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Renault Trucks is, clearly, the best performing brand they have. And yet, Volvo treats Renault people as if they couldn't possibly know anything about trucks (sound familiar Mack brand distributors?).

FMCSA Grants UPS Several ELD Exemptions Transport Topics / October 19, 2017 The Federal Motor Carrier Safety Administration will grant UPS Inc. temporary exemption from parts of the upcoming electronic logging device mandate, according to a document scheduled for publication in the Federal Register on Oct. 20. The federal ELD rule, published in December 2015, requires motor carriers who currently are required to maintain paper records of duty status to start using ELDs for hours-of-service compliance. The mandate takes effect Dec. 18. FMCSA granted UPS several five-year exemptions in four chief areas, namely the use of automatic onboard recording devices during the “phase-in” process, as well as data collection methods for drivers who log out of an ELD while outside a vehicle, drivers who make yard moves and nondriver employees who operate vehicles. FMCSA published notice of UPS’ application for exemption June 9. UPS ranks No. 1 on the Transport Topics Top 100 list of the largest North American for-hire carriers. UPS requested continued use of the AOBRDs as the company converts its fleet to ELDs on a site-by-site basis. According to the company’s application, UPS oversees 2,800 tractors at 35 sites. Moreover, the company plans to purchase 1,530 new tractors in 2018. FMCSA granted the request, as the agency’s safety regulations state “a motor carrier that installs and requires a driver to use an automatic onboard recording device before December 18, 2017, may continue to use the compliant automatic oboard recording device no later than December 16, 2019.” However, the agency cautioned that if UPS replaces fleet vehicles, the company must install AOBRDs that were used in previous truck rather than purchase new ones. FMCSA also granted a request for truck operators who use portable, driver-based ELDs. The application states that UPS drivers, on the whole, are paid by the hour and punch into work at UPS facilities, rather than in a vehicle. Because UPS drivers perform duties outside of their vehicles, such as attending meetings and walking to dispatch centers, workers technically are “on the job,” even when they are not behind the wheel of their trucks. “In a typical UPS location, UPS drivers spend an average of 24 minutes prior to entering the vehicle and 22 minutes after exiting the vehicle on the clock,” UPS’ application states. “UPS cannot both comply with the requirement that an ELD record tractor data when a driver logs in or out (or otherwise changes duty status while outside of the vehicle) and also comply with our bargaining unit contract and pay guidelines for our drivers.” FMCSA agreed with UPS, stating that “it is not practicable” for an ELD to automatically record data when an authorized user logs into or out of an ELD if the device is not synchronized with the electronic control module in the vehicle. UPS also requested an exemption that would allow its drivers to select “yard move” status for runs that occur on company grounds and remain in that status even if the vehicle’s ignition is cycled off and back on. In its application, the company stated that the average UPS records-of-duty-status driver completes a minimum of nine yard moves per day, and given that a driver is required to manually enter the beginning and end of each yard move on the ELD, a driver could be required to enter manual changes of duty status as many as 20 times in an hour. FMCSA stated that permitting all motor carriers to configure ELDs with a “yard-move” mode that does not require a driver to re-input yard move status every time the tractor is powered off will ensure that drivers operating under this status will achieve a level of safety that is equivalent to or greater than the level that would be obtained under the regulation. The final exemption applies to workers, such as washers and fuel employees, who operate UPS trucks on copany property for reasons other than delivering freight. Specifically, UPS proposed that vehicle movements of less than 1 mile by wash and fuel employees, entirely on UPS property, be annotated on an ELD as “on property – other.” UPS stated that these miles could easily be identified using geofencing and time-card information for road drivers and other employees. FMCSA granted the request because these employees do not operate trucks on public roads and are not subject to hours-of-service regulations. “The agency has determined that granting these temporary exemptions would not have an adverse impact on safety, and that a level of safety equivalent to or greater than the level of safety provided by the regulation would be maintained,” FMCSA said in its Federal Register notice.

James Menzies, Truck News / October 19, 2017 MARSHALL, Mich. – Eaton’s new Endurant transmission – and its Paccar twin – are the North American trucking industry’s first purpose-built purely automated transmissions. There are no, and will never be, manual versions of these transmissions, which were built from a clean sheet design to operate as automated transmissions. The result is a lighter-weight design – 200 lbs [90.7 kg] lighter compared to the UltraShift Plus – which also delivers faster, more precise shifting as well as serviceability benefits. “With an AMT (automated manual transmission), you started with a manual gearbox, so you had constraints where the shift pattern had to make sense to the driver,” explained Matt Erdmann, manager of program management with Eaton. “With Endurant, we said we are not holding onto any preconceived anything. We started with a clean sheet of paper and did what made sense. So, it took a lot of restrictions off our engineering team.” One key departure from traditional AMTs is that the Endurant features linear shift rails, eliminating the traditional sideways shift pattern that was required on manual transmissions to make them driver-friendly. “You would have to have three arms to try to shift this manually,” Erdmann explained. “Linear shift rails allow us to optimize the design for speed and reliability. You don’t have any wasted motion sideways.” His comments were made during a press ride-and-drive near Battle Creek, Mich., this week. I drove a 2018 Peterbilt 579 with Cummins X15 engine rated at 450 hp and the Eaton Endurant automated transmission. We were loaded to about 70,000 lbs [31,751 kg] GVW and drove a route consisting of a mix of freeway and secondary highways. The transmission was designed for linehaul applications and to operate efficiently on both types of roads. On the Interstate, we cruised along in 12th gear at about 1,100 rpm and on the secondary roads, the transmission dropped to 11th gear so it would enjoy the fuel economy benefits of direct drive while at slower road speeds. Eaton calls this shift schedule algorithm Gear Logic. The transmission shifted quickly, and readily skip-shifted up to eighth gear. The Endurant also had predictive cruise, which would adjust the vehicle speed based on GPS data of the terrain we were traveling over and about to encounter to take advantage of the truck’s momentum and reduce the need for downshifting. Our route took us to Eaton’s Marshall, Mich., proving grounds, where we got to try out the Endurant’s low-speed features, including urge to move. This allows the truck to creep forward or backwards at a steady speed of about 1.5 mph when the brake is released, great for docking or coupling. It even worked when I parked halfway up a 15% grade. It’s a nice feature for crawling along in stop-and-go traffic. You can work through the gears manually by working the shifter stalk, which is mounted on the steering column. Eaton’s new Endurant has been calibrated to provide optimum shifting when mated to the Cummins X15 engine and is available on Kenworth and Peterbilt trucks spec’d for linehaul applications. Those trucks powered by the Paccar MX engines will receive the Paccar-branded version of this transmission, which is identical from a hardware perspective – aside from the badging – but contains different shift calibrations based on the operating parameters of that engine. “The only important difference is the shift calibrations for the Paccar transmission are optimized for the Paccar engine and the Endurant for the Cummins engine. Beyond that, if you look at the two side by side, the Paccar transmission has some branding on it but there are no functional changes inside the gearbox,” Erdmann explained. Both transmissions can be ordered with Economy or Standard configurations, with standard offering some more performance-minded shift scheduling. The biggest improvement over previous Eaton AMTs is the faster and smoother shifting, enabled in part by a new 430-millimeter, cushioned, self-adjust organic clutch. “The clutch itself is a big contributor to the low-speed maneuverability you get,” Erdmann explained. “Those smooth launches and great control you get when starting to move.” It also uses a diaphragm spring, which should contribute to greater reliability. The clutch actuation method has also been improved. Looking at the transmission confirms there is, in fact, a noticeable difference from a traditional AMT. The Endurant has a sleek, compact design with wiring and sensors housed internally and very little in the way of extraneous parts bolted on. “It’s very streamlined and very weight-efficient,” said Scott Davis, who heads up the Eaton Cummins Automated Transmission Technologies joint venture that is rolling out the new product. “If you took a manual and automated it, you are adding stuff to it as opposed to designing around it.” This is the first product rolled out under the Eaton-Cummins joint venture that was announced a few weeks ago, but the Endurant was in the works for 3.5 years. Eaton worked closely with both Cummins and Paccar through that period to integrate the products. Davis feels the Endurant will quickly displace other Eaton transmissions currently being spec’d in linehaul applications. “In linehaul, I think that the Endurant will quickly phase out previous products. It’s that much better,” he said. Fortunately, with its 110,000-lb [49,895 kg] GVW limit and ability to handle up to 1,850 lb.-ft. of torque, it will also be a viable option for Canadian fleets grossing more than the standard U.S. weight of 80,000 lbs. [36,287 kg] Jordan Rock, systems engineer, who was along with me for the drive, said that was a key design consideration. In addition to improved drivability that will be appreciated by drivers, service managers will also find things to like on the new Endurant. The clutch actuator is now housed where it can be accessed without pulling the transmission. “This can be repaired in a matter of hours, versus a full day or longer when you have to remove the transmission to get to a concentric-style actuator that’s packaged around the input shaft,” said Erdmann. The oil drain intervals have been stretched out to 750,000 miles [1,207,008 km], compared to the 500,000-mile [804,672 km] intervals on the UltraShift Plus products. It also uses half the lubricant, thanks to a precision lube system that directs lubricant exactly where it’s needed. The Endurant also comes loaded with prognostics, which will notify a fleet when a failure could occur. That communication is conducted through whichever telematics system the fleet us currently using. There’s also a fluid pressure sensor that notifies the driver when the fluid is reaching a critical low point and a sight glass so maintenance managers can see how much lubrication remains. While the new Endurant may be the first purpose-built purely automated transmission, Eaton officials said they are confident future transmission innovations will be based around automation. “It was a big investment to do this,” acknowledged Erdmann. “This takes a lot of time and money. I think you saw AMTs evolve because that’s where the market was – there wasn’t great demand for automation back 10 years ago, and us, as companies, when we were releasing products it made sense to bring both products into the market at the same time – an automated and a manual. I think as you look forward throughout the industry, linehaul has switched to automation and there isn’t that call for manuals. So, you won’t see a lot of significant investments in brand new manual transmissions – it just doesn’t make sense for the industry. I think any revolutionary change going forward will be automation focused.” .

Heavy Duty Trucking (HDT) / October 18, 2017 An electric-powered axle for highway truck-tractors has been announced by Hyliion Inc., a startup technology company that has been developing a similar product for semitrailers. The truck version is now being tested by three major fleets, the company said. Hyliion’s 6X4HE system generates electric power on downgrades or while coasting, and supplies supplemental power during launch and on upgrades, explained Thomas Healy, founder and CEO. He said the system delivers substantial fuel savings, lowers exhaust emissions, and eases work for the driver. A Hyliion axle replaces a 6x2 truck’s non-driven dead axle or is added to a 4x2 truck, turning either into a 6x4. Existing 6x4 tractors can be converted by removing one mechanically driven axle and replacing it with a Hyliion axle. The system includes a motorized axle, lithium-ion battery pack, and electronic controls. The battery pack also runs an auxiliary power unit during rest periods. It can be installed on a new or existing truck in about three hours. Mesilla Valley Transportation, PAM Transport, and Ryder System all participated in testing and refining the 6X4HE, and each has one tractor running with it, Healy said. Hyliion (pronounced HIGH-lee-on) first announced a powered trailer axle last year, but switched its focus to a truck system at the request of fleet executives. The axle’s hybrid action alone will save 15% in fuel, the company claimed. “Fleets said they’d see a faster payback if it could be put on a truck because it would be used more often than on a trailer,” Healy told HDT. “We listened and focused our efforts to first deliver the 6X4HE System with an innovative APU” that uses the battery pack. The APU includes an air conditioning compressor and blower to deliver 18,000 Btu’s for up to 10 hours to cool a sleeper in warm weather. This saves an additional 12% in fuel. Fleets are using a diesel fuel-fired heater to warm the sleeper, Healy said. In addition, two outlets provide electricity in the cab and sleeper. The system can also be plugged in to shore power. The 6X4HE easily attaches to the truck frame and is self-contained, he said. PAM used a new Peterbilt 4x2 tractor, while MVT and Ryder converted in-service International and Freightliner 6x2 tractors, respectively. Systems operate autonomously with no driver involvement. “Electrification is the talk of the industry,” said Scott Perry, chief technology and procurement officer for Ryder Fleet Management Solutions, in the Hyliion announcement. “Hyliion provides a creative solution for long-hau,l over-the-road trucking that we feel will be of interest to current diesel fleets that are looking for an advanced technology that they can pursue in the very near future.” “We are excited to be a part of the testing process with Hyliion on a product that has the potential to be industry-changing,” said Paul Pettit, vice president, maintenance, at PAM Transport. “The Hyliion team is great to work with.” “Innovation in fuel savings is nothing new to MesillaValley, but Hyliion’s system is the only thing we’ve seen that can make such a big impact,” said Royal Jones, MVT’s CEO. Hyliion is currently taking orders for the 6X4HE with production starting next month. Pittsburgh-based Hyliion, founded in 2015, recently announced investment of $21 million from venture capitalists, and this will help fund the production, Healy said. More information is at http://www.hyliion.com. Related reading: https://www.bigmacktrucks.com/topic/44516-hybrid-electric-drive-trailer-tandem-being-developed/?tab=comments#comment-328731 https://www.bigmacktrucks.com/topic/47614-rethinking-trailers/?tab=comments#comment-351344 .

Mexico auto group rejects U.S. proposal on NAFTA rules of origin Reuters / October 19, 2017 MEXICO CITY -- The Mexican Auto Industry Association on Thursday rejected U.S. proposals to increase North American content for autos produced in the region and require, under a new NAFTA deal, that half of all content come from the United States. AMIA President Eduardo Solis said the rules of origin enshrined in the current North American Free Trade Agreement have been key in creating value and integrating the auto industries of Canada, the United States and Mexico. "Our position is to not touch the methodology or the rules of origin that have allowed this sector to be successful in the three countries," Solis said at an event in Mexico City. Under NAFTA, at least 62.5 percent of the material in a car or light truck made in the region must be from North America to be able to enter the marketplace tariff-free. U.S. President Donald Trump has proposed raising the amount of NAFTA content in autos to 85 percent and securing 50 percent of the total for the United States. Those demands to reserve the lion's share of automotive manufacturing for the United States helped cast a pall over a fourth round of talks to revamp the 23-year-old accord underpinning $1.2 trillion in annual trilateral trade. Solis called the U.S. proposal for country-specific content rules unacceptable, saying it violated World Trade Organization rules. Global automakers including General Motors, Ford Motor Co., Fiat Chrysler Automobiles and Volkswagen AG all have plants in low-cost Mexico.

NAFTA talks take acrimonious turn Automotive News / October 17, 2017 WASHINGTON -- Talks to renegotiate the North American Free Trade Agreement have bogged down over controversial U.S. proposals, with Canada and Mexico blaming the U.S. for trying to protect its market at the expense of the regional economy and the U.S. pointing the finger at its partners for unwillingness to correct a large trade imbalance. The acrimony between the sides was evident during a formal event for trade ministers to update the press about progress made so far. Typically during such ceremonies, officials play down differences and use diplomatic language to characterize their partners and the status of the talks. Instead, the ministers took shots at each side for what they saw as intransigence. "We have seen a series of unconventional proposals in critical areas that make our work much more challenging," Canadian Foreign Affairs Minister Chrystia Freeland said. "We have seen proposals that would turn back the clock on 23 years of predictability, openness and collaboration. In some cases, these proposals run counter to World Trade Organization rules. This is troubling." Talking into 2018 As the differences widened, the parties announced that the talks will extend into the first quarter of 2018. Earlier, they insisted they could conclude a deal by year end to avoid political complications from elections next year in Mexico and the U.S. that could make compromise more difficult. Many believed the original timetable was unrealistic given that trade deals are enormously complicated processes and that several major disagreements would not be resolved quickly. Canadian and Mexican officials characterized NAFTA as setting a stable framework for trade and investment over the past 23 years, while the U.S. administration says the benefits haven't been equitably shared. U.S. proposals that are causing anxiety for Canada, Mexico and much of the business community would significantly raise regional content requirements for autos and auto parts, with a separate requirement for domestic U.S. content; eliminate a dispute settlement mechanism for unfair trade practices; limit Canadian and Mexican companies' ability to bid for U.S. government contracts; and institute a sunset provision that would subject the agreement to a renewal process every five years. President Donald Trump has castigated NAFTA for encouraging U.S. manufacturers to outsource production to Mexico to save on labor costs, at the expense of U.S. workers. The administration says it wants to reverse a $60 billion trade deficit with Mexico, but supporters say NAFTA has integrated the three economies in ways that make North America a competitive manufacturing platform relative to Asia and Europe. Winner take all Freeland accused the U.S. of a "winner-take-all mindset" that "seeks to undermine NAFTA," adding that U.S. proposals on rules of origin would be especially harmful to the auto industry. "The proposed U.S. national content requirements would severely disrupt these supply chains, making North American producers and manufacturers less competitive relative to imports from outside the region," she said. She noted that trade deficits aren't a good way to measure the benefits of trade deals, but noted that the U.S. enjoys an $8 billion trade surplus with Canada and a $36 billion surplus in manufacturing in a relationship that generates $634 billion in two-way annual trade. In a separate briefing, Mexican Economy Secretary Ildefonso Guajardo said, "It is a waste of time trying to design policy tools that will try to move 1,000 jobs from here to there." All sides would be better off creating a system that addresses how automation will change the work force of the future, he said. He also declared that the sunset provision is "completely unacceptable, because that establishes a sudden death every five years in which no investor would risk his or her capital." Trade deficit hurdles Negotiators said they have reached agreement on chapters involving competition while also making progress on customs streamlining and other areas. But U.S. Trade Representative Robert Lighthizer criticized Canada and Mexico for foot-dragging and not accepting the U.S. position on reversing its trade deficit. “We have seen no indication that our partners are willing to make any changes that will result in a rebalancing and a reduction in these huge trade deficits. Now I understand that after many years of one-sided benefits, their companies have become reliant on special preferences and not just comparative advantage,” he said. “Continuing to design a national manufacturing policy that is largely dependent on exports to the United States without balance cannot long continue. It is important also to remember that to some extent, NAFTA is an investment agreement, and it is unreasonable to expect that the United States will continue to encourage and guarantee U.S. companies to invest in Mexico and Canada primarily for export to the United States. “All parties must understand this and be reasonable if there is any chance for these negotiations to be successful,” Lighthizer said. He also complained that more progress had not been made on subjects such as digital trade and telecommunications, saying that Mexico and Canada are rejecting proposals that they already agreed to as part of the 12-nation Trans-Pacific Partnership agreement that President Trump scuttled in January.

Bloomberg/Reuters / October 19, 2017 As thousands of people attended an automobile rally in Australia's blue-collar heartland on Sunday, many knew it was also a funeral procession for the nation's car industry. General Motors closed its Holden factory in the South Australian suburb of Elizabeth on Friday, ending more than a century of car manufacturing in the country. Hundreds of workers will be left jobless, just weeks after Toyota Motor Corp. shut its plant in neighboring Victoria state, where Ford Motor Co. closed two sites last year. Current and former workers and other car enthusiasts gathered outside the factory Friday to greet the last car off the production line. "The end of Holden making cars in Australia is a very sad day for the workers and for every Australian. It is the end of an era," Prime Minister Malcolm Turnbull told reporters at a regular briefing on Friday. "Everyone has a Holden story." Rising discretionary income and record-low interest rates have encouraged consumers to buy new vehicles, but many turned against the large passenger cars for which GM Holden is known. "Consumers want fuel-efficient small cars and sports utility vehicles, and overseas manufacturers have been able to profit from changing tastes," said William McGregor, industry analyst at ‎IBISWorld. Monthly SUV and crossover sales hit a record in June, surpassing 40,000 light vehicles, data from Australia's Bureau of Statistics show. GM Holden, whose SUV range proved unpopular with Australians, will shift production to Germany where advanced automation will help keep costs low as it revamps its lineup. GM Holden began auto production in 1948 with then-Prime Minister Ben Chifley driving the first vehicle off the production line, declaring it "a beauty". "I have bought four of them," said Shane Oliver, an AMP Capital economist who described the closure as a "sad day". "But it's clear that not enough Australians' agreed, opting for foreign-made SUVs instead," Oliver added. End of local icons The closing of GM, Toyota and Ford plants mark the end of home-grown icons such as the Holden Commodore and the Ford Falcon driven by Mel Gibson in the original "Mad Max" movie. But they also strike an economic blow, especially in the rust belt state of South Australia, where recent signs of recovery haven't been enough to stop people leaving in droves. "It is clear that the automobile industry is a very significant industry that once it is gone, will leave a very deep economic gap, an investment gap and an employment gap," said John Spoehr, a professor of economics and director of the Australian Industrial Transformation Institute at FlindersUniversity in Adelaide. "Holden injects a billion dollars plus into the South Australia economy. So its loss is going to be very significant." More than 25,000 people attended the weekend parade in Elizabeth, including Holden workers past and present, to watch around 1,200 vintage models take to the streets. The last Holden built in Australia -- a VFII Commodore Redline -- rolled off the production line Friday more than 50 years after the factory opened. South Australia, which is 60 percent desert, gained little benefit from the mining boom that spread wealth among other resource-rich states. Instead it suffered from the side effects of the soaring currency and rising wages. While its jobless rate has this year dropped from 7 percent to 5.8 percent, a record 6,900 more people departed the state than arrived last year. Migration The state has a "solid foundation from which to absorb this shock," South Australia Premier Jay Weatherill said in a television interview Friday. "Of course it will put upward pressure on the unemployment rate, but I think it will be temporary, I think it will be manageable." Victoria is better placed to absorb the shock of its closures. The state is booming, with net interstate migration soaring over the last five years to a record 18,000 arrivals in 2016 as workers moved for jobs and slightly cheaper homes than New South Wales, the most populous state. "Victoria's economy is more diverse and has stronger business services and financial services sectors, and stronger population growth, which help mitigate impacts," said Spoehr. "The opportunities for workers in other sectors of manufacturing are more substantial too." Still, the jobs market in Australia has been an economic bright spot of late. Despite losses from car manufacturing, more than 800,000 jobs have been created since the first closure was announced four years ago. In the past 12 months, most new jobs have been in health care, construction and education. Australia's car industry traces its roots to 1901, when land surveyor Harley Tarrant built the first gasoline-powered car in a small workshop in Melbourne. By the end of the century, Holden's Commodore was the country's best-selling car and remained so until 2011. As well as the currency, there was fierce competition from low-cost labor in countries such as China and Thailand. The pressures took their toll. Ford, Holden and Toyota said separately in 2013 and 2014 they would cease production Down Under. At that time, just over 11,000 people were employed directly by the three automakers in Australia, according to the Productivity Commission. "If only Australia had held its nerve, the car industry might have just hung on, and taken advantage of new innovation in hybrids, driverless cars etc.," said Tim Harcourt, an economist at The University of New South Wales Business School, who advised on a state-commissioned review of the car industry in 2008. "Australia failed. To hang out the car industry to dry is very sad." 'Ripple effect' Since the announcement of the closure of the Elizabeth plant, almost three quarters of departing workers have found jobs, according to Holden, which has provided career counseling, interview training and other services. While many of the 950 workers who remain at the factory will wake up without a job on Saturday, it's not just them who will feel the pain. "We are more concerned with workers of the supplier companies, and then the general ripple effect on the wider community as the economic activities slow down," said Peter Sandeman, chief executive officer of Anglicare SA, a Christian charity which helps South Australian communities. Sandeman estimates another 2,500 jobs will be lost in the region from suppliers, and the effect will be palpable. Over the past year, his organization has seen an increasing demand in Elizabeth for emergency assistance, including groceries and meals, and he expects that to only rise further following the Holden plant's closure. The Holden factory in Elizabeth was completed in 1962 and a year later, Queen Elizabeth II, after whom the suburb was named, visited and toured the plant. Filling its gap will be daunting: the last car plant to close in the state -- Mitsubishi Motors in 2008 -- triggered the biggest annual exodus of people to other states in 12 years. There are some brighter spots on the horizon. The government has announced an A$89 billion ($70 billion) shipbuilding plan, which includes constructing 12 submarines mainly in South Australia and should generate thousands of jobs. But the key part of the program isn't scheduled to start until the early 2020s. "That's four or five years away," said Scott Batchelor, South Australia vehicles secretary of the Australian Manufacturing Workers' Union. "That's a long time between the auto industry closing-down and then people getting employed in shipbuilding." .

Volvo no longer trying to sell division that includes Mack Defense Jin Harris, The Morning Call / October 18, 2017 Nearly a year ago, Mack Trucks’ parent company said it was starting a process to unload its governmental sales business area, a segment that includes a North American defense division based in Upper Macungie Township. On Tuesday, however, Sweden’s Volvo Group announced it was halting that process. “Our governmental sales operation has a positive development and a strong order book,” Volvo Group Deputy CEO and CFO Jan Gurander said in a news release. “We have previously announced our intention to divest this business, but the offers we have received do not reflect its value. We have therefore decided to discontinue the divestment process.” Mack spokesman Christopher Heffner confirmed the discontinuation includes Mack Defense, a wholly owned subsidiary of Mack Trucks Inc. that is headquartered in a suite at 7310 W. Tilghman St. in Upper Macungie. Mack Defense is also part of Volvo’s governmental sales business area, a segment that accounts for 1.5 percent of the company’s total sales and employs about 1,300 people, most of whom are in France. Volvo’s governmental sales business manufactures and sells specially designed vehicles to governments, the defense industry, peacekeeping forces and aid organizations. Mack has typically declined to disclose the number of Mack Defense employees for competitive reasons. Mack Defense’s headquarters, however, is known to manage defense engineering, contracting, purchasing, project management and finance activities. Mack Defense is just one part of Mack Trucks’ presence in the Lehigh Valley, a footprint that includes a 1-million-square-foot assembly plant in Lower Macungie Township that employs over 1,800 people.

Volvo Group discontinues the process to divest Governmental Sales Volvo Group Press Release / October 17, 2017 Volvo Group has decided to discontinue the process to divest the Governmental Sales business area. “Our Governmental Sales operation has a positive development and a strong order book. We have previously announced our intention to divest this business, but the offers we have received do not reflect its value. We have therefore decided to discontinue the divestment process”, says Jan Gurander, Deputy CEO and CFO at Volvo Group. Governmental Sales account for approximately1.5% of Volvo Group’s total sales. The business, which has about 1,300 employees, most of whom are in France, manufactures and sells specially designed vehicles to governments, the defense industry, peacekeeping forces and aid organizations.

Green Car Congress / October 17, 2017 At the 8th US-China Energy Efficiency Forum in Denver, Chinese truckmaker Foton and Cummins signed a Memorandum of Green Power and Smart Truck Cooperation Development. Under the memorandum of understanding, Foton and Cummins will launch an in-depth cooperation to boost energy-saving, low-carbon and green development. The signing also marked the launching of the second stage of the “China Super Truck” program. The target of this program is to reduce fuel consumption up to 15-20%, decrease carbon emissions up to 20% and enhance transport efficiency up to 50%. This new cooperation aims at performing in-depth cooperation in green energy sources, using new energy-saving technologies to complete the optimization of the powertrain system and vehicle integration, reduce fuel consumption and enhance transport efficiency. Since 2008, when Foton Motor and Cummins established a joint venture, Foton Cummins has produced engines for light and heavy trucks in compliance with Euro 4, Euro 5 and Euro 6 emissions standards. The ISG super powertrain, offered exclusively by Cummins in Foton EST and EST-A heavy trucks, can reduce fuel consumption and carbon emission, and enhance transport efficiency. The Foton’s EST series will be launched in Russia, Peru, Thailand, and other countries this year. It has been under development for 4 years based on R&D work from Beijing Foton Daimler Automotive Co., Ltd. (BFDA), matched with the Cummins ISG powertrain, and integrated with globally top-level commercial vehicle core supply chains including Cummins, ZF, Wabco, Continental, and others. .

Renault Trucks’ global sales results.....versus the Volvo brand: January 2015 Renault up 24% Volvo down 4% February 2015 Renault up 26% Volvo down 13% 1st quarter 2015 Renault up 35% Volvo down 8% April 2015 Renault up 12% Volvo up 9% May 2015 Renault up 5% Volvo down 1% 2nd quarter 2015 Renault up 7% Volvo down 4% July 2015 Renault up 8% Volvo down 5% August 2015 Renault up 60% Volvo down 6% 3rd quarter 2015 Renault up 20% Volvo down 2% October 2015 Renault up 16% Volvo down 1% November 2015 Renault up 54% Volvo down 10% 4th quarter 2015 Renault up 29% Volvo down 7% Full Year 2015 Renault up 22% Volvo down 4% 1st quarter 2016 Renault up 8% Volvo down 8% 2nd quarter 2016 Renault up 12% Volvo down 9% 3rd quarter 2016 Renault down 5% Volvo down 12% 4th quarter 2016 Renault down 5% Volvo down 8% Full Year 2016 Renault up 2% Volvo down 9% 1st quarter 2017 Renault up 3% Volvo down 2% 2nd quarter 2017 Renault down 4% Volvo up 1% 3rd quarter 2017 Renault up 6% Volvo up 15%

The Numbers In Q3 2017, sales (deliveries) from Volvo Group’s truck operations amounted to 46,603* units, up 13 percent from 41,155 units in Q3 2016. Q3 2017 Volvo brand truck sales (overall) rose to 25,722 units globally, up 15 percent from 22,353 units in Q3 2016. Q3 2017 Volvo brand truck sales in North America rose to 5,076 units, up 9 percent from 4,645 units in Q3 2016. North American Volvo brand truck sales in review: 9 percent sales increase in Q3 2017 versus Q3 2016 17 percent sales decline in Q2 2017 versus Q2 2016 40 percent sales decline in Q1 2017 versus Q1 2016 49 percent sales decline in Q4 2016 versus Q4 2015 49 percent sales decline in Q3 2016 versus Q3 2015 39 percent sales decline in Q2 2016 versus Q2 2015 41 percent sales decline in Q1 2016 versus Q1 2015 4 percent sales decline in Q4 2015 versus Q4 2014 12 percent sales increase in Q3 2015 versus Q3 2014 27 percent sales increase in Q2 2015 versus Q2 2014 27 percent sales increase in Q1 2015 versus Q1 2014 15 percent sales increase in Q4 2014 versus Q4 2013 24 percent sales increase in Q3 2014 versus Q3 2013 17 percent sales increase in Q2 2014 versus Q2 2013 93 percent sales increase in Q1 2014 versus Q1 2013 19 percent sales increase in Q4 2013 versus Q4 2012 10 percent sales increase in Q3 2013 versus Q3 2012 7 percent sales increase in Q2 2013 versus Q2 2012 39 percent sales decline in Q1 2013 versus Q1 2012 17 percent sales decline in Q4 2012 versus Q4 2011 7 percent sales decline in Q3 2012 versus Q3 2011 19 percent sales increase in Q2 2012 versus Q2 2011 38 percent sales increase in Q1 2012 versus Q1 2011 66 percent sales increase in Q4 2011 versus Q4 2010 91 percent sales increase in Q3 2011 versus Q3 2010 152 percent sales increase in Q2 2011 versus Q2 2010 124 percent sales increase in Q1 2011 versus Q1 2010 78 percent sales increase in Q4 2010 versus Q4 2009 103 percent sales increase in Q3 2010 versus Q3 2009 58 percent sales increase in Q3 2010 versus Q3 2009 1 percent sales decline in Q1 2010 versus Q1 2009 Q3 2017 Volvo brand truck sales in Europe rose to 12,924 units, up 12 percent from 11,585 units in Q3 2016. Q3 2017 Volvo brand truck sales in Africa/Oceania (includes Australia, New Zealand) rose to 1,298 units, up 7 percent from 1,216 units in Q3 2016. Q3 2017 Mack brand truck sales (overall) rose to 5,100 units globally, up 29 percent from 3,963 units in Q3 2016. Global Mack brand truck sales in review: 29 percent sales increase in Q3 2017 versus Q3 2016 1 percent sales decline in Q2 2017 versus Q2 2016 24 percent sales decline in Q1 2017 versus Q1 2016 42 percent sales decline in Q4 2016 versus Q4 2015 40 percent sales decline in Q3 2016 versus Q3 2015 22 percent sales decline in Q2 2016 versus Q2 2015 21 percent sales decline in Q1 2016 versus Q1 2015 2 percent sales decline in Q4 2015 versus Q4 2014 6 percent sales increase in Q3 2015 versus Q3 2014 9 percent sales increase in Q2 2015 versus Q2 2014 16 percent sales increase in Q1 2015 versus Q1 2014 30 percent sales increase in Q4 2014 versus Q4 2013 24 percent sales increase in Q3 2014 versus Q3 2013 2 percent sales increase in Q2 2014 versus Q2 2013 31 percent sales increase in Q1 2014 versus Q1 2013 14 percent sales increase in Q4 2013 versus Q4 2012 13 percent sales decline in Q3 2013 versus Q3 2012 15 percent sales decline in Q2 2013 versus Q2 2012 38 percent sales decline in Q1 2013 versus Q1 2012 25 percent sales decline in Q4 2012 versus Q4 2011 37 percent sales increase in Q3 2012 versus Q3 2011 48 percent sales increase in Q2 2012 versus Q2 2011 54 percent sales increase in Q1 2012 versus Q1 2011 45 percent sales increase in Q4 2011 versus Q4 2010 34 percent sales increase in Q3 2011 versus Q3 2010 99 percent sales increase in Q2 2011 versus Q2 2010 37 percent sales increase in Q1 2011 versus Q1 2010 38 percent sales increase in Q4 2010 versus Q4 2009 16 percent sales increase in Q3 2010 versus Q3 2009 7 percent sales decline in Q2 2010 versus Q2 2009 36 percent sales increase in Q1 2010 versus Q1 2009 Q3 2017 Mack brand truck sales in North America rose to 4,624 units, up 29 percent from 3,581 units in Q3 2016. North American Mack brand truck sales in review: 29 percent sales increase in Q3 2017 versus Q3 2016 3 percent sales decline in Q2 2017 versus Q2 2016 27 percent sales decline in Q1 2017 versus Q1 2016 46 percent sales decline in Q4 2016 versus Q4 2015 41 percent sales decline in Q3 2016 versus Q3 2015 21 percent sales decline in Q2 2016 versus Q2 2015 21 percent sales decline in Q1 2016 versus Q1 2015 1 percent sales increase in Q4 2015 versus Q4 2014 6 percent sales increase in Q3 2015 versus Q3 2014 8 percent sales increase in Q2 2015 versus Q2 2014 15 percent sales increase in Q1 2015 versus Q1 2014 38 percent sales increase in Q4 2014 versus Q4 2013 31 percent sales increase in Q3 2014 versus Q3 2013 9 percent sales increase in Q2 2014 versus Q2 2013 49 percent sales increase in Q1 2014 versus Q1 2013 31 percent sales increase in Q4 2013 versus Q4 2012 4 percent sales decline in Q3 2013 versus Q3 2012 16 percent sales decline in Q2 2013 versus Q2 2012 42 percent sales decline in Q1 2013 versus Q1 2012 32 percent sales decline in Q4 2012 versus Q4 2011 49 percent sales increase in Q3 2012 versus Q3 2011 68 percent sales increase in Q2 2012 versus Q2 2011 61 percent sales increase in Q1 2012 versus Q1 2011 47 percent sales increase in Q4 2011 versus Q4 2010 30 percent sales increase in Q3 2011 versus Q3 2010 138 percent sales increase in Q2 2011 versus Q2 2010 34 percent sales increase in Q1 2011 versus Q1 2010 36 percent sales increase in Q4 2010 versus Q4 2009 21 percent sales increase in Q3 2010 versus Q3 2009 12 percent sales decline in Q2 2010 versus Q2 2009 63 percent sales increase in Q1 2010 versus Q1 2009 Q3 2017 Mack brand truck sales in South America rose to 203 units, up 39 percent from 146 units in Q3 2016. Q3 2017 Mack brand truck sales in Africa/Oceania (includes Australia, New Zealand) rose to 272 units, up 15 percent from 236 units in Q3 2016. Q3 2017 Renault Truck brand sales (overall) rose to 10,530 units globally, up 6 percent from 9,920 units in Q3 2016. Q3 2017 Renault Truck brand sales in Europe rose to 9,377 units, up 5 percent from 8,925 units in Q3 2016. (Q3 2017 Renault Truck brand medium/heavy truck sales in Europe rose to 6,072 units globally, up 10 percent from 5,540 units in Q3 2016. Q3 2017 Renault Truck brand light truck sales in Europe declined to 3,305 units globally, down 2 percent from 3,385 units in Q3 2016.) Q3 2017 UD (Nissan Diesel) brand sales (overall) rose to 5,251 units, up 7 percent from 4,919 units in Q3 2016. Q3 2017 UD (Nissan Diesel) brand sales in Asia rose to 4,207 units, up 5 percent from 4,022 units in Q3 2016. Total Global Deliveries by Brand Q3 2017 Q3 2016 % Change Volvo 25,722 22,353 15 Renault Trucks 10,530 9,920 6 UD (Nissan Diesel) 5,251 4,919 7 Mack 5,100 3,963 29 Total Deliveries 46,603 41,155 13 Total Global Deliveries by Truck Size Q3 2017 Q3 2016 % Change Heavy Duty (>16 metric tons) 39,882 34,255 16 Medium Duty (7-16 metric tons) 3,312 3,328 0 Light Duty (<7 metric tons) 3,409 3,572 -5 Total Deliveries 46,603 41,155 13 Total Global Deliveries by Region Q3 2017 Q3 2016 % Change Europe 22,301 20,510 9 Heavy & medium 18,996 17,125 11 Light duty 3,305 3,385 -2 North America 9,747 8,309 17 South America 3,046 2,413 26 Asia 8,338 6,923 20 Africa & Oceania* 3,171 3,000 6 Total Deliveries 46,603 41,155 13 * includes Australia, New Zealand

Volvo Group Press Release / October 20, 2017 “In the third quarter both the Volvo Group’s sales and profitability continued to increase, with an especially strong performance in our construction equipment business. The quarter was also characterized by the completion of an historic upgrade of our North American truck lineup and further successes for our electric buses that continue to make inroads in new markets. From an overall perspective, market demand is strong, as evidenced by a 32% increase in truck orders and 45% in construction equipment orders,” says Martin Lundstedt, President and CEO. • In Q3 2017 net sales increased by 12% to SEK 77.2 billion (68.8). Adjusted for currency movements and acquired and divested units sales increased by 16%. • Adjusted operating income amounted to SEK 7,024 M (4,846), corresponding to an adjusted operating margin of 9.1% (7.0). Adjusted operating income excludes a capital gain of SEK 400 M from the sale of the Group’s holding in Deutz AG in Q3 2017. Adjusted operating income in Q3 2016 excluded a provision for the settlement with the European Commission of SEK 190 M. • Currency movements had a negative impact on operating income of SEK 223 M. • Operating cash flow in the Industrial Operations amounted to SEK 0.6 billion (2.1). • Mack Trucks’ new highway truck, Mack Anthem, launched in North America. CEO’S Comments Sales increase and continued profit improvement In the third quarter both the Volvo Group’s sales and profitability continued to increase, with an especially strong performance in our construction equipment business. The quarter was also characterized by the completion of an historic upgrade of our North American truck lineup and further successes for our electric buses that continue to make inroads in new markets. From an overall perspective, market demand is strong, as evidenced by a 32% increase in truck orders and 45% in construction equipment orders. Net sales increased by 12% to SEK 77 billion, with growth in all our businesses. We improved our profitability with Volvo Construction Equipment as the main contributor. Adjusted operating income improved to SEK 7.0 billion (4.8), corresponding to an adjusted operating margin of 9.1% (7.0). We see high activity levels with many of our customers, supporting the growth of our service business which on a currency adjusted basis increased by 5% in the quarter. In Europe, demand for trucks continues to be good with support from a strong freight environment. We see demand improving in both North and South America and most markets in Asia are on good levels. Our deliveries of trucks were up by 13% in the quarter with higher volumes in all regions. The adjusted operating margin in Trucks was 8.6%, somewhat better than last year but held back by the stretched situation in parts of our supply chain. We are moving ahead with a comprehensive renewal of the truck portfolio in North America. Earlier this year Volvo Trucks launched new regional and long haul trucks, and in September Mack Trucks announced an update of its existing range in the vocational and regional haul segments as well as a re-entry into the long haul segment with the new Mack Anthem sleeper cab. These product launches mark the biggest upgrade of our North American truck range in 20 years. We also continue to invest in new technologies [licensed use of Westport HPDI 2.0]]. In Europe, Volvo Trucks announced long and regional haul trucks running on liquefied natural gas or biogas. They have the same performance as the diesel -powered models, but their CO2 emissions are 20–100% lower depending on choice of fuel. Demand for construction equipment continues to grow in most markets. Volvo Construction Equipment has successfully managed to respond to the growing market demand with a volume increase of 48% while at the same time taking a significant step up in profitability with an adjusted operating margin of 13.4%. We also continue to gain market shares within our strongholds in the construction equipment market. During the quarter we produced the 75,000th articulated hauler, a product segment where we have more than a third of the world market. Volvo Buses leads the Group on the road to electrification and in October announced a new generation of its all-electric bus. Volvo 7900 Electric is equipped with next generation battery technology, significantly extending the operating range to up to 200 km. The all-electric bus is based on the Group’s modular electrical architecture that will also be the base for electrification of trucks, construction equipment and other industrial and marine applications. Volvo Buses had an operating margin of 3.3%. Volvo Penta’s sales increased by 8% driven by both marine and industrial engines, and their adjusted operating margin amounted to 13.3%. Volvo Financial Services delivered a good return on equity with low credit losses. Financial services are key in our work to deepen the relationship with customers, and there is still an untapped potential for VFS to increase the sales of financing and insurance packages for Group products. In August, new financial targets were introduced for the Volvo Group. The Group’s profitability target was set to exceed 10% operating margin over a business cycle, while the financial position target is that the Industrial operations shall have no net financial indebtedness, excluding pension liabilities. Looking ahead to the next couple of quarters, we will be working hard to secure the introduction and the ramp-up of production of the new truck portfolio in North America as well as working together with our suppliers to reduce inefficiencies due to supply constraints for our truck production. We continue to focus on a culture with decentralized account ability and actions that result in higher speed in our continuous improvement work. This focus together with acceleration in our development of new and modular technologies will continue to drive better performance and customer success. Martin Lundstedt President and CEO Volvo Group 3rd Quarter Report - http://mb.cision.com/Main/39/2372017/739173.pdf .

GM donates $5 million to Henry Ford museum Automotive News / October 17, 2017 DETROIT -- General Motors is donating $5 million to a nonprofit organization founded by the patriarch of its largest American rival. Mark Reuss, GM's head of global product development, purchasing and supply chain, announced the donation Tuesday as part of a new partnership between the automaker and the Henry Ford, a National Historic Landmark in Dearborn, Mich., established by Ford Motor Co. founder Henry Ford in 1929 to display his personal collections and other innovations. "The Henry Ford is a national treasure," Reuss said at the HenryFordMuseum, one of the organization's five attractions. "One that all of us who grew up around here feel a lifelong very personal connection with." With the gift, GM will sponsor the museum's rotating exhibit that will now be known as the Gallery by General Motors. Reuss said the mission is to offer exhibits that help promote science, technology, engineering and mathematics, or STEM. Reuss did not shy away from the irony: GM now supports an educational effort that includes the Ford name, but the gift is meant to ensure GM is part of the museum's innovations for future generations. "We know that Henry Ford and Ford Motor Co. have always been and will always be inextricably linked. There's no getting around that," Reuss said. "But the museum is a celebration of American innovation, particularly in the transportation space, and you can't tell that story without General Motors and Ford together." The collaboration has been years in the making, according to officials. Nearly four years ago, Reuss and Edsel Ford II, a trustee of the organization and great-grandson of Henry Ford, had lunch to first discuss GM playing a bigger role in the Henry Ford. Patricia Mooradian, president of the organization, said the lunch spawned a tour of the GM Heritage Center, where the automaker preserves and displays its collection of historic vehicles. She said Edsel Ford II asked Reuss "to imagine a world where two companies that are intense rivals in the marketplace can come together to support our nation's museum of innovation." Reuss answered by joining the Henry Ford Board of Trustees last year and bringing GM into the partnership. Mooradian called the collaboration with GM one of the most "historic and game-changing" in the organization's 90-year history. Reuss said the sponsorship is just the beginning of "many other special programs" that the organizations will introduce. The first exhibit in the GM-sponsored space is "The Science Behind Pixar," a Walt Disney computer animation film studio. The Henry Ford is an independent nonprofit that's not affiliated with Ford Motor Co. or the Ford Foundation. Ford family members have been major supporters and board members of the organization. The museum features a plethora of historic exhibits, including the chair in which President Abraham Lincoln was sitting when he was assassinated, the bus on which civil rights activist Rosa Parks refused to move to make room for a white passenger and the presidential limousine in which President John F. Kennedy was assassinated.

http://cvgrp.com/sprague-devices/

Please don't blame Watts. High prices for legacy Mack parts are dictated by Volvo Group. There's nothing that Watts Mack, or any other Mack brand dealer, can do about that. Watt's Mack is the kind provider of the BMT website, and I for one deeply appreciate it. They don't have to do it, but they do.

About the grille guard, when you called Watt's Mack (provider of the BMT website) at 1-888-304-6225 and asked for (1) 41MF299 plate and (2) 41MF385 post, what did they say?

Trico really put us in a bind when they abruptly decided to exit the heavy truck business in 1986. Sprague was thrilled to get the new business but they couldn't create the tooling overnight. We had a lot of angry customers due to the temporarily. unavailability of wiper motors, I can tell you. But it wasn't Mack's fault. As usual though, the super parts people at the Mack factory branches and distributors shared the inventory we had in the field and helps to minimize the impact. Likewise, Trico's exit from heavy truck hurt Paccar so much that it considered buying Trico (http://www.nytimes.com/1986/11/18/business/company-news-paccar-considers-takeover-of-trico.html). Before you give up, be sure to call Rome Truck Parts in Georgia at 1-800-284-4345. They have been a Trico distributor for years. http://www.rometruckparts.com/ Note page 9 - http://rometruckparts.com/catalogs/RTP Trico Parts Book.pdf

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Do you have air or electric? The R/U/DM right-side 62QT44R (aluminum) supercedes to a 7623-KIT49R (black). The R/U/DM left-side 62QT45R (aluminum) supercedes to a 7623-KIT50L (black). 7623 if I recall correctly is the former Mack's vendor code (prefix) for Sprague, which is now part of CVG. You can look on the internet for the original numbers as new old stock (NOS).

VW to Roll Out Electric Trucks, Buses in $1.7 Billion Push Bloomberg / October 11, 2017 VW Says It's Going Full-Steam Ahead on Electric Models Volkswagen AG is flanking its push into electric cars with plans to roll out battery-powered commercial vehicles targeted at urban areas as growing public concerns about air quality boost demand. The Volkswagen Truck & Bus division will invest 1.4 billion euros ($1.7 billion) in new technology including electric drivetrains, autonomous systems and cloud-based software, Andreas Renschler, head of the unit, said Wednesday in an interview in Hamburg. To help spread the costs, U.S. affiliate Navistar International Corp. will adopt the electric drivetrain. A battery-powered VW truck, dubbed e-Delivery, will roll off assembly lines in Brazil in 2020, while the German manufacturer’s MAN and Scania nameplates will both deliver wholly electric buses next year to European cities, adding to bio-diesel, hybrid systems and natural-gas line-ups. “We believe in a wide range of alternative powertrains and fuels, depending on local availability, social and local demand and customer requirements,” Renschler said at a press event. “Therefore it is crucial that policy makers adopt a technology-neutral approach" in any regulations. Electric trucks for local deliveries will probably exceed a 5 percent market share by 2025, according to Renschler. That compares to a forecast of about 25 percent for battery-powered autos. Commercial-vehicle manufacturers have been slow to develop electric models as loads are heavier than for cars and they serve a wider range of industry needs. Regulatory Differences Complicating matters is that trucks already vary significantly across the globe because of differences in regulations, making it difficult to build vehicles in large enough volumes to generate economies of scale. While in the aftermath of Volkswagen’s emissions-cheating scandal, some municipalities are looking at banning diesel engines to reduce air pollution. German competitor Daimler AG, the world’s largest commercial-vehicle producer and Renschler’s former employer, has stepped up development of engines including fully electric and hybrid versions as well as digital services to defend its lead. Volkswagen is also facing new rivals such as Tesla Inc., which is unveiling of a battery-powered semi truck on Nov. 16. Better battery technology will be key to making electric trucks more attractive by lowering operation costs, Renschler said. In addition to higher prices for the systems and recharging challenges, the power packs “are heavy and room-stealing,” reducing carrying capacity, Renschler said. “With city buses, we are just hitting the break-even point compared to conventional solutions,” Renschler said. “Electric distribution trucks are expected to turn positive in 2020-25,” while battery-powered long-haul heavy vehicles will be “late” in turning a profit for their owners. Autonomous Technology VW Truck & Bus’s autonomous-driving technology is focused on closed environments, like snow plows at airports or transport shuttles on set routes in parking lots or factories. VW plans to be ready for commercial production of the models within two years. Engineers are already working with customers to refine technology and gain experience. “The autonomous Scania mining truck standing outside of this building is ready to be shipped to the first customer overseas after this event,” Renschler said. “This truck is not a vision. It’s real stuff, here and now.” Success with those models, as well as services including new software to efficiently manage cargo, will determine whether VW will gain traction in creating a global truckmaking powerhouse with an average 9 percent operating return on sales. Renschler said VW is keeping all options open to expand the business, including a possible share sale. Renschler is also looking at increasing the 25 percent stake in China’s Sinotruk Hong Kong Ltd. that MAN holds as well as widening cooperation with GAZ PJSC in Russia and Navistar in the U.S., where Daimler’s Freightliner brand is the market leader.

Heavy Duty Trucking (HDT) / October 13, 2017 Court filings have begun to pile up that may ultimately determine the fate of the trailer-related provision within the federal Phase 2 Greenhouse Gas Emissions and Fuel Efficiency Standards. On Oct. 12, the Environmental Defense Fund and a coalition of other environmental and public health groups formally requested that the U.S. Court of Appeals for the District of Columbia Circuit reject what they regard as the “eleventh-hour stay” of the trailer provisions filed as a motion with the court by the Truck Trailer Manufacturers Association on the 25th of last month. In its statement of intervenor opposition asking the court to deny TTMA’s motion for stay of the Phase 2 trailer provision, EDF argues in part that “TTMA attempts to artificially divide the tractor from the trailer to claim that TTMA’s members cannot be regulated directly because they are not manufacturers of motor vehicles.” In addition, EDF contends in its brief that “TTMA has likewise failed to demonstrate that its members will be irreparably harmed absent a stay of standards that simply require manufacturers to equip more of their trailers with widely used technologies that deliver fuel savings.” It also argues that TTMA’s motion is “littered with contradictions and belied by its remarkable eleven-month delay in seeking a judicial stay.” The Phase 2 GHG/MPG rules are set to require compliance starting in Jan. 2018, which explains TTMA’s desire to secure a stay of the trailer provision. In addition, TTMA filed a lawsuit back in Dec. 2016 asking the D.C. Circuit to overturn the trailer portion of the Phase 2 rule. EDF and a coalition of public health and environmental groups are also intervenors in that case, along with the California Air Resources Board and a group of seven states (Connecticut, Iowa, Massachusetts, Oregon, Rhode Island, Vermont, and Washington). A three-judge panel of the D.C. Circuit will hear that case. According to EDF, a stay of the trailer rule— if granted-- would “delay these critical health and environmental protections for the duration of the litigation, which could last for years.” HDT contacted TTMA on Oct. 13 for comment on its motion for stay and EDF’s counter filing, but no reply has been received. “The trailer provisions of the [Phase 2] Clean Truck Standards are based on cost-effective and widely available measures that have long been used by industry leaders, and have been effectively incorporated into state standards for the past decade,” said EDF Attorney Alice Henderson in a statement. “It is critical that these common sense protections remain in place to reduce the dangerous pollution that causes climate change and save money for American families by reducing the costs for shipping goods.” Meanwhile, TTMA has also been working the regulatory relief track as well in hopes of rolling back entirely or at least weakening the trailer provision. Both the Environmental Protection Agency and the National Highway Traffic Safety Administration, the joint promulgators of the GHG rules, advised TTMA on Aug. 17 that they reviewed TTMA’s petitions for reconsideration of the trailer provision and “agree that further rulemaking is needed.” However, neither agency has taken any further action.