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Trump, GOP senators introduce bill to slash legal immigration levels The Washington Post / August 2, 2017 President Trump on Wednesday endorsed a new bill in the Senate aimed at slashing legal immigration levels over a decade, a goal Trump endorsed on the campaign trail that would represent a profound change to U.S. immigration policies that have been in place for half a century. Trump appeared with Sens. Tom Cotton (Ark.) and David Perdue (Ga.) at the White House to unveil a modified version of a bill the senators first introduced in April to cut immigration by half from the current level of more than 1 million green cards per year granting foreigners permanent legal residence in the United States. The outlines of the legislation reflect the aims Trump touted on the campaign trail, when he argued that the rapid growth of immigration over the past half century had harmed job opportunities for American workers and led to risks to national security. Trump had met twice previously at the White House with Cotton and Perdue to discuss the details of their legislation, which is titled the Reforming American Immigration for Strong Employment (RAISE) Act. “This would be the most significant reform to the immigration system in half a century,” said Trump, flanked by the senators in the Roosevelt Room. “It is a historic and very vital proposal.” The legislation would mark a major shift in U.S. immigration laws, which over the past half century have permitted a growing number of immigrants to come to the country to work or join relatives already living here legally. To achieve the reductions and create what they call a “merit-based system,” Cotton and Perdue are taking aim at green cards for extended family members of U.S. citizens and legal permanent residents, limiting such avenues for grown children and siblings. Minor children and spouses would still be eligible to apply for green cards. The senators also propose to end a visa diversity lottery that has awarded 50,000 green cards a year, mostly to areas in the world that traditionally do not have as many immigrants to the United States, including Africa. And the bill caps refugee levels at 50,000 per year. Under the bill, the new immigration system would award points to green card applicants based on such factors as English ability, education levels and job skills. The senators said the proposal is modeled after immigration programs in Canada and Australia. Cotton said that while immigrant rights groups might view the current system as a “symbol of America virtue and generosity,” he sees it “as a symbol we’re not committed to working-class Americans and we need to change that.” Trump's appearance with the senators came as the White House moved to elevate immigration back to the political forefront after the president suffered a major defeat when the Senate narrowly rejected his push to repeal the Affordable Care Act. The president made a speech last Friday on Long Island in which he pushed Congress to devote more resources to fighting illegal immigration, including transnational gangs. The event on Wednesday illustrated the president's efforts to broaden his push to reform border control laws beyond illegal immigration. Trump called the changes to legal immigration necessary to protect American workers, including racial minorities, from rising competition for lower-paid jobs. “Among those who have been hit hardest in recent years are immigrants and minority workers competing for jobs against brand new arrivals,” Trump said. “It has not been fair to our people, our citizens and our workers.” But the bill's prospects are dim in the Senate, where Republicans hold a narrow majority and would have difficulty getting 60 votes to prevent a filibuster. The legislation is expected to face fierce resistance from congressional Democrats and immigrant rights groups and opposition from business leaders and some moderate Republicans in states with large immigrant populations. Opponents of slashing immigration levels said immigrants help boost the economy and that studies have shown they commit crimes at lower levels than do native-born Americans. “This is just a fundamental restructuring of our immigration system which has huge implications for the future,” said Kevin Appleby, the senior director of international migration policy for the Center for Migration Studies. “This is part of a broader strategy by this administration to rid the country of low-skilled immigrants they don't favor in favor of immigrants in their image.” Other critics said the RAISE Act, which maintains the annual cap for employment-based green cards at the current level of 140,000, would not increase skilled immigration and could make it more difficult for employers to hire the workers they need. And they noted that Canada and Australia admit more than twice the number of immigrants to their countries as the United States does currently when judged as a percentage of their overall population levels. "Just because you have a PhD doesn't mean you're necessarily more valuable to the U.S. economy," said Stuart Anderson, executive director of the National Foundation for American Policy. "The best indication of whether a person is employable is if someone wants to hire them."

Germany makes last-ditch play to save diesel at emergency summit Bloomberg / August 2, 2017 MUNICH/BERLIN -- After nearly two years of constant crisis, the German car industry is looking to salvage its beleaguered diesel technology and draw a line under an emissions scandal that shows no signs of abating. At an emergency summit in Berlin called by the government, the CEOs of Volkswagen Group, Daimler and BMW Group will face off with ministers and state leaders to convince them that, despite the steady stream of negative news, diesel has a future. Automakers are willing to further upgrade existing vehicles to lower their pollution in return for political support to avoid driving bans. There's a lot at stake for all sides. German automakers need diesel as a stop-gap technology to buy time to catch up with the electric offerings of companies such as Tesla. And, with less than two months until a federal election, Chancellor Angela Merkel, whose ruling bloc runs the ministry overseeing carmakers, has to ward off criticism that the government is too lenient on carmakers while also not endangering the country's 800,000 industry jobs. "The manufacturers will play their part to improve air quality in cities and make diesel fit for the future," said Matthias Wissmann, head of German auto lobby VDA, proposing reduction in nitrogen oxide emissions of at least 25 percent on average. "Diesel is enormously important for climate protection as well as prosperity in Germany." Driving bans The two sides are expected on Wednesday to agree to a host of measures designed to lower emissions of nitrogen oxide, which causes smog and health problems, in Germany's 15 million diesels to avoid driving bans by cities. In the run-up, carmakers and the government were haggling over software fixes -- costing several hundred million euros -- and much more expensive hardware changes that would lift the total bill to around 5 billion euros ($5.9 billion). Much of that would be paid for by the companies. Dealing with the crisis is a difficult balancing act in Germany, where every fifth job depends on the industry and the sector accounts for more than half of the country's trade surplus. Last year, some 46 percent of the cars sold in the country had a diesel engine. The turmoil compounds an already tense time for the industry that's struggling with the switch to EVs and a host of new challengers like Tesla, Uber and Apple, who are readying their strategies for a slice of future profits. "The significance of the car industry is extremely high. VW is more important to Germany's economy than Greece," said Carsten Brzeski, Frankfurt-based chief economist at ING-Diba AG. "The industry has to find a solution together with government over how to face the big questions head on around the structural transformation." The relationship between the industry and politicians in Germany has also come into focus during the scandal, with critics questioning why it's taken Transport Minister Alexander Dobrindt, who called Wednesday's meeting, nearly two years to take decisive action after U.S. authorities exposed VW's emissions cheating in September 2015. Carmakers, and especially Germany's premium manufacturers, need diesel to power their luxury sedans and a growing fleet of thirstier SUVs, as consumers remain reticent to buy a sparse lineup of electric cars. Diesel emits about a fifth less of the greenhouse gas carbon dioxide compared with equivalent gasoline engines, making the technology key in meeting the European Union's tough emissions regulation, which will tighten further in 2020. To shore up diesel, BMW, Daimler and Volkswagen have announced voluntary recalls of several million cars with Euro 5 and Euro 6 emissions standards, costing less than 100 euro per car. The expected reduction in NOx -- about 20 percent -- isn't enough to clean up city centers, according to environmental advocacy group Deutsche Umwelthilfe, which last week won a case at Stuttgart administrative court seeking broad diesel bans for Daimler's and Porsche's hometown. "Getting a deal and getting it right is extremely important as trust in the carmakers has been steadily eroding," said Ferdinand Dudenhoeffer, director of the University of Duisburg-Essen's Center for Automotive Research. "Industry needs to explain how the upgrades really work. Software fixes sound like smoke and mirrors to the consumer."

EPA review seeks array of data Automotive News / August 1, 2017 EPA expands testing for CAFE midterm review TRAVERSE CITY, Mich. -- The EPA will expand its real-world testing of automotive powertrains as it begins to compile data for the new review of the agency’s 2025 model year fuel economy and greenhouse gas standards. Speaking Tuesday at the CAR Management Briefing Seminars, Christopher Grundler, director of the EPA’s Office of Transportation and Air Quality, said the review will incorporate test data to a greater extent than ever. The review is due by April 1 and could change the 50.8 mpg fleetwide average fuel economy goal enacted Jan. 13 in the final days of the Obama administration. Some feel the fuel economy standard was rushed through without proper vetting in order to secure the outgoing president’s legacy on the environment. In March, the Trump administration ordered the EPA to reopen the midterm review. Grundler said engineers working at the EPA’s Ann Arbor, Mich., emissions lab will tear down and benchmark a greater number of powertrains this time, including a diesel engine, a 10-speed transmission, a downsized and turbocharged engine and Toyota’s new 2.5-liter four-cylinder that had a thermal efficiency rating at 41 percent. There will be another new twist this time, he revealed: The EPA will buy consumer data that quizzes new-vehicle buyers on such things as their satisfaction with their real-world fuel economy. As part of the drive to collect new data, Grundler said, EPA officials are working with automakers, suppliers, the California Air Resources Board (CARB) and government agencies in Europe and China. “We are also stepping up our work to test vehicles once they are in customers’ hands. We’re developing new screening methods to ensure these engines are behaving in the real world in a correlated manner when we test them in the laboratory, so we no longer have defeat-device cases to pursue,” said Grundler. In February, the Alliance of Automobile Manufacturers, representing the Detroit 3 and several import brands, asked the Trump administration to reopen the review of the 2025 model year standards. Automakers felt the adoption of the goals was rushed to cement Obama’s legacy on the environment. Former EPA administrator Gina McCarthy finalized the 2025 model year standards on Jan. 13, some 15 months before April 1, 2018, the latest date the EPA could accept, reject or adjust the 2022-25 model year standards. That April 1, 2018, date has been restored. EPA researchers are gathering new data that will help determine if fleet average fuel economy should stay at 50.8 mpg or be rolled back. The original standard called for the equivalent of 54.5 mpg by the 2025 model year, but surging demand for less fuel efficient pickups and SUVs lowered the 2025 fleet average to 50.8. The standard is written to be adjustable to take into account the mix of vehicles sold. Grundler said the EPA is ensuring that its testing methods are uniform across all its labs and that the data are certified by other labs as being accurate. He also said the EPA is working to streamline and simplify the confusing labyrinth of rules, regulations and laws that govern fuels. “The midterm review is another golden opportunity for us to rethink how well the regulations are working and to improve them,” Grundler said. “You have heard me say from this exact podium that with all the changes going on in this business, we in the public sector ought to be willing to rethink and change the way we do business and how we are approaching this, and I still believe that.” One change this time is that the EPA is buying consumer data from a company that surveys new-car buyers, although Grundler did not identify the company. However, he cited examples of questions that were similar to the consumer fuel economy questions normally asked on J.D. Power’s Initial Quality Survey. “We pledged that this will be a robust, transparent and inclusive process, and the main goal is to allow more time to gather more information, more up to date information and to allow us more time to coordinate with NHTSA and what we are doing,” he said. Grundler’s message this year did not focus on CO2 levels, which were the centerpiece of his presentation at the seminars last year. “Elections do have consequences and politics are changing and will continue to change. That’s part of American democracy,” he said. “But one thing is constant, and that’s the mission of the Environmental Protection Agency, to protect public health and the environment because that is rooted in the law. “Our job remains to provide the best technical advice, scientific advice and what the law says to our political leadership.”

Prime Mover Magazine / August 1, 2017 Hino Australia has reported June as the highest one order month since 2015 with strong sales, an increase in dealership investments and an ongoing customer service focus for the first half of 2017. “June was a record breaking month for the truck industry and the overall market sales of 3,879 units around the country was also the highest June number since 2009,” said Brand and Franchise Development Manager for Hino Australia, Bill Gillespie. “Likewise, deliveries of 1,233 light-duty trucks bettered a previous Australian market sales number set in 2005. “Buoyed by the all-new 500 Series Wide Cab, Hino led the growth in the medium-duty segment – while the size of the market decreased by 64 units (eight per cent) compared to June 2016, our volume remained the same and were the only Japanese manufacturer to achieve growth in this segment year-to-date. “In June, Hino had record retail orders, recording the highest one month order number since June 2015 primarily led by the all-new 500 Series Wide Cab, which has contributed to our significant year-on-year growth in both the medium-duty (11.2 per cent) and heavy-duty (62 per cent) segments. “The success of the 500 series Wide Cab has been so significant that we currently lead the medium-duty market in South Australia and Tasmania for the year, and are in second position in Victoria and the Northern Territory by relatively narrow margins.” Customer experience is another area of focus for the Japanese manufacturer. “At Hino, we say we are driven to do more for our customers,” said Gillespie. “An example of this is our in-house customer care centre, which is the only one of its type in the Hino world. “After a year of operation, and a concerted effort across the business to focus on our customers and their experiences, we have seen an increase in positive customer outcomes after their enquiry, and a reduction in the time taken to resolve enquiries.” Gillespie said Hino is forecasting a strong end to 2017 with the expected arrival of Amazon forecast to further drive the ‘last mile’ delivery market and fuel light duty truck and van sales. Hino also anticipates a seasonal lift in its light duty trucks, particularly the Built-To-Go models, in spring. “With the launch of our much anticipated 300 Series 4x4 model and six full months of 500 Series Wide Cab sales, we are confident of reaching our sales targets for the year,” said Gillespie. “A strong focus in the second half of 2017 will be the continued investment in our dealer network in locations around the country including Coffs Harbour, Sydney and Melbourne, with additional sites to be confirmed in the coming months." .

Lime Logistics has high hopes for lowered Mercedes-Benz Arocs Commercial Motor / August 1, 2017 Lime Logistics has committed to buying low versions of the Mercedes-Benz Arocs trucks in the future, because of their improved in-cab visibility and easier entry points for drivers. The Sittingbourne, West Hythe and Tonbridge operator recently took delivery of one of the first lowered 8x4 Arocs units, which sits six inches lower to the ground. Transport manager Dave Dixon said: "We’ll definitely be going for the reduced height version from now on. “The ground clearance is still very good but it’s easier for the drivers to maintain three points of contact when climbing in and out of the cab, while being that bit lower also helps by giving them a better angle for pedestrian and cyclist observation.” The 3240 truck with ClassicSpace M-cab is fitted with a Freuhauf tipper body, with a 19,500kg payload. It joins the remaining 28 vehicles on Lime Logistics's fleet, comprised of tippers and tractor units. The truck was provided by Sparshatts Truck and Van. .

Transport Engineer / August 1, 2017 Aggregates and bulk haulage firm Lime Logistics has taken delivery of its first lower cab Mercedes-Benz Arocs and says it will “definitely be going for the reduced height version” in the future. Supplied by dealer Sparshatts Truck & Van, the Kent-based operator’s new addition is a 32-tonne Arocs 3240 with alloy insulated asphalt body by Fruehauf, and joins its 28-strong fleet of double-drive tippers and tractors. The Arocs has a ClassicSpace M-cab with 320mm engine tunnel, sitting six inches lower than the other eight-wheelers. This, says the manufacturer, gives the driver 14% more direct vision from the cab. Dave Dixon, transport manager for Lime Logistics, praises the safety and operational advantages, adding: “We’ll definitely be going for the reduced height version from now on. “The ground clearance is still very good but it’s easier for the drivers to maintain three points of contact when climbing in and out of the cab, while being that bit lower also helps by giving them a better angle for pedestrian and cyclist observation.” The Arocs has a 10.7-litre, 394bhp straight-six engine [OM470LA] and is supplied with a Mercedes-Benz R&M contract. .

Thanks to more efficient batteries, today's battery-powered air conditioning systems do not require an auxiliary power unit (APU), eliminating cost and weight. Batteries should provide 8 to 10 hours of cooling.

Like the Fire Museum of Maryland...................https://www.firemuseummd.org/

Jason Cannon, Overdrive / July 31, 2017 Despite significant legislative hurdles around much of the globe, a new report from Frost & Sullivan suggests “mega trucks” – generally defined as a vehicle measuring a minimum of about 100 feet long and weighing upwards of 160,000 pounds – could nearly double in population by 2025. Australia leads the current use of mega trucks in terms of penetration rates and are allowed nationwide in the Scandinavian region. Their limited use is allowed in Germany and Spain, and trials have occurred for mega trucks in France and the United Kingdom, but have been rejected. Citing a strong mandate and support infrastructure, the report says North America is expected to accommodate more mega trucks. It notes, however, overcoming legislative hurdles and negative public opinion will be critical in promoting mega truck usage. “Digital transformation and autonomous trucking will play an important role in expediting the adoption of mega trucks through better connectivity and safety features. With bigger engines and higher payload capacities, mega trucks are expected to incorporate more value features, especially in developing markets,” says Frost & Sullivan Mobility Research Analyst Marshall Martin. “Mega trucks in the future will be built on common platforms for similar markets such as China, India, and South America.” The report, Global Mega Trucks Market, Forecast to 2025, says global sales penetration of mega trucks is expected to increase from 3.4 percent to 5.7 percent for total heavy duty truck sales from 2016 to 2025, depending on lawmakers in specific regions laying down regulations that take into account the impact on infrastructure, environment, society and other modes of transport. The study examines trends, drivers, opportunities, challenges, and technology developments impacting the global mega truck market through 2025. “A proliferation of mega trucks, where on average two mega trucks would replace three normal-sized trucks, would have a negative impact on the sales of trucks, thereby affecting OEM revenues,” Martin says. “These companies should look toward creating alternate sources of revenue through investing in or acquiring companies present in the safety, lightweighting, telematics, and mobile-based freight aggregation fields.”

Pair this with battery-powered air conditioning and you have a nice fuel savings.

Freightliner Cascadia raised-roof sleeper trucks can now be ordered with the eNow eCharge solar system as a pre-delivery installation. The eNow system can be ordered through Freightliner dealerships and installed at Freightliner's Custom Truck Service centers located at each of the manufacturing plants. The eNow solar system's 0.125-inch thick design is flexible to follow the aerodynamic roof contour of the Cascadia. The eNow system supplies ongoing power to the batteries, to meet the cab’s power needs while reducing idle time and fuel costs. “The eNow system has continually proven its value in reducing costs, while also demonstrating its durability over diverse road conditions and in a variety of climates,” says Jeff Flath, president and CEO of eNow. “Drivers and fleet owners who order the eNow system pre-installed will begin realizing the benefits from solar the minute they take delivery.” For more information on the eNow eCharge system, click here. .

Neil Abt, Fleet Owner / August 1, 2017 [German-owned] Bendix urges against any effort to overturn new regulation A federal mandate requiring nearly all new Classes 7-8 tractors sold in the United States be equipment with electronic stability control (ESC) systems has officially kicked in. Initially announced in 2015, the National Highway Traffic Safety Administration (NHTSA) has estimated the mandate will save up to 49 lives, prevent up to 1,759 crashes each year, and provide net economic benefits of more than $300 million annually. Electronic stability control systems use sensors to anticipate possible rollover or loss-of-control events. The rule estimates the technology will add $600 to the cost of a new tractor, though some estimates have been a bit higher. Bendix Commercial Vehicle Systems LLC [a subsidiary of Germany’s Knorr-Bremse] issued a statement on July 31 in support of electronic stability control, and urged against any efforts to kill the mandate. “Because the current administration has required elimination of two federal rules for every one added, NHTSA has said the full-stability mandate could be on the chopping block,” said Fred Andersky, Bendix’s director of government and industry affairs. “While Bendix has always preferred to let the commercial vehicle market decide, this is a case in which a mandated technology will undoubtedly help reduce the incidence of both rollover and loss-of-control crashes. In fact, the market has already recognized this, with all of the major North American heavy-duty truck manufacturers offering electronic stability control as standard on most models,” Andersky added. Bendix was the first North American brake manufacturer to make full-stability solutions widely available for the commercial vehicle market when it launched its Electronic Stability Program in 2005, and the system has been equipped on more than 500,000 vehicles. Besides Bendix, American-Belgian joint venture Meritor Wabco also manufacturers an electronic control system known as SmarTrac.

Doing the math on the ELD mandate Sean Kilcarr, Fleet Owner / August 1, 2017 Talking about the electronic logging device (ELD) mandate these days is like opening up Pandora’s Box – a lot of negatives come screaming out, with the lid slammed shut before “hope” gets a chance to escape. In the eyes of many within trucking, the ELD mandate is nothing but a burden – a significant extra cost that can’t be recouped via “savings” such as by jettisoning pencil and paper recordkeeping. [Thing is, truck drivers must still keep paper logbooks close at hand as part of the mandate as a backup. So they are not truly going away. But that is a topic for another day.] This issue is taking on greater significance right now not only because there are two separate legislative efforts in Congress right now aimed at delaying the ELD mandate – neither of which is expected to succeed – but also because a significant number of trucking companies still haven’t complied with it. Indeed, according to a recent survey we conducted, only 33.7% of the fleets we polled are currently “fully compliant” with the ELD mandate right now – and don’t forget, the mandate goes into effect Dec. 18 this year – while another 19.8% have a solution in hand and are in the process of implementing it. That means just 53.5% of the fleets we’ve polled are ready for the rule, with the rest as-yet unprepared to comply with it. In fact, 11% of the fleets in our survey said they are NOT investigating how to comply with the mandate and thus won’t be ready when it goes into effect. [We’ll be sharing more details from about our survey in the special ELD supplement we’re publishing in the September issue of Fleet Owner magazine.] Again, though, one of the main reasons many motor carriers – large and small alike – are procrastinating on ELD adoption centers on the costs to do so. For example, Ashley Cruz, a procurement research analyst with consulting firm IBISWorld recently addressed that point in a white paper entitled Easier, Safer and More Expensive: ELD Mandate to Increase Costs. “The FMCSA [Federal Motor Carrier Safety Administration] insists that ELDs will save trucking companies a collective $1.6 billion per year by limiting paperwork costs and enhancing fuel efficiency,” Cruz wrote. “However, most carriers and independent operators claim that the mandate will increase their compliance costs,” Cruz stressed. “For example, Omnitracs estimates that new devices will cost carriers between $199 and $2,200 per truck, plus a monthly service fee of $20 to $60 per truck.” That quickly adds up, Cruz warned, especially for large fleets. For a motor carrier operating 10,000 trucks, for example, the ELD service fee alone amounts to between $2.4 million and $7.2 million annually, not including the one-time costs associated with procuring and installing the ELD devices, which must be hard-wired into a truck’s engine. “Owner-operators, [who] already generate razor-thin profit margins, often do not have the capital to purchase a new device outright,” Cruz pointed out. “Many ELD providers are offering a financing program for their products, but owner-operators only require one ELD each, and thus do not meet the quantity threshold to be given financing options.” Moreover, Cruz said as owner-operators are often subcontracted by larger trucking companies, they do not have enough pricing power to increase their rates to cover the higher costs, he explained. “Those drivers fear that electronic devices will allow their contracting companies to exert more pressure and take advantage of independent drivers,” Cruz emphasized. “This dynamic will likely exacerbate tensions that already exist between these two groups over whether full-time owner-operators should receive employment status and benefits.” Jeremy Feucht, a regulatory analyst with Truckstop.com, argued recently that all of this “tension” should open up an opportunity for truckers (big and little both) to raise their freight rates. Feucht posits that the average cost to ELD users will be roughly $25 to $30 per truck per month, with that cost varying depending on the “functionality, bells, and whistles” of said device. “You should plan to raise your asking price by at least 1% per mile,” he said, which, according to current dry van freight rates, this would equal out to about 18 cents more per mile. “This would increase your rate-per-mile to $2.03 or $1,017.50 per-load, on average and give you enough margin not only to offset the cost of the service but also any equipment you may need to purchase, in addition to the cost of training yourself and your employees,” Feucht stressed. Yet can motor carriers and owner-operators obtain freight rate increases to offset the cost of ELDs? That’s the million-dollar question, isn’t it? John Larkin, managing director and head of transportation capital markets research for Stifel Capital Markets, believes we may be turning a corner at the very least where freight rates for truckers are concerned – though it’s been a VERY slow turning. “If you think back to last July, a year ago, this spot market began to tighten a little bit then; historically within six months contract rates usually respond by going up as well but this time around that model kind of broke down,” he explained during a presentation at the Truckload Carriers Association (TCA) refrigerated division meeting back in mid July. “Here we are 12 months after spot rates inflected and we’re not hearing a lot of shippers coming up to the bar with big time rate boosts,” he pointed out. “Hopefully those are coming, no later than bid season in the first half of next year, but we just did a fairly comprehensive survey and are seeing a lot of contractual rate increases,” Larkin said. “Some carriers are getting some rate increases in some lanes; there’s always exceptions but know across the board increases are generally being granted. At least the rates aren’t going down any more, which is a good thing.” That will be critical going forward as Larkin believes the point of no return has long been passed where the ELD mandate is concerned – despite ongoing efforts to derail it. “There appears to be too much toothpaste out of the tube, as it were, to really put the toothpaste back in the tube,” he explained. “Come December 18th we’re going to be entering a new world. The reality is nobody knows what the impact is going to be because you can’t model individual behavior very well and you cannot get your arms around how each of the states is going to enforce ELD mandate.” With that in mind, Larkin said the trucking and logistics industry will just have to “wait and see” what the final impact of the ELD rule will be. “It could be as little as no impact; that’s the position that C.H. Robinson has, that the market always adjusts to these sorts of changes and people are blowing this too far out of proportion,” he noted. “Then there are people who say, wait a minute here; it’s not just the reduced productivity of the carriers that are now cheating it’s also a good number of carriers who may not be able to operate economically without cheating,” Larkin pointed out. “I think what you have now is a lot of small carriers who have a natural cost disadvantage because they don’t have the purchasing economies and network efficiencies of a big carrier. They make it up by cheating; they drive too fast and too far every day.” So if enforcement of the ELD mandate begins on or about Dec. 18 as expected and if the boom is lowered on those who don’t comply, Larkin suspects what has occurred over the years in the LTL sector will start to occur in the TL slice of the market: freight brokers and shippers will start dealing more with the larger motor carriers. “The [big] carriers will figure out how to use the brokers to get better lane balance and to maximize their pricing and maximize the revenue puncture in more of a dynamic pricing than normal,” he said. We’ll see if that prediction comes true.

Volkswagen Increases Stake in Navistar Transport Topics / August 1, 2017 Volkswagen Truck & Bus, a unit of Volkswagen AG, has purchased nearly 300,000 additional shares of stock in Navistar International Corp., adding to its multimillion-share stake, according to Navistar’s filings in mid-July with the Securities and Exchange Commission. The transactions — totaling 293,038 shares — occurred from July 17 through July 25, with prices listed in the filings at about $29 per share, Navistar reported. On March 1, Navistar International Corp. and Volkswagen’s Truck & Bus division completed their alliance, announced last September, with the German automotive company acquiring 16.2 million common shares, or 16.6% of equity, and Navistar getting $256 million. The value of the latest transactions amounts to about $8.5 million, according to the filings.

Today's Trucking / August 1, 2017 .

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My understanding of Volvo policy is they desire not to support trucks older than 15 years of age. And that "appears" to be true. Frankly speaking, they look forward to the non-Volvo Mack era trucks being a thing of the past. It's to be expected that Volvo's passion is about Volvo.

MAZ Trucks Press Release / July 28, 2017 .

Road test report: Hino's 500 series FM2635 truck Steve Brooks, Trade Trucks AU / July 31, 2017 In a six-wheeler rigid market saturated with good trucks, the flagship FM2635 model in Hino’s revamped 500-series wide-cab range ranks with the best of them. · Hino is now better placed in this category than any time in its Australian history with the FM2635 · The Hino FM2635 range cover two and three-axle configurations with GVM from 16-18 and 26 tonnes, and GCM ratings from 32-45 tonnes · The Hino FM2635 is a model more suited to longer regional runs than ‘round-town rambles · The manual Hino FM2635 is also equipped with the fuel-saving attribute of an engine stop/start system · Hino’s A09C engine has been considerably reworked with among other things, a new turbocharger and a swap from Bosch to Denso common-rail fuel injection Not often, but every now and then a new truck comes along that takes you by surprise. Whether the surprise is good or not … well, that’s something else. Like, if for any reason you expect a new model to be a stunningly good thing only to be left with a yawning sense of ‘so what’ after the first stretch behind the wheel, then the surprise is obviously in the disappointment rather than the delight. On the other hand, if you’re not expecting anything particularly inspiring but in short time find yourself admiring unforeseen attributes, then perhaps surprise is the greatest indicator of a new model’s true potential. Definitely falling into the latter category is Hino’s FM2635, one of a batch of new models released a few months back at Hino’s high-hype launch of the long-awaited and vastly rejuvenated 500-series wide-cab range. From the get-go there was a lot to like about the new line-up and it was blatantly obvious Hino had done its homework well. Very well! And to be blunt, it needed to. Hino for many years now has struggled to maintain sales momentum in key market segments, allowing industry leader Isuzu to keep its principal protagonist at a giant arm’s length and in the process, notch a record of market domination unlikely to be ever equalled, let alone bettered. Meantime, and for reasons rooted in Japan rather than Australia, Hino has been unable to offer the model diversity which sees Isuzu effectively offering something for everyone in the Australian market. Simply put, Hino needed something new, and something good, if it was to have any hope of reining in the market leader’s momentum, most notably in the medium-duty and lighter end of the heavy-duty classes. That something arrived in a substantially reworked 500-series wide-cab range equipped with a swathe of new and highly functional features. Most notable among many notables are significantly enhanced eight and nine litre engines, expanded manual and automatic transmission options, numerous drivetrain developments, and safety advances headed by the standard fitment of a Wabco vehicle stability control (VSC) system in all models. Obviously relieved to finally have these long overdue newcomers in the stable, Hino Motor Sales Australia chairman and chief executive officer Steve Lotter excitedly remarked, "These trucks are a game-changer for us," and took every opportunity to remind anyone in earshot that Hino could now, "… engage in different applications which previously hasn’t been possible." To recap the broad details, the trucks cover two and three-axle configurations with gross vehicle mass (GVM) ranging from 16 to 18 and 26 tonnes, and gross combination mass (GCM) ratings from 32 to 45 tonnes. They’re easily distinguished from the previous wide cab range and from their narrower ‘standard cab’ siblings by a bold, dark grille and less obviously by relatively subtle changes in areas such as cab steps. On the inside, the changes are less apparent but nonetheless noteworthy with a new radio and information system, and redesigned digital dash being the most obvious. However, as we reported some months back, it’s underneath where the greatest changes have been made, led by further development of Hino’s 7.7 litre J08E engine and its 8.9 litre stablemate, the A09C. Critically, says Hino, both engines benefit greatly from the adoption of an SCR emissions system to achieve Euro 5 emissions compliance, replacing the previous EGR and diesel particulate filter combination. Obviously enough, it’s the bigger of these two six cylinder displacements which punches the two top-weight 6x4 models, the FM2632 auto and the FM2635 manual. Equipped with a new turbocharger, revised water pump and cooling fan, and a swap from Bosch to Denso common-rail fuel injection, the A09C offers two performance ratings starting with a 235 kW (320 hp) and 1275 Nm (940 lb ft) setting coupled to an Allison automatic transmission. The top toiler is a lively 257 kW (350 hp) rating supported by a potent 1422 Nm (1049 lb ft) of torque stirring through a Hino nine-speed overdrive synchromesh transmission. As is the way of new model launches these days, technical presentations were followed by short stints behind the wheel of various models in everything from suburban crawls to fast freeways. Typically though, these drive programs are little more than a snapshot of each model’s potential and occasionally, some trucks leave you wanting more time at the helm to verify whether it’s really as good as first impressions suggest. Such a truck was the FM2635. Good Spec Again, Hino appears to have done its development work well in tailoring the new range to specific market segments and nowhere is this more evident than in the two tandem-drive FM models. While both share a GVM of 26 tonnes, the FM2632 is logically targeted at metro applications where the Allison automatic is right at home in stop/start suburban slogs. Its bigger brother can obviously cope with the same work but with a nine-speed overdrive manual box working behind a more potent version of the same engine, the FM2635 is a model more suited to longer regional runs than ‘round-town rambles. Of course, the long-term durability of manual synchromesh transmissions is not a particularly positive feature for some fleet operators but in Hino’s favour, theirs is at least a shifter designed to cope with the outrageously heavy rigid loads and harsh conditions of some Asian countries. It’s worth noting, too, that the ’35 comes with a substantially higher GCM rating of 45 tonnes compared to the 2632’s 36.5 tonnes. Anyway, Hino’s offer to take the FM2635 for another run was grabbed with both hands for the simple reason that the only stint behind the wheel of this model on the launch drive program was extremely brief and on a part of the route with few challenges for such a well-endowed workhorse. A longer, tougher run was called for and fortunately, you don’t have to travel too far from Hino headquarters on Sydney’s southern rim to find a good mix of suburban streets, fast freeways, long pulls and sharp descents. Indeed, the run down to industrial Wollongong comes with a couple of classics – the deep drop down Bulli Pass and the long slog up Mt Ousley. But first, a few details: Built on the model’s longest ‘XXLong’ wheelbase of 6.4 metres and fitted with a 14-pallet Alltruck curtain-sided body, the test truck had almost 4500 km on the clock and loaded with around nine tonnes of bulk bags of sand, weighed in a tad over 19 tonnes. Sure, a few more tonnes would’ve been preferred for a more demanding assessment but given the varying loads of most distribution trucks, 19 tonnes was probably close to a realistic weight anyway. Besides, as the truck’s lively performance would quickly suggest, another two or three tonnes probably wouldn’t have made much difference at all. The standard driveline spec of the demo model had the nine-speed shifter feeding into a typically solid Hino drive tandem running a 4.875:1 diff ratio, mounted on Hendrickson’s all-purpose HAS 400 airbag assembly with electronic height control as a standard item. Other wheelbase lengths are 4.1 and 5.2 metres but only the 5.2 and 6.4 metre versions come with a standard 390 litre aluminium fuel tank. The shorter sibling gets a 200 litre steel tank. As the freeway section of the run down to Wollongong would show, it’s a spec which notches 80 km/h around 1400 rpm and according to the truck’s tacho, 100 km/h at 1750 rpm. On the contrary, Hino’s spec sheet says 100 km/h is at 1850 rpm. Whatever! It is, however, a specification that goes way beyond driveline details. Apart from the standard inclusion of a vehicle stability control system, the FM models also come standard with cruise control, an engine brake rather than the usual exhaust brake, reversing camera, driver’s airbag, heated and electronically operated mirrors, cross diff locks and polished aluminium wheels. Meanwhile, the manual FM2635 is also equipped with the fuel-saving attribute of an engine stop/start system and best of all in this mind’s opinion, a hill-hold function which Hino calls ‘Easy Start Take-off Assist’. Making hill starts gentle on both driver and driveline, particularly with a hefty load on board, hill-hold is arguably one of the most practical innovations in modern truck technology; an opinion further verified by a smooth, stress-free lift-off at a notoriously awkward set of traffic lights in Sydney’s southern suburbs. The generous package of standard items is partnered by an options list which among other things includes a GPS sat/nav system, ‘Hino Traq’ telematics and a smartly styled and relatively unobtrusive bullbar available in two heights – with either one or two horizontal bars – and designed specifically for the new 500-series. The bullbar is, of course, compliant with the standard FUPS under-run bar. Yet other than the restyled grille, the cab structure of the new range has changed little. The FM, for example, retains a reasonably tall floor height but well-placed steps and grab handles make it a simple climb to an Isri suspension seat. With a plethora of adjustments on the seat and a steering wheel adjustable for rake and reach, finding the right driving position is both quick and easy. Behind the seats is a space capable of nursing 40 winks but it’d certainly be a stretch to refer to it as anything more than a parcel shelf. The redesigned dash comes with the standard speedo and tacho surrounded by LCD gauges for air pressure, fuel and AdBlue, engine temperature and odometer. There’s also a digital multi-information display showing current and trip fuel figures along with service reminders and fault warnings. Main switches and control wands are generally well placed but typically, familiarisation with the placement of all functions takes a little time. Road Work In practice though, it takes next to no time to be completely at ease with Hino’s top-shelf six-wheeler. For starters, all-round vision is predictably good but it’s in actual operation where the truck really stands out. The cable-operated gearlever, for instance, is ideally placed and provides reasonably light, smooth movements through the double-H (H-over-H) shift pattern, though the ‘beep’ accompanying every range-change can be a tad annoying. According to Hino, the beep is all about protecting the engine from over-speeding if there’s an accidental shift into low range, just as an electronic control unit won’t allow shifts into low range if road speed is above 30 km/h. There’s no question though that the nine-speed shifter is a highlight of the FM2635 because not only is it a sweet shift, the ratio spread from a deep first gear of more than 10:1 to a tall overdrive ratio of 0.724:1 (and importantly, a deep reverse ratio of almost 9.9:1) provides the model with a gear spread for a multitude of conditions. But as the first 10 kilometres or so of the test run in suburban traffic demonstrated, the combination of an engine with generous torque and a transmission with even steps through the ratio range allows for plenty of smooth, shudder-free skip-shifts. It was not, for instance, uncommon to lift off in 2nd gear, jump to 4th, then straight into high range. Or, with the truck pointing down even a slight grade, take off in 3rd, push engine speed out to around 1800 or 1900 revs, then swap straight into high range. Easy! The end result is a truck that gets up to speed quickly and with very little apparent effort. At the other end of the spectrum is an impressively effective and quiet engine brake that made the long, sharp drop down Bulli Pass an absolute dawdle, easily holding to the signposted truck limit of 20 km/h in 3rd gear. In fact, the only time the service brakes were applied, albeit briefly, was after a swap up to 4th gear just to see how the engine brake would cope with the taller cog. For the most part it held the truck well but on the steepest sections, 3rd was ideal. Either way, the engine brake is a far more effective retarder than the exhaust brake normally found in Japanese trucks of this size. Meandering through Wollongong’s northern suburbs, the digital readout was showing a fuel figure of 2.8 km/litre (7.9 mpg) for the run south. Ahead lay the long climb up Mt Ousley and after a short-lived drop down to 6th gear at 1400 rpm on the sharpest lip, the Hino literally hammered the second half of the haul in 7th gear. By any measure it was a strong, determined performance soon repeated on the long slogs leading to the freeway for the northbound run back to Hino headquarters. Fuel consumption on the return leg from the base of Mt Ousley to Hino headquarters was fractionally better at 2.9 km/litre, or 8.2 mpg in the old measure. At the end of the day, the only conclusion was that this re-run in Hino’s FM2635 simply verified first impressions of an exceptional contender for six-wheeler rigid work, especially in regional roles. No question, it’s a tough and congested market but with surprisingly tenacious pulling power, smooth ride quality, good steering and road manners, and a generous standard specification, Hino is now better placed in this category than any time in its Australian history. It’ll be more than a tad interesting to watch over the remainder of this year and beyond if the broader market finds not only this model but the full range of Hino 500-series wide-cab trucks as impressive and perhaps surprising as some of us already have. Maybe, just maybe, Hino could even surprise itself. .

Bob Riley, Big Rigs / August 1, 2017 Ricky Blinco's trucks have been a common sight running through Outback Queensland and into the Territory for what seems like, well, forever. Based in the Darling Downs town of Oakey, the Blinco yard is a stop-off point for many independent operators heading north. Ricky Blinco is an old-school operator making it in a modern world with a huge reserve of knowledge and experience that the suits in bigger fleets with their degrees in business management can only dream about. Big Rigs caught up with Ricky mid-morning after the early rush of getting trucks on the road, loads organised and co-ordinating his fleet of road trains. Time to wander over to the house that adjoins the yard to put on the kettle, fry up a few eggs and some bacon, and to sit and have a chat. Turns out it's a 'morning ritual'. The mobile phone rings. It's one of the drivers in one of the local trucks. He's in Brisbane chasing pick-ups for the next loads going north and there's a slight snag to work out. As that issue is sorted another mobile rings. It's the tyre service saying they can't make it today. "There's 40 tyres to change," Ricky said. "But we've got a tyre machine so it's not all that bad," he says with a wide smile. "I've got two phones. If the first one is busy the call diverts to the second one so I get time to take the call or there's a message left. It's the only way I keep up and not miss calls." There's not a truck in the yard as they are all out earning their keep, but the calls keep coming, the problems are sorted, loads are the booked in, or delivery and drop-off times are confirmed. Ricky has been in the transport game since he was born. His dad, Tom Blinco, ran trucks and at age 14 Ricky left school and joined in. He got his truck licence at 17 and has been driving ever since. "I'm currently running eight trucks, all Kenworths, and usually run to Mt Isa and to Darwin," Ricky said. "Ricky Blinco Transport is well-known for running to Mt Isa and Darwin. It's what we do." There are five trucks on the long haul and they are either 600hp Cat or 600hp Cummins powered. All five are road train rated to 130 tonnes. To make it all work there's 38 trailers in the fleet plus there's 15 dollies too. The Mt Isa truck heads out on Mondays with two loaded trailers and at Roma hooks up the third and heads west. The third trailer has been dropped out there by one of the local trucks during the previous night so it's back in the yard and ready to head out on pick-ups and deliveries the next morning. The Darwin trucks head out on Friday nights and will get into Darwin sometime on Tuesday. "We run everywhere on log book hours these days," Ricky said. "It's easier on everyone and on the trucks. We've got one of the Kenworths out there with over two million kilometres on the clock, and a couple of others with well over a million or close to it. We are running anywhere between 200,000 and 250,000km a year on each of the long haul trucks." Work is not limited just to Darwin either as Ricky cites loads into and out of the mines in north west Western Australia earlier in the year. "Of three of the trucks coming back from Darwin this week one is heading into Rockhampton, another into Townsville and the third into Ipswich. If the loading's right, we'll take the work." While the trucks are away there's still lots to do. There's a mechanic on deck who comes in when there's work on repairs and maintenance and there's a boilermaker who has been busy in the workshop this year fabricating road train dollies. "I'm not a big fan of airbags. Although a couple of the trucks have them, most of them run on six-rod and the trailers and dollies run on springs. I'm getting a better run from the six-rods and the spring set-ups, than I get from the airbags," Ricky said. Compliance certification for the dollies is held in-house and is administered by Robyn Manktelow, Ricky's sister, who also manages the office. "Lunch is always in the meal room when the trucks are in the yard and most of the drivers and staff are here. It's become a bit of a tradition," Ricky said. It also says heaps for the respect and regard the boss holds for his staff too. Ricky Blinco Transport is a small operation in some respects but it's big on the value the company holds for all its staff. Many of the drivers have been with the company for close to a decade, several for well over a decade. Some have left for a time but have come back for even longer stints the second time around. One of Ricky's sons, Damon, work for him too, a real family affair on the long road to the north. .

Driving McPhersons Interstate Transport's Kenworth T610 SAR Peter Schlenk, Owner-Driver / August 1, 2017 Brian Barnik was offered a job as the regular driver of a new Kenworth T610 SAR and jumped at the opportunity McPhersons Interstate Transport, based at Myrtleford in Victoria’s high country, was one of the first to purchase a Kenworth T610 SAR, with driver Brian Barnik being the lucky recipient. Brian jumped out of a Transtar to drive the 610 and really noticed the difference with the modern Kenworth. "This engine feels like you are in a plane taking off and it has a nice note to it as well," Brian smiles. "I could really get used to driving this." The SAR is kept busy doing Carter Holt Harvey work, carrying timber to the mainland capitals of Sydney, Adelaide, Brisbane and Melbourne. "No-one knows what it is," Brian says of the new Kenworth. "It doesn’t have many badges, just one Kenworth badge on the grille. The T610 SAR looks the goods in McPherson Interstate Transport’s colours and Brian takes a lot of pride in it, just as he does with his own Kenworth. "I’ve got a 1978 Kenworth with an 8V92 Detroit in it and am restoring it slowly. It was originally a Goulburn based truck and is a very original old girl." Brian is a Kenworth man through and through. He even has a Kenworth tattoo to back it up. "The X15 Euro V Cummins sounds great and pulls very well. Alan [McPherson] has specced it up very heavily with the intention of doing some float work later." Brian has been in and around trucks for decades. Although his parents weren’t involved in the transport industry, they were friends of the Rouse family, leading him to start work John Rouse Transport yard before he even left school. There he would help wash and grease the trucks. Back then John Rouse Transport had three trucks in its fleet, but now John’s son Kurt runs over a dozen. It led to led Brian doing 15 years as a mechanic and 17 years driving. "I just loved trucks. It’s a disease," he exclaims. "Once you are into them, you can’t get out of them." By the time Brian was 19, he was looking for a change of scenery and headed for Queensland, landing a job working on Peterbilts. "I enjoyed doing that. Peterbilts are a different class of truck but I got the itch to drive and started with Richers Transport in Maryborough. "That was my first interstate job, running down to Sydney in a Mack Vision. That was my first banger and was followed by an Iveco Powerstar. I thought that was flash." Brian's wife Melissa doesn’t have a truck licence, but enjoys going along for the ride, especially in the new Kenworth T610 SAR. "She came with me to Sydney last week," Brian continues. "And there is plenty of room in the T610." .

The Croner*, a new heavy-medium model introduced in January, is a real UD with their latest GH5E 4-cylinder and GH8E 6-cylinder engines, and available in 10.4, 11, 12, 14, 15, 16 and 17 metric ton GVW ratings. The just-released all-new Condor (a long-time series), arguably more attractive than the Croner with its Quester-like front grille, is a rebadged Isuzu available in 7.5, 8, 11 and 14.5 metric ton GVW ratings. * https://www.udtrucks.com/en-int/trucks/croner/mke https://www.udtrucks.com/en-int/trucks/croner/lke https://www.udtrucks.com/en-int/trucks/croner/pke On another note, it remains a mystery to Mack brand dealers why Volvo doesn't offer the 220 to 330 horsepower Volvo D8 (rebadged UD GH8E) in the Granite MHD so they might attempt to be competitive once more in the municipal segment. Another mystery is why Volvo Group doesn't provide Mack brand dealers with a medium duty range, UD Croner and Condor, Renault D and D Wide, and/or Volvo FL.

UD Trucks Press Release / July 28, 2017 UD Trucks launched the new medium-duty Condor truck that complies with Japan’s 2016 exhaust gas regulations. Ageo, Japan – 28 July, 2017- UD Trucks’ new medium-duty truck “Condor” is a good business partner for customers that allows them to feel a complete sense of security and tackle logistical challenges. The Condor is equipped with fuel efficiency, safety features, and drivability, which are fundamental ingredients for medium-duty trucks. In addition, UD Trucks’ comprehensive support services will realize efficient logistics in an even better way. The new “Condor” offers a greater variety of engine power, cabin types, and drive train systems than existing models. By adopting automated manual transmission as a new option, Condor comes with a wide range of models that meet the business needs of customers. The front grilles employ the hexagon grille, which is UD’s basic motif, displaying that the new Condor belongs to the UD family. Features of the new Condor Fuel efficiency: The lightweight, compact “4HK1” engine realizes high performance and will significantly contribute to a reduction of customers’ transportation costs. The engine delivers environmental performance and further improves loading and fuel efficiency by adopting Eco Stop (idling stop-and-start system), which is effective in reducing wasteful fuel consumption and exhaust gas, the ECONO mode that prevents vehicles from excessively accelerating through automatic control of the engine speed and fuel injection, as well as an advanced turbo system and fuel injection system. All Condor trucks with GVW ranging from 8 to 14.5 tons and the 4X2 axle configuration, equipped with Eco Stop (idling stop-and-start system), achieve +10% over the 2015 fuel economy standards for heavy vehicles in Japan. *Functions installed differ depending on the model Safety performance: The new Condor adopts advanced safety technology, which can firmly support customers’ safe day-to-day running. Condor’s safety performance is strengthened from three viewpoints: proactively detect danger to support drivers, support safe daily running, and minimize damage drivers suffer. Detecting danger is ensured by combining multiple advanced systems such as the pre-crash brake capable of double detection with a millimeter-wave radar and camera, the lane departure warning system, and the millimeter-wave inter-vehicle warning system. Furthermore, Condor’s safety performance helps reduce drivers’ fatigue and contributes to the day-to-day safe operation of vehicles. *Functions installed differ depending on the model Drivability: In addition to the reliable manual transmission, automatic manual transmission (AMT) options, capable of operating the transmission only with a shift lever, without a clutch pedal, are available for all models. The ECONO mode that enables automatic gear shifting provides all drivers with comfortable drivability and fuel efficient driving. Condor’s large cabin’s interior excels in operability and visibility and has plenty of storage space such as a center console box. Drivers will be offered a comfortable and efficient environment not only while driving but also working in the cabin. The new Condor pursues efficient maintenance as well. By providing authentic, fulfilling aftermarket services, UD Trucks ensures that customers’ trucks run and remain in optimum condition, maximizing its uptime. * The Condor is sourced from Isuzu Motors Limited as OEM product. MK and LK specs - https://www.udtrucks.com/en-int/trucks/condor/new-mk-lk PK specs - - https://www.udtrucks.com/en-int/trucks/condor/new-pk .

The R-model based MC was reasonably comfortable. But with MC sales never meeting expectations, we discontinued it to focus on the strong selling vocational MR. But the USPS wanted us to continue bidding a low-cab-forward tractor, so we down-spec'd the MR to create a tractor. With a heavier DM-like deep frame, It had a rougher ride. As I recall, Mack President Henry Nave promoted the idea for the MC/MR, based on his positive impression of Crane Carrier's similar Centurion. The Centurion was launched in 1974, the MC/MR in 1978. And I always believed there was some communication between Nave and Curcio, the latter who briefly left Mack (than heading the Canadian Hayes subsidiary) to work for Crane Carrier from July 1973 to March 1976. And of course Henry Nave had previously been President and Chairman of White where the low-cab-forward "1500 Compact" and "6000 Xpeditor" had been strong products. Though Crane Carrier's Centurion never achieved high volume sales, it was the catalyst for a new generation of purpose-design refuse trucks. Speaking on this subject makes me recall the MB series 6x4 tractors we sold to the U.S. Navy for warehouse to commissary delivery. People tend to forget the MB, but it was an extremely crucial product for Mack Trucks within our line-up during the 1960s and 1970s, and we sold thousands. I never met an Overnite or APA driver who complained, and their accountants loved them. .