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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. .

Heavy Duty Trucking / August 4, 2014 Volvo Trucks of North America is recalling 1,025 2011-2015 VNL and 2014-2015 VNM trucks, according to a National Highway Traffic Safety Administration notice. All were manufactured Nov. 17, 2010, through Feb. 5, 2014, and equipped with enhanced cruise control and without side fairings. In the affected vehicles, the active braking component of the enhanced cruise control can become disabled, according to NHTSA. If this happens the vehicle may not automatically activate the brakes as intended when the enhanced cruise control system is in use, increasing the risk of a crash. Volvo will notify owners, and dealers will update the control unit software, free of charge. The manufacturer has not yet provided a notification schedule. Owners may contact Volvo customer service at 1-800-528-6586. Volvo's number for this recall is RVXX1402. ___________________________ Daimler Trucks North America is recalling 194 model year 2015 Freightliner Cascadia, 122SD, and Business Class M2 trucks manufactured March 20, 2014, through April 10, 2014. Due to an axle manufacturing error, there may be weak spots in the beam of the affected axle assemblies, according to a NHTSA notice. The axle weak spots could cause the axle beam to bend or cause wheel separation, increasing the risk of a crash. The axles were manufactured by Meritor, model MFS12143ANN. The recall is mostly confined to just the Daimler Trucks models. DTNA will notify owners, and dealers will inspect the axle beams for certain manufacturing dates, and replace the ones manufactured within a certain date range, free of charge. The recall is expected to begin on Aug. 24. Owners may contact DTNA customer service at 1-800-385-4357. DTNA's number for this recall is FL-662 Owners can also contact Meritor customer service at 1-248-435-1725. Meritor's number for this recall is C14AC. Vehicle owners may also contact the National Highway Traffic Safety Administration Vehicle Safety Hotline at 1-888-327-4236 or go to the NHTSA website for more information.

Press Release / July 31, 2014 There’s a phrase some customer service staff are all too quick to fall back on, should they run up against a problem: “Well, it worked in the laboratory….” With this they effectively duck all responsibility and in the process imply the customer is somehow at fault for using their product in some unforeseen manner. Happily, that was not the experience when UK-based plant hire specialist Barry Wood ran into operational issues with its Scania-powered Terex Pegson stone crushers. The company owns four such machines, three of which feature Tier 4 Interim-compliant Scania 9-litre industrial engines. The company hires machinery to construction industry customers throughout the UK, each of which has its own specific operational needs and requirements. “Typically, the conditions our machines work in are extremely demanding – quarries, for example, which tend to be dirty, dusty and, quite often, very remotely located,” says Barry Wood Plant Hire Managing Director John Hattersley. The Tier 4 Interim machines employ selective catalytic reduction (SCR) to meet the required emission standard, he explains. SCR uses AdBlue (DEF), a urea-based solution, which is introduced into the exhaust system by way of a precision dosing unit. To work properly, the exhaust temperature must be maintained at a certain level or the AdBlue will crystallize, and the AdBlue system itself must be kept scrupulously clean and free from contamination at all times. Failure to meet either of these criteria means the dosing unit will clog up, causing the machine to shut down. “Our problem was that we had customers who were experiencing both issues,” says Hattersley. “In some instances, machines were being regularly stopped and started. This meant the exhaust gases were often below the required temperature, so crystallization became an issue. In other cases, AdBlue was being transferred from large containers into smaller ones for filling. Here, dust ingress leading to blockages was the culprit. While neither of these problems were directly of Scania’s making, we needed solutions – so we turned to Scania for assistance.” Hattersley’s Crushing and Screening General Manager Paul Mack, takes up the story: “I have to say we were pleasantly surprised by Scania’s response,” he says. “In the past, we have known manufacturers and their dealers to walk away from operational matters, saying they cannot be held responsible for the way in which their products are used. But Scania took exactly the opposite approach; they pro-actively came to us saying, ‘What can we do to help?’” Scania offered several solutions. To remedy the exhaust temperature issue a temporary mechanical fix was implemented until a long-term electrical answer could be developed. The contamination problem was solved by the addition of a filler filter. Scania also identified that dust could be introduced via the position of the breather pipe, so a remote breather filter was added to circumnavigate any potential issues there. The work was undertaken by Scania (Great Britain) Limited in conjunction with Scania’s engineers in Sweden, but, says Mack, “we were also impressed by the attention shown to us by the company’s dealer network, which provides the front-line service. Here, dealers Keltruck and West Pennine Trucks in particular have given us excellent service, but it is encouraging to know that Scania has 90 service points the length and breadth of the UK.” As a national hire company, he explains, the company’s machines could be operating anywhere at any time. “It is imperative for us to be assured that assistance is readily at hand should we or our customers need it,” says Mack. “And while all suppliers talk of excellent service, our experience is that in practice very few live up to the promise – so we are genuinely impressed with the way in which Scania has gone the extra mile on our behalf.” .

Truck News / July 30, 2014 Freightliner has set an internal goal to limit the downtime of its vehicles to no more than three days, for even major repairs. Richard Howard, the company’s newly appointed senior vice-president of sales and marketing, revealed the plan during a press event. “We have set a key aspiration for us,” he said. “The maximum time a truck should be in the shop is three days, as a maximum. We don’t want any of our customers’ trucks being in the shop longer than three days.” Freightliner is currently using telematics and its Uptime Pro management program to better monitor the time its customers’ trucks spend in the shop. Daimler plans to use that data to become more involved in the repair process, ensuring the required parts are readily available and other measures, some of which will be best practices already employed by top dealers. While it’s still too early in the process to determine how long the average truck spends in the shop, it’s well under three days, Howard indicated. However, he also acknowledged there’s room for improvement. Freightliner has introduced other measures to improve uptime, including launching Express Assessment, which provides a diagnosis, checks parts availability and produces an estimate within two hours of a service write-up.

Truck News / July 30, 2014 Five years ago, Freightliner set out to become a vocational truck leader. Now it claims it has accomplished that goal. Here's how they did it. The medium-duty and vocational truck markets can no longer be thought of as side businesses to Freightliner, executives declared while providing an update on their vocational strategy initiated five years ago. When Freightliner set out to become the vocational truck segment leader, it did so from second position, but well behind Navistar International. A well executed strategy by Freightliner, coupled with Navistar’s emissions-related struggles, have enabled the company to achieve its goal ahead of schedule. Year-to-date, Freightliner now leads the market share race in all six sub-segments that comprise the vocational truck market (specialized hauling, utility, food and beverage, government, construction and refuse), executives said, citing Polk data. “When we pitched this (strategy) internally, Navistar had the lead position in every one of what we call the six sub-segments of vocational,” said David Hames, general manager, marketing and strategy with Daimler Trucks North America. “Our goal was to eventually supplant Navistar, or whoever was in that lead position, by 2015. This is the first time we’ve been able to get to that lead position across the board.” Freightliner’s goal is to control 32% of the vocational truck market this year and it presently sits about one point shy of that mark. The company now considers the vocational market part of its core business and not a secondary business unit, Hames said. “We can’t look at medium-duty as a secondary business. We can’t look at vocational as a side business. Medium-duty and vocational is not something that is a side business for us anymore,” he said. “That was a major accomplishment that came out of this five-year vocational strategy – to become a more well-rounded, diversified truck manufacturer.” To put into context how important this market is to Freightliner, Hames showed a chart that indicated Freightliner sells more M2 Business Class and SD vocational trucks than the total production of most other OEMs; never mind on-highway tractors where it’s also the current leader in market share. Its US/Canada Class 6/7 vocational market share is 35.1% year-to-date, up from 14.6% when it launched its vocational strategy in 2009. Including Class 8, Freightliner holds 30.8% of the segment, up from 16.8% in 2009. Richard Saward, general manager, vocational sales with Freightliner, admitted it hasn’t been easy. To become a vocational truck leader, the company has had to step outside its comfort zone and take on special projects that in the past would have been easy to turn down. “We looked to the top of the hill at the market share leader, who was 25 points in market share ahead of us, and said ‘We’ve got to do some things, get serious about it and commit to get that stuff done’,” Saward recalled. It took some courage, during a depressed market in 2009, to go to senior management and ask for a significant investment in a market segment that then only represented about 20,000 units (or 42,000 units today, now that the market has recovered). “We asked for a boatload of money and said, ‘If you do this, we promise you we’ll get some rewards out there’,” Saward said. Money in hand, the company consulted with its dealer network to ensure they were on-board with the plan. There were some initial concerns that dealers might be complacent in being an on-highway leader and disinterested in pursuing what is a very different market. However, those concerns were quickly put to rest when the dealers that were consulted said they were all-in on vocational. The SD line of trucks brought Freightliner the solid, rugged, versatile product platform it needed to pursue the vocational market. However, Saward said it was daunting to say ‘yes’ to customers who brought forth some unorthodox requests. “We were challenging ourselves to do some uncomfortable builds,” he said. “When you have a 60-ton crane and a boom that’s 100 feet out in the air and it’s unloading materials, there’s no guesswork involved. You better know, you better have tested it and you better know your partner is putting a body on it that the outrigger is going to hold and it’s not going to tip over. That’s a $400,000 unit and the truck is maybe $120,000 of that. They’re mounting a piece of equipment that’s two to three times the value of our chassis and before they do it they want to make sure they’re working with someone who knows what they’re doing.” Another element of Freightliner’s new focus on the vocational market was to change how its dealers viewed truck equipment manufacturers (TEMs). They began looking at TEMs as partners rather than customers, and working with them more closely to design a chassis that’s easy to upfit. This included keeping a clean frame and back of cab and pre-drilling holes so upfitters wouldn’t have to. Freightliner also developed a multiplex electrical system that allowed body builders to more easily install their equipment. It also incorporated new programmable features requested by its customers, such as turning down the radio volume when the truck is put into reverse and displaying the side camera view in the driver display when the turn signal on that side of the truck is activated. Equally important, Freightliner made progress in securing government business. It now has a large presence among Departments of Transportation in the northeastern states. While it’s pleased with the progress it has made, Freightliner executives hastened to add they’re not yet satisfied with their position. “We’re not spiking the ball yet,” said Hames. They promised another update next year, at which time they’re confident they’ll be able to discuss further market share gains. Inside the numbers: Why Freightliner is pleased with its position in the vocational segment and the market in general: 372,600: Daimler’s projected 2014 NAFTA Classes 6-8 market demand34.4%: Freightliner’s year-to-date share of the US/Canada Class 8 retail market27%: The Q2 Class 8 order intake increase for Daimler Trucks North America compared to Q2 last year41.6%: Freightliner’s year-to-date share of US/Canada Class 6-7 retail sales30.8%: Freightliner’s year-to-date Classes 6-8 vocational truck market share35.1%: Freightliner’s year-to-date Classes 6/7 vocational truck market share21,236: The total, year-to-date number of Freightliner M2 and SD trucks sold through June.

Fleet Owner / July 31, 2014 Kenworth is now accepting orders for Class 8 vehicles spec’d with the Dana Spicer AdvanTEK 40 tandem axle. The axle can be ordered on P&D, regional and linehaul trucks equipped with the Kenworth AG380 or AG400L suspension. “The Spicer AdvanTEK 40 tandem axle is an excellent, fuel-efficient addition for new Kenworth Class 8 trucks,” said Kurt Swihart, Kenworth marketing director. “The AdvanTEK 40 axle is featured as a key part of the special Kenworth T680 Advantage configuration designed to help Kenworth customers maximize fuel efficiency.” The Spicer AdvanTEK 40 axle incorporates such features as innovative gearing, which can help increase fuel economy, improve reliability, reduce vehicle weight, and decrease total ownership costs. The axle was developed with some of the industry’s fastest ratios to handle higher torque and lower engine RPMs at cruise speed. Axle ratios of 2.26, 2.39, 2.53, 2.64 and 2.79 are available on Kenworth Class 8 trucks, including the T680 and T880. The AdvanTEK 40 includes a flow-through lubrication system for the inter-axle differential; a high-efficiency, on–demand lubrication pump; a “no-maintenance” U-tube breather. It also boasts wheel differential locks; “innovative” lube-flow enhancements; and the SelecTTrac solution for wide-based single-tire configurations.

There was a time when America's truckmakers led the world in technology and innovation. The Europeans were clearly behind us in every aspect of truck design. America's most cutting edge truckmaker, Mack Trucks Inc., for decades put the world on notice that U.S. heavy truck design was second to none. Sadly, look at where we stand today. For a country in which trucking figures so prominently in our development, it is a tragedy that all the trucks on the roads of America today, with the exception of Navistar and Paccar, are produced by foreign truckmakers. It is a national disgrace that America no longer has the ability to compete and lead in our own domestic truck industry. We are the greatest nation in the world, and yet, we have allowed our trucking industry to be sold out to and controlled by the Europeans. Speaking of suppliers, just as Detroit Diesel was sold to Germany's Daimler, TRW is in the process of being sold to Germany's ZF. If America's industrial might and abilty for cutting edge innovation is now resigned to the history books, we should all take lessons in humility as we seek out a place in the backseat of today's global business arena.

Paccar-VW: The rumor that wasn’t Fleet Owner / July 30, 2014 Germany’s Volkswagen AG denied weeks ago that it was planning a rumored run at Paccar, but only yesterday did the parent of Kenworth and Peterbilt officially squash talk of such a merger. Speculation arose early in July from a research note by industry analysts that attributed Wolfgang Bernhard—who heads the Trucks and Buses Div. of Germany’s Daimler AG— as stating he’d been informed by “serious, multiple sources" that its rival VW would attempt to take over Paccar next year. A spokesperson for VW had forcefully denied the rumor at the time, calling it "complete rubbish." Yesterday, Paccar CEO Ronald E. Armstrong told reporters on a conference call that "There have been no discussions with Volkswagen… The company continues to focus on running the business day in and day out." Mr. Armstrong’s unabashed dismissal of any talks with VW transmits Paccar’s position in no uncertain terms. Yet what would likely have killed off this rumored courtship before it was ever launched is the perceived unsuitability of VW as the suitor. If these OEMs were to merge, it would bring under one corporate roof Paccar’s European-based DAF truck operation and VW’s MAN and Scania truck units. Such a merger, analysts contend, would never fly with EU antitrust regulators as the combined OEM would immediately attain too large a share of the European commercial-truck market.

Heavy Duty Trucking / July 31, 2014 In early July, a top Daimler Trucks official told reporters that fellow German company Volkswagen would make a bid to buy American truck maker Paccar. VW denied the rumor at the time, and now Paccar has responded as well. On July 3, Reuters reported that Wolfgang Bernhard, chief of Daimler Trucks, told analysts at Bernstein Research that "serious, multiple sources" told him VW will make a bid for Paccar next year. However, a few hours later, Reuters reported that Volkswagen strenuously denied those rumors, calling them "complete rubbish." Paccar did not respond to HDT request for comment. This week, Paccar CEO Ron Armstrong dismissed rumors that Paccar, which makes Peterbilt and Kenworth trucks in the U.S. and owns the DAF brand abroad, is engaged in merger talks with Volkswagen AG. "There have been no discussions with Volkswagen," said Armstrong. "We've got a great team. The company continues to focus on running the business day in and day out." Analysts say DAF's truck brand in Europe would give VW too large of a market share for EU antitrust regulators to sign off on such a merger. Which brings speculation of VW's future truck expansion goals into North America back around to Navistar, which has more than once been rumored to be a purchase target of the German automaker. Alan Bunting, a writer for Automotive World, wrote last week that "For the first time ... Troy Clarke, chief executive of truck and bus manufacturer Navistar, has indicated that the corporation 'could be purchased by another company,' adding that there are 'half a dozen folks' on the world stage who might be interested in purchasing a reinvigorated Navistar." Clarke made the remarks while speaking to a group of truck industry editors in Washington DC on July 9. "In reality, the list must be even shorter than six," Bunting writes. "Top of that list must be Volkswagen, currently unrepresented in Navistar's primary North American market, but with declared aspirations for its collective Scania, MAN and VW brands to rival Daimler in global heavy-duty market share." For that to happen, VW would have to take on Daimler Trucks North America, Bunting pointed out

Trucking News Australia / July 29, 2014 A vision of some of the planned technology to be found in the truck of the future is going to be on show at the IAA International Truck Show in Hannover, Germany this September. Next generation fuel injection systems, vision and radar sensors, vehicle ethernets, reconfigurable driver displays, wireless charging and high voltage connections are all to be included in the concept truck to be put on display by American component supplier Delphi at the show. “Delphi is a leader in developing technology that commercial vehicle drivers expect while helping manufacturers meet current and future global regulations.” said Jeff Owens, Delphi’s Chief Technology Officer. “The latest vision and radar sensors, fuel injection systems and infotainment technologies featured on the Tech Truck will help CV OEMs develop green vehicles while helping drivers stay safe and remain connected”. The new heavy duty fuel injection system goes beyond Euro 6 and pushes pressures over the current 2700 bar F2 common rail technology. The system will include an all new patented injection set-up for reduced emissions and improved efficiency. A new High Pressure Direct Injection (HPDI) natural gas injector for heavy-duty engine applications, developed jointly with Westport will be included in the concept. There will also be a new modular common rail system, designed specifically for medium duty applications. New vision and radar sensors based on, what Delphi is calling, ‘unique vision and fusion algorithms’, will include autonomous emergency braking (AEB) and lane departure warning (LDW) systems, which are to become mandatory in the European Union. An advanced Ethernet Connectivity technology will enable various electronics within the truck to communicate at a speed of 100 megabits per second. The Tech Truck will include an infotainment system using radio functionality and internet access in a driver display system functioning on the Android operating system. The full-colour, high-resolution and entirely reconfigurable instrument panel displays key driver information within a 20º field-of-View using photorealistic 3D graphics. Wireless device charging is also included in the concept truck, to recharge handheld devices used by the driver. It removes the need for a tangle of charging cords in the vehicle cab. Delphi has developed a multi-mode system, which includes a highly resonant technology to cover a full range of consumer devices.