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Diesel News Australia / July 2018 In Queensland, SunChip’s business is harvesting and transporting plantation timber grown in a vast swathe of forest stretching from Bundaberg to Brisbane. Growing time for the Caribbean pine from planting to harvest is 30 years, after which the land is replanted within six to 12 months and the cycle repeats itself. SunChip has operated since its inception in 1997. The private company has operations in Queensland and New South Wales including depots at Maryborough and Gladstone as well as Bathurst and Tumut. Owner, Mark Blackberry, hails from Scottsdale in Tasmania where he cut his teeth as a harvester in the logging industry before seizing the opportunity to expand his horizons on the mainland. SunChip’s General Manager, Dirk Koeppen, has been with the company for 20 years. He originally started as a truck driver before transitioning to machine operator and later moving into training roles for both truck and machine operators as well as Occupational Health and Safety (OH&S) training. “In the Maryborough area we predominantly carry long-length stem Caribbean pine which are 18 metre logs that go to the Hyne and Son saw mill at Tuan,” says Dirk. “Our quota to this mill alone is 85 B-double loads per day and across all our depots we shift approximately 600 loads per week. “We load by weight so all the trucks and loaders are equipped with scales. We are allowed a gross combination mass (GCM) of 67 tonnes which gives us a payload of 45 tonnes.” While the company’s name might suggest the timber it hauls is destined for wood-chipping, that’s not the case with these 18 metre logs being milled into structural timber. “They not only supply the Bunnings (hardware warehouse chain) contract but depending on the circumstances the timber could be destined for the domestic market or for export,” Dirk explains. SunChip currently operates 40 Super-Liner B-double day-cab prime movers. Each is fitted with the 16-litre MP10 engine delivering 685hp and 2,300 ft lb of torque, driving through the mDRIVE 12-speed AMT. At the rear end resides Mack drive axles with leaf spring suspension, which Dirk says enables the trucks to operate smoothly in some equally tough but diverse conditions, from summer downpours on the sandy tracks of the Queensland coast to the wintry ice and snow covered roads around Tumut in the Snowy Mountains. “If it just gets too wet up north, I want to be able to send the trucks down to the Snowys,” he explains. “Likewise, if it’s too messy with the cold in winter down Tumut way, I’ll bring the trucks from there back up north. The Super-Liners meet that challenge with ease.” It was interesting to hear Dirk expand on his preference for the spring suspension and mDRIVE combination in the Super-Liners. As far as he’s concerned, it’s the best blend for his logging operation. “For our application this setup is far superior to a manual transmission with airbag suspension,” he attests. “In Queensland we operate in sandy conditions where the ground moves under the weight of the truck. This causes manual trucks with airbags to bog down and wheel-spin which corrugates the road whereas the mDRIVE with spring suspension keeps the power delivery smooth and uniform. It’s like two railway tracks that keep the wheels gliding across the surface. There’s no doubt the traction control also plays its part in keeping the wheels turning smoothly.” This is the second round of Super-Liners SunChip has owned and fitted with the mDRIVE automated transmission. And over the last seven years it has really proved its worth. “They’ve been virtually bullet-proof and our figures show it’s saving us between eight and nine per cent in running costs,” Dirk claims. “It’s not only fuel savings, there’s less maintenance costs for things like engine mounts and drive-shaft universal joints.” .

Diesel News Australia / July 2018 Despite being a relatively unsophisticated truck International ProStar driveline smarts on the truck tested by Diesel News are impressive. One of the aspects of this design is relatively new to Australia and this is the ADEPT powertrain technology that can be included in the package when an Ultrashift is specified. This sees drivetrain technology moving to another level. Much improved data communication sees the driveline delivering quicker, more precise and fuel saving gear changes plus better engine brake performance, when both the transmission and engine work together to maximise retardation. It was this improved feedback between the engine and transmission that struck this driver in the first few minutes of the test drive. There is a lot more thinking going on behind the scenes so the driver doesn’t have to intervene so often to get good engine braking or feather the accelerator to get an even and fuel efficient acceleration when fully loaded. The ADEPT (Advanced Dynamic Efficient Powertrain Technology) system, developed jointly by Cummins and Eaton, sees much increased data communication between the engine and transmission, but also further data from the truck’s own system using sensors mounted around the truck. Out on the highway the Smart Coast ability of the ADEPT system saw the revs drop back to idle when the driveline sensed the momentum and speed of the truck could be maintained safely without the transmission having the clutch engaged. Many times on the test, the truck cruised along at 100km/h with the X15 sitting at 600rpm and the Eaton clutch open. One touch of a pedal or a change in the grade saw the clutch re-engage and the driveline get back on with its job. Smart Torque uses torque management changes to inform the shifting pattern and keep the engine operating at its most fuel efficient. Knowing whether the truck is unladen or laden changes the response, in terms of torque, evening out acceleration and improving fuel efficiency. In fact, on this model, the dual-mode Cummins not only adjusts for the mass being carried but also has a sensor on the rear airbag so it knows immediately when the truck unloads and acts accordingly, instantaneously, rather than waiting for the driveline to sense the lower mass. The Urge-to-Move function is in reverse gear on this model. The system will start engaging the clutch before the driver touches the accelerator. It senses brake pressure is off and starts to move the truck slowly backwards. This is designed to aid slow manoeuvring or coupling trailers. It also makes it a bit like an automatic box to drive. As soon as you release the brake it starts to move, there’s no feathering of pedals. This could be set up to do the same in first gear, but, currently, International only activate it for reverse. Out on the highway, when it knows it has to work hard, the ADEPT will run the revs out to 1700rpm before going up a gear, but when running on the flat it will have a go at 1500rpm. At top speed, the engine is running at 1500rpm at 100km/h, as it should be on a true Australian US Truck. The ADEPT system has taken the rudimentary US trucks we know and love and turned them into something which makes the same sorts of noises but also acts in a smart way, mimicking the smarts available from the truck’s European opposition. With Urge to Move, Smart Coast and Smart Torque we are dealing with a dumb truck, with a smart engine and gearbox. US trucks are now in the same electronic ballpark as the Europeans we are seeing on our roads. .

Scania Group Press Release / July 11, 2018 SGV Group’s new vessel, the MS Diamond, has recently begun navigating Lake Lucerne under hybrid power aided by a powertrain that’s based on a Scania 13-litre six-cylinder diesel engine. It’s a sunny March morning on Lake Lucerne in Switzerland. Michel Scheurer, production director of Schifffahrtsgesellschaft Vierwaldstättersee AG (SGV), carefully steers the latest addition to the company fleet from the shipyard out into the lake. It’s just a matter of weeks before the company’s new ship, the MS Diamond, is due to be put into service. But anticipation is already visible on Scheurer’s face. “We are going to be navigating with hybrid power for the first time on Lake Lucerne,” Scheurer says. “We see this technology as the way forward for the future.” With its 19 ships – five old-style paddle steamers and 14 salon ships (a total capacity of 11,000 passengers) – SGV is the largest shipping company in Switzerland. It serves 32 landing docks around the lake. The new ship was designed and built by Shiptec AG, a subsidiary company of SGV based in Lucerne. Shiptec AG operates one of the largest shipyards in Switzerland and is the only Swiss shipbuilding company that builds passenger and cargo ships. “Our service offering is unique,” says Martin Einsiedler, director of ship design and engineering and a member of the executive board of Shiptec AG. “From design through engineering and construction and on to ship maintenance, we provide services for a host of customers operating on rivers and lakes throughout Switzerland.” Utilizing the power of the new diesel hybrid Einsiedler is also in charge of the technical design of MS Diamond. He explains that the powertrain is based on a 405 kW Scania 13-litre inline six-cylinder diesel engine and is supported by an electric motor. “We basically use the diesel engine when navigating,” says Einsiedler. “When we need additional power or torque for short periods, for example when landing, braking or for an emergency stop, the electric motor is used as well. However, when the ship is cruising normally, the electric motor acts as a generator, supplying energy to the ship and the backup batteries. These backup batteries in turn supply the electrical boost for the diesel engines and the on-board electricity supply when the ship is not moving.” For Einsiedler, the Scania engine fits perfectly with this design concept. “Thanks to the compact design and the hybrid powertrain, we were able to place the motor in the stern of the ship, which significantly increases travelling comfort,” he explains. Financial savings due to Scania's powertrain design Einsiedler’s enthusiasm for Scania extends beyond technical considerations. “Particularly with engineering, the relationship between the shipbuilder and the engine supplier is very important,” he says. “During the entire development phase we were in very close communication with the people who were our direct contacts at Scania, and we always got the information we needed. That’s not something you can always count on, and it makes work a lot easier.” “The customer always has the final say,” he continues. “The shipping companies are offered different technical variants. They then decide which engine is to be installed. Naturally, we only recommend engines that convince us totally.” In this case, the customer SGV is convinced as well. “I don’t know any other engines that, at equivalent power, can generate such high torque as the Scania products, and that is precisely what is all important for shipping,” Scheurer says. “And thanks to the new powertrain design, we can budget for a reduction in fuel consumption of around 20 percent.” The new ship is expected to operate 2,000 to 3,000 hours annually, so these savings will make quite a difference. .

Overview Truck MAN Truck & Bus at IAA 2018: Reliable, innovative and customer-focused At the IAA 2018, MAN is exhibiting its TG series, which recently underwent considerable updates. The lion brand is focusing on tried-and-tested product advantages such as reliability, efficiency and customer focus. With its digital services, MAN also provides answers to future customer and logistics demands. The drivelines featured in the TG series ensure efficient fuel consumption with high performance and good driving dynamics, in addition to the customary high levels of reliability. The most powerful version of the D38 engine offers up to 640 metric horsepower and reaches up to 3000 Nm torque even at low engine speeds. The D26 engine is optimised for fleet applications and features a performance range of 420 to 500 mhp. At the same time, its own weight and fuel consumption are quite low. Thanks to the finely tuned MAN TipMatic gearbox, which has individual driving programmes for all types of application, as well as the sensitive starting strategy and efficient and application-oriented shifting strategy, the heavy MAN TGS and TGX series have highly efficient, economical and environmentally friendly drivelines. In the medium-sized truck segment, MAN TGL and TGM operate with the new D08 engine presented at the end of 2017. The four-cylinder design features power levels of 160, 190 and 220 mhp, and the six-cylinder design features up to 250, 290 and 320 mhp. The new MAN D08SCR generation of engines excels with its simpler design and exhaust gas aftertreatment based solely on selective catalytic reduction (SCR) technology. This expands the range of applications while easing maintenance and strengthening overall reliability. MAN has also managed to further reduce the new unit’s consumption by 5.5 percent. The TGL and TGM can also boast added driving comfort and efficiency thanks to functions for the TipMatic gearbox which were introduced with the current D08 generation. Optimum operating comfort and high quality of living for drivers The new features inside the driver cabin which were presented at the end of 2017 and implemented in the series in 2018 make life and work more comfortable for drivers in TG series trucks. The new interior design was optimised for application purposes and driving tasks, and primarily takes shape around the work place in the short C and M cabs. Meanwhile, drivers will also benefit from the redesigned living area in the long L, LX, XL, XLX and XXL cabs, which are chiefly used in the MAN TGX and TGS. This not only includes a refrigerator that can be lowered completely under the sleeper berth, but also a storage and light system that has been optimised for the rest area. All the important comfort features can be controlled via the centralised operator control concept. In addition, the TGX series ensures restful sleep with an acoustic package that markedly reduces the noise levels in the cab using extensive insulation measures. Specially designed for applications in the traction area, the Urban Concrete new cabin interior option is now available. This is a harmonious interior design that is especially resistant to dirt. Driver relief and safety are the top priorities MAN has equipped the Adaptive Cruise Control (ACC) with a stop-and-go function to prevent driver fatigue as far as possible on congested roads and in sluggish traffic situations. This automatically regulates the distance from the vehicle in front (including at low speeds), slows the vehicle (to a stop if necessary) and automatically moves off again after short stops. This way, the driver can relax and enjoy the ride free of stress, even in stop-and-go traffic. In addition to the new stop-and-go function, the new generation of ACC from MAN also offers a more comfortable response when the truck approaches vehicles driving in front of it. The system also avoids unnecessary breaking and accelerating, thereby reducing wear on the brakes and fuel consumption when driving with ACC. ACC and ACC stop-and-go are ideal additions to the Emergency Brake Assist (EBA 2) and Lane Guard System (LGS) safety set-ups, proactively helping to avoid accidents. The EBA 2 advanced emergency braking assistant already considerably surpasses the stricter legal stipulations for emergency brake systems which will come into effect in November this year. Its highly-developed sensor data fusion of radar and camera systems allows EBA 2 to interpret even complicated traffic scenarios more reliably, as well as identifying vehicles and standing obstacles in front of the truck with greater reliability, meaning emergency brakes are triggered only when necessary. Due to its positive experiences with this design philosophy, in spring of 2017, MAN stopped installing EBA 2 as standard in such a way that drivers could press buttons on the instrument panel and deactivate it. The company did so to increase the safety offered by the system. This arrangement guarantees that the driver continues to have complete control of the system at all times. MAN DigitalServices – customer services and applications With the introduction of its new MAN DigitalServices group division, MAN is offering custom digital services and applications exclusively for MAN vehicles. Using RIO, the cloud-based, open logistics platform, mixed fleet operators can harness the extensive MAN DigitalServices to connect their vehicles made by MAN and other brands at all levels, allowing them to operate their vehicles even more efficiently. At the same time, the MAN DigitalServices applications are explicitly designed to be functional, suited for everyday use and extremely user-friendly. Since August 2017, the RIO Box has become a standard part of all brand-new MAN truck series adhering to the Euro 6 standard in Europe. That means MAN trucks feature the first component of an infrastructure whose services will be able to interconnect the entire transportation and logistics industry in the future. The RIO Box functions as an interface between vehicles and the RIO platform. By the pros for the pros – tailor-made sectoral training from MAN ProfiDrive Offering customised and needs-based sectoral training sessions for truck and bus drivers, MAN ProfiDrive has been focusing with even greater precision on the requirements and demands of its customers since the end of last year. Customers can compile a training programme for their transportation tasks from an extensive portfolio of training modules. The MAN ProfiDrive experts work together with the customer to develop and design the events, as well as organising the time, schedule, location, and making adjustments to the basic training content (such as driving safety, technology, load securing, off-road training and efficiency). Overview Bus MAN and NEOPLAN buses at the IAA 2018 Today's buses for the transport challenges of tomorrow. MAN Truck & Bus is exhibiting a wide range of bus products at this year’s IAA. The new MAN Lion’s City eBus and CNG as well as a MAN TGE-based minibus are being presented to the public for the first time. The new generation of city buses is rounded off with the eBus and the new E18 gas engine MAN Lion’s Coach with electrohydraulically steered trailing axle and new MAN TipMatic Coach transmission For the first time a MAN TGE-based minibus NEOPLAN Skyliner optionally available with stairs to the right Information on MAN Transport Solutions’ comprehensive consulting services and on MAN services Following the première of the new generation of city buses in Spring 2018, the IAA is providing a stage for commercial vehicles to present the new MAN Lion’s City to a wider audience for the first time. The hybrid module, MAN Efficient Hybrid, is thus celebrating its first appearance at the trade show. On the one hand, it saves fuel thanks to its use of recovered braking energy. On the other, the stop-start function supports super-silent and emission-free stop phases. In addition to the exciting, eye-catching new smart edge design, the two-axle vehicle being exhibited at the IAA stands out thanks to an innovation on the doors: Illuminated door closing edges indicate the opening and closing action of the doors in different colours. Alongside the diesel version, the city bus family will also be upgraded with alternative drive systems in time for IAA 2018. In addition, as a world première on its stand MAN Truck & Bus is for the first time exhibiting a city bus incorporating the newly developed gas engine as well as a prototype of the fully electric Lion City E. The latter visually contrasts with its conventional brother on the trade show stand thanks to its slightly modified design underlining the unique nature of the electric drive system. In particular, the withdrawal of the engine housing and so the additional seats at the rear clearly set the eBus apart as such. The fully electric drivetrain delivers 160 up to a maximum of 270 kW. The inside of the solo bus, designed with 29 seats, can be accessed through three electrically operated doors. As the market leader in the market sector for gas-driven city buses, during the same year as its presentation of the new MAN Lion’s City, MAN is also presenting the completely newly developed gas engine, the MAN E18, also as an option with MAN Efficient Hybrid. So MAN demonstrates the high priority it attaches to alternative drive systems within its product portfolio. The articulated bus on show demonstrates the passenger flow-optimising effect of innovative, situation-based illuminated partitions and translucent concertina walls. Optimised for standing room capacity, the four-door vehicle boasts 39 seats. The newly developed MAN E1856 LOH delivers 320 HP (235 kW) and uses a 4-speed automatic gearbox. The MAN product portfolio is rounded off at its show stand with a MAN Lion’s Coach L, in a long-haul version complete with lift and two wheelchair places. Unlike the Lion’s Coach presented last year for the first time, the position of the C-pillar has now been optimised for a better view including in the first row of seats. Otherwise the bus now has an electrohydraulically steered trailing axle increasing manoeuvrability and the new 12-gear transmission, the MAN TipMatic Coach. The enhanced-performance MAN D2676 LOH delivers 470 HP (346 kW) and 2,400 Nm maximum torque. The new engine version is available from July 2019. NEOPLAN: Comfortable and innovative for every application The NEOPLAN Skyliner on show is optimised to be able to meet the requirements of long-haul transportation. Thanks to its low-floor design on the lower deck, it also offers comfortable access for people with limited mobility. Thanks to the incorporation of fold-up seats on a sliding system, up to two wheelchair places are available on it. To accommodate optimised passenger flow and a higher seating capacity, as an option MAN has moved the front stairs to the right-hand side of the vehicle at the exhibit. Thus 78 passengers can find a comfortable seat on the double decker. The drive system comprises a redesigned D26 engine now delivering 510 HP (375 kW) and a maximum torque of 2,600 Nm and features the new generation of MAN TipMatic Coach automated gear shift transmission. As an effective measure to prevent blind spot-related accidents, the NEOPLAN Skyliner and Cityliner on show have a new replacement mirror system. Cameras on both sides of the vehicle deliver real-time images on two displays built into the driver's field of view thereby eliminating any blind spot. At a glance the driver can thus assess the complete situation, which would otherwise require rear, wide-angle and ramp mirrors. The camera technology used supports high-resolution display of the surrounding area irrespective of daylight so that the driver has improved view at night and in changing light conditions. In addition, in contrast to the mirror limiting factors due, for example, to misting up, dirt accumulation or sun glare are also minimised. This also enhances safety at the same time as reducing the probability of having a collision and thus the repair costs. The NEOPLAN Cityliner has also incorporated a bird view system, which supports observation of the surroundings with six cameras. The image is output to a separate monitor on the driver’s console. The Cityliner L not only promises an ultra-safe travel experience but also one that is ultra-exclusive thanks to its modified interior. With the focus on the feel and experience, it meets the most demanding comfort and catering requirements for up to 35 passengers. In addition to the exclusive VIP lounge, for this purpose it has a kitchen with a convection oven, induction charging for mobile telephones and ambient lighting. The MAN Bus Modification Center thus once again impressively demonstrates its supreme ability in fitting out vehicles. The Tourliner C on show marks the entry point into the NEOPLAN World. And what an entry! As the third vehicle in the movingART art project, the two-axle vehicle blazons a prominent Berlin adhesive tape livery. In the interior complementary warm, earthy colours and materials are found, which accentuate the premium, modern design. Incorporating 4-star seating, 48 passengers can be seated on the coach, which has a state-of-the-art drivetrain with recently performance-enhanced 470 HP (346 kW) and 2,400 Nm maximum torque as well as the new MAN TipMatic Coach. MAN TGE Minibus With the introduction of the MAN TGE, MAN Truck & Bus positioned itself at the last IAA for commercial vehicles as a full-range provider in freight transport. This heralds the culmination in its bus product range including TGE-based minibuses. An intercity variant with 15 passenger seats is being exhibited at the show stand in the form of the MAN TGE Intercity. Access is gained via an electric sliding door with an electric retractable step board, and a standard roof-mounted air-conditioning system constantly provides pleasant temperatures. In addition, USB charging sockets on the side walls and additional speakers further enhance passenger convenience. The minibus, which might for example be used for shuttle, excursion and hotel feeder traffic, measures 7,391 mm and has numerous assistance systems such as the Emergency Brake Assist (EBA), the Adaptive Cruise Control (ACC), a lateral wind assistant and active lane guard system. Under the bonnet a 2-litre engine delivers 177 HP (130 kW), with manual transmission. Highly recommended: MAN Services and MAN Transport Solutions In addition to its products, the MAN show stand will also be available to discuss the extensive services offered by the commercial vehicle manufacturer such as maintenance management, repair service, OEM parts and accessories as well as financial services. For example, the MAN in-house training provider, MAN ProfiDrive, promises improved safety and efficiency through its hands-on driver training courses. Particularly in the area of passenger transport, there is a focus on the technical safety aspects and how they can be improved. In order to optimise road transport economy the goal is to achieve fuel savings of up to 10% through a smart combination of driver ability, forward-looking time management and economical route planning. MAN is dedicating an in-house specialism to the challenges of switching to alternative drive systems. Here the experts in the consulting team of MAN Transport Solutions will answer all questions about the pathway from “low emissions” to “no emissions”. The focus of the consulting services is on electrification of bus, truck and van fleets. Drawing upon a wealth of experience, not only can the qualified consultants provide advice regarding the vehicle itself, they are also able to cover issues relating to infrastructure and energy demand, as well as maintenance concepts and fleet design. Overview TGE The TGE – the MAN among vans The well-established, Munich-based company last year successfully entered the van segment with the MAN TGE. The MAN van is aimed at demanding customers who need light commercial vehicles to perform challenging tasks. Specialist TGE sales advisors are on hand to provide custom solutions. MAN as a full-range vendor Up to 18.4 cubic metres load capacity Engines from 75 kW to 130 kW Safety as standard thanks to Emergency Brake Assist Service and deployment round the clock Full-range vendor MAN is a full-range vendor, offering vehicles from 3.0 to 44 tonnes gross vehicle weight rating to handle any transport task. MAN has extended its long-standing customer-oriented truck business into the van segment with the TGE. The focus is always on finding the best solution for the customer. Specially trained staff are on hand to provide expert advice and support. They provide many years' experience, as well as liaising efficiently with the various body manufacturers and working closely with large key-account customers. Teamwork between the customer, the body manufacturer and MAN's sales and service functions results in a vehicle that will offer optimum user value through its life cycle. MAN Truck & Bus sees the target groups for future applications of its van in the logistics and construction sectors, as well as meeting the specific needs of professional trades and passenger transport operators. What all the applications have in common: The MAN TGE offers the best total cost of ownership (TCO) figures thanks to its minimal drag coefficient (Cd) value of 0.33, the lowest fuel consumption in its class, and low servicing and repair costs. Lots of space and high load capacity Alongside the panel van and a glazed combi, single-cab and crew cab bodies enhance the portfolio. The single- and double-cab variants can of course be ordered with a wide range of body units ex-factory. The MAN TGE comes in a choice of two wheelbases, three roof heights and three lengths. The panel vans range in length from 5983 millimetres, to 6833 millimetres, up to the 7388 millimetres of the long variant with the large overhang. The available vehicle heights are 2340, 2575 and 2800 millimetres. In the right combination, this results in a maximum load space capacity of 18.4 cubic metres. Bright LED lighting of the load space always comes as standard. The entry-level MAN TGE feature a 3.0 tonne gross vehicle weight rating, while the top-of-the-range model offers 5.5 tonnes. The trailer hitch enables a further 3.5 tonnes to be transported. The maximum payload of the 3.5 tonner, for example, is exceptional. Ideally configured, it is able to carry a load of up to 1.5 tonnes. Diverse and economical drive systems There is also a wide range of available drive variants. Depending on the permissible gross vehicle weight rating, front-wheel drive, rear-wheel drive or all-wheel drive are available, optionally featuring a 6-speed manual or 8-speed automatic gearbox. The MAN TGE features a new-generation diesel engine promising high levels of durability and reliability. The 1968 cm3 engine comes in 75 kW/102 hp, 90 kW/122 hp, 103 kW/140 hp and 130 kW/177 hp variants. The four-cylinder unit is specially designed to handle the tough demands of a commercial vehicle's working life. Economy and robustness were the top priorities in developing it. Attributes which are combined in the MAN TGE to deliver new best-in-class performance in both economic and ecological terms. Comfort and everyday practicality in the interior The TGE's cab combines a commercial vehicle's workplace with a practical living space. Lots of well-designed storage facilities support drivers in their daily work. The upholstery and shaping of the driver's seat – available in four design variants – provide for optimum comfort on long trips and offer perfect side support. Durability is assured by tried and proven wear-resistant coverings from the truck model series. Maximum safety thanks to assistance systems The Emergency Brake Assist (EBA) fitted as standard in the TGE represents MAN's major contribution to road safety. Sensors monitor critical distances to the vehicle ahead and help to reduce the vehicle's stopping distance. As an additional safety feature, the integrated City Emergency Brake automatically brakes the vehicle at low speeds to reduce rear-end shunts – one of the most frequent causes of accidents – and therefore minimise off-road times and repair costs, as well as enhance the vehicle's residual value. The optional Reversing Assist helps when reversing out of parking spaces. A trailer manoeuvring assist feature can also be activated as required. The electromechanical power steering compensates for countersteer forces such as those created by side winds. The Adaptive Cruise Control (ACC) ensures high levels of comfort on lengthy motorway stretches. The drowsiness detection function and the multi-collision brake enhance safety for everyone. The multi-collision brake prevents secondary collisions with other obstacles or road users in the event of an accident. Outstanding service The new model series additionally benefits from the professional backup of MAN Service: It is renowned for providing uncomplicated assistance, often without the need to arrange a service centre appointment, fast help in emergencies, including at weekends and at night, and very long opening times. Full-service packages are of course available, as well as flexible repair and maintenance contracts. Extended warranties, a mobility guarantee and 24-hour breakdown assistance round off the range of workshop services. MAN also offers specially tailored financial services to support fleet managers and owners when procuring vehicles and throughout a vehicle's life cycle. MAN ProfiDrive trainers offer a range of courses to provide drivers with continuing professional development training. The course modules cover topics such as how to respond in an emergency, economical driving techniques, and how to stow loads securely. This wide-ranging portfolio enables users and owners to customise their service packages in a way that is rarely seen in the light commercial vehicle segment. MAN innovations: Platooning in the logistics industry Platooning in the logistics industry: world's first practical use of networked truck convoys in Germany Research project of DB Schenker, MAN Truck & Bus, and Hochschule Fresenius started in the test phase on the A9 highway. Strategic partnerships as innovation drivers Unprecedented use of technology People still top priority As the world's first logistics provider, DB Schenker, together with its cooperation partners MAN Truck & Bus and Hochschule Fresenius University of Applied Sciences, sent on June 25th 2018 two digitally networked trucks into practical use. In the presence of Federal Minister of Transport and Digital Infrastructure Andreas Scheuer, a truck "platoon" set off from the DB Schenker branch office in Neufahrn near Munich via the A9 digital test field to Nuremberg. The federal government is funding the pilot project with around EUR 2 million. Federal Transportation Minister Andreas Scheuer said: "This is a visionary research project for our digital test site, the A9 highway. The project marks the start of the automated and networked future of road haulage. We bring tomorrow's technology onto today's roads, testing the intelligent interaction of man, machine and material. Our opportunities: logistics processes – from ramp to customer – can become safer, more efficient and more environmentally friendly. And truck drivers can become modern logistics specialists in digital trucks.” Strategic partnerships as innovation drivers The regular test runs of the networked trucks began on June 25th, along the 145-kilometer route. Trials are being carried out without any loads until early August. After that, the platoons will be on the road every day, making up to three routine logistics trips and laden with part loads of, for example, machine parts, drinks, or paper. The project partners are thus doing pioneering work. "This first use of truck platoons in Germany will set new standards in the logistics market, from which our customers will benefit first and foremost," said Alexander Doll, DB Board Member for Freight Transport and Logistics. "With this project, DB Schenker is showing what matters for companies all over the world in the future: advancing innovations through new partnerships." By using this technology, DB Schenker is expanding its digital business model. "Today, we at DB are once again bringing a new technology to the road. With the platooning project, we are further expanding our pioneering role in the field of autonomous and networked driving," emphasized Prof. Dr. Sabina Jeschke, DB Board Member for Digitalization and Technology. With MAN Truck & Bus and DB Schenker, two of the world's leading companies in their sectors are cooperating to jointly promote the subject of automated driving. "It's not just about using a technology. It's about integrating it effectively into the entire logistics chain. The findings from the joint project are an important step towards series development. This will give MAN a leading role in the automation and digitization of commercial vehicles," said Joachim Drees, CEO of MAN Truck & Bus AG. Unprecedented use of technology During the unprecedented practical tests, the platooning technology for logistics use will be further optimized, for example with regard to system safety, fuel consumption, and better use of space on freeways. The project partners also hope to gain insights into the social acceptance of the networked driving style, as well as into transport policy and infrastructural prerequisites. People still top priority Since the collaboration began in May 2017 and the official handover of the test vehicles by MAN in February of this year, the truck drivers have been prepared for their role in the project through intensive training. The psychosocial and neurophysiological effects of the new technology on the drivers in the platoon will be examined by Hochschule Fresenius with an accompanying study. This will allow important experiences of the truck drivers to be incorporated and their job profile developed further. "It's obvious that digitization of the mobility and transport system is leading to completely new requirements for employees in the industry," said Prof. Dr. Christian Haas, Director of the Institute for Complex Health Research at Hochschule Fresenius. We hope that our findings can also contribute to a better understanding and design of other digitized human machine interfaces." Functionality of platooning The term "platooning" refers to a system that vehicles use on the road in which at least two trucks drive in a tight convoy on a freeway, supported by technical driving assistance and control systems. All of the vehicles in the platoon are linked to each other by an electronic "drawbar" that uses vehicle-to-vehicle communication. The truck in front sets the speed and direction, and the others follow. MAN innvovations: Backup – MAN develops driverless safety vehicle for motorway roadworks Backup – MAN develops driverless safety vehicle for motorway roadworks Around 44 percent of all accidents on Germany’s motorways involving trucks occur in the inside lane or on the hard-shoulder. Collisions with safety vehicles protecting the rear end of rolling roadworks are a regular feature of these incidents. Even though the distinctive orange-coloured highway agency vehicles pull a trailer with a four metre high illuminated hazard warning and lane closure sign, they are sometimes overlooked or noticed too late – sadly with often serious consequences. “aFAS” research project investigating technical feasibility of automated driving MAN and seven partners from industry, scientific research and public administration paving the way for future transport MAN TGM 18.340 being piloted as a driverless safety vehicle on motorways Project successfully completed in June 2018 This led MAN Truck & Bus and seven partners from the worlds of industry, scientific research and public administration to develop a ground-breaking mobile solution to this risk through the “aFAS” research project. Titled Rückendeckung (Backup), it eliminates the need for a human driver in hazardous situations. “aFAS” is an abbreviation for the German phrase meaning “automatic driverless safety vehicle for motorway roadworks”. As that description indicates, the project involves the design of a prototype safety vehicle capable of following rolling roadworks along the hard-shoulder of the motorway entirely automatically, with no driver required, protecting the on-site personnel and other works vehicles from the flowing traffic. The four-year research project was launched back in 2014 and designed to run for four years, financed by funding of some €3.4 million in total from the German Federal Ministry for Economic Affairs and Energy. The project represented the first complete technical feasibility study for such a vehicle, as well as considering the extent to which current standards and legislation would have to be amended – plus, needless to say, the impact it would have on public roads in live operation. MAN developed the automated safety vehicle in cooperation with other technical project partners, itself being responsible for driving functionality, wireless communications, the HMI (Human Machine Interface) and the complete vehicle specification. The test vehicle was a MAN TGM 18.340, fitted out with cameras and radar systems to provide all-round visibility and sensing, as well as various assistance systems. The steering and braking systems, sensors and control software also had to meet the most stringent criteria. The prototype vehicle was largely built using mass production components, both for its regular control systems and in implementing functional safety aspects. An additional specially developed all-round sensor system featuring high levels of safety and an integrated, highly reliable object and lane detection system also enabled analysis of road and traffic situation data. The data communication between the working vehicle at the front and the safety vehicle at the rear was wireless, and displays were installed in both vehicles to indicate the operating state of the driverless prototype. After the driver has activated all the systems and climbed out of the cab, the TGM steers, accelerates and brakes autonomously, following the vehicle ahead at a defined distance. In the event of a malfunction, it automatically comes to a stop. When passing by critical locations such as entry or exit slip-roads, the prototype can be brought to within a few metres of the lead vehicle and digitally “coupled” to it. In the early years of the project, the system initially underwent trials on MAN test tracks, then in the second half of 2017 on closed stretches of roadworks on motorways in the state of Hesse, before the vehicle was returned to its developers in Munich. The MAN TGM prototype was further optimised based on the experience gained in this process, and has been running in a real-world pilot on motorways in Hesse since early April 2018. The “aFAS” project was successfully completed in June. The findings from it will be incorporated into MAN’s future production development, and into further testing and research projects relating to automated and autonomous driving (such as platooning). MAN innvovations: Transport 4.0 – MAN DigitalServices Transport 4.0 – Fleet Management of the Future Begins with new MAN DigitalServices By launching the new MAN DigitalServices group division, MAN is offering customised digital services and applications exclusively for MAN vehicles. The comprehensive MAN DigitalServices are based on RIO, the cloud-based, open logistics platform, and mixed fleet operators can use them to connect (and, in turn, more efficiently use) their MAN vehicles and other brands at all levels. At the same time, the MAN DigitalServices applications are expressly designed to be functional, suitable for day-to-day operations and extremely user-friendly. MAN DigitalServices based the on RIO platform, exclusively for MAN vehicles MAN DigitalServices offers an extensive range of applications for sustainable fleet management Intelligent digital services make modern fleets even more cost-effective and environmentally friendly Charged with the task mastering future economic challenges while meeting constantly growing environmental and social requirements, the transport industry in the age of the Fourth Industrial Revolution faces a complex series of tasks that entail far more than simply “moving goods from A to B”. Digitalisation, efficient fleet management, synergy effects and universal connectedness are the catchwords when it comes to long-term competitiveness among transport companies. In these areas, MAN DigitalServices can support its customers with a constantly growing range of digital services perfectly tailored to MAN vehicles. They help to keep track of and optimise all the factors that contribute to the total cost of ownership (TCO). MAN DigitalServices builds on RIO, the cloud-based digital platform for logistics applications, which MAN presented at the International Motor Show in 2016. This connectivity solution for the transport industry also includes the RIO Box hardware, which is open to different systems and manufacturers, and has proven so successful that it is even being installed in other vehicle brands. The RIO Box is installed as standard in all new MAN Euro 6 model series trucks, and their owners can use the basic digital functions of MAN Essentials free of charge after registering on the RIO platform. The user receives a wide variety of information about the vehicle at hand from their computer, such as its current location (also displayed on a digital map), current speed, mileage, service life, average speed and weight, as well as an analysis of its fuel consumption. This data can be retrieved for up to 10 days. The “Advance” package makes it possible to analyse other data. This expansion is available via an online shop, the MAN Marketplace. The MAN ServiceCare application provides customers with a proactive tool for perfect maintenance management of their fleet. The RIO Box delivers all the vehicle’s maintenance-related data to MAN ServiceCare. The user and the MAN workshop responsible for their vehicle automatically receive information about service intervals or the need to service wear components in the near future. This way, the fleet owner can view the current status of their vehicles, wherever they may be located. Meanwhile, the workshop receives a status overview via MAN ServiceCare and can arrange an appointment for their customers early on. Service signals unexpectedly flashing on the display, long stationary times in the workshop and waiting for spare parts are relics from the analogue era. Needless to say, MAN ServiceCare is always undergoing further development with a clear focus on real, day-to-day customer needs. One of the first additional benefits is remote truck diagnosis. This makes it possible to isolate the cause of a potential failure to such an extent that the mechanic can, before setting off, decide whether a repair can be performed on site and which spare parts and tools they will need to bring along. This saves valuable time and money in emergencies. But MAN DigitalServices has its eye on more than just vehicles; it also addresses the industry’s social and administrative requirements. The MAN Compliant application allows users to fully automatically download all the data from the vehicle’s digital tachograph (driver card every seven days, mass storage unit every 30 days), no matter where they are. Previously, this was only possible on site; for instance, at the company’s offices. This also has an advanced feature which can be used to store, analyse and manage the data for up to 25 months. This complies with the legally stipulated two-year period during which transport companies must retain data. MAN innvovations: Speaking of the Future – MAN M-PULSE Speaking of the Future – MAN M-PULSE Bundling together its communications about innovation and the future on the MAN M-PULSE platform, MAN has adopted “providing the crucial M-PULSE” as its slogan. Its focus will be on raising awareness about MAN’s status as a trailblazer in forward-looking commercial vehicle engineering and technology, among both MAN customers and the wider public. MAN provides one-stop shop for communications about future-related topics MAN M-PULSE to be a platform for all MAN innovations MAN’s M-PULSE label will promote sustainable transport and the vision of a zero-emissions future. It is intended to transport the pioneering spirit from MAN’s history into tomorrow, continuously boosting awareness of all MAN’s projects, products and services in the context of these innovative topics. MAN will provide information about a huge range of topics via this label, including alternative drive solutions (such as hybrid and CNG technology in MAN and Neoplan buses); MAN’s comprehensive range of consultation options and services on offer when it comes to electric commercial vehicles (from vehicles to energy supply and route planning); and new infrastructure and transport concepts such as cooperation with the Council for Sustainable Logistics (CNL), which road-tests electric trucks in urban and peri-urban distribution transport. Naturally, MAN M-PULSE also covers the successful implementation of efficient and cost-effective transport solutions, the research and development of the future – which looks closer than ever. The digital services on offer include autonomous driving, vehicle platooning, the RIO logistics platform launched by MAN (which is cloud-based and open to various brands), and MAN Digital Services. MAN is continuing its tradition with MAN M-PULSE – from the inventing the diesel engine to paving the way for the transport world of tomorrow.

MAN Truck & Bus Press Release / July 6, 2018 Commercial vehicle manufacturer MAN Truck & Bus gave the pre-press conference in Berlin a sneak preview of the innovations it will be showcasing at IAA Commercial Vehicles 2018 in September. Alongside the latest product highlights for trucks and coaches, MAN’s advances in the fields of electromobility, digitisation and autonomous vehicles will be the main focus of its exhibit at the industry trade fair, which takes place every two years in Hanover, Germany. The future of urban passenger and cargo transport is electric Platooning reduces CO2 emissions and significantly increases safety on the motorway MAN is changing from a manufacturer of commercial vehicles to a provider of intelligent and sustainable transport solutions “The future of urban passenger and cargo transport is electric.” Alongside an all-electric distribution truck – the MAN eTGM – MAN will also be exhibiting the MAN eTGE, a battery electric version of the new MAN transporter, at IAA. In doing so, MAN is one of the first manufacturers to present all-electric solutions for the entire scope of city logistics applications between 3 and 26 tonnes. For Joachim Drees, Chief Executive Officer of MAN Truck & Bus AG, this is the most important field of use for electric commercial vehicles: “The urban environment is where eTrucks can truly demonstrate their strengths. They have zero local emissions and therefore contribute to improving the city air. What’s more, they are extremely quiet, meaning that in future it may be possible to make deliveries to supermarkets at night, for example – solving the problem of daytime traffic. For us, one thing is clear: the future of urban passenger and cargo transport is electric.” When it comes to city buses too, things are certainly moving in the direction of electric power. For this reason, MAN has concluded development partnerships with Munich, Hamburg, Wolfsburg, Luxembourg and Paris with the aim of incorporating people’s everyday experiences into series development. A prototype of the MAN Lion’s City E will also be on show for the first time at this year’s IAA. The next step is to introduce a demo fleet of electric buses into everyday use in various European cities before series production of the battery electric version of the new MAN Lion’s City can finally get under way. This extensive trial will ensure that the vehicles can meet the high reliability standards required for use in local public transport. “Platooning reduces CO2 emissions and significantly increases safety on the motorway” Berlin Brandenburg Airport – the German capital's new and as yet unfinished airport and location of the IAA pre-press conference – has one thing in abundance: lots of free space. MAN therefore made use of the airport’s taxiway to demonstrate how truck platooning works. The concept involves an electronic drawbar which connects two or more trucks together. The first truck determines the speed and direction, while the one behind follows in an automated manner at a very short distance of around just 10 to 15 metres. By using the slipstream, the convoy reduces the fuel it consumes by up to ten per cent. A driver sits in the following vehicle and can take action and override the system if required. “Platooning noticeably reduces CO2 emissions and significantly increases safety on the motorway. The electronic system of the following truck responds in just 5 milliseconds when the brake is applied in the front truck – faster than any human. The technology has the potential to significantly reduce the number of serious rear-end collisions on motorways,” explains Drees. As part of a pilot project, a MAN platoon has already been in operation on Germany’s A9 motorway between Munich and Nuremberg since the end of June. In collaboration with DB Schenker, the commercial vehicle manufacturer is testing how the technology acquits itself on the real road network. The field trial will be accompanied by the Fresenius University of Applied Sciences, which is investigating the effects on drivers. The automatic emergency brake assist used in trucks and buses as well as the camera monitor system which helps drivers when turning and aims to prevent serious accidents caused by blind spots also ensure increased safety. These systems were also demonstrated live. “MAN is changing from a manufacturer of commercial vehicles to a provider of intelligent and sustainable transport solutions” In previous years, it was mainly the new bus and truck models that characterised the exhibits showcased by MAN Truck & Bus at IAA. Yet recently, digital innovations have increasingly come into the mix. “MAN is changing from a manufacturer of commercial vehicles to a provider of intelligent and sustainable transport solutions,” states Joachim Drees. It was for this reason that MAN founded the digital brand RIO in 2016 as a way of connecting the world of transport with the aid of an open, cloud-based platform and making it more economical and ecological. In order to underline this cross-manufacturer and open approach, RIO has been a separate, independent brand under the umbrella of Volkswagen Truck & Bus since 2017. Building on this platform, MAN is already offering its customers initial digital solutions tailored to MAN vehicles under the name “MAN DigitalServices”. This means that in future MAN customers will be able to view vehicle data and the derived analyses in real time and wherever they are. As a result, customers will receive recommendations specifically tailored to them and their vehicles. At IAA 2018, MAN is presenting further services for optimising vehicle analysis and maintenance management. With RIO as a strategic partner, MAN customers are able to benefit from digital vehicle services. And at the same time, the operators of mixed fleets receive a standardised basis of digital logistics services for the entire fleet – irrespective of the vehicle brand. .

Scania Group Press Release / July 5, 2018 An ongoing strike at one of its crucial suppliers of casted engine components means that Scania is unable to fulfil its deliveries to customers of more than 2,000 trucks ordered with V8 engines. New sales of industrial and marine V8 engines are also affected. “I deeply regret that we are currently unable to offer customers the Scania V8 engine, which is the industry benchmark and part of our company’s DNA. Our sales organisation is now focusing on being able to offer alternative 13-litre engines or other solutions to ensure that affected customers can meet commitments to their customers. It is simply about ensuring that we make every effort to maintain our customers’ confidence,” says Christian Levin, Executive Vice President and Head of Sales and Marketing. The current strike has been in progress since 14 June. Scania has also earlier this year suffered from disruptions in deliveries from this particular supplier. “We have a history of more than 20 years of partnership with this supplier. We are doing the utmost to secure and optimise our supply chain in order to avoid further inconvenience to our customers,” says Anders Williamsson, Executive Vice President and Head of Purchasing. .

Renault Trucks Press Release / July 9, 2018 Renault Trucks will be exclusively presenting its new 100% electric Z.E. range at the forthcoming IAA trade show in Hanover, due to be held between 20 and 27 September 2018. On its 1,700 m2 stand, the French constructor will also be displaying vehicles from its Euro 6 range, together with its latest research and development work. Renault Trucks will be exhibiting seven vehicles (Hall 17 Stand 21) at the 67th IAA trade show taking place between 20 and 27 September 2018 in Hanover, Germany. The spotlight will be on electric mobility on the French constructor's stand, as Renault Trucks will be presenting vehicles from its Z.E. range. As a pioneer in electro-mobility, Renault Trucks has just announced the launch of its second generation of 100% electric vehicles, featuring trucks designed for urban use, which visitors to the 2018 IAA will be able to view exclusively on the Renault Trucks stand, since the instructor will be displaying a Master Z.E and a D Wide Z.E., fitted with a refuse collector body. Although Renault Trucks has long considered electro-mobility to be the answer to air quality and noise issues in cities, when it comes to long distance road transport, the French constructor is convinced that diesel will remain the dominant form of energy for many years to come. This is why Renault Trucks is continuing its research into improving the energy efficiency of diesel vehicles and will be unveiling details of its FALCON (Flexible & Aerodynamic Truck for Low CONsumption) research project at the IAA trade show. Racing enthusiasts will be excited to see the very latest Renault Trucks limited edition on its stand, namely the T High Renault Sport Racing, set to be launched in September 2018. Limited to just 100 vehicles and with a decidedly sporty look, the T High Renault Sport Racing features Sirius yellow paint – the iconic colour of Renault Sport Racing Formula One – and the yellow and black check that forms the graphic identity of Renault Sport models. Last but not least, visitors looking for a thrill will have the opportunity of experiencing a rally raid at the wheel of a Renault Trucks K, thanks to two new driving simulators, involving virtual reality helmets and seats mounted on cylinders. Vehicles displayed on the Renault Trucks stand: - D Wide Z.E. 26 t, 6x2 carrier, fitted with an electric engine. - Master Z.E. 3.1 t, fitted with an electric engine. - D 14, 240 hp, fitted with a 5 L Euro 6 engine, xTL compatible. - T High 520, 4x2 tractor, Renault Sport Racing limited series, fitted with a 13 L Euro 6 engine. - T High 520 Maxispace, 4x2 tractor, fitted with a 13 L Euro 6 engine. - T 460 Sleeper Cab, 6x2 carrier, fitted with a 11 L Euro 6 engine. - C 480 Optitrack+ 4x2, fitted with a 13 L Euro 6 engine. Renault Trucks Financial Services advisers will be available on the stand to offer customers personalised financing and insurance solutions. .

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Scania Group Press Release / July 8, 2018 It was one of the most exotic and exciting adventures in the history of transport: a round-trip of more than 18,000 km between Norway and the Persian Gulf. In the late 1960s and into the 70s, a few daring men drove what became legendary truck routes – the Bandar Abbas Express and the Dubai Road Express, transporting parts to ships stuck in the Gulf due to conflict and unrest in the Middle East. From snow-covered mountain passes to the scorching desert heat, it was a small band of intrepid drivers that chose to venture into the unknown, driving across unpaved desert and relying at times on handmade maps that they charted out through the years. Revisiting the 1976 Dubai Road Express film produced for Scania, we take a trip down memory lane with some of these brave and now legendary truck drivers, looking back at a unique moment in the history of trucking. This is the story of a handful of tough, groundbreaking drivers behind the wheel of some of the most reliable trucks ever made; vehicles that served as their trusted companions, transporting them thousands of kilometres from home. .

Iveco Truck & Bus Press Release / July 11, 2018 IVECO stand at IAA 2018, in collaboration with SHELL, will be a Low Emission Area – 100% Diesel Free – displaying a full offering of alternative Electric, CNG and LNG traction vehicles available on the market today to cover every mission from passenger transport to long-distance haulage. IVECO’s display will highlight the far-reaching environmental benefits of natural gas in transport – which can deliver emissions cuts of more than 90% for NO2, 99% for particulate matter and 95% for CO2 with biomethane – and of electric technology in specific urban transport missions. At the IAA 2018 IVECO will collaborate with Shell, which shares the belief that de-carbonisation of the transport sector requires a range of fuels and technologies. Also on the IVECO stand will be key customers and a bodybuilder. IVECO will hold a Round Table on “The energy transition towards a sustainable future” and host a series of workshops exploring specific topics relating to the adoption of alternative traction technologies in the transport sector and the opportunities for a circular economy approach. IVECO will participate in the 67th edition of the IAA Commercial Vehicles (IAA) , the most important international event in the commercial vehicle industry, which will be held in Hanover from September 20 to 27, 2018. IVECO will dedicate its presence at the exhibition to sustainable transport. On its stand, which will be a Low Emission Area, it will showcase its full offering of alternative traction vehicles, available on the market today, and able to match the requirements of every mission, from passenger transport to long-distance haulage. The forward-looking brand will invite industry experts to join it in Round Table and workshop events to discuss the energy transition in the transport industry and related topics. IVECO’s 360-degree approach to sustainable transport also extends to supporting the development of the refuelling infrastructure – and at the IAA 2018 its stand will also feature the global energy supplier Shell, which shares its belief that de-carbonisation of the transport sector requires a range of fuels and technologies. Pierre Lahutte, IVECO Brand President, commented: “The pressure on Diesel is mounting: public opinion has turned against it. EU institutions and national governments are introducing policies and subsidies to support the conversion of fleets to environmentally friendly technologies. At IAA, with its Diesel Free stand illustrating a Low Emission Area, IVECO, in collaboration with SHELL, will demonstrate that its Electric, CNG and LNG full offering is available today as a viable alternative to diesel vehicles. Visitors to the exhibition will discover a stand full of alternative traction vehicles, developed with customers and body builder partners, covering every mission – and not a single diesel engine in sight!”. IVECO’s display at the IAA 2018 will show its approach to sustainable transport, with an energy mix that matches the requirements of the different missions. It sees electric propulsion as having an important role to play, especially in high-value missions such as people transport – particularly in low speed missions in city centres. The other key energy source is natural gas, which provides a mature solution for sustainable transport of people and goods. IVECO will highlight the considerable environmental advantage of natural gas, which is able to deliver massive reductions in the most polluting emissions: in excess of 90% for NO2, 99% for particulate matter, 10% for natural gas which rises as high as 95% with biomethane. The 18 vehicles on display will showcase IVECO’s sustainable solutions, from city people mobility all the way to long-haul freight, which make up a complete offering. For city public transport, the stand will showcase the approaches CNH Industrial’s two bus brands have adopted towards achieving sustainable mobility. HEULIEZ BUS, which pioneered electric technology to become the leader in France for urban transport and number one for hybrids in Continental Europe, has taken the path of advanced battery technology. On display will be the 12-metre GX Series electric 2-door version for Bus Rapid Transit systems, which features a high-energy battery that ensures extended autonomy on one charge. This range also offers an 18m version that can be charged with a high power battery and fast charging. HEULIEZ BUS’s wide-ranging approach extends to tools and services to facilitate its customers’ adoption of electric traction: a simulation of the electromobility system to help identify the solution that precisely matches their requirements, rental solutions for the battery, a choice of modular and scalable battery types, chargers sourced from leading European providers, as well as remote data management and proactive maintenance services. IVECO BUS has taken the path of reducing the battery on board the vehicle to a minimum with its In-Motion-Charging technology featured in the new electric IVECO BUS Crealis on display. This vehicle combines the electric overhead lines with a small on-board battery. This means that a new electric bus route can be deployed even if it has portions without overhead lines, it considerably reduces complexity and costs, and no time is lost for recharging. The Crealis In-Motion-Charging has been awarded the Innovation Award at the Paris Salon du Transport Public 2018 for this groundbreaking innovation. Also for urban people transport IVECO will show its zero-emission Daily Electric Minibus, which together with the Daily Electric delivery van, offers the perfect solution for people and goods transport in the busy traffic of city centres. The Daily Electric is part of the Daily Blue Power range, “International Van of the Year 2018”. For suburban public transport, IVECO BUS has also pursued the natural gas solution, and will display the Crossway Low Entry Natural Power, “Sustainable Bus of the Year 2018”. This vehicle features a unique design with the natural gas tanks integrated into the roof space, has its autonomy up to 600 km and delivers the high performance and low emissions of the Cursor 9 Natural Power engine. For urban and suburban transport, IVECO will show five versions of the Daily Hi-Matic Natural Power, the first CNG vehicle with an 8-speed automatic gearbox in the LCV industry and a Daily Electric Minibus. With their very different configurations, they will demonstrate the wide variety of missions this vehicle family is able to serve while freeing transport operators from the constraints of the strictest emissions and noise abatement regulations. IVECO will also present its natural gas solutions for regional and long-distance goods transport, which also cater for the requirements of city centre and night-time deliveries. Two Eurocargo – the Truck the City Likes and Truck of the Year 2016 – in CNG version will be on the stand. Both models are already compliant with EURO VI Step D emissions standards, one year ahead of time. To showcase the variety of missions this medium line range covers, one will be a 3-way tipper application and the other a road sweeper developed by Johnston, the competence centre for truck-mounted sweepers of the Bucher Municipal Group. With their low emissions and quiet operation, the Eurocargo NP trucks can enter restricted traffic areas in city centres, a key advantage in multi-drop missions and Municipal missions. For longer distance missions with city centre and night time deliveries, IVECO will show a 26-ton Stralis NP 400 rigid with refrigerated body, featuring for the first time a Carrier Supra CNG technology to power the cooling group. This truck represents an industry first, with the refrigerated vehicle’s two diesel engines being replaced by state-of-the-art stoichiometric natural gas engines. This truck delivers ultra-low NO2 and particulate matter emissions, low CO2 and Piek certified quiet operation – ideal for supplying city-centre supermarkets at night. The set up includes 3 CNG tanks for a range autonomy of 1,000 km. In long distance missions, IVECO leads the way with the Stralis NP, the first natural gas truck specifically designed for long-haul transport on the market. The 7 vehicles on display will include articulated and rigid versions, and the unique Stralis X-Way Natural Power equipped with a Cifa electric concrete mixer. Among them will be the latest introduction, the Stralis NP 460: elected Low Carbon Truck of the Year in the UK, it is the only full range of natural gas heavy trucks with the latest-generation automated transmission designed to serve all missions. All the vehicles on display show IVECO’s commitment to delivering low Total Cost of Ownership to the benefit of its customers’ profitability. This begins with the exceptional fuel efficiency of its vehicles, as demonstrated by recent press tests that have seen the Stralis XP 480 prove to be among the top market players in fuel efficiency, and the Stralis NP 460 do even better and reach the top of the ranking with the lowest consumption. IVECO is also involved in a variety of projects aiming to create circular economies in passenger and freight transport. This commitment has led to the partnership with the French city of Lille, which operates a public transport fleet of IVECO BUS Natural Power vehicles running on biomethane generated from the city’s household waste collection. IVECO is also involved in the creation of the first real example of a methane-based circular economy that bring the entire biogas value chain on a single site, in partnership with Pot au Pin Energie, Air Liquide and Carrefour: biomethane generated from intermediary crops grown on site supplies a refuelling station – also on site –and is introduced into the GRDF gas distribution grid.

Daimler AG Press Release / July 11, 2018 The new Mercedes-Benz eCitaro is an kick-off for an innovation initiative with a clear strategy aimed at the swift and above all practical electrification of public transit with buses in cities and population centres. Daniel Baeuerle, responsible for product planning and product management of alternative drives at Daimler Buses, shares his impressions of the world premiere of eCitaro on the Daimler-Blog. https://blog.daimler.com/en/2018/07/1... In order to shape the future of mobility, Daimler Buses is investing around 200 million euro in the implementation of the CASE strategy, and that is just up until 2020. CASE at Daimler stands for the future topics of connectivity (Connected), autonomous driving (Autonomous), flexible use (Shared & Services) and electric powertrains (Electric). A significant proportion is going toward building up competencies, and into development and production of electric buses. .

Volvo Trucks Press Release / July 6, 2018 In 2018 Volvo Trucks celebrates 45 years of both doing business in Russia and collaborating with Sovavto Saint-Petersburg. Swedish quality, history, reliability is what keeps the relationship going according to the general director Artur Lazarian that we met at Volvo Ocean Race in Gothenburg. .

James Menzies, Truck News / July 10, 2018 CLIFFORD, Ont. – About 250 trucks, mostly antiques, converged at Rotary Park in Clifford, Ont., June 29-30 in what has become an annual Canada Day weekend celebration of classic iron. The annual Clifford Truck Show, put on by the Great Lakes Truck Club, always manages to attract some trucks that haven’t been seen before – and this year was no exception. “I know there’s a ton of stuff out there, sitting in people’s shops,” said show coordinator Chris Hall. “As time goes by a friend or a neighbor will say, ‘Hey, do you want to bring it down?’” The club also does outreach to members, urging them to display any antique trucks they may have parked in the shop or barn. Classics are welcome to come as they are, so to speak, with minimal prep work involved. Of course, there are the more modern, shinier, chromier show trucks there as well, but the show has always been about the classics and the newer trucks are tucked towards the back. They won’t be turned away, however, as long as their owners share a passion for trucks and trucking. This show is about heritage over polish, and most of those who attend can still see beauty in an older truck whose best days are well behind it. The cabovers are an especially strong draw, even among the younger attendees, Hall said. “The 359 Petes are always going to be a big thing, but as they become too expensive to purchase you see younger guys getting into cabovers,” Hall explained. “They think those are cool because they’re different, which is good to see.” The number of trucks on display at the two-day show has remained about steady in recent years, at 250. It’s a number organizers are comfortable with. “It’s a very manageable size,” Hall said. “It’s not like other shows where we’re striving for bigger numbers every year. Because you have to remember, with antique trucks there are only so many in the province.” This year the focus was on Ford trucks, but every make – including many no longer in production – was represented. Brockway, White, and Diamond Reo badges were seen – brands that only old-time truckers would recognize. The Clifford Truck Show has earned a reputation for being one of the best shows for classic iron in the country, and trucks came from as far away as Saskatchewan to take part. One of the most gratifying aspects of the show, according to Hall, is seeing truckers and former truckers meet up with others they’ve worked with or known in the past. For some, it’s a reunion of sorts. And the quiet town of Clifford actually welcomes the arrival of hundreds of trucks. Perhaps because its guests are so gracious. The Great Lakes Truck Club invested about $10,000 into a new roadway to access the Rotary Park grounds and has added lighting. It plans to plant trees and it chipped in on expanding the park grounds by an additional five acres. More room for trucks. The show also donated money to a local family that was suffering a hardship, enough to buy an upgraded wheelchair. And the giving went both ways. Cervus Peterbilt was so impressed with the show, it kicked $1,200 back to the club to support the event. “It was extremely generous on their part,” Hall said. The Clifford Truck Show will return next year, on the Canada Day long weekend. For details, visit www.GreatLakesTruckClub.com. Photo Gallery - https://www.trucknews.com/equipment/celebrating-the-classics/1003086691/

Today's Trucking / July 10, 2018 International’s HX vocational tractor was introduced as a daycab in 2016, but got a sleeper in late 2018. We saw it first at the NACV truck show in Atlanta in last September. Equipment Editor Jim Park took one for a short spin a few weeks later on an off-road track at the company’s proving grounds in New Carlisle, Indiana. .

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Sims --> Rite-Way --> Savage --> Mack https://www.bigmacktrucks.com/topic/34458-the-mack-hmm-“front-runner”-front-discharge-mixer-chassis/?tab=comments#comment-229465

Same new H62X, Bob. But regarding the grille and headlamp modules, this one has (high level trim package) silver trim around the perimeter absent from the blue truck in the other photo.

Henry Kissinger pens ominous warning on dangers of artificial intelligence RT / July 9, 2018 Former US Secretary of State Henry Kissinger has issued a stark warning to humanity: advances in artificial intelligence could lead to a world which humans will no longer be able to understand — and we should start preparing now. What if machines learn to communicate with each other? What if they begin to establish their own objectives? What if they become so intelligent that they are making decisions beyond the capacity of the human mind? Those are some of the questions the 95-year-old Kissinger poses in a piece published by the Atlantic under the apocalyptic headline: ‘How The Enlightenment Ends.’ https://www.theatlantic.com/magazine/archive/2018/06/henry-kissinger-ai-could-mean-the-end-of-human-history/559124/ Kissinger’s interest in artificial intelligence began when he learned about a computer program that had become an expert at Go — a game more complicated than chess. The machine learned to master the game by training itself through practice; it learned from its mistakes, redefined its algorithms as it went along — and became the literal definition of ‘practice makes perfect.’ Into the unknown We are, Kissinger warns, in the midst of a “sweeping technical revolution whose consequences we have failed to fully reckon with and whose culmination may be a world relying on machines powered by data and algorithms and ungoverned by ethical or philosophical norms.” Kissinger uses the example of a self-driving car. Driving a car requires judgements in impossible-to-predict circumstances. What would happen, he asks, if the car found itself having to decide between killing a grandparent or killing a child? Who would it choose, and why? Artificial intelligence goes “far beyond” the kind of automation we are used to, he says, because AI has the ability to “establish its own objectives,” which makes it “inherently unstable.” In other words, through its processes, AI “develops an ability previously thought to be reserved for human beings.” Unintended consequences The typical science-fiction narrative is that robots will develop to the point where they turn on their creators and threaten all of humanity — but, according to Kissinger, while the dangers of AI may be great, the reality of the threat may be a little more benign. It is more likely, he suggests, that the danger will come from AI simply misinterpreting human instructions “due to its inherent lack of context.” One recent example is the case of the AI chatbot called Tay. Instructed to generate friendly conversation in the language patterns of a 19-year-old girl, the machine ended up becoming racist, sexist and giving inflammatory responses. The risk that AI won’t work exactly according to human expectations could, Kissinger says, “cascade into catastrophic departures” from intended outcomes. Too clever for humans The second danger is that AI will simply become too clever for its own good — and ours. In the game Go, the computer was able to make strategically unprecedented moves that humans had not yet conceived. “Are these moves beyond the capacity of the human brain?” Kissinger asks. “Or could humans learn them now that they have been demonstrated by a new master?” The fact is that AI learns much faster than humans. Another recent example was a computer program AlphaZero, which learned to play chess in a style never before seen in chess history. In just a few hours, it reached a level of skill that took humans 1,500 years to reach — after being given only the basic rules of the game. This exceptionally fast learning process means AI will also make more mistakes “faster and of greater magnitude than humans do.” Kissinger notes that AI researchers often suggest that those mistakes can be tempered by including programming for “ethical” and “reasonable” outcomes — but what is ethical and reasonable? Those are things that humans are still fighting over how to define. No way to explain What happens if AI reaches its intended goals but can’t explain its rationale? “Will AI’s decision-making abilities surpass the explanatory powers of human language and reason?” Kissinger asks. He argues that the effects of such a situation on human consciousness would be profound. In fact, he believes it is the most important question about the new world we are facing. “What will become of human consciousness if its own explanatory power is surpassed by AI, and societies are no longer able to interpret the world they inhabit in terms that are meaningful to them?” Legalities and opportunities Outside of philosophical concerns, Kissinger also outlines some legal ones: in this vastly different world, who will be responsible for the actions of AI? How will liability be determined for their mistakes? Can a legal system designed by humans even keep pace with a world run by artificial intelligence capable of outthinking them? But it’s not all doom and gloom. Kissinger admits that AI can bring “extraordinary benefits” to medical science, provision of clean energy and environmental issues, among other areas. Kissinger acknowledges that scientists are more concerned with pushing the limits of discovery than comprehending them or pondering their philosophical ramifications. Governments, too, are more concerned with how AI can be used — in security and intelligence, for example — than examining its results on the human condition. In his final pitch, the senior diplomat implores the US government to make artificial intelligence a major national focus, “above all, from the point of view of relating AI to humanistic traditions.” He argues that a presidential commission of eminent thinkers in the field should be established to help develop a “national vision” for the future. “If we do not start this effort soon,” Kissinger writes, “before long we shall discover that we started too late.”

Peterbilt Delivers its First Model 579 UltraLoft Heavy Duty Trucking (HDT) / July 9, 2018 Peterbilt has delivered the keys to the first owner of a new Model 579 UltraLoft after announcing the model earlier this year. Purchased for Oklahoma City-based Freymiller Trucking, the UltraLoft variant of Peterbilt’s flagship Model 579 features a high roof integral cab and sleeper design that prioritizes driver comfort. Designed for a better driver experience, the UltraLoft offers more room and storage than a typical 579 with a larger upper and lower bunk mattress and sleeping area and creature comforts such as a microwave and room for up to a 32-inch flat screen TV. The UltraLoft also features aerodynamic enhancements and reduced weight in order to improve overall efficiency. David Freymiller, president and CEO of Freymiller Trucking noted that his fleet was using the Peterbilt truck as a tool to retain and recruit drivers. “The Model 579 UltraLoft is a game changer as it takes it to a new level,” said Freymiller. “Our drivers are excited to take advantage of the increased space and premium cab design.” .

EPA Will Not Enforce 300-Unit Limit on Glider Kits through 2019 Heavy Duty Trucking (HDT) / July 9, 2018 The Environmental Protection Agency said it will not enforce for 2018 and 2019 a 300-unit production cap put in place on the manufacture of glider kits that do not comply with Phase 2 GHG emission rules. EPA said the action is being taken because it is working to finalize a proposed rule to repeal “certain emission requirements” on glider kits that were imposed under the Phase 2 rules, which were put in place in 2016. News of the enforcement loophole was broken by The New York Times one day after the resignation of EPA Administrator Scott Pruitt on July 5. EPA Press Secretary Molly Block told HDT on July 9 that back in November, the agency proposed to “repeal certain emission requirements for gliders. This proposal also contemplated as alternatives or additional measures an extension of compliance deadlines, and raising the cap on the number of gliders allowed to be built by small manufacturers.” (Per Block, a “small” manufacturer is one defined as such by the Small Business Administration.) In July 2017, after Fitzgerald Glider Kits petitioned EPA to do so, the agency announced it intended to revisit the Phase 2 glider kit provisions. In November, the agency issued its official proposal to entirely repeal emission requirements for glider vehicles, glider engines, and glider kits. The repeal proposal came out only weeks before the 300-unit glider cap was to take effect on Jan. 1 of this year, which is the driving factor behind the newly announced enforcement pause. “The [Phase 2] requirements in question first took effect in January 2017, and limit the number of new glider vehicles that small manufacturers can produce and sell without being subject to additional requirements,” stated Block. “The limit took effect in two stages. In 2017, small manufacturers were limited to the number of gliders they built in their biggest production year between 2010 and 2014. In 2018, small manufacturers are limited to no more than 300 gliders" by the rule. She said EPA took into consideration “public comments received as well as engagement with stakeholders” before determining that “additional evaluation of a number of matters is required before it can take final action on one or more aspects of the [repeal] proposal." However, it should be noted that, per The Washington Post, a Sept. 11 letter to then-EPA chief Pruitt urged him not to revisit the rule, contending that glider kits “should not be used for circumventing purchase of currently certified powertrains.” The letter was signed by executives from Volvo Group North America, Cummins, and Navistar. The companies noted that they were joining the Truck and Engine Manufacturers Association, the American Trucking Associations, and the Truck Rental and Leasing Association in supporting the Phase 2 mandate as written. “Until a final rule can be completed to bring regulatory certainty to glider manufacturers,” Block stated, “the agency is considering interim steps to reduce severe impacts on the industry. First, EPA is considering an extension of the compliance date, which would set a new effective date of Dec. 31, 2019. And, second, the agency is exercising its enforcement discretion in 2018 and 2019 for small manufacturers who limit production to the interim cap provided in 2017.” The decision to not enforce the existing Phase 2 limits on glider kits means that, for at least the next two years, a manufacturer may produce as many gliders as it did during its biggest production year between 2010 and 2014. .

EPA gives glider builders a hall pass Trailer-Body Builders / July 7, 2018 Canned EPA Administrator Scott Pruitt on Friday got in a parting shot at Obama-era “regulatory overreach” in his last day in office, ordering the agency not to enforce an annual cap on glider kits. “The Agency is exercising its enforcement discretion in 2018 and 2019,” Molly Block, an agency spokeswoman, said in a statement reported originally by The New York Times. Related: A rough go for gliders in EPA review hearing Gliders, or new chassis into which refurbished older engines without modern emissions control systems can be installed, were deemed to be a substantial loophole in the decade-long EPA effort to greatly reduce emissions from heavy-duty commercial vehicles. Indeed, given the expense and troublesome nature of the mandated emissions controls, production of gliders has soared since 2010, going from going from just a few hundred per year to more than 10,000 in 2015. So, in the Phase 2 Greenhouse Gas Emissions and Fuel Efficiency Standards for Medium- and Heavy-Duty Engines and Vehicles (GHG 2) rule that took effect Jan. 1, 2017, EPA required that engines installed in new glider vehicles meet the emission standards applicable in the year of assembly. A “small business” exception was included in GHG2 to allow glider builders to assemble up to 300 non-compliant units per year through 2020. But last fall, following a lobbying effort and appeal by leading glider builder Fitzgerald Glider Kits, Pruitt determined that that gliders should not be regulated as “new motor vehicles” under the Clean Air Act. “Gliders not only provide a more affordable option for smaller owners and operators, but also serve as a key economic driver to numerous rural communities,” Pruitt said, and EPA proposed to repeal the emission standards and other requirements for glider vehicles. A subsequent public hearing on the matter, however, drew dozens of angry opponents compared to just a couple of supporters. “It’s well-known that gliders are purchased to save money, avoid maintenance costs … and skirt federal excise tax payments,” said Glen Kedzie, American Trucking Associations vice president of energy and environmental affairs council. He noted that ATA member fleets have paid $31,000 more on average per new truck since 2004 to comply with new emissions rules. And Susan Alt, senior vice president of public affairs, Volvo Group North America, cited EPA’s own testing which found that glider vehicles emit 43 times more NOx and 55 times more soot than today’s low-emission diesels. EPA estimates that gliders make up about 5% of the entire Class 8 market, but contribute about one-third of all NOx and particulates from the sector. “The current annual impact of glider emissions already grossly outweighs that of the VW diesel engine violations in the U.S. at their peak,” Alt said. “A repeal of the Phase 2 glider provisions makes a mockery of the massive investments we’ve made to develop low-emission compliant technology.” Rep. Jamie Raskin of Maryland said he was “baffled and confounded” as to why EPA would consider a repeal. He noted that Fitzgerald had failed to secure legislative relief, so the company’s owners then met directly with Pruitt. According to Raskin, Fitzgerald’s petition included new information on glider vehicle emissions which purported to show that gliders were less polluting than non-glider vehicles. But that “independent” study was bought and paid for by none other than Fitzgerald. “It is important to note that the study, run by Tennessee Tech University, has been criticized by experts for its poor and shoddy quality and has provoked serious ethical questions about the university’s academic independence and its cozy relationship with Fitzgerald,” he said. On the other side, glider builder and trucker Farrell “Dale” Clark Jr., president of D & B Trucks, said he fully supported the proposal, and he referenced the Fitzgerald-funded study. Clark stressed that the only new parts in a glider kit are the cab and the hood; the remaining parts of the truck are all used parts. He also noted an environmental benefit to the pro-glider case: “We really should be thanking our glider builders. We should be encouraging every trucker in this country to use a glider, or should I say a ‘recycled truck,’” Clark said. “This is exactly what we do in our business. We recycle old trucks, not only do we create hundreds of jobs, we save our trucking industry thousands of dollars.” Tennessee Tech later informed EPA that the agency should not use the university's study on glider kits in developing federal emissions regulations, and that the school was pursuing a peer review of the report and investigating claims of research misconduct.

Report: EPA won’t enforce glider emissions limits until end of next year James Jaillet, Commercial Carrier Journal (CCJ) / July 9, 2018 The U.S. EPA has said it will not enforce Obama-era emissions restrictions placed on glider kit manufacturers at least through the end of next year, giving glider kit builders like Fitzgerald Glider Kits a substantial victory in their fight against the regulations.Manufacturers like Fitzgerald will be limited in 2018 and 2019 to producing the number of vehicles they produced in 2017, which is well above the 300-a-year cap. Starting this year, glider kit manufacturers were limited to building 300 trucks a year that did not comply with the Phase 2 emissions regulations, finalized by the EPA in 2016. The EPA has a rule in the works to permanently repeal the glider-specific portions of the Phase 2 emissions standards, but the rule has not yet been made final, leaving glider kit builders caught in a regulatory limbo. The EPA proposed the rule in November 2017, just over a month before the 300-truck cap was slated to take effect, leaving the agency little time to finalize the repeal before Phase 2’s January 1 effective date. However, an EPA spokesperson has told CCJ the agency is “exercising its enforcement discretion” this year and next year and will not hold glider kit makers to the 300-a-year cap. Fitzgerald Glider Kits, the country’s largest builder of gliders, and others have fought the regs since they were proposed in 2015, arguing they would kill the glider kit industry. Demand for glider trucks, which are new truck bodies equipped with older, remanufactured engines and transmissions, has soared over the past decade, since they’re equipped with engines that do not use exhaust gas recirculation and do not require exhaust after-treatment. They’re also cheaper than new trucks. The 300-truck cap was meant to offer fleets and owner-operators an exemption from the regs, so that truck owners who wanted to equip glider kits with older engines could do so. But for builders who assemble and sell thousands of trucks a year, like Fitzgerald, the regs would have caused them to dramatically alter their businesses to stay alive. Receptive to these concerns, EPA under President Trump sought to overturn portions of the Phase 2 regulations that applied to glider kit makers. The move has been fought by major truck OEs like Volvo, Cummins and Daimler.

Thor Trucks to Launch New Entry in Battery-Electric Class 8 Market Transport Topics / July 9, 2018 Thor Trucks Inc., a startup not quite 2 years old, will manufacture electric-battery Class 8 trucks beginning next year, according to the Los Angeles-based company. At the same time, California has a new multimillion-dollar funding stream to proliferate such vehicles and encourage additional manufacturers to make them. Thor intends to market in 2019 the ET-1, a battery-electric Class 8 day cab that will have a 100-mile range and cost $150,000. Through savings — and not public subsidies — the truck will pay for itself in three to four years, according to the company, which also is exploring opportunities in China and Europe. Another Class 8 costing $250,000 with a 300-mile range is planned as part of Thor’s strategy of relying on contract manufacturing and alliances with existing suppliers instead of a factory of its own and vertical integration of key components. “We have established manufacturing agreements with two different manufacturing facilities in the Midwest, and that’s where we will be doing our series production,” Thor CEO and co-founder Dakota Semler said during a conference call hosted by investment firm Stifel, Nicolaus & Co. One of the agreements has been solidified; the other is in process, Semler said June 27 during the call. “And beyond that, there is obviously some engineering process that has to be done to integrate the trucks into those production lines,” he said. “But 2019 is very realistic to achieve our goals for production.” Thor is placing the majority of its focus on drayage, food and beverage delivery, and less-than-truckload fleets, Semler told Transport Topics. Meanwhile, Thor and other new manufacturers of alternative-power trucks stand to benefit from a portion of California’s $423 million share of the Volkswagen Environmental Mitigation Trust. The trust was established after VW’s use of software designed to cheat during emissions tests in 2.0- and 3.0-liter diesel vehicles, and funding is available to states where those cars ran. The California Air Resources Board announced it intends to use $90 million of California’s overall share to replace eligible Class 8 freight trucks and port drayage trucks with new zero-emission technologies. “While zero-emission Class 8 trucks are commercially available today, manufacturer diversity is limited. The focus of this funding is to support the market introduction of zero-emission trucks from a wide range of manufacturers that will be deploying trucks in the next five years,” according to the state’s plan. One industry executive said vast changes in trucking were at hand. “There are a lot of ideas coming out now that can help simplify the complexity in the marketplace,” said Gerry Mead, executive director of innovations for Phillips Industries. “When you look at electric trucks in general and you look at the operational cost for a trucking company, maintenance is a very large part of that, and you can lump in diesel fuel with that,” Mead said. “So if you have the ability to take a really large cost item and drastically cut it out of your [operation], obviously that improves your bottom line.” A Thor truck’s battery design is different in its layout and cooling process compared with most electric batteries, Thor co-founder and Chief Operating Officer Giordano Sordoni told TT. “These key engineering differences mean that Thor’s battery is one of the most energy-dense on the market, so much so that it is competitive on a shorthaul basis with diesel engines in terms of energy efficiency and cost,” Sordoni said. Thor is using cylindrical-shaped nickel, cobalt and manganese (NCM) batteries whose cost already is below $400 per kilowatt hour, Semler said. “The price tier that we have to get below, and we have a clear path to that, is $200 a kWh. The reality is there are very few people selling battery packs at that $200 kWh price range. So we have basically focused on trying to achieve that so that we could achieve a market-viable truck. And we expect to hit that in the early part of 2020.” Thor will warrant that its batteries operate for 2000 cycles, Semler said. “Two thousand cycles is just the period in which we warrant the pack to retain 80% of its original rated capacity.” Some fleets have agreed to purchase demonstration vehicles to use at Southern California ports. Drayage occurs in an area that is “pretty seeded with utility infrastructure so we don’t have too many issues there deploying charging systems,” Semler said. If needed, Thor will consult with fleets on the necessary charging infrastructure, which can run from $25,000 to $100,000, he said. “We all aim to be aggressive in this space in order to compete with diesel,” Semler said. All the traditional heavy-duty truck makers that sell in North America also are developing electrified vehicles in existing models. Plus Tesla Inc., and Nikola Motor Co. are readying new trucks for sale and tests, respectively, in 2019. Toyota Motor North America has a pilot project underway using a hydrogen-electric Class 8 truck at the Southern California ports. .

Transport Topics / July 9, 2018 The U.S. Environmental Protection Agency (EPA) has suspended through the end of 2019 a cap on the number of glider kits that a single builder may produce, the agency told Transport Topics July 9. The move lifts the current annual cap of 300 glider kits per manufacturer, a limit instituted during the Obama administration which EPA has proposed to repeal. After reviewing comments on that proposal submitted by stakeholders, the agency determined additional evaluation is needed before a final decision is made, said Molly Block, an EPA spokeswoman. She added that EPA is exercising its enforcement discretion this year and for 2019 as it relates to manufacturers of glider kits. “Until a final rule can be completed to bring regulatory certainty to glider manufacturers, the agency is considering interim steps to reduce severe impacts on the industry,” Block said. She noted that one option the agency is considering is extending to Dec. 31, 2019 the compliance date for the 300-unit limit. In November 2017, the agency proposed to repeal certain emissions requirements for gliders. As Block put it, the repeal proposal “contemplated as alternatives or additional measures an extension of compliance deadlines, and raising the cap on the number of gliders allowed to be built by small manufacturers.” The agency’s move, first published July 6 in The New York Times, essentially would allow glider companies to sell more than 300 vehicles annually while the agency crafts its glider rule repeal. The agency’s former administrator, Scott Pruitt, announced his resignation on July 5. Deputy administrator Andrew Wheeler took on the role of acting chief. At the start of 2017, small manufacturers were limited to the number of gliders they built in their biggest production year between 2010 and 2014. In 2018, those manufacturers were limited to no more than 300 gliders. EPA’s 2016 Phase 2 heavy-truck greenhouse gas emissions rule includes the limits to the number of gliders with engines that predate current emissions regulations that can be built by a company annually. The rule also requires certain gliders to be certified as emissions-compliant for the model year they are built. .