efficient pickup, you’ll find vehicle offerings as diverse as our customers. That’s why we don’t have bids on just one winning technology. You can choose from vehicles powered by gas, diesel, biofuels and electricity. Our goal is to put our customers in a vehicle that not only satisfies their needs, but provides a fun driving experience. We look at what customers want and marry technologies that help them get it. And we’ve been doing it for over 100 years. For example, GM’s electric vehicle production history dates back to 1912 when 682 electric trucks were produced with lead-acid and Edison nickel-iron batteries were offered. It wasn’t until the 1960’s when electric propulsion systems re-entered the product development world as a solution to growing concern about pollution and the environment. Additionally, state and federal government regulations caused automakers to revisit their alternate fuels strategies on an ongoing basis. It was an era where the industry saw an evolution of non-petroleum-based propulsion systems and battery technology. GM led the way with innovative solutions. The Electrovair was developed in 1964 as a conversion of the popular Chevrolet Corvair. The engine and transmission were removed and replaced with electric system components. It had a pioneering 90 HP AC induction motor and a 450-volt silver-zinc battery. It tested the feasibility of electric power for passenger cars and whether the batteries would provide enough power. The Electorvair II was announced in 1966. It was more powerful than the Electrovair I with 115-HP and 532 volts. Its silver-zinc batteries enabled a top speed 80 MPH and a range 40-80 miles. In another example of GM technical leadership, the company partnered with Boeing in the late 60’s and early 70’s to build electric vehicles for NASA’s Apollo program. Three of these vehicles are still on the moon! The 1977 Electrovette was the next conversion of a production vehicle, the Chevy Chevette, into an electric vehicle. This car incorporated new nickel-zinc battery technology. The Electrovette is noteworthy as it convinced GM to launch a program to design and develop a production vehicle from this conversion concept. The late 1970’s and 80’s were marked by GM’s focus on improved battery technology to increase electric vehicle performance and driving range. And then on January 3rd 1990 at the Los Angeles Auto show everything changed. GM’s introduction of the all-electric Impact received a phenomenal response. It was immediately recognized as having a very high potential for success and catapulted GM into the electric car spotlight. The Impact’s electronic propulsion system was revolutionary and GM quickly extended this technology to other GM concept cars for testing and development during the 1990’s. The Impact’s systems were tested in converted Geo Storms and Lumina APVs, the HX-3 hybrid-electric show car, Opel Astra wagons (Impuls I and II) and the Chevrolet S-Series pickup truck prototype. In 1997 the Impact became the EV1. The EV1 was the first mass-produced electric vehicle in modern times from a major automaker. It was designed from the ground up to be an electric vehicle, not a conversion of an existing vehicle. Over 1,000 units were produced and leased to customers in California and the southwest. EV1 lessees were officially participants in a "real-world engineering evaluation" and market study into the feasibility of producing and marketing a commuter electric vehicle. The test in select U.S. markets was undertaken by GM's Advanced Technology Vehicles group. After the market test, the EV1 program was discontinued. After the EV1, GM continued to pursue its strategy of developing and testing a diverse range of technologies and brought them forward in distinctive concept vehicles. These included the 2000 Precept, 2001 HydroGen1, 2002 AUTOnomy, 2002 Hy-wire, 2004 HydroGen3. Fuel cells continued to be part of GM's advanced vehicles strategy. The Sequel was an innovative fuel cell vehicle introduced in 2005 at the North American International Auto Show in Detroit. It was the first vehicle in the world to successfully integrate a hydrogen fuel cell propulsion system with a broad menu of advanced technologies such as steer-and brake-by-wire controls, wheel hub motors, lithium-ion batteries and a lightweight aluminum structure. It used clean, renewable hydrogen as a fuel and emitted only water vapor. Compared to other fuel cell vehicles of its day, Sequel had an unprecedented range of 300 miles between fill-ups and spirited acceleration, attaining 60 mph in just 10 seconds. A precursor to the Sequel was actually the 1966 Electrovan, a converted GMC van which utilized a "hydrogen oxygen fuel cell," and had a maximum range of 100 to 150 miles. GM built the Electrovan with the same solid state engineering and drive motor as the Electrovair II. Fuel cell technology was introduced in a number of prototype vehicles primarily in conjunction with municipal and corporate fleet customers. However, through the Project Driveway program GM provided 100 2007 Chevrolet Equinox fuel cell vehicles to real-world consumers. It was the world’s largest fuel cell vehicle fleet ever assembled. It was the first meaningful market test of fuel cell vehicles anywhere. A variety of drivers – in differing driving environments – operated these vehicles and refueled with hydrogen in three geographic areas: California, the New York metropolitan area and Washington D.C. On the heels of the fuel cell market test GM announced its next new electric concept, the 2007 Chevrolet Volt. The Volt brought in a new era of electrification of the automobile by creating a new class of vehicle known as the Extended-Range Electric Vehicle, or E-REV. The E-REV was significant because vehicle propulsion technology had not changed in more than 100 years. Vehicles operate in pretty much the same fashion as when Karl Benz introduced the horseless carriage in 1886. Today, while mechanical propulsion will be with us for many decades to come, GM sees a market for various forms of electric vehicles, including fuel cells and electric vehicles using gas and diesel engines to extend the range. With our new E-flex concept, we can produce electricity from gasoline, ethanol, bio-diesel or hydrogen. The Chevrolet Volt is just the first variant of the E-flex System. The heart of the Volt is the Voltec electric propulsion system, which combines battery-only electric driving with an efficient, gas-powered engine giving the Volt up to 379 total miles of driving before having to recharge the battery or fill up the small gas tank. The Volt can be fully charged by plugging it into a 110-volt outlet for approximately six hours a day. Moving quickly from concept to reality, the Volt became the only mass produced U.S.-built electric vehicle. Within the framework of GM's vehicle electrification strategy, and following the U.S. market introduction of the Chevrolet Volt plug-in hybrid vehicle in late 2010, the Chevrolet Spark EV was released in June 2013 as the first all-electric passenger car marketed by General Motors in the U.S. since the EV1 was discontinued in 1999. In 2014 Cadillac launched its version of the Extended-Range Electric Vehicle, the Cadillac ELR. With similar technology as the Volt, the ELR combined electrification with Cadillac luxury and style. The vehicle was born from the 2009 Converj concept vehicle. GM’s commitment to the Extended-Range Electric Vehicle approach continues with the launch of the 2016 Chevrolet Volt. The new Volt is 100 pounds lighter, offers 50 miles of EV range, offers greater efficiency and provides stronger acceleration. It delivers a driving range of more than 400 miles. Photo gallery - https://www.gmheritagecenter.com/featured/Alt-Fuel.html

ISIS is making some Afghans long for the Taliban The Washington Post / October 13, 2015 When the Islamic State fighters seized the Mahmand Valley, they poured pepper into the wounds of their enemies, said villagers. Then, they seared their hands in vats of boiling oil. A group of villagers was blindfolded, tortured and blown apart with explosives buried underneath them. “They pulled out my brother’s teeth before they forced him to sit on the bombs,” recalled Malik Namos, a tribal elder who escaped the valley along with thousands of other villagers. “They are more vicious than the Taliban, than any group we have seen.” At war for more than three decades, Afghans are familiar with violence perpetrated by a raft of armies and militias. But even by their jaded standards, the emergence here of ISIS — the extremist organization that arose in the Middle East — has ushered in a new age of brutality. The radical group adds a fresh dimension to the contest for Afghanistan’s future, a key reason why President Obama is considering a plan to keep around 5,000 U.S. troops in Afghanistan past next year. The Islamic State’s decrees threaten in some areas to reverse U.S.-funded gains in education and women’s rights. And they have made the Taliban, which has also committed atrocities, an appealing alternative in ungoverned regions. A rare portrait of the group’s rise and of life inside its domain emerged from traveling in Nangahar province — a central battleground of the Islamic State — and in interviews with local officials, tribal elders and more than two dozen villagers who fled areas under the militants’ control. They had found themselves trapped in a fierce new battle for power and territory between Islamic State fighters and the Taliban — with U.S. warplanes bombing both sides — that ended in victory that day for Afghanistan’s latest tormentors. Even as they mirror the cruelty of their Middle East counterparts, the militants in Afghanistan arose from a different set of circumstances and come to the struggle with a somewhat different outlook. Although in the Middle East the group seeks to create a global caliphate, some fighters here have local ambitions: re-creating the Taliban’s medieval social order, particularly taboos imposed on girls and women, which have waned in many areas since first imposed two decades ago. The majority of fighters are disaffected Afghan and Pakistani Taliban members, their desertions fueled partly by the revelation this summer that their one-eyed supreme leader, Mohammad Omar, had been dead for more than two years. Whether they have operational or financial ties to the Islamic State’s home base in Syria, are merely inspired by the group, or are using its name to generate attention remains unclear. Nor is it clear how they are obtaining the substantial funds and heavy weaponry that they wield. Unlike the conflict in Syria and Iraq, which straddles Sunni-Shiite fault lines, in Afghanistan both victims and attackers are typically Sunni Muslims, from the same ethnic Pashtun tribes. And the struggle in Nangahar is as much for control of the lucrative narcotics trade as it is for religious and regional influence, according to officials from the United Nations. “In our areas, the time of the Taliban is now over,” declared Ahmad Ali Hazrat, a lawmaker in Jalalabad, the provincial capital, a dusty city where Osama bin Laden first lived when he arrived in Afghanistan in 1996. “We are in a new drama.” Since the withdrawal of most U.S. and international troops in December, ISIS has steadily made inroads in Afghanistan. A report last month from the United Nations’ al-Qaeda/Taliban Monitoring Team found that the group — also known by its Arabic acronym Daesh — has a growing number of sympathizers and was recruiting followers in 25 of the nation’s 34 provinces. Even so, conversations with villagers, as well with Afghan officials and elders, suggest that the group’s extremist ideology does not have strong support among most Afghans. In Nangahar, on the Pakistani border, the militants have gained the largest foothold, with a significant presence in more than a quarter of the districts of the province. Since late July, tens of thousands of people have fled the region on foot. Many come to Sar Shahi, a hamlet roughly 20 miles east of Jalalabad, where they have squatted in unfinished houses or in the craggy yards of friendly residents. On a recent day, as a gentle breeze blew through the hulk of a half-constructed dwelling, the villagers clamored to tell an outsider of how their valley died. In the summer of 2014, about 100 fighters from the Pakistani Taliban arrived from across the border. They were fleeing an offensive by the Pakistani military to flush out insurgents and soon joined forces with a faction of the Afghan Taliban, ethnic Pashtuns like themselves. “We gave them sanctuary,” said Omar Jan, an elderly laborer. “We gave them houses to live. We gave them the land.” It was an opportune time for a militia to emerge. A new U.S.-backed power-sharing government was paralyzed by infighting. Overstretched Afghan security forces were preoccupied fighting a resurgent Taliban. The Taliban itself was in the midst of an internal factional struggle. Pakistan, too, was under pressure from the United States to tackle the Taliban insurgents it had long supported and permitted to build havens on its soil. That had the unexpected consequence of pushing more hard-line militants across the border into Afghanistan. In January, ISIS’s leaders in Syria announced the creation of their “Khorasan” branch, using an ancient term for an area that includes Afghanistan and Pakistan. By the spring, reports of Taliban defections and Islamic State recruitment surfaced. At first, the visitors and local Taliban members remained allies. “For almost one year they were friends,” recalled Zirak, another villager. “They were walking with each other.” By this summer, though, there were hints of a transformation. At mosques, villagers noticed that the Pakistanis and some Afghan allies had adopted the austere Wahhabi branch of Sunni Islam, though the vast majority of Sunni Afghans practice the moderate Hanafi strain. “They were telling everyone they were better Muslims than us,” said Nazar, a 38-year-old laborer who, like many Afghans, uses only one name. In July, clashes erupted after the Afghan Taliban raided the homes of the Pakistanis and found a large cache of weapons. On that day, the visitors, who now included dozens of defectors from the Afghan Taliban, put aside their white Taliban flags and raised the black flag of the Islamic State. “That’s when we understood they had become Daesh,” said Rostam Sayeed, 20, a laborer. The Taliban and ISIS fighters fought fiercely for control of the valley. As many as 25 civilians, including children, were killed. “The bullets were coming and going from both sides,” said Zirak. “All we could do was lie on the floor and pray.” During periods of calm, ISIS fighters used loudspeakers to urge Taliban members and villagers to defect. “ ‘Mullah Omar is dead,’ they said. ‘You should join us,’ ” Jan recalled. Many did, attracted by ISIS’s organization, weaponry and ability to pay handsome salaries, as much as $500 a month. One morning, a U.S. drone strike targeted both sides, killing several ISIS fighters and dispersing them into the mountains, residents said. But militants returned with reinforcements and heavier weaponry, including large machine guns and missile launchers. They pushed the Taliban out of the valley. Black-clad fighters, many with long hair and beards, went door to door. They ordered villagers to leave their houses and farms within hours. They seized livestock and crops. They shut down scores of schools and Islamic madrassas and destroyed electricity lines and cellphone towers. The fighters included some foreigners from Chechnya and Uzbekistan, villagers said. They did not see any Arabs, but U.N. investigators said in their report that some 70 Islamic State fighters from Iraq and Syria are now fighting in Afghanistan. Houses of suspected Taliban loyalists were burned. In some villages, the militants lured tribal elders and residents to the mosque, where they were taken hostage. In total, more than 120 men were abducted and taken into the mountains. In August, 10 hostages were accused of being Taliban supporters, as cameras rolled. They were told to kneel down on mounds of freshly dug earth. Underneath the dirt were explosives. Their execution was later publicized in a slickly produced video. “Even the Jews and the Christians would not kill Muslims in that way,” said Malik Namos, who recognized his brother, Mohammad Yunus, in the video. In Dih Bala, a district west of the valley, the fighters allowed villagers to remain as long as they followed their decrees. To trigger fear and obedience, the fighters grabbed five men and accused them of providing coordinates for the U.S. airstrikes against their comrades. They beheaded the men in a central market, said residents, and placed their heads and torsos on a road. Then they ordered people to drive over the body parts. In the mosques, ISIS fighters have enshrined Wahhabism as the main brand of Sunni Islam and have forced madrassas to teach its beliefs. On one day, in the village of Loi Papin, an ISIS commander took to the mosque’s loudspeaker: “If you have four sons, two should join us. If you have two sons, one should join us.” Within hours, families were sending their boys. “They are living under their control, so they have to join them,” said Jameel Kaminyar, 23, a farmer who lived under the militants’ rule for two weeks before fleeing. “They are the government now.” In Dih Bala and Kot, another district, families with unmarried daughters have been ordered to raise white flags over their houses, one for each girl in the family. Families with widows had to raise red flags. The females, the militants informed villagers, would provide wives for newly recruited fighters. “If we don’t accept these commands, the Daesh will behead us,” said Hayatullah, 23, a police officer who fled Kot recently with his family. In other areas, ISIS fighters told residents they had the authority to marry any widows of Taliban fighters, viewing them as spoils of war. Yet there have not been reports of mass rapes like those committed against non-Muslim ethnic Yazidis in Syria and Iraq. Most women in Nangahar are Pashtun, like their new masters, and are protected by ancient codes of honor. Still, villagers say the decree to raise flags is an omen. In Afghan tribal society, a woman who is sexually assaulted is often forced to marry her attacker. “Of course they will take these women to rape them,” said Hazrat, the lawmaker. In recent years, the Taliban’s oppressive social codes have not been enforced in many areas, as the Taliban tried to win popular support. In some parts of the country, girls are allowed to attend school. Hard-line attitudes against music have softened. Public executions have been reduced. Now, ISIS fighters, led by former hard-line Taliban members, are restoring the puritanical way of life in some areas. They have ordered men to grow long beards. Women cannot leave their houses without wearing the traditional head-to-toe blue burqa and must be accompanied by a male relative. Smoking is banned, and shops that sell cigarettes have been shut down. They have also created a unit that tells people how to live their lives morally — like the Taliban’s Ministry for the Promotion of Virtue and the Prevention of Vice. “Since Allah has conferred control of these areas to ISIS,” according to a flier distributed to villagers, all people must attend Friday prayers. The flier also echoed the Taliban’s long-standing ban on narcotics. In practice, though, ISIS fighters, like the Taliban, have done nothing to stop opium trafficking. The U.N. investigators said that the Taliban and ISIS are clashing over lucrative drug and smuggling routes, vital to their abilities to acquire more weapons and recruits. But the harsh decrees and punitive actions of ISIS have led to a rethinking of the Taliban. “There’s a huge difference in the way the Taliban was treating the people and the way Daesh is now,” said Hayatullah. “I prefer the Taliban any day.”