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Daimler unveils two all-electric Freightliner trucks Fleet Owner / June 6, 2018 PORTLAND, OR. Daimler Trucks North America (DTNA) unveiled on June 6 what President and CEO Roger Nielsen said will be the “broadest [electric] truck fleet in North America by 2021.” The unveiling of the Freightliner eCascadia heavy-duty truck and Freightliner eM2 medium-duty model took place on the same day DTNA announced the creation of the Automated Truck Research and Development Center in Portland. Electric mobility is an “important part of the company for the future,” said Martin Daum, president of Daimler’s global truck and bus unit. “We have decades of experience in successfully producing durable commercial vehicles in high volumes that stand up to the demands our customers place on them," Nielsen said. "We now bring this unmatched experience and expertise to the electric truck category.” Nielsen, who rolled up to the press conference in an all-electric Saf-T-Liner C2 Jouley school bus manufactured by Daimler’s Thomas Built Buses unit, noted that “battery technology is catching up to our expectations.” That bus is slated to begin limited production in 2019 and will join the Fuso eCanter, a fully electric light-duty truck. He then introduced the eCascadia, which he said can offer a range of 250 miles, and be recharged up to 80% of capacity in 90 minutes, offering an additional 200 miles of driving. The eCascadia has up to 730 peak horsepower, and the batteries provide 550 Kwh usable capacity. Immediately after, the eM2 was debuted, which offers a 230-mile range and ability to recharge to 80% in 60 minutes, providing drivers another 180 miles. It has up to 480 peak horsepower. Nielsen stated the vehicles will be in “serious production in the next two-to-three years.” In the meantime, DTNA in 2018 will roll out the “Freightliner Electric Innovation Fleet,” which includes delivery of the first 30 eCascadias and eM2s to “customers hauling real freight,” Nielsen added. Meanwhile, Daimler said the automated truck center would be built on the grounds of the company’s existing headquarters in Portland. Engineers will work in close coordination with colleagues in Germany and India. As part of the day’s events, DTNA showcased a series of demonstrations, including automatic emergency braking of a two-truck platoon. .

Daimler Trucks North America to Build Electric Cascadia, M2 Trucks Heavy Duty Trucking (HDT) / June 6, 2018 PORTLAND, OREGON. Freightliner Trucks premiered two fully electrified commercial vehicles, a Freightliner eCascadia and a Freightliner eM2 106, during the Daimler Trucks Capital Market and Technology Day on June 6. Freightliner plans to deliver an Electric Innovation Fleet of 30 vehicles to customers later this year for further testing under real-world operating conditions. Both electrified Freightliner models are designed to fit specific applications, carefully identified through an extensive “co-creation process” with customers. For the eCascadia, for instance, the focus is on port drayage and local and regional distribution. The eM2 is designed for local distribution, pickup and delivery, food and beverage delivery, and last-mile logistics applications. The eCascadia uses wheel-end motors to produce up to 730 peak horsepower. The batteries provide 550 Kwh usable capacity, a range of up to 250 miles, and have the ability to charge up to 80% (providing a range of 200 miles) in about 90 minutes. The eM2 has up to 480 peak horsepower. The batteries provide 325 Kwh of usable capacity, a range of up to 230 miles, and have the ability to charge up to 80% (providing a range of 184 miles) in about 60 minutes. “The Freightliner eCascadia and eM2 are designed to meet customer needs for electrified commercial vehicles serving dedicated, predictable routes where the vast majority of daily runs fall between 45 and 150 miles,” said Roger Nielsen, president and chief executive officer of DTNA. The Freightliner eCascadia with 80,000 lb. gross combined weight rating (GCWR) and eM2 with 26,000 lb. GCWR are part of Daimler Trucks’ global electrified truck initiative. The Mercedes-Benz eActros, with a range up to 124 miles and a 55,000 lb. GCWR, is now entering testing for distribution applications with customers in Europe, while the E-Fuso Vision One, a Class 8 concept truck in Japan with a range of 220 miles and a 51,000 lb. GCWR, gives an outlook on the electrification of the Fuso portfolio. The Fuso eCanter, a light-duty truck, is already in regular production as a fully electric truck from Daimler Trucks. “Our primary goal at DTNA is bringing vehicles to market that are safe, reliable and efficient. Heavy-duty electric vehicles present the greatest engineering challenges, but they also are the best learning laboratories,” Nielsen said. “DTNA is preparing to pivot our future business environment to bring e-mobility solutions into the realm of our core business,” he noted. “Battery technology is rapidly improving and bringing costs down and power density up. Now we see applications to develop use cases for electric vehicles that match the real cost of ownership with conventional powertrains.” Leveraging Global Scale Daimler emphasized that this rollout is part of a global effort, and in fact the goal is to develop a single proprietary electric system that will be used on its products around the world. Saying that it aims to become “the undisputed number one when it comes to e-mobility,” Daimler said it has bundled all of its electric activities under a new organization for e-mobility: the E-Mobility Group (EMG). EMG will define the strategy for everything from electrical components to completely electric vehicles for all brands and all business divisions, while also working to create a single global electric architecture. EMG is globally structured, with employees working cross-functional in various locations throughout the company's worldwide development network, e.g. in Portland (U.S.), Stuttgart (Germany) and Kawasaki (Japan) Daimler Trucks commercial electric vehicles breakthroughs already entering the market include: Thomas Built Buses Saf-T-Liner C2 electric school bus, Jouley, with a range of up to 100 miles that starts limited production in 2019 More than 100 electric vehicles built by Freightliner Custom Chassis Corp. in 2012 with supplier Electric Vehicles International (EVI) on the MT-55 walk-in van chassis are still on the roads today The Fuso eCanter, a fully electric Class 4 light-duty truck in regular production with electric urban delivery vehicles being delivered to various customers in North America, Asia and Europe The fully electric Mercedes-Benz Citaro is based on the global bestseller Mercedes-Benz Citaro, going into full production in late 2018 The Mercedes-Benz eActros is a fully electrified heavy-duty distribution truck starting operations with initial first customers in the second half of 2018 Developing Charging Infrastructure DTNA understands the success of electric commercial vehicles requires extensive knowledge and support on the infrastructure side, and is leading the initiative to develop a commercial vehicle charging infrastructure for North America. Germany-based Daimler AG, DTNA’s parent, is a founding member of CharIN, the Charging Interface Initiative – an effort to develop a standard charging system for battery-powered vehicles. DTNA itself is heading a CharIN taskforce to develop a new electric commercial vehicle charging standard globally, collaborating with utilities and service providers. While the Society of Automotive Engineers recently released charging recommendations for medium- and heavy-duty vehicles, Andreas Juretzka, chief engineer for Daimler’s e-mobility efforts, told HDT that they are concerned that the SAE process may not move quickly enough. The trucks shown here to journalists and investors were equipped with European charging ports.

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Freightliner debuts electric Cascadia, M2 Truck News / June 6, 2018 PORTLAND, Ore. – Daimler Trucks boldly proclaimed it intends to be the world’s leader in electric trucks, and it showed for the first time its electric-powered eCascadia and eM2 for the North American market. The announcements and electric truck debuts came at the company’s Capital Market and Technology Day here, in front of investors and media. “The Freightliner eCascadia and eM2 are designed to meet customer needs for electrified commercial vehicles serving dedicated, predictable routes where the vast majority of daily runs fall between 45 and 150 miles,” said Roger Nielsen, president and chief executive officer of Daimler Trucks North America (DTNA). “These innovative trucks reflect DTNA’s commitment to bring practical, game-changing technology to market. The eCascadia, utilizing North America’s bestselling Class 8 platform, and eM2 106, based on one of the most in-demand medium-duty truck designs, are built on validated, series production trucks in extensive use by our customers every day.” The eCascadia boasts up to 730 peak horsepower, with batteries located at the axle ends that produce 550 Kwh of usable power. It’ll have a range of up to 250 miles and can be recharged to 80% of its power within 90 minutes, providing another 200 miles of range. It’s aimed at regional distribution and drayage applications. It’s capable of handling a gross combined weight rating (GCWR) of 80,000 lbs. The eM2 medium-duty truck produces 480 peak horsepower, with batteries that provide 325 Kwh of capacity for a range of up to 230 miles. It can be charged to 80% within an hour, providing another 184 miles of range. It’s designed for local distribution, pickup-and-delivery, food and beverage delivery, and last mile logistics applications. The eM2, said Nielsen, represents the broadest range of opportunities that are practical today. It has a GCWR of 26,000 lbs. “Our primary goal at DTNA is bringing vehicles to market that are safe, reliable and efficient. Heavy-duty electric vehicles present the greatest engineering challenges, but they also are the best learning laboratories,” Nielsen said. “We have decades of experience in successfully producing durable commercial vehicles in high volumes that stand up to the demands our customers place on them. We now bring this unmatched experience and expertise to the electric truck category.” Martin Daum, head of Daimler Trucks globally, said electrification is not new to Daimler. He noted the company produced a Fuso eCanter prototype as far back as 2010. Daum said Daimler will work closely with customers to jointly gain knowledge of how to use electric trucks, and in which segments to do so. Daimler also launched a new electrification strategy dubbed EMG – its e-Mobility Group. Nielsen said the time is right to roll out a line of electric commercial vehicles, thanks to maturing battery technology, lower battery costs, improved power density, and more use cases where the real cost of ownership of running electric trucks if favorable when compared to conventional powertrains. “We are ready to pivot our future business environment to bring e-mobility solutions into the real of our core business,” Nielsen said. “We have much to learn but we are well on our way.” Thirty eCascadias and eM2s will be deployed with fleets later this year, as part of the Freightliner Electric Innovation fleet. They’ll be evaluated in real-world applications. Meanwhile, the company is also working to support charging infrastructure development. Daimler AG is a founding member of CharIN – the Charging Interface Initiative – which is looking to develop a standard charging system for battery-powered vehicles. Daimler’s leading a CharIN task force that will develop a new electric commercial vehicle charging standard globally. “We are the undisputed global leader of the trucking industry and we want to remain in that position also with regards to electric trucks,” said Daum. “We were first-movers on electric trucks and we strive to provide the leading electric truck in each relevant segment. With the foundation of the global electric mobility group, we maximize the impact of our investments in this key strategic technology field. Thus, we can go for the best solutions in batteries, charging solutions and energy management.”

Shell’s Starship achieves 178.4 ton-miles per gallon Truck News / June 5, 2018 JACKSONVILLE, Fla. – After a six-day, 2,300-mile journey across the United States, Shell’s Starship lived up to its tagline of being ‘super fuel-efficient’ by putting up major numbers on its run. The truck, developed collaboratively with Shell Lubricants and AirFlow Truck Company, attained a remarkable 178.4 ton-miles per gallon for freight efficiency – representing a 248% increase over the North American average that sits at 72 ton-miles per gallon today – during its trip from San Diego, Calif. to Jacksonville, Fla. in the last week of May. In total, the Starship burned 257 gallons of fuel. The freight ton efficiency number is the one to focus on according to Shell executives, as it is a “more relevant statistic for judging the energy intensity associated with moving cargo from point A to point B since it combines the weight of cargo being moved with the amount of fuel consumed.” By focusing on miles per gallon only, Robert Mainwairing technology manager for innovation, Shell Lubricants, said, you’re making drivers “go slow, and go light. And that encourages truckers to run empty. The better alternative is freight ton efficient, to assess the amount of fuel or energy required…so it drives a go slow, go heavy approach.” And that’s exactly how the truck got from point A to point B – slow and heavy. The truck, loaded with clean reef material, weighed in at 73,000 lbs, with an average speed of just over 50 mph, was decked out in a number of aerodynamic improvements and technologies to help achieve these numbers. “Our goal with the Starship Initiative is to challenge how the trucking industry is defined and to further the conversation by working with AirFlow Truck Company and others,” said Mainwairing. “Through this road trip, we were able to test the Starship truck along with a number of technologies available today to provide insight into what trucking fleets and owner/operators could consider adopting to help reduce fuel use and emissions as they haul heavy loads.” The cab itself is a bespoke aerodynamic design made of carbon fiber, to minimize wind resistance. The futuristic and streamlined design of the truck was amped up with cameras replacing the side mirrors. It also sports active grill shutters, that open and close to maximize efficiency. Boat tails also played a major role in the fuel economy the truck achieved. In addition to having low rolling resistance, single-wide based tires on the truck, it also has an automatic tire inflation system installed. The roof of the truck is covered with 5,000 watt solar panels that charge the main 48 volt battery bank on the tractor. The battery powers the cab’s air conditioning and inverter for the 120 volt hotel loads. According to Shell, if all the trucks in the U.S. reached the overall fuel economy and freight ton efficiency as the Starship, they would emit 229 million less tons of CO2 into the atmosphere per year, which would correspond to a 60% reduction in CO2 emission from U.S. truck fleets. Though all of these technologies helped achieve remarkable number, none could be possible, said Shell, if it wasn’t for operational efficiencies controlled by the driver. Driving the truck across the country was Robert Sliwa, the owner of AirFlow Truck Company. “A poor driver can negate all the technology in the truck and get poor fuel mileage,” he said. Overall, Sliwa reached an average of 8.94 mpg with the Starship on his run. The best fuel economy attained in his trip was 10.2 mpg. He said the truck was extremely quiet, most times he couldn’t even hear the engine on his trip, only the tires. His German shepherd, Kayla, joined him for the six-day trip that concluded on May 24. “Driving the truck is an exercise in concentration,” he added. “The mental aspect of it is not to be underestimated. I was constantly aware of the grades the truck was coming up to and going down. I was doing my own predictive cruise. Really for a truck driver to maintain the best fuel economy he or she can, you have to get feedback from the gauge and anticipate what is coming up.” The results of the truck were measured by the North American Council for Freight Efficiency (NACFE) as a third-party. According to Mike Roeth, the executive director of NACFE, the council used two telematics devices and a data logger to verify the results. Essentially, Roeth said, NACFE used a PeopleNet device and a LinkeDrive device to measure miles travelled, fuel consumed, and weight. “The Shell team didn’t take the easy road to trying to achieve the best results they could with their first drive with the truck,” he said. “They knew they wanted to make the truck run, but they went a step further. They carried a much heavier load than many average truckers on the road carry, traveled a longer route in an uncontrolled environment with a variety of technologies not tested in these real-world conditions. For us, it was a rewarding opportunity to see the truck move from an idea on paper to traveling with the team on the road to help verify the run results.” And while these results are all Shell could have hoped for, Carlos Maurer, Shell Lubricants Americas president, says this is just the tip of the iceberg for what is achievable tomorrow. “For me, what is fantastic, is that this truck can be commercialized and on the road today,” he said. “All the products and technologies on the truck are ready to be rolled out. I believe the results today are just the baseline and I believe we will get better as time goes on and continue to make improvements.”

I've mentioned it before........the Argosy is built in Cleveland, North Carolina and then shipped in knocked down (KD) kits to Australia and South Africa.

Reuters / June 6, 2018 PORTLAND -- Daimler AG unveiled on Wednesday an all-electric big rig truck it promises to have in production in 2021, as the German automaker mounts a major challenge to European manufacturers and Tesla Inc. Daimler said the Freightliner eCascadia, with a range of up to 250 miles (402.34 km) and an 80,000 lb. (36.29 ton) gross combined weight, will be suitable for regional distribution and port shipments. Daimler also unveiled a medium-duty Freightliner eM2 106, with a range of up to 230 miles, designed for local distribution, food and beverage delivery, and "final-mile" logistics services. Daimler said it will deliver 30 vehicles to customers later this year for field-testing and expects to have the trucks in production by 2021. The announcement came after Daimler's trucks division said it has set up a research and development center for autonomous driving in the United States, the latest sign of the German manufacturer's commitment to getting self-driving freight trucks on the road. Engineers at the new center in Portland, Ore., will draw on r&d resources at Daimler Trucks operations in Germany and India to create a global network of hundreds of specialists in the autonomous driving sphere, the company said on Wednesday. Daimler will invest more than 2.5 billion euros ($2.9 billion) in r&d at its truck operations by 2019, with more than 500 million euros earmarked for electric heavy-duty commercial vehicles, connectivity and self-driving technology, including the new Portland r&d center, it said. "We are pioneering technologies across the automated vehicle spectrum that make roads safer and help trucking companies boost productivity," said Sven Ennerst, head of truck product engineering at Daimler. The announcement was made during the Daimler Trucks Capital Market and Technology Day at Portland where the division already has a significant r&d presence including a heavy-duty truck wind tunnel. Daimler also plans to expand its lineup of battery-powered trucks to help comply with tougher carbon dioxide emissions rules in Europe, said Martin Daum, head of the division. Serial production of the eActros truck with an operating range of up to 200 kilometers (125 miles) will start in 2021, said Ennerst, citing tests with other models including the eFuso and eCanter trucks. A presentation revealed that Daimler has plans for more than a dozen more electrified trucks worldwide, including the new eCascadia model for North America to compete with Tesla's planned long-distance Semi electric truck. Separately, Daimler Trucks expects a strong second half of the year but second-quarter business remains challenging, its finance chief said, citing problems in the supply chain. "Q2 will be challenging but we see a strong second half of the year," Jochen Goetz said. "We are currently facing some problems on the supply chain, we will not lose a single truck but some (trucks) might be invoiced in Q3." A new restructuring will not be needed, Goetz said, adding the truckmaker would focus on executing its previous savings plan and aim to lower costs by 1.4 billion euros as planned by 2019. .

Freightliner Australia Press Release / May 16, 2018 More Options, More Income. Quiet Comfort. Maximum Payload. .

Freightliner Australia Press Release / May 16, 2018 The Perfect Tool of the Trade. Comfortable and Safe. Ready to Work, Every Day. .

Freightliner Australia Press Release / May 16, 2018 Freightliner Argosy. Durability built into every aspect. Power you can trust. .

Isuzu Trucks Australia Press Release / May 15, 2018 Isuzu Australia is proud to preview two locally developed EV concept vehicles. As Isuzu enters the exciting new eTruck space, it's committed to maintaining the same philosophy that's led to 29 years of market leadership: offering reliable trucks that help workers work. The testing that comes from this EV concept program will aid the development of genuine, commercially-viable vehicles, built for Australian conditions. .

Kenworth Trucks Australia Press Release / May 23, 2018 Celebrating key production milestones is a Kenworth tradition, one that began in April 1974 when we handed over the keys to truck number 1,000. Kenworth’s achievement in manufacturing 60,000 trucks was a major milestone, not only for the company and its dealer group but for its suppliers, the vast majority of whom are local Australian Businesses. .

Rainier Truck Starts Pilot Production Heavy Duty Trucking (HDT) / June 5, 2018 Rainier Truck & Chassis LLC of Yakima, Wash., is moving into pilot production mode on its all-new cabover truck. The company has secured a 6,000 square-foot seven-bay facility on 13.5 acres with plenty of room for future expansion. Product rollout of their low cost, common cab/chassis COE platform has not changed. Rainier will offer the Cummins B6.7 300 & 325 hp diesel models first, then the 6.4L 370 hp Hemi gas, followed by an AWD pure electric model. In addition, the company announced that it is looking to compliment its Class 4-7 cab-over engine lineup and has got the initial go ahead to accept and offer a U.S. version of the Sinotruk A7 Class 8 cab-over engine. .

Heavy Duty Trucking (HDT) / June 5, 2018 Navistar International Corp. on June 5 announced it turned around its financial picture during its fiscal second quarter of the year, with net income of $55 million, or 55 cents per share, compared to a second quarter 2017 net loss of $80 million, or 86 cents per share. Revenues for the period ending April 30 increased 16% from a year ago to $2.4 billion, primarily due to higher volumes in the company's Class 6-8 trucks and buses in the U.S. and Canada, according Navistar. Second quarter 2018 EBITDA (earnings before interest, taxes, depreciation and amortization) was $174 million compared to $47 million a year earlier. Second quarter adjusted EBITDA was $182 million, compared to adjusted EBITDA of $65 million a year earlier. "We had a great second quarter, delivering stronger than expected results by taking advantage of the robust market conditions," said Troy A. Clarke, Navistar chairman, president and chief executive officer. Navistar ended second quarter 2018 with $1.14 billion in consolidated cash, cash equivalents, and marketable securities. Manufacturing cash, cash equivalents and marketable securities were $1.1 billion at the end of the quarter. "We are also pleased to report that on a trailing 12-month basis, we were manufacturing free cash flow positive by nearly $100 million," Clarke said. Navistar’s said truck segment net sales increased 22% to $1.7 billion in second quarter 2018 compared to second quarter 2017, due to higher volumes in the company's core markets, higher export truck volumes, an increase in military sales, and a shift in model mix, partially offset by a decline in Mexico truck volumes. The truck segment profit increased to $42 million in second quarter 2018, versus a second quarter 2017 loss of $56 million. The company’s parts segment second quarter 2018 net sales were $601 million, down $9 million compared to second quarter 2017. This was driven by lower U.S. volumes and Blue Diamond Parts sales, partially offset by higher Mexico volumes and parts sales related to the Fleetrite brand, according to Navistar. The parts segment recorded a quarterly profit of $132 million in second quarter 2018, down 14% versus the same period one year ago, primarily due to lower U.S. margins, higher freight-related expenses, and intercompany access fees. Navistar’s global operations segment second quarter 2018 net sales grew 39% to $97 million compared to second quarter 2017. This was primarily driven by higher engine volumes in the company's South America engine operations due to the improving Brazilian economy, according to the company. The global operations segment recorded a $1 million profit in second quarter 2018 compared to a $7 million loss in the same period one year ago. The company’s financial services segment second quarter 2018 net revenues increased 13% to $63 million versus the same period one year ago, primarily driven by higher overall finance receivable balances in the U.S. and Mexico, according to Navistar. Financial Services segment recorded a profit of $19 million in second quarter 2018, an increase of $4 million versus second quarter 2017, primarily due to improved interest margins. Based on what Navistar said are “stronger industry conditions,” the company raised its 2018 full-year guidance: Industry retail deliveries of Class 6-8 trucks and buses in the United States and Canada are forecast to be 380,000 units to 410,000 units, with Class 8 retail deliveries of 250,000 to 280,000 units Navistar revenues are expected to be between $9.75 billion and $10.25 billion The company's adjusted EBITDA is expected to be between $725 million and $775 million Year-end manufacturing cash is expected to be about $1.2 billion "The work we've done in the first half of the year growing Class 8 share, building our backlog and managing costs, combined with strong industry conditions, positions us to deliver an even stronger second half," Clarke said.

The Hill / June 1, 2018 The Air Force is not buying two $24 million refrigerators for Air Force One, the service recently told a congressman. On Monday, Rep. Joe Courtney (D-Conn.) released a letter from Air Force Secretary Heather Wilson saying the Air Force and White House Military Office decided to cancel the purchase out of "prudent fiscal sense." "While the VC-25A chiller replacement requirement still exists, the progress on the VC-25B program weighed against the cost of the chiller effort makes termination the most prudent fiscal sense for the government," Wilson wrote to Courtney in a letter dated May 29. "The Air Force has notified Boeing of the government's intention to cancel the subject contract." Boeing was awarded a $23.7 million contract to replace two of the five refrigerators aboard Air Force One. The refrigerators have been on the plane since it went into service in 1990. The coolers on the presidential aircraft need to have the capacity to store 3,000 meals onboard. Though the refrigerators have unique requirements, the high price tag raised eyebrows, particularly as President Trump has railed against excessive defense contracts. Prior to taking office, Trump slammed the cost of building two new Air Force One planes, tweeting the Pentagon should "cancel order!" The new Air Force One planes are expected to be ready in 2024. In her letter, Wilson said that steps can be taken to ensure "food security" until the new aircraft are ready. "While not optimal, mitigation options exist to ensure food security until new aircraft are delivered," she wrote. Courtney praised the Air Force for canceling the refrigerator contract. "Clearly, the Air Force is making the right decision cancel the previously announced sole-source contract and hit restart on this process," he said in a statement. "Even with the understanding that the Air Force One mission brings with it unique requirements and challenges, a $24 million sole-source contract just didn't pass the smell test."

No Volvo connection. I'm sure it is Ford proprietary. The cost of designing cabs today has fallen dramatically. Look at the Chinese truckmakers, for example. Most are now using proprietary cab designs (link below). I'm proud of Otosan. They truly have a passion for trucks in their belly. And I'm thrilled to see Bill Ford continue to nurture the Ford-Otosan relationship along. Frankly speaking, the H62X is a big deal, on the same scale as the Transcontinental in 1975. https://product.360che.com/p731/

Iepieleaks / June 2, 2018 Dutch truck specialist Vlastuin has started the production of the bonneted Scania ‘nextgen’ trucks. At this moment 12 trucks are sold and there are already three of them on the road. Vlastuin is now considering a second version of the new Scania T model. The first one is based on the S- cab with the flat floor. Now there is also a design for the R- model. If you ask us that is a better looking truck than the massive S- model. .

Ford will officially launch the H62X at the IAA Commercial vehicle show in Hannover, Germany this September. .

The Washington Post / June 1, 2018 America has a massive shortage of truck drivers. Joyce Brenny, head of Brenny Transportation in Minnesota, increased driver pay 15 percent this year to try to attract more drivers. Many of her drivers now earn $80,000, she says, yet she still can't find enough people for the job. About 51,000 more drivers are needed to meet the demand from companies such as Amazon and Walmart that are shipping more goods across the country, according to the American Trucking Associations. The driver shortage is already leading to delayed deliveries and higher prices for goods that Americans buy. The ATA predicts that it's likely to get worse in the coming years. Many trucking companies are so desperate for drivers that they are offering signing bonuses and pay raises. So why don't more Americans want this job? We asked truck drivers who have been doing the job anywhere from four months to 40 years for their views. Most said the answer is simple: The lifestyle is rough. You barely see your family, you rarely shower, and you get little respect from car drivers, police or major retailers. Michael Dow said he has been divorced twice because of trucking. Donna Penland said she gained 60 pounds her first year from sitting all day and a lack of healthful food on the road. A few drivers told The Washington Post that they earn $100,000, but many said their annual pay is less than $50,000 (government statistics say median pay for the industry is $42,000). As for the bonuses, driver Daniel Gollnick said they are a "complete joke" because of all the strings attached. Despite the hardships, half said they would recommend the job to friends and family, chiefly because, as Gollnick said, "it's the easiest money you can get without a college degree." Here are the drivers' perspectives on America's trucking crisis. "I have been divorced two times because of truck driving." — Michael Dow Michael Dow of Dallas has been a truck driver for more than two decades. He and his brother started a company, Dow Brothers Transportation, this year. They hope it will more than double their pay from prior years. Age: 48 Yearly income: $45,000 Why don't people want this job? "The pay is so far behind the curve. I make less money now than I did 20 years ago if you adjust for inflation and cost of living. I figured it out once, and I was making $14 or $15 an hour driving for the big carriers. People flipping hamburgers are demanding $15 an hour." Have you gotten a raise? "I have, because I went out and started my own company this year. The rates have never been this good in over 20 years. I hope the driver shortage continues. Skilled drivers like me aren't cheap right now. I'm anticipating I'll make $85,000 to $120,000 this year." Would you recommend this job? "I have a 21-year-old son in the military who is about ready to come out. In all honesty, I do not wish him to get into this industry because it's a hard life. I don't recommend it to anyone who has a family. My kids are in their 20s now. I missed most of their lives growing up. They tell me they wish I would have been home more. I have been divorced two times because of truck driving. For a real perspective, talk to a trucker's wife." "I see those ads for big driver bonuses, but it's a complete joke." — Daniel Gollnick Daniel Gollnick of Melrose, Wis., drives for a company that has him home each night. He used to drive a flatbed truck across the country, but his girlfriend didn't like him being away so much. Age: 28 Yearly income: $45,000 Did you get a raise lately? "We got a $1 raise this year. We were at $17.50 an hour for most drivers. Now we're at $18.50. That barely covers inflation or anything. I see those ads for big driver bonuses, but it's a complete joke. I've worked for a couple of major trucking companies: Roehl Transport and Melton Truck Lines. Both offered sign-on bonuses, but what they don't tell you is what it's dependent upon to get that $1,000. Sometimes you needed to have certifications to deal with hazmat or be qualified to drive on military bases or ports. And you need to meet fuel-usage requirements, but they usually give you the oldest trucks that are least likely to get the sign-on bonuses because they use more fuel." Would you recommend this job? "I do. I tell friends who are working minimum-wage or factory jobs to go get their CDL [commercial driver's license, which takes a few weeks]. It's the easiest money you can get without a college degree, but it's a hard industry. You're going to be alone a lot." Is the industry in a crisis? "There are not enough truckers. I've been running around doing extra runs, because we are shorthanded. But I've noticed I'm not truly picking up more physical freight. I'm just picking up at more places." "I gained 60 pounds because it's a sedentary life." — Donna Penland Donna Penland of Houston decided to get her CDL 18 months ago after her boyfriend was laid off from his job and wanted to try trucking. The duo "team-drove" a truck, meaning they would trade off driving so the vehicle would be on the road almost 24 hours a day. They eventually broke up, but Penland continued driving on her own. Age: 50 Yearly income: "$50,000 is where you're going to be when you work for a big company. If you want to make more money than that, you have to find an independent person with two or three trucks that really does appreciate you as a driver and they share profits with you." Have you received a raise? "I work for Martin Transportation now. They don't offer signing bonuses, but I work on a Coca-Cola dedicated route, and Coke is putting up bonuses because they need drivers. So I got a $3,500 signing bonus. But they don't just give you $3,500. I received $500 after 30 days and another $1,000 after 60 days. They spread it out." Would you recommend this job? "No. Not to most of my friends. It takes a special kind of person, because you basically give up your life for the job. You are dedicated to that truck. Most people are 'over the road' drivers, because that is where you make the most money. It means you go coast to coast and border to border. You are supposed to get a day off after every seven days of driving, but companies prefer that you stay out 60 days and then take just a few days off. I gained 60 pounds because it's a sedentary life. You just drive, sleep, drive, sleep. Companies don't treat you like a human. You are a just a machine that makes money for them." Is this a good job for women? "I think it is a good profession for women, but there are a lot of doors to break down. The guys treat you like you're stupid and don't know anything. And companies are almost always asking you to do stuff that's illegal — to work extra hours or to dump trash illegally." "It's more than getting behind a steering wheel and driving." — Ryan Kitchel Ryan Kitchel of Greensboro, N.C., has been a flatbed truck driver for two years. He used to work in emergency services but wanted a change. He is home most weekends, but during the week he drives all over the East Coast with "open trailers" that carry steel, roofs, FEMA trailers and more. Age: 36 Yearly income: $100,000 Have you gotten a raise lately? "I make decent money. I get paid a percentage [of my load cost]. But I make about the same that my dad made in the 1970s." What's frustrating about being a truck driver? "My dad was a truck driver. There was a different level of respect for truck drivers then and more camaraderie. Car drivers today have no understanding of what we do. They cut us off all of the time. Car drivers see a space between trucks, and they jump in. They don't realize that's our stopping lane. We need that space." Why aren't more people becoming truckers? "I used to train drivers. A lot of guys don't realize everything that is involved in trucking. It's more than getting behind a steering wheel and driving. You got to be able to do your paperwork. You got to watch your surroundings. You have to keep the truck and trailer in line. You have to watch everyone around you, because cars aren't watching." Would you recommend this job? "Yeah. What other job are you going to do minimum training for and jump out of the box making $50,000?"

Heavy Duty Trucking (HDT) / June 1, 2018 XPO Logistics announced plans to invest around $90 million in 770 new tractors for its less-than-truckload fleet in 2018. XPO, the second largest LTL provider in North America, stated that the new trucks will be integrated into its fleet throughout the year. The new trucks will have larger 15L engines and 12-speed transmissions, replacing models with 13L engines. The larger engine is expected to improve performance, fuel economy, emissions characteristics, and engine life based on the LTL fleet’s typical load profile. The trucks will also be equipped with safety technologies such as lane departure warning systems, adaptive cruise control, and collision mitigation systems. "We're committed to giving our LTL drivers the latest technologies for comfort and safety,” said Troy Cooper, president of XPO Logistics. “These new tractors also reflect our commitment to the environment by providing improved fuel efficiency and reducing emissions." .

FCA to build Ram and Fiat-badged midsize pickups Richard Truett, Automotive News / June 1, 2018 Fiat Chrysler Automobiles' plan for the Ram brand to re-enter the midsize pickup market returns the company to the segment it invented in the mid-1980s. At Friday's investor presentation in Italy, Ram brand head Mike Manley revealed plans for the new truck to debut in 2022. There will also be a Fiat-badged version of the truck, presumably to replace the current Mitsubishi-derived Fiat Fullback, which is not offered in the United States. In 1987, Dodge debuted the Dakota, which was slightly larger than compact trucks from General Motors and Ford, as well as imported trucks from Toyota, Nissan, Mazda and Mitsubishi. The Dakota inherited the Ram's big-rig styling in the mid-1990s and sold well, usually racking up sales in the 150,000 range most years in the U.S. After the third generation of the truck got old and sales began to stall, it was killed in 2011. General Motors revived the midsize truck segment in 2015 with the second generation of the Chevrolet Colorado and GMC Canyon. Since launch, GM has sold nearly 500,000 units of the Colorado/Canyon in the U.S. The midsize truck segment is up nearly 18 percent this year, according to the Automotive News Data Center. The new midsize Ram will face stiff competition not only from the GM twins, but also from the reborn Ford Ranger, which will also be a midsize truck. It is due to arrive next year. It's not clear if FCA's new truck will revive the Dakota nameplate, but it will likely put greater pressure on Nissan and Toyota to update the aging Frontier and Tacoma pickups. Several of the original Dakota models, such as the convertible and the high-performance Shelby and R/T versions (both of which offered a V-8 engine and plenty of tire-shredding performance), have become prized collector's items. FCA plans to build the new midsize truck at its Saltillo, Mexico, plant. Dodge Truck (aka. RAM) presentation - http://www.autonews.com/assets/PDF/CA11575761.PDF

Solar, wind and hydroelectric power Jim. .

Dennis Eagle Press Release / May 11, 2018 Dennis Eagle's new eCollect refuse chassis, due to go into production towards the end of 2019, is a fully integrated product (low-entry chassis, refuse compaction body, bin lift and telematics system). With specifically designed battery packs and control systems, the eCollect features 300kWr next generation batteries, incorporating the latest available technology, with a 200kW electric motor driving a conventional axle. It will initially be available to the market in a 26-tonne 6x2 rear steer narrow (2.25m wide) configuration with left or right-hand drive options, a 19m3 narrow body and automatic split bin lift. Kevin Else, Managing Director at Dennis Eagle, comments: “We are very excited to be unveiling our new eCollect electric model at IFAT. It is the result of many years’ research and development, and we are confident the end result will offer our customers a more environmentally friendly refuse collection vehicle that delivers affordable lifetime costs, whilst delivering zero emission waste collection and transportation. “Aside from the replacing the diesel engine with an electric drive system, we have made minimal changes to the vehicle design, helping to ensure ease of maintenance, as well as product familiarity with drivers and crews. “As part of our rigorous development process the vehicle is currently being subjected to extensive trials and technical verifications. These are designed to optimise battery management software, enabling the range of the vehicle to meet the requirements of urban collection and ensuring it provides a viable, high-performance solution comparable to traditional fuel types.” .