kscarbel2

Pure ignorance.

The Washington Post / February 1, 2018 Monster trucks could come to Virginia’s highways if some lawmakers get their way. These are not the fun kind of monster trucks that intentionally crush cars, motor homes and other vehicles for the entertainment of fans who crowd into arenas to see them. These would be 18-wheeler trucks rolling down ordinary highways with loads of 91,000 pounds and perhaps more. Supporters say the super trucks are important to keep commerce flowing, particularly for enterprises such as the Port of Virginia. They also argue that the heavier trucks would pose no additional threat to highway safety or infrastructure than existing 18-wheelers. Those advocates say they would just like to give Virginia flexibility to test the use and effect of super trucks, regardless of the federal government’s stance. “If the feds are going to study it . . . I want to have a seat at that table,” said Del. T. Scott Garrett (R-Lynchburg), who sponsored legislation that would permit the commonwealth to take part in any federal pilot program allowing heavier trucks. “If the feds aren’t going to study it, then the Virginia Department of Transportation ought to study it.” Opponents argue, however, that the heavier trucks will inflict more damage to roads and bridges whose maintenance in the state and nationwide has already been neglected. They also say the trucks are more dangerous to surrounding traffic. “The laws of physics do not change,” said Shane Reese, a spokesman for the Coalition Against Bigger Trucks (CABT). “Heavier trucks at higher speeds means increased crash severity.” CABT and other opponents — several of which are funded by rail interests — argue that opening the nation’s roads to heavier trucks would also mean diverting freight from the nation’s railroads at the expense of taxpayers and the environment. These are factors that Congress took into consideration when it decided against raising the weight limits in November 2015. The trucking industry, they say, has turned to state legislatures to try to get what they couldn’t get in Washington. There aren’t even any pilot programs or plans for pilot programs at the federal level at the moment. Backers are hoping that by passing state legislation, they could create momentum for action. “This is an issue that never really goes away,” said Betsy Cantwell, a spokeswoman for GoRail, a nonprofit organization that works on behalf of rail contractors and suppliers. Some super-heavy trucks hauling containerized cargo or milk already operate with permits that exempt them from the 80,000-pound maximum weight limit, Garrett said in an interview this week. Garrett also said he believes the giant rigs could actually be safer, because they often have additional axles with brakes. He also said that heavier loads per truck inflict less overall damage to highways and bridges because more tonnage would be running on fewer trucks. The point of his bill would be to give Virginia a free hand to test and study the effect of running heavier trucks on the state’s highways. An April 2016 report by the U.S. Department of Transportation warned against drawing any conclusions one way or another on the wisdom of permitting heavier trucks on the nation’s roads, given the limited data available and the complexity and number of variables, such as pavement and bridge type. But opponents of bigger trucks say some of the study’s findings were cause for concern. In analyzing data from one state where such data were available, the DOT found crash rates were 47 percent higher for trucks weighing 91,000 pounds. It also found higher rates of violations cited for faulty brakes on trucks weighing 91,000 pounds or more. Reese said turning heavier trucks in a state where one of its main arteries — Interstate 81 — is already notorious because of its heavy and arguably dangerous levels of truck traffic would be a mistake. “It is a treacherous stretch for a motorist,” Reese said. The bills — S.B. 1276 sponsored by Garrett and a companion measure sponsored by Sen. Charles W. Carrico Sr. (R-Grayson) — are both in committee.

Truck brands join forces to implement platooning Scania Group Press Release / February 2, 2018 Together with all other European truck manufacturers, Scania will join the EU-funded Ensemble initiative to implement and demonstrate multi-brand truck platooning. When multi-brand platooning in Europe becomes possible, a single truck can form a platoon with any other truck to achieve fuel savings. Platooning with higher vehicle density will also improve the traffic flow, especially on highly congested roads. The Ensemble consortium, led by TNO, the Netherlands organisation for applied scientific research, will seek to ensure safe platooning with trucks of different brands. The impact on fuel consumption, drivers and other road users will also be established. A significant step “The Ensemble project represents a significant step on the way to on the road multi-brand platooning,” says Jan Dellrud, Senior Technical Advisor at Scania’s pre-development and research of autonomous truck systems. “We now have sufficient technical experience of mono-brand platooning, and even in certain cases also of dual-brand platooning. However, we still need to develop and verify common systems encompassing all manufacturers.” For full scale multi-brand platooning, the industry needs to harmonise not only vehicle-to-vehicle communications but also various systems to ensure that the vehicles follow a smooth and straight pathway. “This necessitates a fundamental understanding of all the relevant parameters in order to set common standards, which will pave the way for implementation.” The Ensemble project involves actual testing of platoons across national borders, the impact on traffic, infrastructure and logistics will be assessed. Safety data will be collected as guidance for needed harmonisation of requirements. Testing multi-brand platoons By 2021, the project will focus on testing multi-brand platoons on test tracks and public roads with a final demonstration of multi-brand platooning converging towards the Port of Rotterdam. In addition to TNO and the six European trucks manufacturers DAF, Daimler, Iveco, MAN, Scania and Volvo, the partnership also includes automotive suppliers, research institutes and leading universities. .

Scania Group Press Release / February 2, 2018 Scania continues to push limits for strength. The latest power performer is a new generation supercharged all-wheel-drive V8, the largest cabs with the highest ratings. On exhibition at Scania Winter in Norway, this 6×4*4 truck with a steered tag axle is built for maximum traction. “It’s driven on the front axle and one driven rear axle, but it’s also equipped with our new electronically steered tag axle,” says Product Manager Jacob Walander. “This gives excellent traction and manoeuvrability but also a truck that is simple to turn.” This truck features the height of a spacious S-series cab, but with an engine tunnel to host the V8 engine and higher driveline. Its unbeaten versatility was recently demonstrated in harsh Norwegian winter road clearance during uninterrupted snowfall, which added to the 1.3-metre deep snow cover. In tough ploughing, power and front-axle traction are essential. “There are various applications for this truck in addition to ploughing assignments. We foresee applications in forestry and as well as in construction and as a mining tipper – all those applications that require extra traction when operating in tough conditions.” .

Scania Group Press Release / February 1, 2018 Norwegian driver Stig Ødegaarden successfully combines a full-time job as firefighter with driving powerful timber trucks. With a new generation Scania R 730, he is well equipped for demanding forestry transport. “We previously had a Scania R 620 and the difference is noticeable,” he says. “The noise level is lower, the gearchanging smoother thanks to the Opticruise system and, generally, the truck is more stable and comfortable.” Driving on treacherous forest roads, it is especially important that the truck is safe, reliable and pleasant to drive, according to Ødegaarden. “Spending many hours in the cab, you need a truck that is comfortable to drive and doesn’t wear you out.” Scania recently offered him the chance to experience the ultimate in driver comfort – the new Scania S 730. Although he is more than content with his new truck, he was eager to try the largest cab. “I was slightly concerned that the higher cab would be more prone to swaying but that wasn’t the case. In fact, it was very pleasant to drive.” Driving trucks for many years, Ødegaarden has tried several brands. “For me, Scania works best, with the greatest stability on the road.” .

Scania Group Press Release / February 1, 2018 Scania is due to provide Kobelco with low-emissions industrial engines that will be used to power its new models of the 300t hydraulic crawler cranes. The products will be launched worldwide. Scania and Kobelco Construction Machinery have agreed that Scania will supply 13-litre low-emission industrial engines to Kobelco for use in its latest crawler cranes with a lifting capacity of 300 metric tons. The first Kobelco product to be fitted with a Scania industrial engine will be launched in the US. Hiroaki Iwamitsu, Managing Executive Officer at Kobelco’s Design & Development Engineering Division, says: “With this project, Kobelco is happy to take a new step forward with Scania. From the experience we have had with Scania on developing this new crane, we have seen the advanced technology and great cooperation Scania offers. We look forward to further success together in the future.” Haruyuki Mayama, Engine Sales Manager, Scania Engines in Japan, says: “We are pleased to be selected as Kobelco’s partner to power its products. I am confident and look forward to a successful market introduction.” Scania’s 13-litre 331kW industrial engine meets the Stage IV/Tier 4 final/Japan H26 emission standards without the need for a particulate filter. Customers in countries with other emission standards will benefit from Kobelco machinery powered by Scania’s low-emission engines. Kobelco’s Scania-powered products include the CK3300G-2 model (for North America), as well as the CKE3000G (for Europe) and CKS3000 (for other markets). Scania engines are characterised by the generous torque they provide at low revs, as well as their prompt response, low fuel consumption, low life cycle costs, high power-to-weight ratio and tried and tested quality. Scania also offers a global service network with more than 2,000 strategically located service points. . .

Why electrification is here to stay Scania Group Press Release / January 23, 2018 Environmental benefits and growing financial viability make electrified vehicles key to sustainable transport. The impact of the disruptive trends on the transport industry is not only significant when it comes to sustainable choices, it is fundamental consideration for good business. Scania is working on a wide range of sustainable transport technologies to replace fossil fuels. The electrification roadmap is a key element of that strategy. The importance of electrification to transport Nils-Gunnar Vågstedt, who leads Scania’s research into electrification technology, explains just how important this trend is in a global context. “To start with, there is a growing global awareness of electrification and its environmental benefits, including the potential zero carbon footprint, quieter vehicles and zero particle emissions. “Not only can emissions be reduced when using electrified vehicles but also, crucially, energy consumption can be considerably reduced.” Why the transport industry is embracing electrification There are numerous forces behind the electrification of today’s transport industry, and although long-haul transport is a little behind the rest of the sector, it is catching up fast, with a growing number of bio-fuelled hybrids as well as fully-electric vehicles on the market. Here, Scania is playing a leading role. One reason things are changing so quickly in the transport industry is that electric vehicles are becoming increasingly financially viable in their own right, without the need for additional subsidies as was required in the early development stages of the technology. “When operational economy and society’s most important goal of reduced environmental impact are aligned, choosing the best solution will become very simple, and a disruption of the industry’s existing technological model will follow,” explains Vågstedt. Infrastructure and batteries remain barriers to electrification Batteries and infrastructure loom large as challenges that need to be met in the journey towards the electrification of vehicles. Both still require major development before they can be ready to support fully-electric vehicles en masse, as well as work with the different hybrid versions that also require batteries and which are more commonplace today. Vågstedt and his team at Scania are aware that there is much still to do. “Batteries for vehicles of all sizes are already high in demand, and we are still in the early days of adoption of this technology. We are moving in the right direction and it’s happening fast, but more sustainable batteries need to be developed. They need to live longer, be more energetic and the cost needs to come down. As an industry we also need to make sure that the sourcing of materials, the energy-intense production and the recycling of batteries are all sustainable over time.” The technology behind how batteries are charged from the grid also remains an issue; not only for Scania but for the whole industry. “The electrified solutions we work with are strongly correlated to charging systems and strategies. This means batteries and charging systems must be viewed together as part of the overall infrastructure.” One of the pillars of Scania’s approach to delivering sustainable transport solutions is to make sure they are as energy-efficient as possible. In the case of electrification, this means to use as few batteries as possible for a specific transport solution and optimise stops for charging, or to charge whilst driving, such as happens on the electric highway. When, not if electrification takes off It’s not a matter of if electrification takes off, it’s when. .

Scania Group Press Release / January 24, 2018 With no ‘one size fits all’ solution, we are exploring a range of sustainable technologies. Scania’s response to the need for a more sustainable, electrified transport solution entails several different areas of research. “Our philosophy is to have a broad approach when it comes to research into all sustainable technologies, rather than putting all of our eggs in one basket,” says Nils-Gunnar Vågstedt, who leads Scania’s work on electrification technology. With our electrification roadmap, Scania is taking a multi-faceted approach, including research into different kinds of bio-fuelled hybrid technologies, and fully-electric vehicles. The public discussion often mistakes battery-electric vehicles as the only fully-electric option but in our research and development we also work with fully-electric vehicles powered by hydrogen-powered fuel cells and fully-electric vehicles that can be charged via electrified roads. Vågstedt emphasises that there is no one ‘size fits all’ solution. Scania and the electrified road The electrified road has been one of Scania’s most interesting electrification projects. Since June 2016, a two-kilometre strip of the E16 motorway has been in operation outside the Swedish city of Gävle in an ongoing project with infrastructure partner Siemens. There, Scania trucks are fitted with a pantograph power collector that is mounted on the frame behind its cab. The pantographs are in turn connected to overhead power lines that are above the right-hand lane of the road. The trucks can freely connect to and disconnect from the overhead wires while in motion and charge the batteries in the trucks that are equipped with an electric hybrid powertrain. Although the two Scania trucks have been successfully operating on the road, Vågstedt would like to see them pushed harder. “Last winter was very mild but we hope that we will see tougher conditions this winter, so we can really put the technology to the test.” The future development of battery technology and charging infrastructure such as the electrified road, will determine how to power future heavy commercial electrified and hybrid vehicles. Sweden and Germany working for a sustainable future The electric road project has already gained international attention and there are new demonstrations planned for the technology in Germany, over a longer distance. The project was given a real seal of approval in 2017 when German Chancellor Angela Merkel and Swedish Prime Minister Stefan Löfven met to launch a new innovation partnership between Sweden and Germany that will focus on “Innovation and Cooperation for a Sustainable Future”. “A key focus of this cooperation will be to test and develop further the opportunities afforded by the electrified road technology, work that has already been started by us in cooperation with Siemens,” says Vågstedt. Partnerships key to sustainable transport Vågstedt strongly believes that partnerships are another key ingredient in the mix when it comes to meeting the challenges of developing truly sustainable transport. “The wide scale of the challenge of low-carbon transport solutions and the wide scale of possible solutions means that Scania sees partnerships as the only way the transport industry can become sustainable. We cannot work in isolation.” Scania currently works with municipalities, academia, private companies, infrastructure suppliers and fuel and energy providers in an effort to reach viable sustainable transport solutions. “It is important from Scania’s point of view that we put the same demand on our partners as we do on ourselves when it comes to our cooperation and joint activities,” says Vågstedt. “The work must always be based on sustainable choices.” .

Dozens of Congressmen Go to Bat for OOIDA ELD Exemption Request Heavy Duty Trucking (HDT) / February 2, 2018 The Owner-Operator Independent Drivers Association has garnered the support of over two dozen Congressmen in the form of a letter from them to the Federal Motor Carrier Safety Administration that encourages the agency to grant OOIDA’s pending application for a 5-year exemption from the electronic logging device mandate for small trucking businesses with exemplary safety records. Specifically, OOIDA has requested at least a 5-year exemption for motor carriers classified as small businesses, according to the Small Business Administration, and that have a proven safety history with no attributable at-fault crashes, and that do not have a Carrier Safety Rating of “Unsatisfactory.” The Feb 1 letter to FMCSA by Reps. Brian Babin (R-TX) and Steve King (R-IA) and co-signed by another 23 Representatives, calls OOIDA's request “responsibly constructed” as it focuses “only on carriers defined by the Small Business Administration as a small-trucking business” and that have “a record of no at-fault crashes would be exempted. “By sustaining impeccable safety records, the motor carriers that would qualify have already demonstrated the use of an ELD will do nothing to improve their operations,” continue Babin and King. “Futhermore, OOIDA's request would prevent small trucking businesses, who operate on the slimmest of margins, from maintaining costly fleet management devices that provide them no economic or productivity benefits.” The Congressmen also make something of an all-for-one and one-for-all argument, pointing out that “FMCSA has already granted several requests for exemption from the ELD mandate. Clearly, the agency is capable and willing to provide relief for industries who have demonstrated that exemptions will not decrease safety. In this regard, OOIDA's application for exemption is unquestionably consistent with those previously granted and merits the agency's approval.” In addition, Babin and King note that they view OOIDA’s request as “wholly consistent with the Trump Administration's goal of providing relief from costly and burdensome federal regulations to American small businesses.” Reading the Political Tea Leaves It should be noted, too, that, at least in the letter, they give no indication that they currently support or would support or introduce any ELD-related legislation at this time. That begs the question of whether the Congressmen’s advocacy is the vanguard of a groundswell of support within the Republican-controlled Congress to amend or discard the ELD rule that was put on the books during another majority GOP Congress. Given that much of the trucking industry’s lobbying power was behind getting the ELD rule put in place in the first place and everything else that’s on Capitol Hill’s plate for the rest of this year— including immigration reform and infrastructure spending— it’s highly doubtful any legislation to reform the ELD rule will make any headway in 2018. What is even more certain is that if the Democrats take back control of just one chamber or even just sharply cut the Republican edge in the House in this year’s midterm elections, trucking won’t see any safety regulations getting rolled back for at least the next two years, if not longer.

Details Emerge on Tesla's Planned Electric Truck Charging Network Heavy Duty Trucking (HDT) / February 2, 2018 At the Tesla Semi truck launch in Hawthorne, CA, last fall, company CEO Elon Musk made passing reference to planned a network of high-capacity charging stations that would eventually be put in place to recharge his electric trucks and extend their daily range. Details on that network were sparse, however. Now, Reuters has learned that Musk and Tesla are collaborating with several logistics leaders in North America to put the beginnings of that charging network in place. According to a report from Reuters today, Anheuser-Busch, PepsiCo and United Parcel Service (UPS) are working with the electric truck builder to construct on-site charging terminals at their facilities as Tesla ramps up production of its new truck next year. These firms are among nine major logistics providers in North America that have placed pre-orders for the new electric truck. According to the report, details of the deal are still under negotiation, but will include design and engineering input from Tesla. Reuters notes that the agreement bolsters Musk’s claims that Tesla can put a charging network in place in time to support the new truck, and is, in fact, working to overcome one of the most widely cited shortcomings in his publically stated plans for the Semi truck. The agreement is also a strong indication that Tesla truck customers are taking both the vehicle and its deployment seriously, and working with the company it insure as smooth a launch as possible once the trucks enter production. Reuters reports the companies it spoke to indicated their initial effort will be to install charging equipment on their own premises, with the first Tesla Semis deployed on routes that will return them to their home base at the end of a daily run, before the batteries run down. Reuters also noted in the report that Tesla is also working on establishing its own network of electric truck stops, which will sell electric charges to truckers. Tesla already operates more than 1,100 “supercharger” stations globally for drivers of its passenger cars. Musk noted during the Semi launch last fall Tesla intends to construct a network of solar-powered “megachargers” that he said could recharge a Semi truck battery in as little as 30 minutes. However, the report also noted that Tesla is “stretched thing and burning cash,” raising more questions as to how quickly the company is capable of putting the planned truck-oriented charging network in place. Some analysts and trucking executives, the report adds, doubt that Tesla can deliver the Semi in 2019, much less a vast charging infrastructure to support it.

Mack Quantum, based on the Renault Premium. Good truck. .

2019 GMC Sierra will be unveiled next month with more differentiation from Silverado Michael Wayland, Automotive News / February 1, 2018 DETROIT -- General Motors will unveil the 2019 GMC Sierra on March 1 in Detroit amid expectations that it will be more differentiated from its Chevrolet Silverado sibling than ever before. The Sierra unveiling, which also will include the high-end Sierra Denali, will come less than two months after the automaker officially introduced the 2019 Silverado on the eve of the Detroit auto show in January. Despite expected exterior and interior differentiation with the two pickups, the Sierra's specs and powertrains are expected to be similar, if not the same, as the Silverado's. GM has said the redesigned Silverado is larger than current models yet as much as 450 pounds lighter. It features a longer wheelbase, more interior space and a new high-strength steel bed with increased cargo volume and an available power up-down tailgate that can be operated from the key fob, an interior button or by hand. GM will offer six powertrain combinations, including a 3.0-liter inline-six diesel and 5.3- and 6.2-liter V-8s with a technology called Dynamic Fuel Management that can shut off cylinders, in a variety of combinations, to optimize performance and fuel economy. The diesel engine -- the first in a full-size Chevy pickup since the late 1990s -- and 6.2-liter V-8 will be mated to a 10-speed automatic transmission. GM didn't provide details of other transmission pairings or engines. GM on Thursday reported Sierra sales started 2018 down 18 percent, to 11,224 vehicles, compared with January 2017, while Silverado sales increased 15 percent to 40,716. In 2017, Sierra sales slipped 1.7 percent to 217,943 vehicles; Silverado gained 1.9 percent to nearly 585,900 deliveries. Production of the pickups is expected to start at GM's plant in Fort Wayne, Ind., in the fall. GM also builds the trucks in Mexico, but it has not announced production details. .

Yes I have. A fleet. Any truck, when the wheels aren’t spinning, is not generating revenue.

Borrowing from Ford, I have to ask...... "Have you driven an International......lately?" Now......thanks to Troy Clarke and Bill Kozek, Navistar is operating arguably better than it has in decades. And it shows in the management, and new product portfolio.

Scania and Northvolt partner for heavy vehicle electrification Scania Group Press Release / January 25, 2018 Scania and Northvolt have jointly agreed to develop and commercialise battery cell technology for heavy commercial vehicles. Scania today announces that it is investing EUR 10 million in the partnership to enhance further development and support the establishment of Northvolt’s demonstration line and research facility. Vehicle electrification is rapidly advancing and offers a favourable path towards more sustainable transport solutions. For heavy trucks and buses, continued development of both charging infrastructure as well as more robust, cost efficient and sustainable battery cells is crucially needed for a widespread market breakthrough in commercially viable electrification. Different transport assignments will require different electric powertrains. For optimal effect, battery and cell technologies must therefore be developed to support varying needs. “We aim to make it easy for customers to select sustainable transport solutions. Electrification will play a key part in the shift to a fossil free transport system. However, the current battery cell technology must be developed to fulfil the business requirements of heavy bus and truck customers. With Northvolt as a partner, we believe that we can make major strides forward,” says Henrik Henriksson, Scania’s President and CEO. The two companies will establish an expert team and work together at Northvolt’s research facility, Northvolt Labs, in Västerås, Sweden, to develop and commercialise production of battery cells optimised to power commercial vehicles. The companies have also entered into an off-take purchase agreement for battery cells. “With Scania’s product and business expertise combined with our cutting-edge manufacturing process, we are convinced that we can produce cost efficient and green battery cells of the highest quality for the heavy commercial vehicle market,” says Peter Carlsson, Co-Founder and CEO of Northvolt. Production of battery cells is energy intensive and Sweden offers a solid supply of cost-effective green energy. The country is therefore well suited for large-scale sustainable battery production. Northvolt is building the next generation battery factory in the city of Skellefteå in the north of Sweden with the objective to produce high-quality green batteries, with a minimal carbon footprint and the highest ambitions for recycling. This partnership is one of several strategic initiatives in Scania’s ambition to drive the shift toward a sustainable transport system. .

Renault Trucks Press Release / January 31, 2018 Renault Trucks has announced that it will launch a range of electric vehicles in 2019. This range capitalizes on the experience gleaned from ten years of testing electric trucks in real-life conditions with its customer-partners. These all-electric trucks are designed for use in urban and peri-urban areas and will be produced at the Renault Trucks plant at Blainville-sur-Orne in Normandy, France. Electromobility is the cornerstone of Renault Trucks’ strategy for a sustainable urban transport. Zero-emission vehicles help improve air quality, curb climate change and also reduce congestion thanks to noise-free out-of-hours deliveries. Tomorrow, electric trucks will be simply indispensable for city centre access. Renault Trucks has been investing heavily in electromobility research and development since 2009, focusing on extensive field testing in partnership with its customers. Real-world tests on various types of experimental full-electric 12-16 tonne trucks – Speed Distribution for Guerlain, Stef for Carrefour, Nestlé and the Delanchy Group – have provided Renault Trucks with vital information on conditions of use, battery behaviour, recharging facilities and specific maintenance requirements for electric trucks. In addition to these experimental vehicles, a 4.5-tonne electric truck has been on the market since 2010, the Electric Maxity: “Our commercial experience with the Electric Maxity has enabled us to bring our network up to speed on selling, servicing and repairing electric vehicles,” explains François Savoye who is in charge of Renault Trucks’ energy efficiency strategy. “Today’s electric vehicles are a competitive solution, which was not the case in 2010.” In addition to the great strides made in understanding customer uses and market requirements, Renault Trucks is able to take advantage of the impressive R&D resources offered by the Volvo Group, benefit from tried and tested technology and harness synergy between different entities working on all-electric vehicle development such as buses. Thanks to these economies of scale, Renault Trucks is now in a position to market a cost-effective range of vehicles for its customers in 2019. A dedicated assembly line for all-electric trucks is being installed at Renault Trucks’ Blainville-sur-Orne plant in Normandy.

Scania Group Press Release / January 26, 2018 Scania has several ongoing projects that involve electrified trucks and buses. Collaboration with legislators, infrastructure suppliers, grid builders and electricity companies is essential for electrification to take off. In June 2016, the world’s first electrified public road was inaugurated in Sweden. Here, Nils-Gunnar Vågstedt, who leads Scania’s research into electrification technology, elaborates on the project. Vågstedt also highlights the rationale for electrification and Scania’s efforts in this field. .

Scania Group Press Release / January 29, 2018 One hour west of Stockholm, on a frosty but bright and sunny morning, four articulated trucks pull up onto a disused runway and come to a halt. All the trucks have drivers, but not all the drivers are driving. Today the runway is operating as the test site for Scania’s latest semi-autonomous truck platooning trial. Scania believes that a sustainable transport future will be a reality through the use of multiple solutions. Platooning is one solution and may be one of the most effective ways to optimise logistics, transport flows and systems. Up to date innovations Platooning involves the use of smart technology and the most up to date innovations in autonomous vehicle technology. On today’s test track, the vehicles drive together in one unbroken line. Each vehicle is, to the casual observer, simply driving one after the other. Gunnar Tornmalm, Head of Pre-development Automation, explains the reality of the situation. The first vehicle, he explains, is the ‘lead’ and the driver is the only driver driving manually. Christoffer Norén, a Development Engineer and one of Tornmalm’s team, sits in the third truck. Norén is very pleased with the technology: “It was very relaxing giving control to the system,” he says. Slipstream benefits The system uses wireless communication so the trucks can follow the leader at a close distance in a safe and efficient manner. All the trucks which follow the lead truck benefit from the slipstream created. During the test, to further show the robust nature of the system, Tornmalm drives an ‘intruder’ vehicle. This shows how the trucks adjust when a car drives between them. The trucks automatically create a gap into which the vehicle can drive and then when it leaves they automatically make up the gap again. Brake tests are also conducted to show the effective response of the system when the lead vehicle brakes. Once the braking action is communicated to them, the following trucks respond instantaneously. A step closer to public highways During the trials the technology proves to be effective. It not only assists the four trucks to operate as one in a steady semi-autonomous platoon, but is also shows that it is ready to tackle unplanned, real-life, interruptions. These tests show how ready the system is for public road testing. Each test takes platooning a step closer to public highways. “I would like to see pilot tests on a larger scale on public roads in three years,” Tornmalm says. The continued success of the trials, and the benefits that platooning can bring to logistics, as well as the overall sustainable nature of the system, strongly suggests that Tornmalm may well soon see the system in full operation. Platooning in brief Platooning is a method that allows vehicles to travel in close formation on the road thereby increasing road capacity. Scania has been developing the technology for several years and is well positioned at the forefront of autonomous vehicle research and development to take platooning to the next level. .

DAF Trucks Press Release / January 26, 2018 The drivers and directors at WUTTKE-TRANS really love working with the New XF. Watch the video and see why WUTTKE-TRANS and DAF work so well together. .

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Jon Harris, The Morning Call / January 31, 2018 If you look solely at Mack Trucks’ delivery total last year, you see a number that is only 4 percent — or about 800 trucks — higher than the company’s total in 2016, which was its worst statistical year since 2010. In fact, the 19,644 trucks that Mack delivered in 2017 is the company’s second-lowest total in the last seven years. But consider: 2017 also was a year in which Mack revved up its marketing, rolled out a new highway truck and hauled a heavy payload of orders. So what the company that assembles its heavy-duty trucks in the Lehigh Valley is really banking on is that the road ahead looks even better — should the market continue to cooperate. Those were some of the main takeaways from a full-year report released Wednesday by Mack’s parent company, the Sweden-based Volvo Group. While the highlight for the Volvo Group was recording its highest-ever sales and operating income results in 2017, the report also detailed a North American truck market in which orders are surging, reflecting high activity in the construction and highway segments. But in his comments, Volvo Group President and CEO Martin Lundstedt pumped the brakes a little, saying the launch of new highway products — the Volvo VNL series and the Mack Anthem — may take time to catch on. “The North American truck market is picking up,” Lundstedt wrote in the report. “Both Volvo and Mack have benefited from the increased demand. However, both are currently in the transition to new truck generations, which will affect production output and market shares in the short term. The new truck ranges have been well-received by customers and dealers and order intake is good, which should translate into higher market shares when production of the new products is fully ramped-up.” Mack isn’t waiting around. To meet higher market demand, including strong interest in its new Mack Anthem, the company on Jan. 2 brought on another 400 workers at its Lower Macungie Township assembly plant. The plant, which has assembled its first Anthem models, now employs about 2,400. While Mack’s 2017 delivery total was modestly better than 2016, the company finished the year strong. Mack delivered 5,112 trucks in the fourth quarter, up 24 percent from the 4,119 pumped out in the year-earlier period. And, as it was throughout much of 2017, Mack received a surge in orders — a solid barometer of future deliveries — during the fourth quarter, collecting 7,570 orders, up 55 percent from the 4,896 received a year earlier. For all of 2017, Mack received 25,322 orders, a 54 percent jump from 16,484 in 2016. The news wasn’t all good, however: For 2017, Mack’s market share in North America dropped to 7.3 percent (from 7.8 percent), while Volvo Trucks’ share was 8.3 percent, down from 9.9 percent. “Mack’s market share slipped as growth in the overall Class 8 truck market was skewed toward the long-haul highway segment,” Mack spokesman Christopher Heffner said. “We’re confident that our new Mack Anthem highway model, which is now in production at Lehigh Valley Operations, will help us make a bigger impact in that segment of the market.” Mack Trucks' deliveries Mack delivered 19,644 vehicles worldwide in 2017. Here's a look at how many vehicles Mack delivered each year dating back to 2001, which is when Volvo's acquisition of Mack became effective. 2017: 19,644 2016: 18,846 2015: 27,411 2014: 25,644 2013: 21,299 2012: 25,077 2011: 20,278 2010: 13,465 2009: 11,101 2008: 16,613 2007: 18,621 2006: 36,838 2005: 36,222 2004: 25,469 2003: 18,991 2002: 23,245 2001: 23,795