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Transport Topics / March 10, 2015 The Teamsters union and two highway safety advocate groups have filed suit against the U.S. Department of Transportation over DOT’s recent decision to open the border to Mexican trucks. The suit was filed March 10 in the U.S. Court of Appeals for the Ninth Circuit, which covers California and several other Western states. The safety groups are the Advocates for Highway and Auto Safety and the Truck Safety Coalition, the notice of the suit said. The suit, according to the Teamsters, contends the border opening was not warranted because DOT’s justification for opening it did not meet the specifications Congress set down when it agreed to a pilot program for Mexican truckers. The pilot ended in October, and DOT sent the required report on the program to Congress. But the report “violated” the federal Administrative Procedures Act because its conclusion that it was safe to open the border was “arbitrary and capricious in light of the admitted lack of significant data” from the pilot program, the Teamsters said. Only 13 Mexican carriers were in the pilot, a number that another report, this one from the U.S. Inspector General, said was insufficient to draw conclusions about whether Mexican trucks were safe enough for U.S. highways. “It is disappointing that the DOT has chosen to ignore the findings of the Inspector General and is moving forward with opening the border to Mexican trucks,” Teamsters President Jim Hoffa said in the union statement. “The Teamsters union will continue to fight for highway safety; the safety of our roads cannot be compromised based on this failed program,” he said. Duane DeBruyne, spokesman for the Federal Motor Carrier Safety Administration, said: "As a matter of department policy, we do not comment on litigation." FMCSA oversaw the Mexican truck pilot program and is named as a defendant in the suit. Transportation Secretary Anthony Foxx has said DOT had sufficient data from the pilot and from another DOT program to conclude the border could be safely opened. Under the second program, about 700 Mexican-owned trucking companies have headquartered in the United States and run under U.S. rules governing trucking operations. The dispute over Mexican carriers running in the United States dates back two decades to the North American Free Trade Agreement, under which the U.S. agreed to open the border to Mexican carriers. The opening, however, has been opposed by those suing and by some members of Congress, which lead the Obama administration to set up the now-ended pilot program. Although U.S. officials said the border opening this year finally brings the country in compliance with Nafta, Mexican trucking leaders recently told Transport Topics that they are still not being treated fairly. Representatives of CANACAR, the Mexican trucking industry trade organization, told Transport Topics that the trade group plans to file a complaint against the United States under Nafta because Mexican carriers are subjected to more mandatory safety inspections than are U.S. or Canadian carriers. The Teamsters said Hoffa has sent a letter to U.S. Trade Representative Michael Froman that calls on the administration “to protect highway safety and reopen negotiations over Mexican cross-border trucking as part of the ongoing Trans Pacific Partnership talks.”

Press Release / March 9, 2015 The town of Longyearbyen in Norway’s remote Svalbard archipelago lies less than 1,500 kilometres from the North Pole. It’s home to the world’s most northerly fire brigade, which, with its small but well-equipped fleet of Scania fire trucks, keeps this isolated settlement safe, year round. Longyearbyen is the administrative centre of Svalbard and its only large settlement. The town’s population is about 2,200 people, which is fewer than the number of polar bears in the archipelago. Svalbard’s Governor has assigned the town’s fire and rescue service, Longyearbyen Brannvern, the task of defending the life, health, property and environment of inhabitants. The emergency response team comprises 24 people, made up of three full-time and 21 part-time staff members, all of whom can be called into the centrally located station in less than five minutes. Better equipped Jann-Egil Gjerde is Deputy Brigade Chief. “We’re quite a vulnerable community due to our remote and isolated location,” he says. “Basically, we’re on our own if anything happens. That’s why our fire brigade has to be better equipped than those of other comparable communities.” The closest large settlement that can provide help if required is Tromsö on the Norwegian mainland, two hours south by plane. Like the rest of Svalbard, Longyearbyen has a polar desert climate. The city is covered in snow and icefor most of the year, with the exception of four months during summer when temperatures rise to just above zero. Permafrost means that no trees or bushes can grow here. It’s a legal requirement to carry firearms outside of the town boundaries as defence against polar bears. Fire hazard The air in Longyearbyen is very dry, which over time makes all inflammable materials highly combustible. The town’s houses are all made of wood and closely grouped together. Strong winds often come in from the east or west, increasing the risk that a fire will spread quickly. That’s why most buildings in Longyearbyen have smoke and fire detectors connected directly to the fire station – something that carries both advantages and disadvantages. “The majority of call-outs are to people who might have had a drink or two too many and have fallen asleep with a casserole on the stove or something burning in the oven,” says Gjerde. “This can, of course, be frustrating.” However, on Friday 7 December, 2012, the roof of the local power plant caught fire, forcing Longyearbyen’s fire brigade to undertake one of its most time-consuming and risky rescue missions ever. The power plant is the heart of this vulnerable society, and having this and the nearby back-up unit both out of action during winter would create a nightmare scenario. This would require the emergency evacuation of the entire population to the Norwegian mainland. “That would be the absolute worst kind of situation that we would have to deal with,” says Gjerde. Support from Scania Having to fight the fire on the power plant’s roof, some 30 metres above ground, led to the fast tracking of plans to purchase a new, larger crane truck. The very next year, Scania delivered a third fire truck, with a 32-metre Bronto lift (http://www.bronto.fi/sivu.aspx?taso=0&id=10). Another horror scenario for Longyearbyen’s fire brigade is a potential fire onboard the Queen Elizabeth II or one of the other giant cruise liners that occasionally visit Svalbard during the summer. “If you count both passengers and crew, there can be as many as 4,000 people onboard,” Gjerde says.“We have two helicopters, but they wouldn’t be able to do much in that type of situation.” Longyearbyen is a compact community and its road network extends only a few kilometres on each side of the village before ending in snow and ice. When the fire alarm sounds, the part-time firefighters can all be at the station within two to three minutes and can start extinguishing the blaze in under 10 minutes. Reliable and easy to drive “We live so close to each other that our fire engines don’t need to go fast or far,” Gjerde says. “The reason that we’ve chosen to work exclusively with Scania is that we need vehicles that are reliable and simple to work with. All 27 members of our fire brigade must be able to drive them.” Another factor is that the turn-over of part-time firefighters is relatively high in Longyearbyen. Every year some 20 to 25 percent of the staff leaves. However, the fire brigade has a good reputation and the part-time jobs are highly sought after. “We’re constantly familiarising people with the equipment and training is conducted throughout the year,” Gjerde says. “Everyone who starts here has to learn how to drive our fire trucks.” The Scania vehicles used by the world’s northernmost fire brigade include a 32-metre crane truck, a crew carrier, and a tanker. Scania has no distributor or service facility in Svalbard. When the vehicles in Longyearbyen need service or maintenance, Scania service technicians are flown in from Tromsö in Norway. Five facts about Svalbard The polar night runs from 26 October to 14 February each year. From 14 November until 29 January, there’s no discernible difference between night and day.The midnight sun shines from 19 April until 26 August each year.All of Svalbard is a polar desertthanks to the extremely low humidity.The village of Longyearbyen is home to more than 40 nationalities.The Austfonna ice cap – the world’s third largest after those in Antarctica and Greenland – is located in Svalbard.Photographs: http://newsroom.scania.com/en-group/2015/03/09/the-scania-at-the-top-of-the-world/

Heavy Duty Trucking / March 9, 2015 The Peterbilt Model 567 is available with an all-wheel drive option designed for heavy- and severe-duty applications, the company recently announced. It can be ordered now and will go into production in April 2015. The all-wheel drive option is available on Model 567s in a set-back front axle configuration. It includes the Marmon-Herrington MT22H front drive axle and the Dana Spicer DS4636 drive axle. The MT22H is rated at 22,000 pounds and the DS4636 is rated at 46,000 pounds. All-wheel drive can be ordered with several auxiliary components, including transfer cases or with a drive axle in place of the transfer case, based on preference. “The Model 567 was engineered to be a rugged, durable, workhorse,” said Robert Woodall, Peterbilt assistant general manager of sales and marketing. “The new, all-wheel drive Model 567 will help customers go off-road in tough conditions with ample traction, power and maneuverability they can rely on.”

Fleet Owner / March 9, 2015 The next-generation of air heaters from Webasto Thermo & Comfort North America were introduced at the NTEA Work Truck Show here. The Air Top Evo 40 and 55 offer greater comfort, safety and heating capacity for various applications on medium duty and commercial vehicles, the company said. The systems incorporate an automatic cold-start system, providing up to 10% more heating power to cabins and cargo spaces than previous models. They are also quieter and have lower power consumption due to state-of-the-art modern controls and a new fuel pump design. With low power consumption and higher efficiency these new heaters are ideal for continuous heating, Webasto noted. Multiple heaters can be combined in a modular fashion to allow for heating larger areas as needed. There is also an automatic altitude adjustment that leads to optimal operation up to elevations of 7,218 ft. above sea level. The Air Top Evo 40 has a maximum heat output of 13,650 BTU/h while the Air Top Evo 55 has a maximum heat output of 18,800 BTU/h. Both heaters are available in diesel (12/24 volt) or gasoline (12 volt) models.

Your question revived some old memories. Mack Trucks for many years purchased its well-made wiring harnesses from the good folks at Dill Products in dynamic Norristown, Pennsylvania. Dill Products evolved into Fargo Assembly of PA, still operating in Norristown to the present day. But they don't sell to individuals. The B-model main cab wiring harness (part number 41MR439) used to be around $300.

http://www.wattstruckcenter.com/store/index.php?route=product/product&path=59_71&product_id=374

The new (latest) Volvo global cab platform is shared between the FM, FMX and FH. The current U.S. market Volvo VN conventional cab is based on the now discontinued global market Volvo NH conventional, which shared commonality with the previous global market Volvo FH/FM cab architecture.

Australasian Transport News / March 6, 2015 Toll says high productivity vehicles (HPVs) and performance-based standards vehicles could provide at least one answer to Australia’s national road toll. In its submission to the ongoing Senate Inquiry into Aspects of Road Safety, Toll highlights the role that innovative technologies and vehicle designs can have in the fight to reduce road trauma. In particular, it says HPVs have "demonstrably better" safety outcomes when compared to conventional heavy vehicles. "But [HPVs] are under-utilised because of conservative permitting and access regimes," the company laments. "HPVs differ from other heavy vehicles in that they are designed around performance outcomes rather than built to prescriptive rules. "This allows designers to innovate and maximise freight productivity while conforming to safety and stability outcomes." Currently, HPV designs need to be approved on a case-by-case basis. The National Heavy Vehicle Regulator will also limit the vehicle’s use to a specified network of roads. Toll has at least four business units operating HPVs, including Toll Energy. The AB-triple pictured works a regular run between its site southwest of Alice Springs and Port Augusta in South Australia. Toll says there is a further need for a broader education campaign, to improve the on-road relationships between car and truck drivers. "Toll Group understands that the size of HPVs can discomfort other road users and supports ‘share the road’ campaigns designed to foster co-operation and mutual understanding between light and heavy vehicle drivers," it says. That cooperation, together with safer vehicles, drivers, and roads, will provide the best environment for a significantly lower road toll. .

The current cab is based on the Mack Trucks-designed CH cab. The original Maxi-Glas door shells (which I prefer, and shared with the MH Ultra-Liner) were replaced with cheaper steel doors. The CH cab entered the scene in 1988, supplied by Sheller-Globe. Connecting the dots to the current supplier CVG (Commercial Vehicle Group), Sheller-Globe purchased UK-based Motor Panels and then put the Norwalk cab plant under its new Motor Panels division. Then, that division was sold in 1989 to UK-based CH Industrials, which was sold in 1991 to UK-based Mayflower Vehicle Systems, which was sold in 2005 to CVG. Thus over the last ten years, CVG has been stamping and assembling Mack cabs under contract in a run-down plant in Kings Mountain, North Carolina originally created to supply the Winnsboro, South Carolina plant about 70 miles away. Volvo Group owns the worn-out last generation technology cab tooling that CVG uses, and refuses to invest in any refurbishment because the narrowed North American version of the new Volvo global cab platform is in the pipeline. Every day, these almost 30 year old design cabs are inefficiently shipped almost 600 miles by truck all the way from Kings Mountain, North Carolina to Macungie, Pennsylvania. (the same inefficiency as having Volvo HQ in Greensboro while the Mack brand plant is 470 miles away in Macungie) * CVG, which has made a career of buying on-the-ropes truck component companies, also is the current caretaker of the Bostrom and National seating brands (http://www.cvgrp.com). Rather than buy a cheap Bostrom or National though, I'd rather you look at higher quality Sears or Grammer seating ( / http://www.grammer.com/en/products-markets/seating-systems/trucks.html) --------------------------------------------------------------------------------------- With the beginning of the R-model, Mack began contracting out the assembly of R cabs to Sheller-Globe. They were produced in Norwalk, Ohio and shipped in on specially contructed rail cars to Allentown. It was an arrangement that worked very well. Mack Trucks produced the F-model, CF, Cruise-Liner and Ultra-Liner cab-over engine (COE) cabs in-house. The Mack MB cab was an odd exception, produced in Ohio by Orrville Metal Specialty Company (which also produced cabs for a great many other truckmakers including Diamond-T, Autocar, International, Dodge, GMC, Ford and Euclid).

Transport Topics / March 4, 2015 The economy continued to expand across most of the country from early January to mid-February, but regions reported difficulty in filling openings for truck drivers, the Federal Reserve said. The Cleveland, Richmond, and Kansas City districts said they were seeing increased wage pressure due to difficulty in attracting and retaining truckers, the Fed said in its Beige Book report released March 4. In Atlanta, trucking companies cited steady freight volume and year-over-year increases in tonnage. Ports in the district said bulk cargo, container traffic and automobile shipments increased significantly from a year ago, most likely due to West Coast port congestion. Trucking firms in Dallas reported declining cargo volumes because of shipping disruptions at West Coast ports, while rail and small-parcel shipments increased in January. The Cleveland district said little change was seen in freight volume since the last Beige Book, with many carriers operating at a high level. Carriers in the Cleveland area said they expect the economy to continue to expand, but capacity constraints may limit growth. A transportation services analyst for the Philadelphia region said traffic volume was approaching levels last reached during the prior expansion, creating increased highway congestion. The record volume in the Philadelphia region has occurred even as trucking capacity was freeing up due to recent investments in new trucks, drivers and a temporary lull from regulatory constraints, the Fed said in its report. The Fed releases its Beige Book report eight times a year. The report, which covered Jan. 5-Feb. 23, was prepared by the Federal Reserve Bank of St. Louis.

Newsmaker / March 3, 2015 Sam Kekovich, one of the footy – and advertising - industry’s most popular personalities, is back to spearhead a bold new campaign from PACCAR Parts. PACCAR Parts’ rebrand campaign comes complete with a contemporary new logo and no-nonsense design: PLUS, a loud and proud voice thanks to AFL footy icon, Kekovich. The campaign features big Sam playing an industry legend named ‘Sam Truckovich’, Australia’s straightest-talking fleet boss. Truckovich is a hard-working, no-BS champion of the trucking population. Sam’s alter-ego Truckovich eats, sleeps and works big trucks and loves nothing more than looking at trucks, talking about them, and sticking it to anyone who makes it hard for truckies to go about their business. PACCAR Parts Sales and Marketing Services Manager, Marian Dekker said: “We’re emphasising that PACCAR Parts is all about quality, expertise and excellent parts availability. Sam Kekovich communicates all of that very strongly – and in a direct and entertaining way.” PACCAR Parts new campaign features a series of radio ads and an online viral video, plus print and website ads. The new campaign underscores what haulage and trucking companies, operators and mechanics most want to hear, namely that; ‘PACCAR Parts. Get It Right’. The campaign, launched on March 1, includes a new catalogue, point-of-sale materials and a revamped website - paccarparts.com.au. Additionally, PACCAR Parts’ legendary loyalty program, which gave away almost $1Million in savings to customers in 2014, is now called PACCAR Parts Privileges and will continue to run, offering more brilliant discounts and prizes for ordering PACCAR Parts. In signing-up Kekovich/Truckovich, Paccar Parts’ new brand campaign is ideally positioned to ‘Get It Right’ in terms of appealing to owner-drivers, fleet bosses and mechanics.

It's noteworthy to point out that, relating to the switch from Massive EGR (MEGR) to SCR, Navistar International has dropped the MaxxForce name from all but the 6.4-liter V-8 and the enduring DT. Thus, the MaxxForce 9, 10 and 13 are now referred to as the N9, N10 and N13. http://www.internationaltrucks.com/vgn-ext-templating/itrucks/assets/pdf/TAD11011_MaxxForce7_Spec_Card.pdf http://www.internationaltrucks.com/vgn-ext-templating/itrucks/assets/pdf/MaxxForce_Spec_Card_DT.pdf http://www.internationaltrucks.com/vgn-ext-templating/itrucks/assets/pdf/N9_and_N10_Engine_SpecCard.pdf http://www.internationaltrucks.com/vgn-ext-templating/itrucks/assets/pdf/N13_SpecCard.pdf

X Trucking Locally assembled by Intertruck Distributors (NZ)*, the International 9800i Eagle is already well appointed but Hayden Lilley and his Dad - John have taken their example to the next level. The big International was put on the road in October 2013 and it joins an impressive Kenworth K108 quad tractor unit** to make up their company - Lakeland Haulage Ltd. Upon first look, the truck appears like a regular curtain sider but the unit is actually setup as both a tipper and a curtain sider. The 9800i does a run from Paraparaumu up to Marton where it is filled with barley. It then travels to Auckland and then brings general freight back down to Paraparaumu. The International is powered by a Cummins 615 hp EGR with the Eaton UltraShift Plus 2-pedal AMT featuring an electronic clutch actuator. The truck can take 34 pallets and is currently setup for 45 ton. The truck features pointed hub caps, stainless headlight wraps and covers (fabricated by Malcolm Cab Solutions of Rotorua), painted tanks and the cool looking bullet clear LED roof lights and light bar were supplied by Chris Stanley. Due to an accident, the truck was off the road for three months while a new cab was fitted by Intertruck Distributors (NZ). Instead of the normal grey colour upholstery, a custom black diamond interior was installed. Under instruction from Hayden, Intertruck fabricated a deeper drop visor and with the 8” mitre cut exhausts give the truck the edge. Artwork was applied by Darryn Caulfield of Caulfield Signs and Graphics. When the rig first went on the road it had an Eagle mural on the side of the cab, it now features a snow tiger with some cool air brushed flames on the front. Big thanks to Hayden for his time. Great to add such a cool looking International Eagle to our Featured trucks. * Intertruck started out as a dealer in 1995 before becoming the sole New Zealand distributor for Navistar in 1997. In 2004, Intertruck began to assemble Navistar trucks locally to better adapt the vehicles to New Zealand requirements. (http://www.fleetriteparts.co.nz/truck-sales-xidc67214.html / http://www.fleetriteparts.co.nz/assembly-plant-xidc67248.html) ** http://xtrucking.co.nz/content/lakeland-haulage-9800i-eagle .

Heavy Duty Trucking / March 4, 2015 Production has started on Isuzu Commercial Truck of America's line of 2015 and 2016 N-Series diesel-powered models, the company announced at the NTEA Work Truck Show in Indianapolis. The I4HK1-TC 5.2-liter turbocharged diesel engine powering the trucks has been enhanced to provide better fuel economy and will be compliant with the latest EPA emission standards a full year before they go into effect, said Isuzu. The new engine is available on the 2015 NPR ECO-MAX, 2016 NPR-HD, NPR-XD, NQR and NRR low-cab-forward trucks. Isuze noted that vehicle weight has been reduced on the 16,000-pound GVWR NPR-XD truck to increase payload capacity across all wheelbases in both standard and crew cab configurations. In addition to cleaner engines, these new models and the 2015 NPR ECO-MAX offer upgraded interiors and updated exterior styling. They can be optionally equiiped with a driver’s suspension seat and a keyless entry system. The new models also feature the following updates: Improved onboard diagnostics with a new particulate-matter sensorA high-output, 140-amp alternatorA new front grille available in white or chromeRedesigned steering wheelNew fabric seatsOptional lockable DEF fill cap to prevent tampering, contamination and theft of DEF fluid “These improvements to our range of diesel-powered trucks demonstrate clearly that we are not resting on our laurels,” said Shaun Skinner, executive vice president and general manager of Isuzu Commercial. “We intend to be the leading low-cab-forward truck for the next 30 years.”

Fleet Owner / March 4, 2015 Navistar International announced some new features on its Diamond Logic electrical system and provided a quick overview of its Uptime program during a press briefing Wednesday at the NTEA’s Work Truck Show. Diamond Logic is getting a new body control module that offers six times the processing speed, 16 new inputs, three new data links and meets 500K baud regulatory standards, said David Hillman, general manager-vocational truck line for Navistar. “It’s faster and it has more power,” he said. “What that means for the body companies is it gives them more flexibility to interface their products with ours.” Because of the new module, Hillman said several new features will now be available on the company’s vocational truck product line. Those include intelligent start, which provides single ignition activation. The starter motor is disabled the moment the engine starts, which prevents over cranking and overheating to extend starter life. Also available is programmable real time starting, which allows a single person to program when vehicles should start. “Timed start allows a fleet manager to set the time to start all the trucks so when the drivers come in they are all ready to go, saving human work time,” Hillman pointed out. Auto start-stop will also be included. This reduces idle time and saves on fuel. But, customers recharging batteries or needing cab heat will still be able to have access without continuously running the engine. All International medium-duty and vocational trucks are equipped with the Diamond Logic electrical system. Hillman also mentioned that the company’s OnCommand Connection is now available via mobile app. Also, the WorkStar is now available with the Cummins ISB 6.7L engine or Navistar’s own N9 and N10 engines, giving customers choices. “Our customers demand that we provide more than a cookie-cutter approach to our products,” said Hillman. “[The inclusion of the ISB] allows us to get to the lighter end of the horsepower range.” The N10 engines will also be available in two new higher power ratings this summer. Those are 385 hp. with a manual transmission and 370 hp. when mated to an Allison transmission.

Heavy Duty Trucking / March 4, 2015 Freightliner is showcasing several new options for its 122SD truck model at the NTEA Work Truck Show in Indianapolis. The options are aimed at severe-terrain and off-road applications. The new options include oil pan skid plates, 12-inch frame rails, threaded front suspension spring pins and bushing, and heavy-duty bolted cross-members. Front bumper mud flaps and fog lights with rock guards are also available as factory-installed options. The 122SD can be configured for a variety of severe-duty applications, including oil and gas field services, concrete mixing, specialty, heavy-haul, crane, dump and towing/recovery. The truck boasts a GVWR of up to 92,000 pounds and a GCWR of up to 160,000 pounds. It is available with engines rated up to 600 horsepower and 2050 ft.-lbs. of torque and can be mated to various manual or automated manual transmissions. “Our new options for the 122SD are the latest in a wide breadth of products that help our vocational customers succeed,” said Mary Aufdemberg, director of product marketing for Freightliner. “We continue to listen to our customers to add valuable options across our entire Sever Duty line up.” .

Fleet Owner / March 4, 2015 Utilimaster has a history of introducing new vehicle bodies here at the Work Truck Show, most recently unveiling is Reach van four years ago. Today, Utilimaster added another option for work trucks with the Velocity walk-in van. “This vehicle is a culmination of input from customers, innovation and a product of speed and excellence,” said John Forbes, president. “In our business, we’re very focused on our customers, responding to their needs… and the Velocity is in response to that.” The Velocity will offer the lowest total cost of ownership in the segment at nearly half of a traditional walk-in van, the company said. A price point that is 15% lower than a traditional van and fuel economy improvement of nearly 60% (it gets 16 mpg) are just two of the more important, noticeable savings. “With its low entry and egress, it will save most fleets 30 to 40 minutes a day in labor costs,” Forbes added. The Velocity is built on a Ford Transit cutaway chassis and offers full stand-up height in the cargo area. Three cargo capacities are available: 574 cu. ft.; 679 cu. ft.; and 784 cu. ft. The design offers the option of rear swing doors, roll-up doors as well as curbside sliding door and optimized ergonomics. It also features a flat floor throughout, rear grip strut step bumper, and three points-of-contact hand rail. Available fuels will include gas, CNG, propane autogas and diesel. The standard engine will be the Ford 3.7L V6 gas powerplant with 274 hp. and 260 lbs.-ft. of torque. The engine can be run on E85 fuel and is available with a gaseous prep option for CNG or propane operation. An optional Ford 3.2L I-5 diesel engine with 185 hp. and 350 lbs.-ft. of torque is available. Wheelbase options include 156 in. or 178 in. and payload capacities are 3,725 lb. in the 12-ft. van, 3,600 in the 14 ft. model, and 3,200 lbs. in the 16 ft. variation. There is an optional jump seat. Full production is schedule for the third quarter. For more information: http://www.utilimaster.com/Newsroom.aspx?id=1137

Ford: “Big trucks are big fun” Fleet Owner / March 3, 2015 Ford Motor Co. reached back to the days of yesteryear during its press conference Tuesday night to kick off the NTEA’s Work Truck Show here. Back to a time when kids played in the sandbox dreaming of one day owning their own construction vehicles. A time when the only concern was whether mom thought the ground was too wet to play outside. Quite simply, it was a time of playing with Tonka trucks. To celebrate its new F-650 and F-750 models, which are entering production launch said John Davis, chief programming engineer-commercial vehicles, Ford, in partnership with Funrise Toys (which owns the licensing rights to the Tonka name), has created a special-edition F-750 Tonka dump truck. The one-of-a-kind version will tour the country at truck shows and toy shows to promote the F-750. “Remember, big trucks are big fun,” said John Ruppert, general manager-commercial vehicle sales & marketing. The truck is painted in the signature Tonka yellow with a custom blackout nostril grille and fully functional dump body from Truck Tech Engineers. Aside from the “wow” factor of the Tonka design, Ruppert and Davis took time during the event to detail Ford’s market leadership (43.2% 2014 market share in Classes 1-7, “more than the next four competitors combined,” said Ruppert), hit on a few highlights of its all-aluminum 2015 F-150 and the Transit van. The company also announced its next-generation telematics solution, Ford Telematics powered by Telogis, which will replace its current Crew Chief solution. The new solution, which will provide Ford-specific data in addition to mobile connectivity, data reporting, workflow and information gateways, in-cab alerts, driver scorecards and fuel management, will be available globally, Ruppert said. As to the Class 6 F-650 and Class 7 F-750 2016 models that will be available for purchase, Ford said it will offer 8 configurations, including a tractor model. The vehicles will be available in regular cab, SuperCab and crew cab versions and in straight frame and dock-height. “We’re leveraging our space in engineering and manufacturing and that is allowing us to take the (F-Series) to new places,” said Davis. The vehicles, which Ruppert said will be ideal for beverage, parcel delivery, towing and dump applications, will be “upfitter-friendly” and feature a 6.7L V8 PowerStroke diesel engine. The engine will offer three power ratings: 270 hp. and 675 lbs.-ft. of torque; 300 hp. and 700 lbs.-ft.; and 330 hp. and 725 lbs.-ft. The PowerStroke engine includes a 5-year/250,000-mi. warranty. Also available is a 6.8L V-10 gasoline engine producing 320 hp. and 460 lbs.-ft. of torque. The engines are mated to a 6-speed TorqShift HD automatic transmission with available power take-off provision. It is rated for 50,000 GCWR. According to Davis, the vehicles feature less noise, producing 45% less interior noise at idle, 35% less exterior noise at idle, and is 25% quieter inside the cab at 60 mph. The trucks will be available this summer and built at the company’s Ohio Assembly Plant. Wrapping up other Ford news, Ruppert noted that the Transit full-sized van has sold 23,000 units in the past three months and that December was the best-selling month for Ford vans since June 1999. That quick start to the Transit is also happening with the F-150. “Like the Transit, it’s off to a great start, selling four times faster than the segment,” said Ruppert. The F-150 is built at the Dearborn Truck Plant, which is producing them at capacity, he added. The truck will be built in Kansas City as well, starting this summer.

Fleet Owner / March 4, 2015 Hino Trucks has introduced a new Class 4 155 model in its lineup. The announcement was made during the NTEA Work Truck Show in Indianapolis. The 155 model has a GVWR of 14,500 lbs. and is powered by Hino’s J05E-TP engine rated at 210 hp. The cabover also comes standard with a 5-year/175,000 mi. powertrain warranty, Hino’s 24 hour, 7 day a week roadside assistance program HinoWatch, and HinoCare - Hino’s two year or 60,000 mi. preventative care program. A double cab version will also be available as the 155-DC. “We are very excited to announce the addition of the 155 and 155-DC to our model line-up. We will now be able to better serve the needs of our customers with a wider range of product offerings,” said Glenn Ellis, vice president-marketing, dealer operations and product planning for Hino Trucks. The truck will be available at dealers in May. (Hino discontinued sales of its previous US market Class 4 model 145 in 2010) For further information: http://www.hino.com/trucks/story_1273.php

Transport Topics / March 4, 2015 Ford Motor Co. introduced a redesigned lineup of medium-duty trucks here that includes dedicated tractor models in two weight classes, and an updated telematics suite. The 2016 Ford F-650 Class 6 model and Class 7 F-750 will be offered in three cab styles — regular, extended and crew. In addition to the tractor models, Ford will offer straight-frame and dock-height variants. The trucks will go on sale this summer. Ford unveiled the models at a March 3 press conference at the NTEA Work Truck Show, which was held March 3-6 at the Indiana Convention Center. Ford will offer a choice of two engines; its in-house developed 6.7-liter turbocharged V-8 diesel or a 6.8-liter gasoline V-8. Both will be matched to a 6-speed automatic transmission. The diesel will be offered in three power ratings: 275 horsepower with 675 pound-feet of torque; 300 hp with 700 pound-feet of torque; and 330 hp with 725 pound-feet of torque. The gas engine has 320 hp and 460 pound-feet of torque, and can be factory prepped to operate on propane or compressed natural gas, Ford said. The trucks’ interior is 45% quieter at idle and 25% quieter at 60 mph than the outgoing models because of its new in-house diesel engine, said John Ruppert, general manager of commercial vehicle sales and marketing. “For a lot of people, this is an office on wheels. This makes it quieter,” he said. Outside the vehicle, the 6.7-liter diesel is 35% quieter at idle than the previous model, an improvement for trucks that must be operated at idle in neighborhoods or near businesses, Ruppert said. Ford also is launching a new telematics system called Ford Telematics. With architecture from technology provider Telogis, the system will replace the existing Crew Chief program and will do “what [Crew Chief] is doing today and more,” Ruppert said. Among the program’s features is mobile connectivity that permits drivers to coordinate with management on hours-of-service reporting and vehicle inspections, Ford said. The system also features data reporting on idle time and emissions-system performance, as well in-cab driver alerts for hard acceleration or braking, and excessive speed. The system also can be customized for driver-behavior reporting and the Telogis Coach driver-feedback mobile application, which is compatible with Android or Apple iOS platforms, Ford said. The system will be offered globally, Ruppert adde

Transport Topics / March 4, 2015 Volvo Group sold 1.27 million shares in Indian auto and truck manufacturer Eicher Motors Ltd. for about $300 million. The divestment has no effect on ownership or the development of the companies’ long-standing joint venture, VE Commercial Vehicles, Volvo said March 4. VECV has been owned by Eicher and Volvo Group since 2008 and is the third-largest manufacturer of commercial vehicles in the Indian market, Volvo said. Prior to the sale, Volvo owned about 8.4% of Eicher’s stock. After the sale, it holds about 3.7%, Reuters reported. “India is a key market, and the Volvo Group will continue to focus on developing and strengthening VECV as part of [its] strategy to expand in Asia and in other emerging markets,” Volvo said. Volvo Group, which makes Volvo and Mack brand trucks in North America, said the sale will generate a first-quarter capital gain of about $290 million for its truck segment.

Diesel News Australia / March 4, 2015 The ideal gift for the man who hasn’t quite grown up has gone on show at the Work Truck Show in the US. This is the Ford F 750 Tonka truck which is now on show at the NTEA Work Truck Show in Indianapolis. The joint creation of Ford and Tonka truck manufacturer Funrise Toy Corporation is now on show and getting a lot of attention from both adults and children. The 15 tonne GVM truck has a payload of 7.75 tonnes and is based on a common tipping set up in the USA. “From Generation Z to the Greatest Generation, Ford and Tonka continue to set the standards for tough trucks,” said John Ruppert, General Manager, Ford Commercial Vehicle Sales and Marketing. “People of all ages have been counting on Ford F-Series and Tonka trucks to get the job done, from construction site to sandbox, for more than 60 years.” Power for the Tonka toy comes from a 6.7 litre Power Stroke®\ V8 turbo diesel with a six-speed TorqShift HD automatic transmission. Unfortunately, for all those truck nuts out there who haven’t quite grown up, this is the only one planned for production. However, you can be certain if the show truck creates enough genuine interest, the Ford team may reconsider.

New Zealand Trucking The temperate, climate and good soils mean just about anything will grow in the Gisborne region, and the clean environmental image of New Zealand agriculture certainly helps in international markets. The main products from here are apples, broccoli, lettuce, grapes, sweet corn, watermelon and pre-packed salads. Marist missionaries at the Taradale Mission first planted grapes in 1851, and wines from this area have since gone on to worldwide acceptance and acclaim. Getting all that produce to the end user and essential supplies back to the community is now handled entirely by the trucking industry over a road network most politely described as challenging. The distances are significant and Weatherell Transport has five Cat trucks to do the job; four 8x4s and an ex-demonstrator 6x4, mostly double-shifted, travel up to 1,400 kilometres per day. As well as the Gisborne to Auckland run, another Cat does Gisborne to Wellington and a third is on the Picton to Christchurch route. The 6x4 covers Gisborne to Auckland, usually five days a week. Weatherell’s Cats handle a diverse mix of terrain daily, including some of New Zealand’s most notorious gorges and ranges. The runs demand experienced and skilled drivers as well as damn good trucks. Breakdowns are expensive, embarrassing and mean that a load of fresh produce could well be compost before it reaches the distribution centre. Steve Weatherell has operated various makes of truck over the years and has closely monitored the performance of competitive makes. He started out as an owner driver for Trailways before moving to Freightways Express, Daily Freight and finally Mainfreight. A disagreement with Mainfreight management prompted Steve to call it quits and set up his own business in October 1994. Those first few years of any business are always tough but Steve had been operating two Scanias and an Isuzu as an OD, and had been on the Tauranga to Gisborne run for four years. He already had a solid reputation for delivering good service, and at the end of his first year was running seven Scanias. Steve and his wife Jane Weatherell have gone on to make Weatherell Transport the diverse, successful operation we see today. He places much credit on the support of loyal customers and a good team to operate the 60 plus trucks the company now has. The growing demand of line haul operations required bigger trucks and most of the solutions came from the Kenworth stable. Cummins and Caterpillar engines were both trialed but the big yellow Cat C15 soon became the preferred option and an alliance was formed with Murray Kernohan at Goughs early in the piece. At this point we should be able to say “And they all lived happily ever after”, but the story didn’t end that way. In 2008 Caterpillar made the shock announcement that they would cease supplying on-road truck engines. It was greeted with dismay, even disbelief, by long term buyers and understood to be prompted by concerns about forthcoming emission regulations. Then came another surprise, NC2, a new venture between Cat and Navistar was formed to produce their own range of trucks. In the meantime Daimler had taken full control of Detroit Diesel and the only place you could buy one of these was under the bonnet of a Freightliner truck. The first batch of 540 of the new Cat branded trucks were assembled in Australia during late 2010 on a temporary production line at their Tullamarine (Melbourne) premises. New Zealand Trucking magazine reviewed one of the Australian CT610 tractor units at the time and was told production had been brought forward as the Cat engines would not meet Australia’s forthcoming ADR 80-03 emission legislation and that there were no plans for an eight-wheeler or exports to New Zealand. More surprises came in September 2011 with the news that Caterpillar was pulling out of the NC2 alliance. Then in December of that year, word that NC2 Australia had received ADR80-03 approval for the Cat ACERT C15 after minor changes to the engine programming and addition of a crankcase breather. Why hadn’t the boffins back in Peoria thought of that? Finally, in April 2012, news that some New Zealand operators had been keenly awaiting – Cat trucks would be available here. Steve Weatherell ordered four 8x4s, but before any went into service a 6x4 demonstrator truck came on the market and Steve bought it and put it to work immediately. The eight-wheelers soon followed, utilising a twin steer conversion by Wilkinson Transport Engineers of Cambridge. With the return of the Cat engines, Murray Kernohan returned to Goughs and helped with the deal. This brings us to the fleet’s latest addition, an 8x4 Cat CT630 powered by a big yellow 550hp C15 ACERT driving through an Eaton RTLO–20918B transmission to Meritor RT46–160 rear axles on Hendrickson air suspension. It rides on a 5.2m wheelbase with the steering handled by two Meritor MFS14-143A wide track axles each rated at 6.5 tonne. It is non-load sharing setup but well up to the task and, as Steve points out, avoids the expensive and early failure of rocker bushes he has experienced with other makes. The conversion to twin steer uses the original Sheppard steering box and a new fabricated steering arm attached to a drag link running back to the second steer axle. It is an effective setup and even wear on the front tyres suggests the alignment is in order. The new Cat rides on 275/70R22.5 tyres and the suspension has been lowered front and rear to improve stability and achieve a chassis height of just 880mm. To ensure correct loading of the front axles, the fifth wheel turntable is mounted 1,100mm ahead of the centre of the bogie. The tractor unit’s low set sleek appearance is somewhat deceptive for what is every inch a heavy duty highway unit. A glance at the build plate and loading certificate confirms this with a tare of 9.6 tonne, GVM of 29 tonne and GCM of 72 tonne. The Cat has a number of features added by Weatherell Transport in light of their local experience. Long turntable supporting angles spread the weight of the trailer along the chassis, and a rail across the rear of the cab allows brake and air lines to slide smoothly as the trailer’s long front overhang swings across the chassis. Side skirts cover the fuel tanks, and neatly fabricated brackets between the rear mudguards carry the company logo. Steve says the custom Aliarc alloy bumpers have already proven their worth against falling rocks and an out of control car. He adds the LED lighting on the Cats is, “a big plus”. The trucks only have two ordinary light bulbs, even the headlamps are LED units, and Steve says the increased reliability of the lighting is a significant advance in safety and ease of maintenance. He has started swapping out the lights on other makes for LED units. The CT630 is normally coupled to a new Fairfax quad fridge that includes the latest innovations from Fairfax’s forward thinking and well proven designs. The whole trailer body is vacuum formed in one piece to avoid stress points, thermal leakage and places where dirt can accumulate. High strength structural foam insulation is bonded to the inner and outer skins during a clever patented process that ensures high strength in a thin wall profile. The wall section measures a remarkably thin 22mm resulting in a trailer that can take two conventional 1.2m pallets side by side within its 2.5m outside width. The thin walls still achieve an insulating factor sufficient down to -20 Celsius and are strong enough to support a full length Maxiloada double stacking system. The trailer is right on the legal length limit of 15.65 metres and is stickered for 22 tonne. Its design clearly demonstrates Weatherell Transport’s commitment to improvements in productivity, safety and fuel efficiency. The running gear consists of four BPW axles on air suspension (with the rear castor steering), across a 4.2 metre axle spread. It rides on single 385/55R22.5 tyres and is disc-braked, with ABS and EBS to cater for the unexpected. The refrigeration system is designed to ensure correct temperatures are maintained, minimise fuel consumption and noise levels, and offer maximum flexibility for backloads. A Carrier Vector 1950 multi-temp diesel electric unit operates evaporators at either end of the trailer and provides the capacity for two separate fridge or freezer sections. The two zones can be separated by a full height insulated moveable divider when operating both zones at different temperatures. The Carrier Transcold diesel electric system is a major departure from conventional fridge design but offers efficiency gains and reduced maintenance according to John Oates, Sales Director of the NZ Distributor, Transcold Group Ltd. Components such as main drive belts, gearboxes, clutches and vibrasorbers are eliminated. Because every powered component is electrically driven there are no mechanical drive losses and power can be reduced to match the cooling load required. The all electric design also means a fully hermetic refrigeration system is used which reduces refrigerant loss over the lifetime of the unit and eliminates maintenance costs for components which are no longer required. For on-road operation, the power source is a Kubota 2.2 litre four-cylinder diesel driving a three phase 415 volt alternator. When plugged into mains power the unit operates without the engine, just like a shipping reefer unit. A neatly curved fuel tank occupies the space immediately below the fridge unit with both filler cap and fuel gauge easily accessible. Close attention has been paid to aerodynamics with the trailer featuring side skirts which curve underneath the unit over the final 600mm of the long unit. A mesh panel between the tail lights allows air to flow out from beneath the trailer. The benefits here are threefold; a fuel saving of up to 0.2 km per litre, better brake cooling and less road grime on the rear doors. We met up with drivers Klyne Komene and Herbie Edmonds during a trailer swap at Matawai, where we got our first look at the Cat CT630 and Fairfax trailer. An overnight accident in the Waioeka Gorge meant their run had been rescheduled and we only caught a brief look at the newest trailer which was heading on to Gisborne behind a Kenworth T404. We joined Klyne in the cab of the eight-wheeler Cat for our run north with an older Fairfax quad in tow. Travelling the return trip from Gisborne to Auckland six days a week is a challenge for any truck and driver. The Weatherell Cat leaves Gisborne about 8am with a load of fresh East Coast produce. The two drivers are based in Tauranga and a driver swap takes place at the Weatherell depot there about 12:30pm and the truck then leaves Tauranga for Auckland. Arriving in the City of Sails in the afternoon, it is unloaded and picks up another load before heading to Hamilton for more drop offs and pick ups. It then makes the journey across the Kaimais to Tauranga, where the trailer is topped up if there is room and the driver swap takes place about midnight, before the trip through to Gisborne, where it starts unloading about 5am. The significant round trip of almost 1100 kilometres means the truck has already clocked up over 100,000 kilometres in little more than three months. The drivers do the Tauranga to Gisborne return trip for two weeks before having a change and doing the Auckland side of the route. Klyne acknowledges both routes have their challenges and although there is plenty of hands on work for the drivers when loading and unloading, he says it is clean work and the customers are great. Klyne is an easy going and totally professional driver who followed his father’s wheel tracks into the trucking industry. His driving career started in classic fashion, driving J model Bedfords and D series Fords for the Rodney County Council. This eventually led to his HT licence and a stint with Provincial Freightlines pulling curtainsiders in a CH Mack. Klyne has been with Weatherells for over five years and enjoys the role and the company. “I like to keep a tidy truck and present a good image to the customers,” he explains. Herbie was on his first week with the company and learning the route. An all up weight of around 35 tonne does little to bother the big Cat engine on a couple of decent grades after Matawai. We get down to fifth high in the Roadranger at one stage but this is more to do with numerous bends than any shortage of power. The C15 will pull happily down to 1000rpm at which point it is still churning out a healthy 2500Nm of torque. Even at full weight on this section of the route, 44 tonne until the bridges are upgraded, Klyne says he will not usually need the low box. Klyne’s previous truck was a Scania R730 and he compares the Cat favourably with both the Scania and the Western Star he had before that. He likes the torque and comfort, saying, “It’s doing exactly what it should be doing. The eight-wheeler is an advantage over the [six-wheeler] Scania because I don’t have to worry about the weight distribution so much.” He has even more praise for the trailer, “The trailer is awesome. It is ideal for us, it’s got cube and travels well with a load on.” The day cab has ample room and even the air ride Gramag passenger seat is quite comfortable. Instrumentation is neat and easy to read without the multitude of gauges and switches used in most American trucks. Klyne is pleased with his new steed, his only complaint being the reversed switches for the electric windows. This was noted in our original test but is apparently a function of the left hand drive CAN bus wiring setup and cannot readily be changed. He was a little reluctant to tip the bonnet for our photographs and, ever the professional driver, he apologised for some oil stains on the engine. This was the result of a cracked oil filler tube that has been replaced with a shorter one making it difficult to avoid spillage. On the downhill run some old fashioned technology, the three-stage Jacobs brake, keeps our speed under control with only an occasional service brake application needed for corners. The Cat engine’s deep growl brings back memories of when the C15 was often considered the supreme engine for long haul work and even though the Jacobs is well muffled the engine sounds restrained rather than tamed. With countless trips through the Waioeka Gorge under his belt Klyne still takes the descent with caution and keeps an eye out for the unexpected. Despite being well behind schedule he remains philosophical and takes the time to pull over and let cars overtake wherever possible, pointing out, “People can get annoyed and do silly things otherwise.” It is surprising to find that there is no cellphone coverage for over 70 kilometres here, a factor that greatly delays emergency response to any incident or accident. Whilst phone companies need to make sound commercial decisions surely there is also a responsibility to the community and customers in this area. We meet the ocean again at Opokiti and enjoy coastal views along the Matata Straights. The CT630 is cruising at just over 1300rpm at 90kph with a 0.73:1 overdrive top gear and 3.9 diff ratios. Any driver accustomed to a lower powered European or Japanese truck would be reaching for the gear lever now but the big 15.2 litre Cat engine has plenty in reserve. A few days later we caught up with Klyne and Herbie again. Herbie was about to take the wheel for the Tauranga to Auckland run and had the new trailer in tow. Normally the Auckland run takes in the Kaimais, but this time Herbie was leaving from Mount Maunganui and heading west on State Highway 2 through the Karangahake Gorge. Like Klyne, Herbie is a professional driver with more than 20 years experience behind the wheel. He moved down from Whangarei where he had been carting food and produce for a number of years, so the role is not unfamiliar and he knows a lot of the people in the industry. Herbie is a comfortable driver and guides the long trailer smoothly through the deep narrow gorge. On the flat straights across the Hauraki Plains the Cat cruises effortlessly, easily maintaining the traffic flow on the hills, including the Bombay climb as he turns on to State Highway 1 and rolls into Auckland a little after four. The first stop is Foodstuffs Fresh, where the trailer is completely unloaded of its cargo of produce. As Herbie forks out pallet after pallet it becomes clear just how long the trailer is and the immense cubic capacity of the unit. The Maxiloada system consists of a series of aluminum beams, which are rolled along tracks about 1400mm from the floor and lock together to support a second row of pallets. When not used the beams are stored out of the way against the ceiling. Loading using the system requires a procedure and Herbie demonstrated it when loading frozen and chilled pallets at Foodstuffs’ Auckland warehouse. First a couple of beams are set up on the tracks at the rear of the trailer, two pallets are forked on side by side and the loaded unit easily pushed by hand to the front of the trailer where it is locked in position. Two more pallets are then forked in under the pallets on the Maxiloada. Getting the pallets stacked to the optimum height is the job of the driver. The warehouse often has them too high or low and Herbie has to alter them when loading to take maximum advantage of the cubes available. The trailer usually travels back to Gisborne cubed out, 56 standard pallets will fit in the trailer, subject to weight limits. Double stacking using the Maxiloada avoids damage to light and sensitive food packaging and insulation dividers are placed between the frozen and chilled pallets. The trailer floor is lined with 5mm aluminum but the underlying combination of foam and fibreglass provides sufficient strength to allow a five-tonne forklift to work inside the trailer. The Cat handles its challenging route with deceptive ease and economy with fuel returns of up to 2.3km per litre. We still can’t say, “And they all lived happily ever after”, because trucking stories don’t end that way and more stringent emissions regulations will eventually mean the end of the big ACERT Cat engines. Unless yet another surprising press release arrives from Caterpillar, that is. .

Reuters / March 4, 2015 Truck maker Volvo is looking to sell $250 million worth of shares in Eicher Motors, with an option to increase the sale to up to $300 million, according to a term sheet seen by Reuters on Tuesday. The share sale is happening at an indicative range of between Rs.14,636 and Rs.15,907 a share, according to the document. A Volvo spokeswoman in Stockholm declined to comment. Volvo owns 8.4 per cent of Eicher Motors, according to data from the BSE. The marketing term sheet seen by Reuters did not specify how many shares were being sold. Volvo and Eicher also own a 50-50 truck and bus making joint venture called VE Commercial Vehicles (http://www.vecv.in/), but Volvo's stake may fall to 46 percent after the sale of Eicher shares, according to auto analysts in India. Volvo is under pressure to demonstrate the benefits of years of cost cuts aimed at boosting its profit margin by 3 percentage points by the end of 2015. In addition to major staff cuts, Volvo has made big divestments in recent years. It sold its aerospace division in 2012, and is conducting a review of its IT business with thousands of staff, to determine what is essential to its operation.