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Press Release / August 15, 2014 Customers in Belgium, Luxemburg and the Netherlands have rushed to purchase one of the 75 limited edition Scania Red Passion. The spectacular flame red design is immediately recognisable and will undoubtedly be an eye-catcher along roads. The first three Red Passion have recently been delivered and the remainder will reach owners within short. The truck combines a powerful and fuel-efficient 580 hp Euro 6 V8 engine with a generously equipped Topline cab. The Red Passion is available both in 2- and a 3-axle tractor versions. The 2-axle truck has a fifth wheel and a 1,500-litre fuel tank. The 3-axle version is equipped with a retractable steered pusher axle and a 715-litre fuel tank. Both tractor units have Alcoa Dura Bright Evo rims with Michelin tires and an air-sprung 8-tonne front axle. Complementing the deep-red cab, the front grille, mirrors and contour edges around the side windows are painted in black. The chassis, wheel hubs and fifth wheel are also black. The design is further reinforced by the sun visor, which has four LED spotlights. The nameplate lighting above the windscreen is also illuminated by LED lighting. The truck comes with a complete set of safety systems, including Scania Adaptive Cruise Control, Advanced Emergency Braking and the Electronic Stability Program. But there is even more. In order to ensure an ultimate feeling of luxury, the Red Passion has been equipped with a premium radio/navigation system with steering wheel controls and subwoofer and more than ample speakers in doors. By the bed, a DVD player and a flat screen have been installed. The black leather seats have red stitching and the door sills are engraved with Red Passion logo and the limited edition series number from 1 to 75. . .

Penske Commercial Vehicles, based in Brisbane, Australia, has announced a new venture with Penske Truck Leasing to offer commercial truck rental services in Australia. The venture, Penske Commercial Leasing Australia, will operate under the brand name Penske Truck Rental. The collaboration combines Penske Truck Leasing’s fleet operations expertise with the market knowledge of Penske Commercial Vehicles. Penske Commercial Vehicles, which operates the Brisbane Truck Centre, is a wholly-owned subsidiary of Penske Automotive Group and has exclusive distribution of MAN and Western Star Trucks in Australia and New Zealand. “We have an ambitious growth plan for our truck leasing and rental businesses,” said Brian Hard, president and CEO, Penske Truck Leasing. “This new location will serve as a foundation for us to begin expanding and serving commercial truck fleet customers throughout Australia.” Penske Truck Rental is now open in Australia and offers the latest prime movers from MAN and Western Star. The new truck rental office is located within the Brisbane Truck Centre in Queensland at 1543 Ipswich Rd. Rocklea. The rental office is open weekdays 8 a.m. to 6 p.m. and Saturdays from 8 a.m. to noon by appointment. Call (07) 3715 1844 or visit www.pensketruckrental.com.au to inquire about truck rentals. “We’re excited to bring a new level of customer service as well as quality, well-maintained rental vehicles to Australia’s trucking and logistics industry,” said Adrian Beach, general manager of Penske Commercial Leasing Australia. “We plan to expand rental services into other areas in coming months.” Penske Truck Rental’s operation in Australia will initially consist of a 20-truck fleet of high-specification MAN and Western Star prime movers. Each unit will be professionally maintained to maximize reliability, fuel efficiency and availability. Penske Truck Rental offers MAN TGS 6×4 prime movers powered by the 540 horsepower MAN turbo diesel coupled to 12-speed Tipmatic transmission along with both Western Star 4864 FS2 and Western Star 4864 FXC prime movers. The FS2 features a day cab while the FXC is equipped with a sleeper-cab. Both are powered by a 560 horsepower DD15 turbo diesel, coupled to Eaton’s UltraShift Plus transmission. “To help ensure convenience and productivity all Penske rental trucks are equipped with toll transponders, GPS units, and have full fuel tanks on pick up,” said Beach. Founded in 1969, Penske is one of the premier truck rental and leasing brands in North America. The company operates and maintains one of the largest truck fleets consisting of more than 200,000 vehicles and it employs more than 20,000 people worldwide. .

Australasian Transport News / August 15, 2014 There are major positives but also a couple of concerns with Mack’s Super-Liner in 34-pallet B-double application. We recently had the privilege of testing out Mack’s big Super-Liner in the application the famous Dog brand is promoting – east coast linehaul. The rig we drove was powered by the Super-Liner’s 16-litre MP10 engine, putting out 600hp (441kW) with 2800Nm of torque, and matched to the 12-speed m-Drive AMT (automated manual transmission). The 5.35m wheelbase unit with 1,600 litres of fuel capacity was hooked up to a set of tautliner B-doubles carrying concrete blocks, with the entire combination grossing 58 tonnes. This configuration is capable of holding 34 pallets in the 26 metre B-double envelope. The compromise is a 36 inch (915mm) sleeper. Fun drive We took the Super-Liner on a NSW run from Albury to Wagga on the Olympic Way; from Wagga to near Tarcutta on the Sturt Highway; and then on to Sydney along the Hume Freeway. Just as Mack claims, the sync between the engine and the transmission is seamless. You just don’t notice any bad gear changes from the m-Drive AMT box. There’s plenty of grunt of course. We slowed down to 35km/h up Wagga Hill but if you want to go faster you can always boost the power to 685 horses. The bonnet gives a feeling of security but slopes down well, thanks to the splayed chassis rails at the front, allowing the engine to sit lower than in Super-Liners of old. The standout feature in my book is comfort while retaining good road feel, thanks in no small part to the relatively long wheelbase, air cab supports and excellent Isri seat. There are a couple of very rough sections on the Olympic Way, but the big Super-Liner handled the sharp undulations with ease. Most importantly, it held its line perfectly as we passed other trucks on particularly bad stretches of single-lane, without any wallow or sway. There’s no need to fight the steering wheel. Out on the freeway, you could be in your lounge chair at home. It’s remarkably quiet inside the cab, and the radio covered the sound of a couple of minor squeaks and rattles the truck has developed after 270,000 k’s as a fleet seed truck. I took the Super-Liner into the Shell at Sutton Forest, knowing there’s a tight little roundabout involved. The truck passed the vision and manoeuvrability test well; and then reversed into a parking bay as well as can be expected in a bonneted truck. Downsides There’s one potentially big problem with the version of Super-Liner we drove – you can’t stand up in it, and that could be an issue for someone who spends all week or longer in their truck. Mack says a high-rise walk-through cab is under evaluation, and it seems inevitable they will have to offer one for 34-pallet work sooner or later: after all, it’s hard to think of any cab-over or bonneted competitor that doesn’t. I have another quibble too: to take the truck off cruise control, you have to either take your eyes off the road to turn the dash button off – which means re-setting all over again – or touch the brakes, which you don’t want to do on the crest of a hill with some clown right on your tail. In contrast, the Volvo stable-mate has an engine brake stalk to the right of the steering wheel, which, without having to look, you can pull down to knock yourself out of cruise control.

Washington D.C. / July 31, 2014 U.S. Sen. Jim Inhofe (R-Okla.) and Sen. Joe Donnelly (D-Ind.) today introduced the Natural Gas Long Haul Truck Competitiveness Act of 2014 (S. 2721), a bill that would level the playing field between diesel and natural gas long-haul trucks by allowing them to carry the same amount of freight. Due to natural gas fueling systems weighing roughly 2,000 pounds more than diesel systems, trucks running on natural gas are forced to carry less freight under current federal weight restrictions. Bill Summary: Natural Gas Long Haul Truck Competitiveness Act of 2014 - Directs the Secretary of Transportation (DOT) to issue regulations to allow natural gas vehicles to exceed any federal weight limitations to operate on the Interstate Highway System by an amount equal to the weight of the vehicle attributable to the natural gas tank and fueling system, less the weight of a comparable diesel tank and fueling system. “Natural gas is a clean and affordable domestic energy resource that has the potential to drive American energy independence to reality,” said Inhofe. “The additional weight of natural gas fueling systems eats into the total the trucks are allowed to weigh with freight under current federal regulation, leaving it at a disadvantage to its diesel counterpart. This legislation brings the federal regulation for long-haul trucks into the 21st century by giving natural gas powered trucks the ability to compete on the same playing field in the amount of freight it can transport. I am proud to work with Sen. Joe Donnelly on this bipartisan bill that recognizes the vast potential of natural gas for powering the next generation of vehicles." “Supporting natural gas-powered vehicles is a part of the all-in approach to American energy that we need,” said Donnelly. "While the standards in this bill are currently in place in Indiana, we need to expand them across the country so more companies are encouraged to make the investment in natural gas-powered vehicles. I am pleased to join my colleague, Senator Inhofe, in introducing this bipartisan legislation that would encourage businesses to use natural gas when transporting their freight and products.” "NGVAmerica applauds Sens. Jim Inhofe and Joe Donnelly for their legislation to allow natural gas trucks to exceed federal weight limitations when operating on the Interstate Highway Systems,” said Rich Kolodziej, president of NGVAmerica. “Despite the many positive attributes of natural gas trucks including competitive fuel costs and environmental benefits, there is still a constraint to owning and operating a natural gas vehicle because of the Federal rules on highway truck weights. The extra weight of natural gas tanks, both CNG and LNG and associated equipment (pumps, hoses etc.), means that a natural gas truck cannot carry the same amount of freight as a diesel truck given the weight limits on Federal highways. This causes a revenue loss of up to 2 to 3 percent due to reduced payload. Legislation such as this will help accelerate the growth of the NGV market and provide our country with the environmental benefits and greater energy independence that comes with using clean domestic natural gas as a vehicle fuel.” “We applaud the bipartisan efforts of Sens. Inhofe and Donnelly to encourage the adoption of natural gas fueled trucks. When considering the many benefits of natural gas, using more of it to power vehicles is the smart business choice,” said Frank Macchiarola, executive vice president of Government Affairs at America’s Natural Gas Alliance. "We commend both Senators for eliminating policies that discourage the adoption of cleaner burning fuels like natural gas and we look forward to working with them on this common-sense measure.” "Natural gas holds great promise for our industry and our economy, and as such, we applaud the efforts of Sen. Inhofe and Sen. Donnelly to look for solutions to the challenge of realizing this promise,” said Bill Graves, president and chief executive officer of American Trucking Associations. "While there are still many details and specifications to address on this complex issue, we look forward to working with them on this important energy and transportation matter.” “Updating the weight allowance for heavy-duty trucks offers a common sense solution to helping natural gas vehicles compete fairly in the market at no additional cost to the U.S. Treasury,” said Dr. Kathryn Clay, vice president of Policy Strategy at the American Gas Association. "By ensuring that drivers do not need to choose between operating with full payloads or using clean, domestic natural gas, this forward-thinking legislation removes an unfair barrier to natural gas vehicles, and will help drivers save money on fuel costs, lower tailpipe emissions and reduce dependence on oil from unstable nations." "We thank the Senators for introducing this legislation which eliminates a disincentive impeding the adoption of natural gas vehicles in the heavy duty truck industry,” said Dave Crompton, president of Cummins' Engine Business. "We continue to look for different ways to help our customers be as successful as possible and natural gas provides an additional cost-effective alternative for some of them." ________________________________________________________________ Congressional Bills113th Congress, 2nd SessionFrom the U.S. Government Printing OfficeH.R. 3940 Introduced in House To amend title 23, United States Code, with respect to weight limitations for natural gas vehicles, and for other purposes. IN THE HOUSE OF REPRESENTATIVES January 28, 2014 Mr. Graves of Missouri (for himself and Mr. Terry) introduced the following bill; which was referred to the Committee on Transportation and Infrastructure_______________________________________________________________________To amend title 23, United States Code, with respect to weight limitations for natural gas vehicles, and for other purposes.Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled,SECTION 1. SHORT TITLE. This Act may be cited as the ``Natural Gas Long Haul Truck Competitiveness Act of 2014''.SEC. 2. WEIGHT LIMITATIONS FOR NATURAL GAS VEHICLES. Section 127 of title 23, United States Code, is amended by adding at the end the following: ``(j) Natural Gas Vehicles.--Not later than 90 days after the date of enactment of this subsection, the Secretary shall issue regulations to allow a vehicle, if operated by an engine fueled primarily by natural gas, to exceed any vehicle weight limit under this section by an amount that is equal to-- ``(1) the weight of the vehicle attributable to the natural gas tank and fueling system carried by such vehicle; less ``(2) the weight of a comparable diesel tank and fueling system.''.

Wall Street Journal / August 13, 2014 Truck driver turnover is always chronic, but it’s getting especially urgent now that the economy is gaining steam and railroads are losing it. Demand for trucking is rising. But long haul trucking is a fragmented industry that pays its truck drivers in cents per mile. It generally doesn’t pay for the time they sit around waiting for shippers to load or unload or any of the other inconveniences of the job. That’s just the way it is. So a recent blog post by trucking company Ryder System was unusual, to say the least. For starters, it sounded more like Silicon Valley than trucking. “Drivers are a precious resource,” wrote William P. Townsend, Ryder’s Group Director of Labor Strategy. Once on board, “the next step is to keep them happy and loyal.” Understand this is not an industry that mollycoddles drivers. It hardly trains them. The Owner-Operator Independent Drivers Association is calling for mandatory training and driver education for all entry-level truck drivers. Drivers are paid when the wheels are turning. They aren’t paid for time (or miles) lost because of traffic, construction, a break-down or delays–often for hours–caused by shippers or receivers. They often miss holidays, birthdays and weekends. They never know when, because delays and route changes are so unpredictable. So how does Ryder propose to keep truck drivers happy? Improve their quality of life. Some companies promise truckers predictable time at home, Mr. Townsend says, citing a survey that identifies lack of it as a top sticking point. Make trucking a career path and not just a job, with defined expectations and goals and the ability to transition into other positions at the company, he suggests. Sound crazy? Not so much, when you consider that David Abney, who becomes chief executive of United Parcel Service Inc. Sept. 1, drove a truck early in his career. To retain drivers, some companies are “exploring benefit options,” the blog post says, including change to vacation policies. Drivers also appreciate being treated with respect. “Drivers want to feel like they are a part of the company they are working for,” Mr. Townsend says. So companies are asking them to serve on safety committees or help design routes. All this may sound like common sense in most industries, but Mr. Townsend is addressing the elephant in the room for the highly fragmented trucking industry, where thin margins and low labor costs have been part of the business model. As demand rises and supply tightens, that has to change. Employers will have to pay up and find other ways to keep drivers. All this is easy for Mr. Townsend to say. Ryder employs about 6,000 drivers as part of its supply chain solutions business. Those drivers get lots of training. They are generally assigned to specific routes and Ryder customer accounts. They can be asked to wear a Ryder customer’s uniform and interact with the customers of Ryder’s customers. So retaining them is especially important to Ryder. Each year, it rewards its top drivers by sending them on a cruise. The formula seems to be working. Ryder posted record second quarter earnings recently, beating its own forecast, and its stock price is on a roll.

My friend, customers do not dictate to Volvo what products the company should sell...........rather Volvo dictates to customers what they will buy. You are lacking in your understanding of "The Volvo Way".

Australasian Transport News / August 14, 2014 The 34-pallet B-doubles and B-triples a new target for 16-litre MP10 engine coupled with m-Drive AMT. Mack is pushing the credentials of its Super-Liner model for linehaul work, focusing on the east coast’s Melbourne-Sydney-Brisbane corridor. The Super-Liner is powered by the 16-litre MP10 engine, pushing out either 600hp (441kW) or 685hp (504kW). Up to now the main Macks sighted on freeway linehaul work have been the 13-litre Tridents hauling 34 pallets and the Super-Liner with 52-inch cab pulling 32 pallets. However Mack has been taking truck media on drives of a Super-Liner with a 36 inch (914mm) sleeper capable of towing 34 pallets (see our review tomorrow). "We've traditionally been really good in vocational and heavy applications," Mack vice president Dean Bestwick says. "But now linehaul is a significant chapter in our book that we want to start to re-write." And it’s no wonder. According to the federal Bureau of Infrastructure, Transport and Regional Economics (BITRE), the interstate road freight task is expected to more than double by 2030. Bestwick says the synchronised driveline of Mack’s MP8 and MP10 engines coupled with the 12-speed m-Drive AMT (automated manual transmission) allows the choice of Trident or the larger Super-Liner to be tailored to customer’s linehaul needs. "The significant one at the moment is B-triple applications," says Bestwick, adding he expects triples to "take off" on east coast linehaul. "So once we start getting greater than 80 tonnes, that's where the Super-Liner seems to come into its own. " Bestwick says the transmission build for Super-Liners is running at an "astounding" 96 per cent m-Drive at the moment, and that AMT is extremely popular throughout the Mack range. "It covers off on every GCM," he says. "We’re going from 70 tonnes (154,000lb) all the way through to 290 tonnes (639,000lb), so it's such a versatile transmission in all those applications, and that's been a game changer for us. "We’ve got some very good drivers that we deal with, and they've come back to us and said ‘We know it's working well because it changes gear everywhere I changed’." "That's people that have accolades for driving in their businesses and in the industry, so for us that means the transmission knows what it's doing. It's nearly pre-emptive." Bestwick also says there has been "significant demand" from customers for the factory-fitted option of roll stability program, which has recently become available in Super-Liners. http://www.bigmacktrucks.com/index.php?/topic/30035-mack-australia-trident-a-well-kept-secret/ http://www.bigmacktrucks.com/index.php?/topic/30049-mack-australia-building-the-super-liner-better-than-ever/ .

http://www.macktraq.com/installs/cd/disk1/general/!288_GU7_12B.pdf http://www.macktraq.com/installs/cd/disk1/general/!290_GU7_12B.pdf

Australasian Transport News / August 12, 2014 Cat Trucks Queensland dealer Hastings Deering is taking the vehicle manufacturer’s new 2014 models hooked up to B-double trailers on a 5,000km roadshow. The CT630S and CT630SC will be at designated truck stops along much of Queensland’s eastern seaboard through August and September. Cat says the two models are engineered specifically for Australian B-double applications, but can "easily cope with a multitude of heavy-duty tasks including B-triple and road train double configurations". The roadshow will start this Friday, August 15 from the Hastings Deering Cat Truck Centre at Richlands in suburban Brisbane. Its first week-long stage will take in major truck centres at Toowoomba, Goondiwindi, Warwick, Aratula, Chinderah and Port of Brisbane. The second stage will start on Tuesday, September 9 and head from Richlands to far north Queensland, stopping at Caboolture, Maryborough, Childers, Rockhampton, Emerald, Mackay, Bowen, Townsville and Cairns. The return leg will follow a similar route but include stops at Gin Gin, Apple Tree Creek and Kybong. "B-doubles are such a dominant part of the road transport business these days and these new models provide us with the perfect opportunity to go on the road and show truck owners and drivers the reasons for our confidence," Hastings Deering Cat Trucks manager Gary Johnson says. Both units are the result of Cat Trucks engineers in Australia and the US developing models capable of accommodating 34 pallet B-double combinations within the regulated overall length envelope of 26m. This was achieved by raising the cab around 50mm and moving it forward 250mm to produce a model which in non-sleeper form has a bumper to back-of-cab (BBC) dimension of 2845mm, or 112 inches. "Apart from the obvious dimensional attributes for B-double duties, the shortened hood and raised cab of the ‘S’ and ‘SC’ also provide an improved line of sight from the driver’s seat to the road ahead as well as a smoother passage of air underneath the cab to further enhance an already high level of cooling efficiency," Cat Trucks says. "Meantime, the manoeuvrability which is a notable feature of the Cat Trucks design is similarly improved with the shorter BBC of the ‘S’ and the ‘SC’. "Critically, both models also retain the smooth, rounded lines which are a major factor in the aerodynamic efficiency which has helped Cat Trucks gain a widespread reputation for frugal fuel consumption." While the CT630S is available as a day cab or with an integral extended sleeper cab, the CT630SC is equipped with a dedicated 40-inch (1016mm) mid-rise sleeper designed and built in Australia. The ‘SC’ sleeper provides 2250mm of internal width and 1975mm of standing room. In standard form the sleeper comes with a 28 inch (711mm) wide fully-sprung mattress. Other features include large toolbox lockers on both sides with external and internal access; a large storage area under the bunk which also accommodates an optional fridge; and a scalloped rear wall to optimise clearances between the rear of the cab and the trailer. Like all CT630 models, the ‘S’ and ‘SC’ carry a gross combination mass rating of 90 tonnes and are powered by Cat’s C15 engine, with peak power of 550hp (410kW) at 1800 rpm and top torque of 1850 lb ft (2508Nm) at 1200rpm. Eaton’s RTLO-20918 18-speed overdrive transmission is offered in manual form or the optional Ultrashift-Plus automated version, featuring a hill start assist function. The C15 is the only engine in Australia’s heavy-duty truck market to meet the ADR 80-03 emissions standard without exhaust gas recirculation (EGR) or selective catalytic reduction (SCR). Instead it has dual diesel particulate filters mounted horizontally between the chassis rails. Cat says this leaves external chassis space uncluttered for the optional fitment of long range fuel tanks and hydraulic oil tanks for tippers. .

Transport Topics / August 12, 2014 Penske Truck Leasing is now offering commercial truck rental services in Australia. Reading, Pennsylvania-based Penske is partnering with Brisbane-based Penske Commercial Vehicles to offer the service. The 20-truck rental fleet will consist of MAN and Western Star trucks and be equipped with GPS units and toll transponders. We have an ambitious growth plan for our truck leasing and rental business, Penske Truck Leasing President Brian Hard said. This new location will serve as a foundation for us to begin expanding and serving commercial trucks fleet customers throughout Australia. The Australia-based Penske Commercial Vehicles has exclusive distribution of MAN and Western Star trucks in the country and New Zealand. It operates the Brisbane Truck Center in Queensland.

Press Release / July 27, 2014 The Chimera is the latest spectacular show truck from famed Swedish custom builder Svempa Bergendahl. A true eye-catcher, the vehicle is packed with power thanks to a reliable Scania V8 engine tuned to deliver 1,460 horsepower. Svempa’s Chimera can accelerate from 0 to 100 km/h (0 to 62mph) in 4.6 to 5 seconds. The Chimera is Svempa’s fourth show truck and, like its predecessors, it’s expected to generate a legion of followers around the world. The truck makes its debut at the Interlaken Trucker & Country Festival in Switzerland from June 27 thru 29. Prepared for the future Designer Jan Richter from Svempas says, “Chimera fills a gap in our collection, namely a truck with a clearly futuristic outlook. With its beautifully exposed engine and engineered design it takes styling to the extreme. But it is also features state-of-the-art technology, using high-end materials as well as being prepared for future hybrid e-technology. The team at Svempa started sketching the truck about five years ago. It underwent numerous design alterations ahead of the finished product being ready and raring to go aside from some additional engine adjustments. The Chimera utilizes a unique low-weight tubular frame chassis made of stainless steel. It uses a multi-stage turbo system based on the latest Scania 16.4 liter V-8 engine. “Previously, we’ve had an eye towards a slightly retro appearance but have now gone all in for a truck that is decidedly contemporary in all aspects,” Richter says. “It also has more of a racing expression with attitude. Yet, we’ve continued to carefully adhere to the signature Scania design language, albeit taking that quite a few steps further.” A treat for the fans Richter has high hopes that the truck will appeal to fans as much as the earlier show trucks, although he suspects the design may take some getting used to. “Our fans expect something out of the ordinary and I can proudly say that is precisely what we are providing,” he says. The vehicle is named after the Chimera, which according to mythology was a monstrous fire-breathing three-headed hybrid of a lion, a drake and goat with a snake as tail. It associates with the even mightier Scania Griffin logo. Scania/Chimera Specifications Engine: Scania V8 16.4 Liter (1,000 cu. in.) Power: 1,460 horsepower (to be increased to 2,190 horsepower) Exhaust: Stainless steel header system with 6 Holset turbochargers Transmission: Allison modified 6-speed automatic Coachwork: Laxå Special Vehicles using modified Scania P-cab with R-cab components Chassis: Independent A-link front suspension, dual shock absorbers per side Weight: 4,780 kg (), principally resulting from the trucks tubular stainless steel frame ____________________________________________ Known as the “dream trucks” builder, customization king Sven-Erik “Svempa” Bergendahl continues to attract attention around the world with his restyled trucks featuring distinctive paintwork, chrome and aluminum décor. In 1970, Svempa customized his first Scania tow truck. Svempa’s restyled trucks have been shown all over the world, and wherever he travels he meets a dedicated following of enthusiasts. At age 74, Svempa, an international legend in truck styling, has no plans to slow down. He’s been in this business for over 40 years, and Scania became his favorite truck early on. “There’s nothing better than Scania trucks. With their powerful engines, attractive design and high quality through and through, they leave the competition behind in the dust.” Over the past decades, he has created several customized limited edition tractors in collaboration with Scania. Svempa’s chief stylist Jan Richter has continuous discussions on styling proposals and prototypes with Kristofer Hansén, head of Styling at Scania. “With these trucks, we are enhancing Scania’s optimal styling. We are pushing the envelope, but never doing damage to the original,” Richter says. Since the limited edition workshop began ten years ago, nearly 500 Svempas-styled trucks have found new homes all over Europe. “They love V8s and trendy styling. The more it shines and glows, the better,” Svempa says. Svempa’s customization is well integrated into Scania’s production process. The basic cab is produced together with all other cabs at Scania’s cab plant in Oskarshamn and subsequently shipped to Laxå for paintwork. The cab is then sent back to Oskarshamn, where is interior is assembled. The finished cab is shipped to Södertälje for final assembly. After the truck spends about ten days in Svempa’s workshop where eye-catching paintwork and other custom detailing is added, the fully customized truck is then ready for delivery to the customer. “This is a rational and economical way of producing trucks in small series at reasonable costs,” says Svempa’s chief stylist Jan Richter. The limited edition Svempa-prepared Scania trucks come with a 10–20 percent higher price tag. Over the years, Svempa has styled six Limited Edition series for Scania. In total, 450 trucks have been sold with Italy being the largest market. Although he has accomplished so much, there are still projects that Svempa dreams about. “Imagine a beautiful summer day in the Stockholm archipelago, and an aluminum Combat Boat 90 with dual V8 engines painted in an eye-catching color. That would beat most of what I’ve done.” .

Full air brake system Front and rear S-cam drum brakes Auxiliary spring rear brake chambers (for parking) Air dryer The truck's foundation brake system is supplemented with an exhaust brake, increasing service brake and wheel end life. The smaller 5.150 has assisted hydraulic brakes (disc front / drum rear) http://www.man-la.com/images/stories/produtos/caminhao/ficha_tecnica/pdf/2835/Delivery%205150_nov_13.pdf http://www.man-la.com/produtos-volkswagen/advantech/caminhoes/familia/delivery/modelos

Press Release / August 11, 2014 Volkswagen’s model 8.160 “Delivery” light truck continues to lead Brazil’s 5 to 10 ton market segment with 2,920 units delivered in the first seven months of the year, in addition to being the third best-selling truck in the market. Popular in urban delivery owing to its agility, and short to medium regional haulage, the 8.160 is available with three rear axle ratios for optimized performance and fuel economy in varying applications. Major operators throughout Brazil include Lojas Colombo, one of the largest retailers in the south with 262 stores and two distribution centers. The company has just added sixteen Delivery 8.160s to its fleet. M. Dias Branco, a giant food company in Brazil’s northeast, also chose the 8.160 as a transport solution. The company recently took delivery of 29 Delivery 8.160s to support distribution in the urban centers of Fortaleza, Juazeiro do Norte, Teresina and São Luís. Towing operator Sierra Winches, with operations in Minas Gerais, São Paulo, Paraná and Santa Catarina, has just increased its fleet with ten new Delivery 8.160s, adding to its existing fleet of 80 Volkswagen trucks. "The Delivery line is the most versatile light truck on the market and is custom-tailored for fleet owners who need quick delivery times, especially in urban centers. Symbolic of the Volkswagen brand, we pay close attention to the needs of our customers in all market segments," says Ricardo Alouche, vice president of sales, marketing and after-sales support at MAN Latin America. Responsible for Volkswagen brand commercial truck production and sales in Latin America under parent Volkswagen Group, MAN Latin America has ranked number one in truck sales in Brazil for 11 consecutive years. About the vehicle Equipped with a modern 3.8-liter Cummins ISF engine rated at 160 horsepower and 600 N.m (443 lb/ft) of torque, the Delivery 8.160 has abundant low end power for enhanced urban driveability. The truck’s robust 5-speed ZF S5-420 HD transmission is a bullet-proof design for durable urban operation. The cab’s interior design pays close attention to comfort and ergonomics. An onboard computer monitors distance traveled, fuel filter replacement, SCR (DEF) level, engine hours and other functions. Unlike other trucks in its class, the 8.160’s standard features include an air suspension drivers seat and air conditioning for higher productivity. http://www.man-la.com/images/stories/produtos/caminhao/ficha_tecnica/pdf/2837/Delivery%208160_nov_13.pdf .

Overdrive / August 11, 2014 The New York Jets may hold their training camp in the small Upstate New York city of Cortland straight south of Syracuse on I-81, but this weekend it was all about the Huskies. One hundred and eighteen vintage Brockway trucks with their sturdy Huskie hood ornaments made the annual trek back to the company’s hometown for the four-day National Brockway Truck Show. The show, which has the flavor of an extended family reunion, started Thursday with a drive through the countryside and wrapped up Sunday with a farewell pancake breakfast. Saturday’s parade and all-day show on Main Street were the highlights of the 15th annual event, which drew trucks and owners from Florida, Delaware, Connecticut, Massachusetts, Pennsylvania and across the border in Ontario, Canada. But, most of these broad-shouldered work trucks are owned by folks here in the heart of New York’s dairy farming country. And, they lined up on Main Street just around the corner from where Brockways were built. What started out as part of the city’s centennial celebration in 2000 has turned into an annual event. Shirley Randolph was one of the organizers of that original event and now is president emeritus of the show “These are the greatest bunch of people,” said Randolph, who oversees the tent selling all things Brockway. “They are exceptional people. They are kind. They are generous. Just delightful.” Peter Grimm is one of the people Randolph singled out as helping make possible this Huskie-fest and the local living history museum that houses a Brockway exhibit. He was in Cortland with several Brockways including a 1931 hearse (yes, the Grimm Reaper) and a restored 1941 school bus, which he said a college student parked and lived in while earning his degree. Grimm, who lives in Key West, Fla. and Troy, NY said his attachment to Brockways began as a youngster with a book, Toughy and His Trailer Truck by Edith Thatcher Hurd. The truck on the cover of that story of how Toughy drove his truck over a mountain one night in a storm was a Brockway. “I’ve always been interested in anything with wheels and a motor,” said Grimm. “With Brockways being made in New York, I took a special interest. They were a very heavy-duty, very substantial truck. They did a great job and they looked great and were well designed.” Of the several Brockways Grimm owns, he said he has two favorites: the 1931 Hearse he repatriated from Argentina and a purple and yellow 1976 Brockway with an 850+ hp, 12-cylinder Detroit Diesel and an Allison automatic he takes to shows and truck pulls. Tom Millard, Sr., who retired after 30 years of driving for Roadway and Fowler and Williams of Scranton, Penn., shares Grimm’s appreciation for the way Brockways were built. “They used the best of everything they put into them,” said Millard. Millard had two trucks at the show: a 1955 155W with a gas 427-cubic-inch Continental flathead engine, and a 1970 E361 with a 238 Detroit Diesel. Like Millard’s two restoration projects, Jim Tinkham’s “Wanderlust” (a red and blue 1958 258W with a Continental 572) was a family affair. Jim and sons Jim, Jeff, Jamie (all of whom were at the show) and Matt all had a hand in the rebuild, which took five years to complete. “We just wanted to do something we could do together,” said Jim. Wayne Shaline’s sons helped him restore the 1969 Brockway 361 (238 Detroit Diesel, RT915 transmission). It was a seven-year project played out in the backyard of his Wellsburg, NY home southwest of Cortland on the Pennsylvania border. His son Michael was one of his helpers on the project. The 20-year-old Mike drove the orange and black 361 on the road for the first time July 1, 2011. He died following complications from open-heart surgery a day after turning 21 just six months later. Mike is memorialized on the door of the truck his father said he loved. That sort of family connection runs deep for John D. Potter, a Cortland man who owns four Huskies. His father worked on the company’s assembly line for more than 30 years. Potter recalls that as soon as the company closed in 1977, his dad bought one of his own. Potter’s team of Huskies at the show include: a 1969 361, a 1974 360, a 1960 257 and a 1968 361. Next year’s Brockway “family reunion” is scheduled for August 6-9. Peter Grimm said it will feature a gathering of Brockways with the Buzzin’ Dozen, Detroit Diesel Series 71 12-cylinder engines. Pictures: http://www.overdriveonline.com/brockway-show-brings-the-faithful-back-to-huskie-town-with-photo-gallery/ .

Truck News / August 6, 2014 New colors and additives make choosing the right coolant confusing, but with some simple advice, you can keep your truck cool. The saying goes something like this: “When you take care of something good, that something good takes care of you.” The same can be said for taking care of maintenance on a heavy duty engine. Whether you are a fleet manager or an independent owner/operator, maintaining the optimum operating efficiency of any heavy duty vehicle is essential for success. Any vehicle experiencing downtime is costing its owner or manager in repair bills, as well as in earning potential and revenue. When it comes to getting the most out of your heavy duty engine, properly maintaining the various operating systems is the first step to ensure efficient and reliable performance. Some estimates project that up to 40% of total engine repair costs are related to issues that originate within the cooling system. These repairs, which can begin from something as simple as the neglect of basic maintenance, create unnecessary downtime that affects equipment operations and customer deadlines. Today’s heavy duty engines are more sophisticated than any previous generation of equipment. While this sophistication allows the engine to address environmental issues regarding exhaust and pollutants, and to squeeze the most power out of engines that are running hotter than ever, they are also far more expensive to repair should something go wrong. To avoid unnecessary repairs, maintaining the modern-day cooling system becomes the essential link to maintaining the entire system. Every component in the cooling system affects the performance of other vehicle components. Therefore, proper maintenance will ensure the best possible operating efficiencies. The essential tasks for any cooling system are: 1. Provide efficient heat transfer and the transport of engine heat to control critical metal temperature 2. Increase the cooling index to help prevent boilover and overheating failures 3. Provide freezing protection to prevent engine freeze-ups or non-starts in the lowest temperatures 4. Provide effective inhibition of corrosion for all cooling-system metals through a wide range of temperatures and operating conditions Properly maintained coolant systems may utilize several different antifreeze/coolant (AF/C) product technologies to adequately stay on track with maintenance and cooling intervals. From Conventional (Inorganic) Additive Technology (IAT) to Organic Acid Technology (OAT) formulas to Hybrid Organic Acid Technology (HOAT), cooling system AF/Cs have evolved as the sophistication of the heavy duty engine has grown. If the cooling system is unable to satisfy essential requirements, the heavy duty vehicle’s horsepower, fuel economy, emissions and overall durability may be compromised. Selecting the highest quality coolant products and replenishing at the recommended interval will ensure operating efficiency and optimal performance. The Challenge Intervals The most immediate concerns for any heavy duty operators has to be maintaining their heavy duty fleet’s cooling system levels with the appropriate type of antifreeze/coolant, while knowing precisely when the appropriate interval has been reached for recharging or changing the coolant. Potential problems that can occur when using the wrong type of coolant range from oil degradation, boilover or freezing to cavitation pitting, rust/corrosion buildup or water-pump failure. Utilizing the wrong type of coolant can also initiate hose leaks, with subsequent high-volume coolant loss, reduced driving comfort and potential engine breakdown. The American Trucking Associations’ Technology & Maintenance Council (TMC) is an accepted authority for heavy duty trucking maintenance standards. The TMC’s recommended (RP-365 Coolant Maintenance) guidelines are: - Conventional pre-charged Inorganic Acid Technology (IAO) and Hybrid Organic Acid Technology (HOAT) coolants should be maintained on an engine preventive maintenance interval of 25,000 miles, or as specified by the engine manufacturer. - Nitrited Organic Acid Technology (NOAT) coolants generally require an extended charge at 300,000 miles, or 6,000 engine hours, to achieve the full 600,000 miles or 12,000-hour service life. - Organic Acid Technology (OAT) coolants typically provide 600,000 miles or 12,000 engine hours of service life. Because glycol and water are naturally corrosive, coolant manufacturers add inorganic and/or organic salts and chemicals, known as corrosion inhibitors, to the coolant in order to prevent the cooling-system components from corroding. The very best AF/Cs do more than simply keep the engine from freezing up in cold temperatures or overheating in extreme heat, they also fight metal corrosion within the engine. Rust and corrosion can ruin the efficiency of a cooling system, putting the entire engine at risk. With a myriad of different metals making up any heavy duty engine, it is important to understand the need for inhibitors in the coolant to fight rust and corrosion across all metal surfaces. The correct mixture of coolant with the proper amount and type of inhibitors will guard against corrosion. As the operation of the engine consumes corrosion-fighting additives, Supplemental Coolant Additives (SCA) must be periodically added to systems with conventional IAC and HOAT coolants to maintain effective corrosion protection. The OAT and NOAT coolants do not require SCAs. The inhibitor package does not determine the level of freeze or boilover protection in the coolant; its only function is corrosion protection. Cooling-system problems can result from the deterioration of any material within the engine, or supporting systems. Original equipment manufacturers (OEM) provide guidelines for coolants in their engines, but no engine can operate efficiently with deposits on metal surfaces, which will slowly impair an engine’s performance as coolant flow can become restricted, which inhibits the system’s ability to adequately cool or transfer heat from the key components. That’s why it is important to determine the effect a coolant will have on the cooling system/engine parts and materials. Coolant Colors The TMC has established recommended colors for varying types of coolants (RP-351). While these are recommendations, the colors are not required and some manufacturers do not follow the color guidelines. Note the color recommendations below: When choosing the appropriate type of coolant, it is important to understand that you should not assume colors on the packaging are the color of the contents in the bottle. It is not uncommon to find red or purple labeling, or colored caps, on products that might not correlate to the content’s color or formulation. Do not judge a book by its cover and always read the label to be sure you are buying the appropriate coolant for your system. There are also a number of cooling-system maintenance essentials that should be considered: 1. Test coolants regularly for appropriate additive levels 2. Only utilize coolant that meets industry standards and performance requirements 3. Top off cooling systems using pre-diluted coolant and maintain additive levels at regular service intervals with liquid additives or chemically charged filters. What type of questions should you ask your coolant supplier before making purchasing decisions? Modern antifreeze/coolant (AF/C) has undergone decades of research and development as modern engines have become more sophisticated. Add in the demands of different types of engines and operating conditions, and you can understand why it is important to seek change-interval advice from a heavy duty professional. New coolant systems are best served when they use precisely formulated AF/Cs that have been designed to meet the demands of the current generation of heavy duty engines. Additives in an OAT coolant deplete at a much slower rate than those in fully formulated antifreeze/coolant, but extended-life antifreeze/coolant is not maintenance-free. It should be checked regularly for contamination and freeze point. An “extender” additive package usually is required at the mid-point of the coolant’s life. Fully formulated extended service interval coolant must be periodically checked for freeze point (glycol content), nitrite (or nitrite/molybdate) levels, and, in some instances, pH. If makeup additives are required, a supplemental coolant additive (SCA) package is used. A reputable distributor will work with heavy duty fleet operators to responsibly lengthen their AFC change intervals, while not jeopardizing the health and performance of their engines. Given the high-dollar investment in heavy duty equipment, decisions should always be made based on the integrity of the supplier, who develops, manufactures, distributes and stands behind the quality of its products. When in doubt, every manufacturer provides engine specs and coolant recommendations. .

Fleet Owner / August 11, 2014 Perhaps the biggest challenge facing the diesel engine business today is “re-orienting” design efforts away from a focus on exhaust emissions to fuel economy, performance, and component integration – not only to meet U.S. mandates regarding greenhouse gas (GHG) emissions but to meet motor carrier demands for more powerful and more efficient engine models. “That’s the challenge for us going forward as we come out of a long period where we focused primarily on meeting particulate [matter] and NOx [oxides of nitrogen] emissions,” explains Dave Crompton, president of the Cummins Engine Business division at Cummins Inc. “Now we must concentrate more of fuel economy and system integration to enhance performance, along with meeting increased demand,” Crompton added. Cummins' Jamestown, New York facility currently builds more than 500 mainly on-highway engines every day, according to Mike Kosinski, assistant chief of product engineering at the plant – some 400 15-liter models, 50 or so 12-liter variants, and 50 ISM units that are exported outside of the U.S. with a goodly number headed to Mexico. Two production lines run side-by-side at JEP, Kosinski noted – one dedicated to 15-liter engines and the other handling 12-liter and ISM units. And he stressed that there’s almost no “segmentation” by engine type on the manufacturing line handling the 12-liter and ISM models; they are all mixed together, which includes the Cummins Westport ISX12 G spark-ignited natural gas engine. Mike Abbate, JEP’s plant manager, described this highly customized engine building process as the “hamburger method.” “The base elements of a [diesel] engine are the block and crankshaft – analogous to the hamburger patty and bun,” he explained. “But from there, every hamburger is different: some customers want cheese, pickles, and tomatoes, while others might want onions, mustard, and bacon.” With engines, Abbate (seen above) said such choices relate to different fuel system components, piston heads, and horsepower ratings, just to name a few. “Each engine we build today is for unique customer needs, because the name of the game now is ‘optimization’ in trucking,” he stressed. “In particular, we continue to tweak everything to better optimize fuel economy. That’s very important to us as we move forward.” Crompton added that continuing to provide such a wide selection of engine platforms and options is also part of that “re-orientation” focus at Cummins. “Take natural gas: some think that natural gas engines will make up 30% of the total [truck] market, but we’re on more of the conservative side at 8% to 10%,” he explained. “But we need to be in a position to provide both diesel and natural gas options. And natural gas will be demanded more within particular segments such as transit [busses] and refuse.” Crompton noted, too, that while "downsizing” trucks engines to gain greater fuel economy “remains a trend,” he also believes there will “always” be a home for big-block 15-liter models. “In our view there will always be a solid home for the 15-liter in the U.S.,” he said. “But we’ll also continue to invest a lot in smaller platforms like the ISX 12 liter we already have here. We’ll also continue to debate bringing a version of the 12 liter model we have in Europe here to the U.S. as well.”

Scania’s Advanced Emergency Braking system helps drivers avoid accidents by issuing prompts and ultimately taking evasive action. However, drivers can override the system at any time they choose. Scania’s Advanced Emergency Braking (AEB) system uses long-distance radar technology and a forward-facing camera to alert drivers to potential collision dangers. Information from these devices is relayed to a central processing unit. Here it’s analysed, along with data from sources such as the engine control system and speedometer, as well vehicle data such as windscreen wiper activity. The system is able to distinguish between the fixed and moving obstacles in a vehicle’s path. It is designed to avoid producing false alarms, as these can frustrate drivers and lead to unnecessary braking –something that increases the risk of an accident. A comprehensive testing program and sophisticated engineering mean the system is able to rapidly and intelligently process inputs, allowing it to make the necessary judgements at motorway speeds. How the system works Scania’s AEB system uses front-mounted, multi-antenna radar technology with no moving parts to measure the distance and relative speed of any obstacle. Meanwhile, a camera mounted behind the windscreen determines how wide each obstacle is, its lateral position and its nature. In situations where a truck’s speed exceeds 14 km/h and an obstruction is perceived in its path, the system assesses whether the driver is in control. It does this by examining whether the brake or accelerator is activated. A typical situation where this might happen is when a truck approaches a car which is indicating a right turn just before a motorway exit. If the system detects an obstacle in the truck’s path and senses the driver is not reacting, it activates an audible collision-warning signal and a sends a message to the driver’s display informing the driver of the high risk of collision. Additionally, a special brake-assist system is activated which increases brake-pedal sensitivity, potentially helping the driver to avoid a collision. If, following these prompts, there is no sign that the driver has reacted to the situation, the system enters the next stage of alert. It sends an even clearer signal to the driver by applying the service brake and illuminating the brake lights. This action utilises only part of the vehicle’s total braking capacity and its primary purpose is to attract the driver’s attention. The system undertakes such action when the distance to the obstacle has roughly halved since the original collision warning sounded. If there is still no reaction from the driver, and the AEB system judges a threshold pertaining to relative speed and distance to the obstacle has been exceeded, it commences emergency braking. Although a collision may be inevitable, the system continues to slow the truck to relieve the force of the impact. This also reduces the risk of the truck pushing the obstacle into the vehicle in front. De­celeration capacity is dependent on factors such as road surface conditions and tire wear. In the lead-up to the emergency brake system being fully activated, there are generally several opportunities for the driver to take control of the vehicle. The deployment of the emergency brakes is cancelled if the obstacle involved diverts from the truck’s trajectory or if it accelerates away from the truck, meaning a collision will not occur. Responsibility always rests with the driver While Scania’s AEB system is based around the latest technology, it’s crucial that drivers are still able to use their own judgement and take control of the vehicle as required. Drivers can ignore warnings about imminent collisions with either stationary or moving objects for three seconds by depressing the accelerator to kickdown mode. This is useful, for example, when overtaking. The driver can also stand down collision warnings by activating the brakes or using the turn signals, actions which the AEB system recognises as showing the driver is in control. If the driver thinks driving conditions require it, the system can be turned off (and back on again) using a dedicated switch on the instrument panel. A yellow AEB symbol on the driver’s instrument panel shows the system has been turned off. Each time the ignition is turned on, the system is automatically activated. No AEB system can completely eliminate the chance of a rear-end collision, for example, in situations such as a sudden traffic jam. AEB systems simply cannot completely anticipate the intentions of the driver and the surrounding traffic. Even the most sophisticated support system cannot yet replace the driver’s judgment and experience. The person behind the wheel remains responsible for how the vehicle is driven. However, if a driver does not have control of the situation, for example in case of sudden illness or fatigue, the AEB system may mean that a collision is avoided or the consequences of an accident are less severe. With certain exceptions, AEB can be ordered on all two- or three-axle Scania trucks with. The system does not require other options to be included in the vehicle’s equipment. But as components in the system are also used by other driver support systems – such as Adaptive Cruise Control (ACC) and Lane Departure Warning (LDW) – it is more cost-effective from a customer perspective to equip trucks with all of these driver assistance systems. . .

Fleet Owner / August 8, 2014 In perhaps something of an unusual twist, global engine maker Cummins is celebrating the 40th anniversary of its Jamestown Engine Plant this week even though the factory– which builds primarily on-highway engines-– is not actually located in Jamestown, New York. Instead, it’s nestled in the nearby village of Lakewood, a bucolic hamlet that sits a stone’s throw away from Pennsylvania to the south and Lake Erie to the west. Cummins said more than 400 engines are now built per day at its Jamestown plant, which employs some 1,500 and produced its 1.5 millionth heavy-duty engine in the summer of last year. The OEM originally acquired the more than one-million-sq-ft facility in 1974, using it initially to manufacture engine components before gradually shifting to complete engine units in 1979. In 2002, the company initiated a massive transfer of its on-highway engine production operations from Columbus, Indiana, which also serves as its global headquarters, to the Jamestown plant – a move that shifted 250 jobs to the Jamestown factory. Today, the Jamestown facility builds all of Cummins’ on-highway engines, including the ISX15, the ISX12 and ISM diesel engines, along with the Cummins Westport ISX12 G spark-ignited natural gas engine. The ISX15 and ISX12 engines both serve the U.S. and Canadian markets, noted the OEM, while the ISM is currently exported to Mexico, the OEM noted. The factory also produces the QSM and QSX engines that serve off-highway customers in construction, agriculture and marine applications. In another historical footnote, the transfer of Cummins’ engine building operations to Jamestown occurred roughly around the time the OEM introduced the “IS” and “QS” designations to differentiate its engine product segments. Standing for “Interact Systems” and “Quantum Systems,” respectively, the IS and QS acronyms are monikers designed to represent the company’s shift to electronically-controlled engine platforms, which occurred in the late 1990s, and thus to replace its old single-letter identifiers. Thus the “M11” engine became an “ISM” engine in highway service or a “QSM” in off-road or marine applications. It’s also interesting to note that shifting engine manufacturing to Jamestown in 2002 marked the beginning of a significant period of growth for Cummins as its global sales increased from $5.7 billion in 2001 to over $17.3 billion as of 2013. In the second quarter of 2014 alone, Cummins generated revenue of $4.8 billion – a mere $900 million short of its entire annual revenue 12 years ago – which represents an increase of 7% from the same quarter in 2013 due to stronger demand in on-highway markets and distributor acquisitions in North America. Cummins added that second quarter revenues in North America increased 14% while international sales decreased 1% percent compared to the second quarter in 2013, with lower revenues in Mexico, Brazil and India offset stronger demand in China. "Demand is growing in on-highway markets in North America this year as the economy improves and we have gained market share in medium duty truck and bus markets,” noted Cummins Chairman and CEO Tom Linebarger in a statement, adding that, based on the company’s current forecast, the OEM expects its full year 2014 revenues to grow between 8% and 11%, up from its previous forecast of growth of between 6% and 10%, due largely to improving demand in North America.

Business Insider / August 4, 2014 The American Trucking Associations (ATA) estimates that the U.S. is short 30,000 truck drivers. Factors driving the shortfall include regulations, relatively low pay, and the fact that fewer young people are interested in getting into the profession. Ninety percent of carriers said they couldn't find enough drivers who met department of transportation (DOT) criteria, according to a study cited by the ATA. The turnover rate at large truckload carriers was 92% annualized in Q1, putting it above 90% for the ninth straight quarter, according to the ATA. This compares with a low of 39% seen four years ago but is lower than a 130% average in 2005. Turnover refers to the rate at which drivers leave the industry and are replaced. The ATA reports this quarterly and annualizes the rate. "One-hundred percent turnover doesn’t mean that every driver left," ATA chief economist Bob Costello says. "If you keep a driver for 90 days, the rate generally drops in half. However, there are a group of drivers that churn, and they generally stay at a carrier for a short length of time (just weeks or a couple of months). Many drivers stay with a carrier for years." "Industry carriers are rotating through the same drivers — meaning drivers jump from carrier to carrier with no great influx of new candidates into the driver pool," says Gretchen Jackson, manager of recruitment at Con-way Truckload. Costello says the cold weather could have limited turnover, which could rise as the economy improves and higher freight volumes put more pressure on the market. What's causing the shortage? Many large and small carriers didn't survive the financial crisis and independent cntractors lost their equipment, and it became harder for these businesses to obtain the credit they needed to invest in capital. "This situation forced drivers to look for other work where they were able to be home more with their loved ones and be a part of the day-to-day life of a family," Jackson said. "Drivers saw what they missing being out on the road for 2-3 weeks and many made the decision not to give that up." Drivers are now leaving because of industry growth, retirements, and the switch to other industries. "We see our over-the-road (OTR) drivers leave to join other industries, particularly construction or less-than-truckload (LTL) truck driving, which provides a different type of schedule and work style than OTR driving," Jackson said. "Drivers want to make more money, and they want more home time, so they leave OTR truck driving for careers that can give them that." Changes to the hours-of-service (HOS) regulations in 2013 are also reducing driver productivity, Costello said. "As a result, carriers have to add more trucks and drivers to haul the same amount of freight, thus exacerbating the shortage." And then there are the barriers to entry. Seven percent of drivers cause Compliance Safety Accountability (CSA) problems for trucking companies. "While not all 7% will be pushed out of the industry overnight, over time, CSA and the related pre-employment driver screening program facilitated by the government will exacerbate the driver shortage," Costello writes. Something's got to give At the end of July, Swift Transportation, the largest truckload carrier in North America, complained of a truck driver shortage in its Q2 earnings release. "We were constrained in the truckload and (central refrigerated systems) segments by the challenging driver market. Our driver turnover and unseated truck count were higher than anticipated," according to the press release. The company says it will now invest in drivers and that it will spend more on wages. Salaries, wages, and benefits rose $14.2 million to $238.1 million in Q2, compared with $223.9 million a year ago. This was "due primarily to increases in workers compensation expense, the number of non-driving employees, and an increase in driver wages per mile due primarily to a change in driver mix across our various segments." Swift says it will pay higher wages and better training to attract more truck drivers. Con-way's Jackson shared similar sentiments, saying driver retention would now be key. "Overall, the industry needs to adjust compensation levels to match the jobs at hand." She also thinks trucking companies need to reach out to younger generations and show them that driving a truck is "a legitimate career option." The truck driver shortage is expected to surge to 239,000 by 2022. And the ATA estimates that the industry needs on average 100,000 new drivers each year over the next decade. "It’s a buyers’ market, you might say, for drivers, and they know that any other carrier is waiting to scoop them up for the right price," Jackson said. This chart from the ATA shows the projected shortfall: .

Press Release / August 6, 2014 Swedish truck and bus maker Scania has been invited to speak at the 4th annual conference of the Latin American Association of Integrated Transport Systems (ITS) and BRT* (Bus Rapid Transit) in Lima, Peru on August 6 and 7, about innovation and modernization in public transport. *Utilizing dedicated lanes, Bus Rapid Transit (BRT) offers the same high volume passenger capacity and speeds as light rail, but at significantly less cost. Founded in 2010, the association acts as a vehicle of communication, institutional, systematic and direct, between the bodies responsible for the ITS and BRT systems in Brazil, Chile, Colombia, Ecuador and Mexico, to solve common problems and challenges. "In major urban centers, traffic affects people's quality of life as well as air quality. Without an accessible transportation system, we run the risk of having a direct impact on economic activities," says Marcelo Oliveira, Bus and Coach Manager at Scania Latin America. "Our mission is not only to relieve the traffic, but to deliver environmental, economic and social benefits of mobility," he adds. The Scania bus chassis is designed to meet the needs of urban mobility while delivering superior fuel economy, robustness and low maintenance. "This is the case with BRT (Bus Rapid Transit), a high quality large-capacity transportation system capable of serving users with high-speed efficiency, safety and comfort." Scania buses represent a faster and more flexible solution for large-scale public transport, contributing to a reduction in passenger car traffic while reducing harmful CO2 emissions for a healthier environment. "Scania bus chassis are available in a wide variety of configurations to meet differing public transport requirements, and can be designed in cooperation with operators. The flexibility of Scania’s modular bus chassis design makes it possible to build a wide variety of bus types, with varying floor heights and driver positions. Scania is pleased to participate in the SIBRT conference in support of greater urban mobility in Latin America ", says Silvio Munhoz, city bus manager for Scania Latin America. Scania is the exclusive supplier of the new BRT line in Mexico. Mexibús is purchasing 62 BRT type buses from Scania this year including 52 meter long articulated units as well as 10 to 15 meter long rigid versions utilizing Scania model K360 IA6x2/2 and model K310 IB6x2*4 bus chassis. For the Mexibús sale, Scania cooperated with Brazil’s Neobus on the bodywork and selected the company’s Mega BRT design. The buses will run a 21.3 kilometers route with 42 intermediate stations and two of modal transfer. Scania BRT buses are already on the job in the Mexico with Optibús in León (Guanajuato) and Metrobús in Mexico City. The Transmilênio mass transit system in Bogotá, Columbia is adding another 269 Scania model K250 IB 4x2 buses to its existing fleet, bringing its total number of Scania city buses to almost 500 units. Sale of 38 bus chassis for BRT in Belo Horizonte (Move) Articulated Scania model K310 6x2/2 BRT buses are now in operation with four operators: Transports Millennium, Transport St. Dismas, Bettania and Turilessa bus. Each BRT bus has a combined capacity (seated and standing) of 127 passengers. Since last December, 176 Scania BRT buses have been in operation in Rio de Janeiro including 12.5 meter long model K230 4x2 units. .

Carga Pesada / August 8, 2014 Ford Trucks saw its light truck sales rise 5 percent in the January to July period, bringing its market share to 30 percent. The main cause for the breakthrough was Ford’s Cargo 1119, which gave customers a new choice with its class-leading load capacity. Introduced in January, Ford sold 1,188 units until July. The Cargo 1119 now accounts for 29 percent of sales among Ford’s nine 10-ton GVW models. Ford has a great tradition in the light trucks segment, which also includes the Cargo 816, one of the leaders of sales. Soon, the lower end of Ford Brazil’s light truck range will be expanded with the addition of the F-4000. "The light trucks segment is one of the most important, accounting for about 20% of the industry's sales in Brazil. Ford has always given extra attention to this segment and continues to evolve, providing modern vehicles and tuned to customer needs", says Antonio Baltar Jr., national sales and Marketing Manager of Ford Trucks. The Ford Cargo 1119 has the highest power and load capacity in for local delivery and regional distribution. Equipped with an electronically-controlled 189 horsepower 4.5-liter Cummins engine, anti-lock brakes and traction control as standard equipment, the Cargo 1119 is GVW rated at 10,510 kg. "The Cargo 1119 is the result of Ford’s philosophy of doing more with less, with intelligent and rational solutions to increase the efficiency of the fleet with more cargo per trip. Fuel economy and cabin comfort are other advantages responsible for their success," says Baltar. .

Heavy Duty Trucking / August 6, 2014 Schugel Trucking of New Ulm, Minnesota has accepted the opportunity to take over Kraft Food’s private fleet after the company announced plans earlier to eliminate the operation around the country. The fleet, which has about 25 drivers, will become part of J&R Schugel beginning August 17. “Some of these drivers used to drive for us before they went over to Kraft and they were the first ones to call us when Kraft announced their plans to cut jobs,” said Leah Shaver, director of human resources for J&R Schugel. “Many of them are million-mile or higher safe drivers. This is a safe, loyal and dedicated fleet and we couldn’t be more excited to have them back on our team.” The New Ulm private fleet drivers will be able to have everything at J&R Schugel that they had at Kraft and more. The consistent Midwest regional routes will stay the same including weekly home time,. Kraft Foods announced in April that it planned to cut 285 trucking jobs in order to outsource services to other carriers. Spokesperson Joyce Hodel said that Kraft would use strategic partners the company already does business with to cover the routes affected by the job eliminations going forward. The private fleet moves products and materials across Kraft's network of plants and distribution centers. “Our relationship with Kraft Foods began back in the 1980s when we branched out into the refrigerated business,” said Shaver. “Kraft has always relied on us as a service provider and partner, so absorbing their New Ulm private fleet into our J&R Schugel family just made a lot of sense.” J&R Schugel is a truckload carrier of general commodities, serving the continental U.S. with regional and over-the-road operations in the Midwest, Northeast, Southeast and West Coast operating 600 power units and over 1,000 trailers.

I invite one and all to attend the IAA int'l truck show in Germany next month. I promise that all of you will be shocked. The largest truck show in the world, it will be a real wake-up call for you. You will, for example, have a MUCH better understanding of where Mack stands within Volvo's global empire. Nearly every trailer maker, and component maker in the world with be displaying. You'll see familiar names like Cummins, Meritor and Jacobs. And you be shocked with the brilliant engineering of a thousand manufacturers you never knew existed. The U.S. market is now but a small part of a global truck industry, a backseat participant.

Stuttgart / August 6, 2014 Mercedes-Benz has a stunning line-up in store for visitors to the 2014 International Commercial Vehicles Show (IAA) in Hanover, Germany (Sept. 25 thru Oct 2). From the Actros and Arocs to the Antos and Atego, the company’s A-series will all be represented at IAA, displaying new standards in terms of cost-effectiveness, safety and operating comfort with their cutting edge exterior and interior designs. Mercedes-Benz Trucks will display its new natural gas engine, and specialty trucks including the Econic refuse chassis, and all-wheel-drive Unimog and Zetros. Mercedes-Benz Future Truck 2025 – a glance at the future shape of trucks Visitors to the Mercedes-Benz stand at the IAA will have an opportunity to witness the truck of tomorrow. The Mercedes-Benz Future Truck 2025 is a revolution in efficiency and safety, a revolution for road traffic and its infrastructure, for professional driving and for the road transport sector. In ten years, trucks will be able to drive autonomously on roads and highways. Developed by Daimler Trucks as part of the "Shaping Future Transportation" initiative, it will save resources and reduce emissions while ensuring the highest possible standard of road safety. Connectivity is one of the pillars on which this technical quantum leap is founded. More than 20 trucks from all model series, TechLane, "Driving Experience" Laatzen At IAA, Mercedes-Benz will be presenting the state-of-the-art in truck engineering with over 20 vehicles from all model series in hall 14/15 at the show. In addition, visitors to the stand and its TechLane will find exhibits explaining the technology that lies behind the outstanding cost-effectiveness of the new truck generation. Visitors to the show can also experience the very latest truck technology live during the course of test and demonstration drives on the nearby test-drive location in Laatzen, Germany. Fascinating technology: new Actros SLT heavy-duty tractor unit The new Mercedes-Benz Actros SLT heavy haul tractor will make its official debut at the IAA show. This is the crowning glory of the Actros series, which ushered in the latest generation of Mercedes-Benz trucks and is now Europe's No. 1 long-distance truck. The Actros SLT can handle GCWs up to 250 tons (551,000lb), and is full of cutting edge technology. The innovative turbo-retarder clutch (TRC) combines a wear-free hydraulic start-off clutch and a retarder with high brake power. The 16-speed Mercedes PowerShift 3 transmission with a specially developed shift program ensures the most suitable ratio at all times. The prominent cooling tower behind the cab contains exclusive special technology. Mercedes-Benz supplies the heavy-duty tractor unit in a wide variety of axle configurations culminating in the Actros SLT 8x8, a powerful four-axle truck with all-wheel drive. Actros, Arocs, Antos and Atego – A-series in top form Appearing together for the first time at an IAA show - the four model series Actros, Arocs, Antos and Atego. Showcasing a range of new features, the Actros is looking for a duel right now: in the "Fuel Duel" taking place in 22 European countries, it is competing against its competitors in fleets under defined conditions. What we promise: The Actros is the most cost-effective truck, and consumes less fuel than the most economical truck in the fleet taking part. To date the Actros has fought this duel in more than 300 fleets – and emerged the winner in an amazing 99 percent of cases. On average, the Actros achieved impressive fuel savings of almost ten percent. Power, robustness and efficiency – from a tipper to a semitrailer tractor, the Mercedes-Benz Arocs has all the attributes demanded in tough construction site operations. The Arocs is likewise optionally available with the turbo-retarder clutch, which ensures maximal load-bearing capacity when moving off and maneuvering with heavy weights and high torque. The new "Hydraulic Auxiliary Drive" (HAD) caters for on-road operation with an occasional need for increased traction. This has selectable wheel hub motors to drive the front axle. The Arocs 6x4 with a low cab mounting height is a new addition to the range. It is suitable for areas with low overhead clearances. The Arocs is now also available with Predictive Powertrain Control (PPC), the predictive cruise control with transmission intervention. This quickly pays off in on-road operations. The Mercedes-Benz Antos is the first specialist for heavy distribution operations, and at the same time an all-rounder. With numerous available variants, it can be specifically configured for an individual operating profile. This is aided by the new option of a front axle with air suspension. It is primarily intended for through-loading combinations, so that the necessary height can be precisely set within a truck/trailer combination. The Antos is the epitome of high class, efficiency and excellent handling. The Mercedes-Benz Atego is the European market leader for distribution trucks with 6.5 to 16 t permissible gross vehicle weight. In the revised version it has the benchmark position with respect to quality, reliability, repair and maintenance costs and longevity in the light and medium truck segments. Like the Antos and Arocs, the Atego is celebrating its IAA debut in Hanover. Innovative M 936 G natural gas engine in the Econic The new M 936 G natural gas engine in the Econic is based on the OM 936 turbodiesel engine from the new 7.7 liter BlueEfficiency Power generation. As a mono-fuel engine, it runs on compressed natural gas (CNG) and has an output of 221 kW (301 hp) while delivering maximum torque of 1200 Nm. Figures like these, in combination with its impressive power delivery, place the single-stage turbocharged engine on a par with its diesel-powered counterpart. At the same time, it sets new standards in terms of environmental compatibility, with CO2 emissions up to 22 percent below those of a diesel engine. Using biogas further improves the carbon footprint. Virtually soot-free combustion obviates the need for a particulate filter of the kind now customary in diesel engines with the introduction of the Euro VI standard. Exhaust gas aftertreatment is by means of a three-way catalytic converter. And another advantage: The natural gas engine has an even lower noise level than the already quiet OM 936 diesel engine. The additional weight compared to diesel drive has been halved to only around 500 kg. This is by virtue of gas cylinders with thin steel walls and a carbon-fibre mantle. High-tech tools and all-terrain specialists – Unimog and Zetros The Unimog is appearing as a new implement carrier in two model series: the U 216 and U 218 are the particularly compact entry-level models, while the U 318 to U 530 are the successors to the familiar implement carrier. The new generation not only looks attractive, it is above all even more efficient, environmentally friendly and cost-effective, and its typical characteristics are considerably further enhanced. For example, the new working hydraulics operate precisely and allow fine control, despite an increase in hydraulic power. The implement carrier brings a new version of hydrostatic drive onto the road by the name of synergetic traction drive: the combination of a hydrostat and manual transmission now allows the driver to switch between systems while on the move. The new all-terrain Unimog models are even more environmentally friendly and efficient, and just as capable off-road as the preceding series. They have the model designations U 4023 and U 5023. From the cab design and cockpit to the engine and its position, the new generation is fundamentally different from its predecessor. As the most powerful engine ever used in the Unimog, the four-cylinder Mercedes-Benz OM 934 develops 170 kW (231 hp) and a powerful 900 Nm of torque from a displacement of 5.1 l. The engine has been relocated to the rear beneath the cab. Owing to this mid-engine position, the vehicle's centre of gravity is lower while allowing more ground clearance – another benefit for the outstanding off-road handling characteristics. When outstanding traction and load-bearing capacity are required in extremely difficult conditions, the cab-behind-engine Mercedes-Benz Zetros comes to the fore. It combines extreme off-road capabilities with a high load capacity. As a new and very important aid to traction, an optional tyre pressure control system with push-button controls in the cab is available. Also new is an extended wheelbase with a larger rear overhang for the two-axle model. Preparations are under way for a further engine to power the three-axle Zetros 6x6: it will become available with the globally successful Mercedes-Benz OM 457 in-line six-cylinder engine. This has an output of 315 kW (428 hp) and a maximum torque of 2100 Nm. In top form: Fuso Canter with three drive systems The cleanest technology, whatever the application: Fuso is a pioneer in environmentally friendly drive systems for the commercial vehicle sector. The new Fuso Canter E-Cell represents the state of the art for all-electric, locally emission-free light trucks: an operating range of over 100 km, powerful output of 110 kW (150 hp), chassis payload of around 3.0 t and a permissible gross vehicle weight of 6.0 t. Eight Canter E-Cell trucks have been undergoing practical trials with customers for a year. The Canter Eco Hybrid has already been available in Europe since the end of 2012. This produces fuel and CO2 savings of up to 23 percent, and is available at a moderate extra cost. The diesel-powered Fuso Canter is even more economical and cost-effective since the move to Euro VI. The Ecofficiency package included as standard reduces fuel consumption and CO2 emissions by up to nine percent. Now with a permissible gross vehicle weight of up to 8.55 t, with dropsider and tipper bodies ex factory as well as the further refined all-wheel drive of the Canter 4x4, the Fuso Canter will present itself in top form at the IAA show.

Press Release / August 5, 2014 Throughout history, Carrara marble has been used to create some of the world’s finest sculptures and buildings. The quarry continues to deliver its outstanding marble to discerning customers around the world. And for transporting the high-value blocks, Tuscan haulier Andrei Mario & C. has just taken delivery of the very first Euro-6 emissions 8x8 truck in Italy, a Scania G 450. “I’m glad to go forward with Scania,” says owner Mario Andrei. “I’ve met an enthusiastic organization that does its utmost to determine customers’ needs in order to specify precisely the right vehicle.” He adds that the wide range of services, including financing and driver support, also were decisive for selecting Scania. .