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Unstable numbers from Volvo Göteborgs-Posten / April 25, 2017 Economics, it goes awry for AB Volvo. Now the pace is turned up in the factories in Tuve, as well as Vara and Skövde. "Now we can be happy for a few days - then we have to concentrate on getting even better. Competition is tough”, says CEO Martin Lundstedt. AB Volvo reported a pre-tax profit of SEK 6.4 billion for the first quarter of the year. A substantial increase compared to the profit of 5.3 billion kronor in the same period last year. As a result, the truck manufacturer also hit the expectations of the collective analysts - on average, they had a profit of approximately SEK 5 billion, according to Reuters compilation. The stock market was impressed and Volvo's B shares rushed around seven percent on Tuesday morning. "We have had a strong quarter, both in terms of profit and sales. The report shows many good examples of what we want to achieve in the organization - service sales increase, it is stronger for construction machinery and the truck market is also going strong. There is much to be enjoyed, but there is also much more we can do with the organization, "said Martin Lundstedt, President and CEO of Volvo. Five-fold profit for Volvo CE The biggest surprise is Volvo CE. The segment, which manufactures construction machinery, has long been hard pressed, seen as a problem child, and surrounded by stubborn sales sprawling. Sales now increase by 30 percent while it adjusted operating profit almost fivefold - to 1.6 billion from SEK 341 million in the same period last year. "We are in the midst of implementing a major improvement plan for Volvo CE - it brings results now. For example, internal efficiency and service sales have increased. At the same time, the market situation has improved in both Europe and Asia and also Africa and Oceania, "said Martin Lundstedt. Truck sales increased by more modest three percent during the period. The trend is the same as in the last year - sales in Europe are increasing while deliveries in North America are shrinking. Now, however, development can be broken. In the last three months, order intake in North America has increased by 27 percent. Martin Lundstedt, however, is cautiously optimistic. Europe backs "It is important to remember that we are now comparing with previous weak quarters. Even though order intake is increasing and inventory levels appear more normal for both new and used trucks, deliveries in North America decreased by 34 percent during the quarter. But the market has probably bottomed down now, he says. However, in the European market, to which the Tuve factory delivers, orders received decreased by one percent in total. Demand for heavy and medium-heavy trucks continues to be strong, while order bookings for light trucks fall by 37 percent. Volvo explains that many European customers "pre-purchased" light trucks in the first quarter of last year before the EU introduced new, stricter emission regulations. The truck manufacturer, however, retains its previous forecasts for both the European market and North America - while increasing for China. Now it is expected that a total of 765,000 heavy trucks will be sold in China during the year - 110,000 more than Volvo previously believed. The threat - political concern Overall, it is now better for all Volvo's operations. The Group sells both more buses and boat engines while increasing profitability for the four different business areas significantly. The factories are under pressure and production, and the number of employees, has increased in both the Tuve factory and the engine plants in Vara and Skövde. As the GP told us earlier this week, Volvo will also employ 500 new engineers. What threatens the positive trend? Martin Lundstedt points out the increased political unrest in the world, like a worrying cloud. "There is a greater measure of insecurity today, including in the relationship between different continents. We are affected by how the economy is developing globally and of possible threats to, for example, free trade. Therefore, we must maintain flexibility in the organization and ensure that we have country organizations that can handle development, he says.

Volvo Trucks Press Release / April 21, 2017 Arclid Transport believes that the key to a successful business is getting the best out of both its drivers and its trucks. By investing in Volvo Trucks’ lightweight pusher axle, combined with driver training, fleet manager Peter Conway successfully achieved his goal of maximizing payload and increasing productivity. .

First MAN TGX PerformanceLine edition delivered – No 001 for BFS/Stegmaier Group MAN Truck & Bus Press Release / April 24, 2017 Flagship of the MAN TGX series with 640 hp presented for the first time at the IAA | BFS (Business Fleet Services), Stegmaier Group’s hire division, receives No 001 of the special edition | MAN PerformanceLine edition brings together numerous special features in the cab and in the exterior design, creating an exclusive premium vehicle The flagship of the MAN TGX series with 640 hp was presented at the IAA as a special edition limited to 100 vehicles. Heinz-Jürgen Löw, Sales & Marketing Director at MAN Truck & Bus AG, has now personally handed over the key to No 001 of the special edition to BFS (Business Fleet Services), Stegmaier Group’s hire division, at MAN Truck Forum. The MAN PerformanceLine edition brings together numerous special features in the cab and in the exterior design, creating an exclusive premium vehicle. It is exclusively available as part of the MAN TGX series with the Euro 6-compatible high-end motorisation of 640 HP. In terms of the exterior view, the mirror covers and lower radiator grille screen are anthracite-coloured. Features include chrome applications on both horizontal radiator slats, a sun visor and two compressed-air horns. The PerformanceLine lettering on the doors denotes the special model. The interior of the TGX is like a gem. There are blue applications in many places: Blue contrast stitching accentuates the shape of the multifunctional leather steering wheel, the high-comfort seats and the floor covering. The lion motif is embossed on the headrest and is clearly visible as a blue outline on the lower covering of the upper bed. Also coloured blue are the seatbelts and the inward-facing side of the all-around curtains. The dark blue brushed aluminium inlays are always in view on the dashboard. An additional PerformanceLine plaque on the passenger-side dashboard alludes to the special series’ exclusivity. The PerformanceLine lettering also appears on the display when the MAN Media Truck Advanced radio and navigation system is turned on. This stands out thanks to its outstanding sound system and numerous additional functions, such as standard digital radio reception. Exclusivity and comfort are provided by the leather interior trim and seat covers in a mix of Alcantara and leather. BFS received the MAN TGX PerformanceLine edition in the form of a two-axle semitrailer painted in metallic steel blue with a styling package. This consists of highly-polished stainless steel front and side bars with integrated LED accent lighting, as well as a huge light bar with four halogen high-beam headlights. Hermann Stegmaier, Director of the Stegmaier Group, expressed his delight on the occasion of the key handover: “We are pleased to be able to accept the first PerformanceLine edition. Our aspiration is to always have the most powerful vehicles in our rental vehicle fleet and to inspire our customers. This truck, which I also personally like very much, fits this perfectly. It is the 3000th MAN that we have acquired for BFS in our company’s history and at the same time, it’s also our edition for Stegmaier Group’s 90th anniversary.” .

Paccar Achieves Good First Quarter Revenues and Profits DAF Trucks Press Release / April 25, 2017 “PACCAR reported good revenues and net income for the first quarter of 2017,” said Ron Armstrong, chief executive officer. “PACCAR benefited from increasing truck production in North America and Europe, as well as record quarterly PACCAR Parts pretax profits. I am very proud of our 23,000 employees who have delivered industry leading products and services to our customers.” First quarter 2017 net sales and financial services revenues were $4.24 billion compared to $4.30 billion for the first quarter of 2016. PACCAR earned net income of $310.3 million ($.88 per diluted share) in the first quarter of this year compared to a net loss of $594.6 million ($1.69 per diluted share) in the same period last year. PACCAR earned adjusted net income (non-GAAP)1 of $348.0 million ($.99 per diluted share) in the first quarter of 2016, excluding a $942.6 million non-recurring charge for a European Commission (EC) settlement. Ron Armstrong added, “PACCAR’s strong balance sheet and positive operating cash flow, which has averaged $2.3 billion per year in the last five years, have enabled the company to invest $3.1 billion in new facilities, products and services during the same period. New Kenworth, Peterbilt and DAF vehicles, an expanded PACCAR engine range, innovative PACCAR Parts aftermarket programs, advanced driver assistance systems (ADAS), and PACCAR Financial Services mobile applications are contributing to the company’s long-term growth.” Highlights – First Quarter 2017 Highlights of PACCAR’s financial results during the first quarter of 2017 include: Consolidated net sales and revenues of $4.24 billion. Net income of $310.3 million. Truck, Parts and Other gross margin of 14.1%. PACCAR Parts revenues of $786.7 million and record pretax profits of $151.7 million. Cash generated from operations of $610.5 million. Research and development expenses of $61.0 million. Manufacturing cash and marketable securities of $2.89 billion. Stockholders’ equity of $7.08 billion. Global Truck Markets DAF’s above 16-tonne truck orders increased 12 percent in the first quarter of 2017 compared to the same period last year. “Our customers recognize DAF’s excellent product quality, low operating costs and strong resale value,” said Preston Feight, DAF president and PACCAR vice president. “We’ve increased our estimate of 2017 European truck industry registrations in the above 16-tonne truck segment to a range of 270,000-300,000 vehicles.” DAF recently introduced their new 2017 XF and CF trucks at the Commercial Vehicle Show in Birmingham, U.K. These excellent new vehicles incorporate advanced aerodynamics, enhanced powertrain performance and lightweight materials to provide customers with up to seven percent greater fuel efficiency. Sophisticated computational fluid dynamics tools were used to optimize the new trucks’ aerodynamic performance. The PACCAR MX-13 and MX-11 engines have higher efficiency combustion, turbocharging and aftertreatment systems that are electronically integrated with the new automated 12 speed transmission to optimize performance at lower engine speeds. The PACCAR MX-13 engine offers new power ratings that provide up to 530-hp and 1,900 lb-ft of torque. “U.S. and Canada Class 8 truck industry orders were 40 percent higher in the first quarter of 2017 compared to the same period last year,” said Darrin Siver, PACCAR senior vice president. “The truck market reflects the good economy and steady freight demand. Peterbilt and Kenworth achieved 32 percent share of U.S. and Canada Class 8 truck industry orders in the first quarter this year. Class 8 truck industry retail sales for the U.S. and Canada in 2017 are expected to be in a range of 190,000-220,000 vehicles. Peterbilt and Kenworth Launch Updated Vocational Trucks Kenworth and Peterbilt recently introduced set-forward front axle (SFFA) vocational models. The durable and reliable Kenworth T880S and the Peterbilt Model 567 SFFA trucks are designed to optimize weight distribution and maximize payload in construction, concrete mixer and other applications supporting infrastructure investments. The Kenworth T880S and Peterbilt Model 567 are powered by the PACCAR MX-13 engine with up to 510-hp and 1,850 lb-ft of torque, or the PACCAR MX-11 engine providing up to 430-hp and 1,650 lb-ft of torque. “Kenworth and Peterbilt have an excellent history of leading the vocational truck segment. The new Kenworth T880S and Peterbilt Model 567 enhance this legacy and provide customers with a breadth of configurations designed for their specific applications,” said Gary Moore, PACCAR executive vice president. Peterbilt, Kenworth and DAF Dealers Invest in Global Growth Peterbilt, Kenworth and DAF dealers have invested over $1 billion and have added nearly 200 locations during the last five years to enhance customer service in North America and Europe. “PACCAR MX engines have increased the aftermarket business opportunity for PACCAR dealers,” noted Harrie Schippers, PACCAR executive vice president and chief financial officer. “The network expansion delivers industry-leading service, enhanced parts availability and excellent operating efficiency for Peterbilt, Kenworth and DAF customers. These investments support PACCAR’s truck and parts market share growth.” PACCAR Parts Achieves Record Profitability PACCAR Parts’ 17 parts distribution centers support over 2,100 DAF, Kenworth and Peterbilt dealer service locations. PACCAR Parts achieved record quarterly pretax income of $151.7 million in the first quarter of 2017, which was 13 percent higher than the $134.6 million earned in the same period last year. PACCAR Parts generated revenues of $786.7 million in the first quarter of 2017, nine percent higher than the $719.5 million reported in the same period last year. “PACCAR Parts has achieved eight percent average annual sales growth over the last 15 years. This superb performance has been driven by ongoing investments in PACCAR Parts and dealer facilities, expanded PACCAR-branded and TRP product lines, and an increased number of PACCAR trucks and engines in operation,” said David Danforth, PACCAR Parts general manager and PACCAR vice president. Financial Services Companies Achieve Good Results PACCAR Financial Services (PFS) has a portfolio of 178,000 trucks and trailers, with total assets of $12.27 billion. PACCAR Leasing, a major full-service truck leasing company in North America and Europe with a fleet of 37,000 vehicles, is included in this segment. PFS’ first quarter 2017 pretax income was $57.3 million compared to $80.3 million earned in the first quarter of 2016. PFS achieved first quarter 2017 revenues of $302.2 million compared to $289.4 million in 2016. “PFS’ portfolio performed well during the first quarter of 2017.” said Bob Bengston, PACCAR senior vice president. “The industry’s lower used truck values in the U.S. and Canada impacted PFS’ quarterly results. Used truck demand is increasing and prices have stabilized.” PACCAR’s strong balance sheet, complemented by its A+/A1 credit ratings, enables PFS to offer competitive retail financing to Kenworth, Peterbilt and DAF dealers and customers in 24 countries on four continents. PACCAR Financial Corp. (PFC) recently opened a new truck remarketing center in Minooka, Illinois, near Chicago. The new facility complements PFC’s truck remarketing centers in Salt Lake City, Utah and Spartanburg, South Carolina. “Kenworth and Peterbilt pre-owned trucks sell at a premium price compared to similar competitor models,” Todd Hubbard, PFC president, commented. “Our portfolio of Kenworth and Peterbilt trucks reflects the popularity of PFC’s excellent truck leasing and financial products.” Capital Investments and Research and Development PACCAR’s excellent long-term profits, strong balance sheet, and intense focus on quality, technology and productivity have enabled the company to invest $6.2 billion in world-class facilities, innovative products and new technologies during the past decade. “In 2017, capital expenditures of $375-$425 million and research and development expenses of $250-$280 million are targeted for truck and powertrain product development, enhanced manufacturing facilities and aftermarket support programs,” commented George West, PACCAR vice president. Peterbilt Motors recently completed construction of a 102,000 square-foot expansion to its truck manufacturing facility in Denton, Texas. “The new, state-of-the-art test and logistics center will streamline vehicle delivery and enhance manufacturing efficiency and capacity,” said Kyle Quinn, Peterbilt general manager and PACCAR senior vice president. “Peterbilt plans to install additional robotic cab assembly equipment to increase production capacity of its industry-leading Model 579 and Model 567 trucks.” .

The new DAF CF and XF - Pure Excellence DAF Trucks Press Release / April 25, 2017 DAF is introducing the new generation CF and XF trucks, which set a new standard in transport efficiency and driver comfort. Engine innovations, new drivelines and aerodynamic optimizations result in an up to 7% lower fuel consumption. The new DAF Connect fleet management system will drive even larger efficiency gains. The new generation CF and XF also feature lower weight for increased payload and an updated interior and exterior design for the highest driver comfort and greatest appeal. These excellent new trucks provide our customers with the lowest operating cost and the highest uptime. “Building on the excellent reputation for fuel efficiency, reliability and driver comfort the current Euro 6 product range has earned in Europe, DAF has developed a new generation of CF and XF trucks offering the best possible solutions for both the customer and the driver”, shared Preston Feight, DAF Trucks president. “Backed by industry leading services and a highly professional dealer organization, the new CF and XF trucks - entering production in summer 2017- embody an owner’s delight and the driver’s dream.” The new CF and XF: Owner’s delight 7% lower fuel consumption - PACCAR MX-11 and MX-13 engine innovations - New efficient TraXon automated gearbox - New high efficiency rear axles with new faster ratios - Advanced powertrain software features - Aerodynamic optimizations New PACCAR Engine Brake Up to 100 kilogram higher payload - New compact Exhaust After-treatment System Maximum uptime - Service-intervals up to 200,000 km - First class body builder-friendliness DAF Connect fleet management system for the highest transport efficiency Improved fuel efficiency, along with more power and torque at lower revs. Class-leading fuel efficiency is the result of the fully integrated and innovative driveline that achieves optimum interaction between engine, after-treatment system, transmission and rear axles, for lowest total cost of ownership, fully aligned with the DAF Transport Efficiency philosophy. The air management of the PACCAR MX engines has been further improved by applying a new and even more efficient turbocharger, a new EGR system and a new valve actuation design. Thermal efficiency has been enhanced by developing a new combustion system, including new pistons, injectors and injection strategies, while higher compression ratios are employed. New highly efficient variable speed cooling-, steering- and oil pumps are used to achieve the lowest fuel consumption. A key principle when developing the new drivelines was to reduce engine revs for best-in-class fuel efficiency. Maximum torque of the PACCAR MX-11 and MX-13 engines has been increased significantly and is already available from 900 rpm to allow down speeding of the engine. The top-of-the range PACCAR MX-13 engine produces 390 kW/530 hp and 2,600 Nm of torque at 1,000 rpm. Highly-efficient rear axle designs Rear axle designs have been further developed and reductions of down to 2.05:1 can be specified for driving at cruising speeds of 85 km/h at only 1,000 – 1,040 rpm, depending on driveline choice. The new generation of rear axle differentials features a completely new design of crown wheel and pinion, aimed at highest durability and efficiency as well as extremely low noise levels. Application of low viscosity oils, lower oil levels in the rear axles and low friction wheel end bearings also enhance fuel efficiency. Efficient TraXon gearbox as standard The latest generation of TraXon automated gearboxes are standard on the new CF and XF series with the 12 speed being standard and a 16 speed optional. Less friction losses, even faster upshifts and the extended use of EcoRoll contribute to lowest fuel consumption. Driver comfort is enhanced thanks to its quiet and smooth operation and precise clutch control. The increased ratio spread allows excellent maneuverability, even when faster drivelines are applied. Advanced powertrain software features The new CF and XF feature a completely new electric and electronic architecture. It introduces a new vehicle control unit for dedicated driveline integration, featuring enhanced EcoRoll and Cruise Control functionalities, such as Dynamic Cruise. Dynamic Cruise adapts the character of the cruise control to the different driving circumstances. Thanks to a further integration of Predictive Cruise Control (PCC) and EcoRoll, PCC can now activate EcoRoll sooner, when both technologies have calculated that vehicle momentum is sufficient to carry the vehicle in neutral gear over the top of the hill within a set speed bandwidth. Industry-leading PACCAR Engine Brake performance Next to engine performance, the performance of the PACCAR Engine Brake has been enhanced. Maximum braking power of the PACCAR MX-11 engine has grown from 320 to 340 kW. Braking power has increased 20% between 1,000 to 1,500 rpm. Maximum braking power of the MX-13 is no less than 360 kW and in the important 1,200 to 1,500 rpm range, braking power has increased up to 30%. Aerodynamic Optimizations In order to achieve lowest possible fuel consumption, vehicle aerodynamics have been improved thanks to a new sun visor design for the CF and XF. In addition, the new XF features wheel bay extensions and flow guides behind the grille for optimal aerodynamics around the truck and through to the engine bay. New grille closures reduce drag, and new gap closures between the headlight and corner deflector realize the best possible aerodynamics. Up to 100 kilogram higher pay load For the new CF and XF, DAF has developed a completely new and compact Exhaust After-treatment System (EAS), which results in more chassis space for components such as larger fuel tank, compressors, tool boxes or crane legs. An advanced substrate technology allows for a 40% reduction in overall volume in the EAS unit. This is done without compromising backpressure, ash cleaning intervals or DeNOx efficiency. In fact, the compact box heats up faster allowing the engine to operate quicker and even more frequently in its most efficient fuel map. The compactness of the EAS units also means that for special applications, DeNOx catalytic converter and Diesel Particulate Filter don’t need to be split anymore, which contributes to excellent overall efficiency. Another advantage of the new ultra-compact EAS unit is that it is some 50 kilograms lighter. Thanks to additional measures like engine and chassis weight optimisation, the new CF and XF offer 100 kilogram more payload. Maximum uptime Service intervals of the new DAF CF and XF can be extended from 150,000 to 200,000 kilometer. Despite the compact dimensions of the new EAS unit, its capabilities are unmatched, resulting in ash cleaning intervals of up to 500,000 kilometer, which contributes to maximum customer uptime. The enhanced Body Attachment Method supports the shortest configuration time, as the new design at the rear end of the chassis allows easy fitment of, for instance, tail lifts and dedicated prepared installation plates for boxed bodies and cranes. DAF Connect fleet management system DAF Connect is an innovative fleet management system, offering the operator real-time information on the performance of his vehicles and drivers. Information on vehicle location, fuel consumption, mileage, fleet utilization and idle time are clearly presented in an on-line dashboard, which can be tailored to customer requirements. The user-friendly dashboard can be configured to provide comprehensive fuel reports with current and historical data that compares the fleet’s vehicles and drivers. The Live Fleet View feature provides all the information needed about the location of the fleet in order to enable optimal planning including distances, routes and driving time for the vehicle and driver. Operators receive self-defined alerts when deviations occur in areas like speed, route, location and fuel consumption so they can immediately improve fleet performance. DAF Connect optimizes vehicle availability, reduces operational cost and enhances logistical efficiency. DAF Connect also allows the transport operator to effectively plan repair & maintenance and take advantage of tailor-made advice by DAF when using DAF Connect. The new CF and XF: Drivers Dream The new CF and XF remain the industry leader in driver comfort, thanks to their great accessibility, excellent interior space and many innovations that enhance comfort, user-friendliness, attractiveness and safety. New interior trim New Temperature and Climate Control (HVAC) New Exclusive Line Upgraded instrument panel and dashboard lay-out Plug and play driver preference switches From the moment you step inside, the new DAF CF and XF deliver the highest level of quality and driver comfort. New warm and tasteful colors on the dashboard, seats, curtains, mattresses, side and back walls give the interior a beautiful appearance in which every driver can appreciate the luxury and richness. The XF piano black decoration on dashboard and rear wall gives the interior extra appeal. The XF Super Space Cab remains the most spacious cab on the market with a total volume of more than 12.6 m3. New temperature and climate control The new DAF CF and XF feature a completely new automatic HVAC system which is very easy to operate. The system also contributes to the best fuel efficiency as the new smart controlled air-conditioning system consumes less energy by cooling the air down only as much as is needed to reach the desired temperature. Intelligent control of the evaporator is also used to avoid unnecessary air cooling. The new fully automated HVAC system uses residual heat from the engine for heating the cab during shorts breaks, which adds to fuel efficiency. The new temperature and climate control systems can also be operated using the new rear wall panel with temperature display for highest driver comfort. New Exclusive Line The summit of luxury and comfort is the new Exclusive Line, available for both the new CF and XF. The top-of-the range Exclusive Line is distinguished by the cognac colored dashboard, door panels (XF) and leather seats, as well as the stylish bright vents (CF). A leather steering wheel is standard on the luxurious CF and XF versions. Enhanced Driver Information and user-friendliness The instrument panel has been redesigned with new characters for a more modern and attractive appearance and enhanced clarity. The enhanced Driver Information Panel includes a tachograph countdown, displaying remaining driving and resting times. This contributes to enhanced comfort and efficiency, as do the driver configurable switches (MUX), which allow the driver to position dashboard switches according to his/her preference. MUX-switches also allow optimal positioning of controls and switches for the operation of the superstructure or components like aggregates and crane leg supports. Drivers will also benefit from the new interior light switch, positioned in the central part of the dashboard, while DAF’s great sliding table and unmatched storage space remain untouched. The new interior light switch stands out in user-friendliness with possibilities of dimming for ‘night drive’ and ‘relax’ modes. All speed related functions, including cruise control, predictive cruise control and adaptive cruise control are perfectly and logically grouped at the right side of the steering wheel. Great looks DAF has enriched the exterior styling with subtle and stylish elements, like the identity plate in the doorstep which welcomes the driver to the luxurious interior (XF). A new DAF nameplate with a redesigned DAF logo featuring chrome letters symbolize the trucks’ quality. Accents in the bumper and sun visor give the exterior an extra touch of richness, as do the decorative strips in the grille and the new grill mesh for the XF. Start of Production The new CF and XF will enter production in the summer of 2017 in 4x2 tractor (FT) and rigid (FA) configurations, the 6x2 tractor FTG and FTP with pusher axles, and the 6x2 rigid with single mounted trailing axle (FAR). Other excellent versions will follow in autumn. “We have made the best trucks on the market even better”, commented Preston Feight, DAF Trucks president. “The new CF and XF further extend the current trucks excellent reliability, fuel efficiency and driver comfort. As part of our DAF Transport Efficiency philosophy we have again made major steps to further enhance vehicle efficiency by providing the lowest operating cost and the higher uptime for our customers. The new CF and XF represent Pure Excellence.” . .

Paccar Revenue Dips in 1Q but Profits Return Transport Topics / April 25, 2017 First-quarter sales for Paccar Inc. dipped 1.9%, year-over-year, but the company returned to profitability as it did not have a large, one-time charge as it did in early 2016. The Bellevue, Wash.-based parent of Kenworth Trucks and Peterbilt Motors earned $310.3 million, or 88 cents a share, on revenue of $3.94 billion during the quarter just ended. A year earlier the company lost $594.6 million, or $1.69, on sales of $4.01 billion. The company’s three major segments — new trucks, part sales and financial services — all remained profitable. New truck deliveries dropped in the United States and Canada, and for the company as a whole, although they gained in Europe and the rest of the world. The year-ago charge for $942.6 million was a settlement paid to the European Commission regarding Paccar’s DAF Trucks unit based in the Netherlands. The charge reduced net income by $2.68 a share, the company said in its April 25 earnings report. “Paccar benefited from increasing truck production in North America and Europe, as well as record quarterly Paccar Parts pretax profits,” said CEO Ron Armstrong. The company maintained its January estimate for U.S. and Canadian Class 8 retail truck sales at 190,000 to 220,000 units, about the same as 216,000 vehicles in 2016. Among Paccar’s divisions, quarterly new truck sales dipped to $3.13 billion from $3.27 billion, while global operating profit for the division declined to $241.7 million from $304.1 million. If businesses weren’t buying as many trucks, they were at least buying parts for the equipment they kept. Sales rose to $786.7 million from $719.5 million, and profits to $151.7 million from $134.6 million. The company also has a financial services unit where revenue increased but profitability declined. By geography, quarterly truck deliveries outside the U.S. and Canada — mainly Europe — were 18,000 units, up from 16,800 in the 2016 period. For the U.S. and Canada, deliveries declined to 17,000 vehicles from 18,500. Despite the volume decline, the U.S. and Canada still produce a majority of quarterly sales, $2.52 billion, versus $1.72 billion from the rest of the world.

Jason Cannon, Commercial Carrier Journal (CCJ) / April 25. 2017 Paccar posted first quarter 2017 net sales and financial services revenues of $4.24 billion Tuesday morning, down slightly from the $4.3 billion during the first quarter of 2016. Net income jumped from a loss of $594.6 million last year to a surplus of $310.3 million in the quarter. “Paccar benefited from increasing truck production in North America and Europe, as well as record quarterly Paccar Parts pretax profits,” says Ron Armstrong, the company’s chief executive. U.S. and Canada Class 8 truck orders rose 40 percent in the first quarter of 2017 compared to the same period last year. “The truck market reflects the good economy and steady freight demand,” says Darrin Siver, Paccar senior vice president. “Peterbilt and Kenworth achieved 32 percent share of U.S. and Canada Class 8 truck industry orders in the first quarter this year.” Siver adds he expects Class 8 truck industry retail sales for the U.S. and Canada in 2017 in a range of 190,000-220,000 vehicles.

Volvo posts improved sales, Volvo & Mack gain marketshare Jason Cannon, Commercial Carrier Journal (CCJ) / April 25. 2017 Volvo Group posted improved sales and profitability for the first quarter Tuesday. Global volumes of heavy-duty and medium-duty trucks fell 4 percent, led by a North American market that Volvo Group President and CEO Martin Lundstedt says “seems to be bottoming out.” “We see positive signs of increased order activity,” he adds. Volvo Group’s net sales increased by 8 percent to $8.7 billion in the first quarter. Vehicle sales increased by 3 percent, primarily on good demand for products in Europe and Asia. North American heavy-duty truck industry orders increased during the quarter (from 8,892 to 11,334), and “dealer inventories of new trucks are at healthy levels,” Volvo said through its earnings release. “However, inventories for used long- haulage trucks remain elevated. This continues to dampen demand for new trucks in this segment despite indications of an improving freight environment. Demand in the refuse and construction segments remains good. Retail sales for the industry are forecasted to be lower 2017 compared to 2016.” In North America, deliveries were down 34 percent compared to the same quarter last year. Both Volvo Trucks and Mack gained market shares, with Volvo Trucks reaching 9.4 percent and Mack reaching 8.9 percent. “An order intake increase of 27 percent was driven by both Volvo Trucks and Mack activity within the construction segment and a somewhat improved freight environment combined with low dealer inventories,” the company says. Earlier this month, Volvo launched its new Volvo VNR regional haul tractor – the company’s first step in the renewal of the Volvo lineup in North America. “With its modern, ergonomic and more aerodynamic cab, the new vehicle will significantly improve Volvo’s position in the regional haul market,” Lundstedt says. “Product features are focused on delivering the maneuverability, productivity and safety that are so important to customers in this segment.”

Transport Topics / April 25, 2017 Volvo AB posted first-quarter gains in earnings and profitability, most of which was generated by its construction equipment division, as the larger truck division was fairly static compared with the same time in 2016. While construction equipment profits surged 374%, in part due to a stronger global mining industry, the truck unit encountered a varied market. The Gothenburg, Sweden-based corporation said Asia is expanding in terms of truck sales, Europe is stable and North America still falling, although net orders for new North American trucks are rising. Corporate-wide, Volvo earned the equivalent of $539.9 million, or 26.1 cents a share, on global revenue of $8.67 billion. In the 2016 first quarter, the company had net income of $447.9 million, or 21.9 cents, on sales of $8.48 billion. At the global truck division, including North American brands Volvo and Mack, operating profit rose 31%, as measured in Swedish kronor, to the equivalent of $550.4 million from $442.2 million during the first three months of last year. Quarterly sales moved to $5.55 billion from $5.68 billion. The strengthening U.S. dollar turned the krona-denominated increase into a dollar decrease. Worldwide deliveries of new Volvo Group trucks dipped 5% for the quarter to 43,927 vehicles. Pricing improved, though, and the smaller number of vehicles sold turned into a revenue increase of 0.15%, year-over-year. The big source of quarterly improvement at the truck division came from maintenance, technology and other services, which rose by 11%. “After the downward correction in the long-haulage segment in 2016, the North American market seems to be bottoming out. We see positive signs of increased order activity,” Volvo CEO Martin Lundstedt said in the company’s April 25 report. He also mentioned the introduction of the company’s new North American regional-haul tractor. Quarterly deliveries fell most severely in North America, by 34%, to 7,065 from 10,740. The best geographies for the group’s truck deliveries were Asia, up 8% and Africa/Oceania, up 7%. Among net new-truck orders, four areas had year-over-year growth of 20% or more: Asia, up 31%; South America, up 29%; and Africa/Oceania, up 21%. North American growth was 27%, to 11,334 from 8,982 in the 2016 quarter. Bloomberg News reported that Volvo has canceled planned North American stop days, which will operate without the planned changes during the second quarter because of the stronger demand. The wire service said Lundstedt told this to stock analysts. Volvo Trucks North America spokesman Brandon Borgna offered confirmation. “We had originally planned to take some downtime at our New River Valley [Va.] assembly plant but have canceled those plans as a result of strengthened order support,” he said. A Mack spokesman was not immediately available for comment.

The Morning Call / April 25, 2017 Mack Trucks delivered a mixed load of numbers in its first quarter, dragged down by lower output totals but propelled forward by a surge in orders logged during the first three months of 2017. First, the bad: Mack delivered 3,925 trucks worldwide during the first quarter, a 24 percent decrease from 5,176 in the year-earlier period, according to a report released Tuesday by Mack's parent company, Sweden's Volvo Group. While deliveries declined as expected, both the Mack and Volvo truck brands experienced a sizable increase in net order intake in North America, driven by "higher activity within the construction segment and a somewhat improved freight environment combined with low dealer inventories," Volvo wrote in the report. Mack received 5,703 orders in North America during the first quarter, up 39 percent from 4,117 a year earlier. Meanwhile, Volvo received 5,596 orders in the quarter, up 19 percent from 4,687 in the year-earlier period. In addition, Volvo wrote in the report, Mack and Volvo both gained market share in North America during the quarter. The Volvo Trucks brand now has 9.4 percent of the North American market, while Mack reached 8.9 percent. Mack employs about 1,480 people at its Lehigh Valley Operations, which includes its 1-million-square-foot Lower Macungie Township facility, where all Mack trucks built for the North American market and export are assembled. While heavy-duty truck orders ticked up in North America, Volvo noted that dealer inventories for used long-haulage trucks remain elevated, which "continues to dampen demand for new trucks in this segment despite indications of an improving freight environment." Improving freight fundamentals and continued strength in orders were two factors analysts from Stifel considered when they, in March, increased the firm's heavy-duty truck production outlook for 2017 and 2018. Stifel now expects North American heavy-duty truck production to total 215,000 units in 2017, up from its previous estimate of 200,000. Similarly, Stifel also boosted its 2018 outlook by 15,000 to 245,000 units. But despite the better-than-expected order data, Stifel in a March 22 note said a "certain amount of caution is warranted as retail sales, freight rates, and truckers' profitability levels point to a scenario where orders slow during the coming months." Stifel cited data from Americas Commercial Transportation Research that showed the industry is still oversupplied and has 6 to 7 percent too many trucks, primarily because of the strong production volumes seen in 2014 and 2015. In addition, Stifel wrote, freight rates have remained "flattish" and spot rates, or what shippers pay for individually booked freight loads rather than those under a long-term contract, are still below contract rates. "Therefore," the analysts wrote, "the recent uptick in orders have come more in anticipation of a recovery in the freight markets rather than reacting to an improvement in the freight markets. "That gives us concern regarding whether the recent order pattern is sustainable."

BC, the C-130 Hercules always got all the press. Few remember the Fairchild C119 "Flying Boxcar" and the C130-like Fairchild C123 "Provider". Paul, the F8 was a real "hot rod", alike the Hawker "Sea Fury". . .

C'mon friend, doesn't everyone have a right to their opinion? You don't have to agree with it but should respect it. You're welcome to think they're completely wrong. And of course you can/should share your own opinion. Step out of the box for a moment, relax and take a deep breath, and think about it. Your one life is far too short to get high blood pressure and a heart attack over this matter.

Geez-a-wizz everyone, how this dynamic discussion was born from a news post about GM and Venezuela is beyond me. Truth be told, everyone has put forth valid points.

Car & Driver / April 2017 Like a black-and-white cookie, the full-size van market is clearly divided. On one side sits a trio of old-school body-on-frame vans from Chevrolet, GMC, and Nissan; on the other rests a triad of modern unibody haulers. Leading this progressive pack is the 2017 Ford Transit, a model that beat out its two compatriots, the Mercedes-Benz Sprinter and the Ram ProMaster, in our most recent comparison test of big vans. Despite more than half a century of sales in Europe, the full-size Transit remains a relative newcomer to the U.S. market, having been formally introduced for the 2015 model year as a replacement for the long-in-the-tooth, body-on-frame Ford E-series (née Econoline). Compared to its ill-handling predecessor, the surprisingly docile Transit is a revelation. Its massive windshield, strut-type front suspension, and well-tuned rack-and-pinion steering provide the big van with a wave of civility no E-series could claim. Turn-in is sharp, the chassis is composed, and an expansive forward view makes it remarkably easy to pilot the big beast through city traffic. Van Enough to Be Your Van Don’t think for one second that Ford has wussified the full-size van—our Transit 350 test vehicle’s claimed 4230-pound payload is greater than the Ford F-250 Super Duty pickup truck’s. No doubt, the Transit 350 is designed primarily for hauling heavy loads. And Ford offers innumerable ways to do just that, as the model is available with two distinct wheelbases, three body lengths, three roof heights, and as either a “Passenger Wagon” or a cargo “Van.” Also, the Transit offers a choice among three engines. Our Transit 350 cargo van came to us wearing a coat of $150 Caribou brown paint and sitting on the longer, 147.6-inch wheelbase. With the ’tweener body length and topped off with the medium-height roof, the Transit 350 cast a shadow some 19.6 feet long while standing 8.4 feet tall. Opening the split tailgate reveals 357 cubic feet of cargo space, with enough room available for a six-footer to stand upright. There are studio apartments in New York City with fewer square feet of floor area. A passenger-side sliding door provided easy access into the two-seat Transit 350’s cargo space. While buyers can opt out of windows aft of the B-pillars, our test van came equipped with a piece of privacy glass for the sliding door and the rear doors, as well as rear window defoggers, for a total of $650. A $940 power running board that exposed itself upon opening the sliding passenger-side door, and tucked itself away upon closing the door, was a feature that seemed superfluous given the Transit 350’s low step-in height. A fixed running board is available for $160. Van, That’s Quick If money is to be spent augmenting the Transit 350, we’d recommend dropping the $1865 needed to replace the Transit 350’s standard 275-hp 3.7-liter V-6 with the 310-hp twin-turbocharged 3.5-liter V-6 fitted to our test vehicle. Dubbed EcoBoost in Ford parlance, the forced-induction engine pulled the 5423-pound cargo van to 60 mph in just 6.8 seconds, and the big brown box jumped past the quarter-mile pole after 15.3 seconds at 90 mph. Of more importance to cargo-van consumers, though, is the engine’s 400 lb-ft of torque that comes on at 2500 rpm and works with the standard six-speed automatic transmission to blast the Transit 350 from 30 to 50 mph and from 50 to 70 mph in just 3.8 and 4.8 seconds. Coming to a halt from 70 mph took only 171 feet. Impressively, the Transit 350’s acceleration and braking figures compare favorably with those of the last Kia Optima SX 2.0T we tested. Mind you, we tested this Transit 350 cargo van completely unloaded. Throw a few hundred (or thousand) pounds of junk in this box, and expect the Transit’s acceleration and braking figures to take a hit. Still, with so much torque on tap, we can’t imagine the Transit 350 EcoBoost ever feeling completely overwhelmed. With or without a payload, though, don’t expect much of the cargo van’s ability to tackle turns. Around our 300-foot skidpad, the empty van’s Hankook Dynapro HT LT tires pulled just 0.60 g before the stability-control system declared enough fun had been had. Fuel economy was similarly unimpressive; we averaged 14 mpg during the Transit 350’s stay with us. Although the EPA does not rate the Transit 350’s fuel economy, a 1028-pound-heavier Transit 150 passenger van fitted with the same EcoBoost engine managed a more satisfying 22 mpg when we tested it roughly two years ago. That people-hauling van sported a taller 3.31:1 rear axle ratio, though, while our cargo van came equipped with a shorter 3.73:1 rear end, a $325 option that also includes a limited-slip differential. Coupled with the $485 Heavy-Duty Trailer Tow package, our test van was rated to tow as much as 6800 pounds, which is 1400 more than a Transit 350 EcoBoost cargo van equipped with the standard 3.31:1 rear gear. Vantastic Voyage Without any cargo onboard, the Transit 350 cargo van’s rear end bounced around on the less-than-ideal roads near C/D headquarters like a basketball being dribbled by a Harlem Globetrotter. On at least two occasions, our morning coffee leaped out of its cup as we drove to work. Nevertheless, those who commute on smoother byways are bound to appreciate that there are five cupholders carved into the Transit 350’s hard-plastic dashboard—plus one in each front door pocket—even though there are only two seats. Although the Transit 350 cargo van is far from luxurious, the full-size van can still be equipped with its share of frills. Our test van’s $1495 Interior Upgrade package added items such as a 4.0-inch color display screen in the gauge cluster, a leather-wrapped steering wheel with audio controls, cruise control, Bluetooth phone connectivity, and vinyl flooring front and rear. An additional $1270 brought lane-departure warning and a 6.5-inch touchscreen multimedia system with navigation running Ford’s latest Sync 3 software. Although menu structures were logical and the system quick to respond to inputs, the screen’s faraway location at the top of the dashboard made it necessary to stretch to physically enter commands. Fortunately, available voice commands helped to mitigate that flaw somewhat. Other items tacked on to our Transit 350 included a set of front wheel-well liners for $295, a trailer-brake controller for $230, a pair of massive heated side mirrors for $220, automatic headlamps and rain-sensing windshield wipers for $195, an entry keypad for $95, backup sensors for $295, and an annoyingly loud backup alarm for $125. Unless you enjoy angering your neighbors or have a circular driveway at your home, the backup alarm is an option best left unchecked. All told, our wannabe UPS truck wore a price tag of $45,670—pricey, but not far off the fare charged to get into a Mercedes-Benz Sprinter with similar equipment. Compared with similarly spec’d body-on-frame alternatives such as the Chevrolet Express 3500 and Nissan NV3500 cargo vans, though, the Ford costs at least $5000 more. Still, we’d argue that the Transit 350’s mature on-road manners, low load height, and torque-rich twin-turbo V-6 justify the higher cost of entry over its less advanced peers. Progress, much like a good black-and-white cookie, is worth paying a bit extra for. Photo gallery - http://www.caranddriver.com/photo-gallery/2017-ford-transit-350-cargo-van-ecoboost-v-6-instrumented-test-gallery

I was mistaken to not mention two important twin-engined bombers manufactured by the once famous Glenn L. Martin Company. He was one of the pioneers of American aviation. The two aircraft being the A22 Maryland and A23 Baltimore. Though initially targeted at the U.S. Army Air Corps, they were generally flown by British and Free French forces. They had the "A" designation (Attack) as they were expected, like the later Douglas A26 Invader, to drop their bombs at low altitudes. Though the B-25G and B-25H were specifically designed for low level attacks, they still carried the high altitude "B" (bomber) designation. https://en.wikipedia.org/wiki/Martin_Maryland https://en.wikipedia.org/wiki/Martin_Baltimore https://en.wikipedia.org/wiki/North_American_B-25_Mitchell#Use_as_a_gunship From 1929, Martin produced aircraft at a massive Middle River, Maryland facility. Another worthy mention is the Douglas DC-2 based B18, which was an absolutely horrible replacement for the Martin B-10 bomber (Martin was really a big name in Air Corps aviation). The B-10 was the Army's first all-metal monoplane bomber......which was a big deal at the time. https://en.wikipedia.org/wiki/Douglas_B-18_Bolo https://en.wikipedia.org/wiki/Martin_B-10 . . . .

In a perfect world, you're 100 percent right. But ours is not a perfect world. In some countries, it is the cars and trucks on the toll roads that bear the full burden of the road's construction and maintenance costs. But, Americans wouldn't accept $20-$30 tolls in place of the current $1-$5.

Do you believe it? The Obama Administration agreed to take thousands of illegal immigrants from Australia. Why? I will study this dumb deal! — Donald J. Trump (@realDonaldTrump) February 2, 2017 It is a dumb "deal". Why is Trump flip-flopping and now allowing these "illegal immigrants" to bypass our immigration process and enter the US??? In February, Trump accused Australia of seeking to export the “next Boston bombers.” “I don’t want these people,” Trump told Turnbull on the phone. Now two months later, Trump suddenly decides these same illegal immigrants [to Australia] will make acceptable US residents. They elected to attempt to illegally immigrate into Australia. Oz doesn't want criminals.........do we? If Australia doesn't want them, for known reasons, why do we? Send them back to Iran, Syria, Sri Lanka, Sudan, Somalia, Pakistan, Bangladesh and Iraq. As Jeff Sessions said last week: " Come lawfully. Wait your turn, make your application and it will be evaluated. And if you're accepted, come. But don't come illegally." ------------------------------------------------------------------------------------------------------------------------------------------------ US to honor 'dumb' Australia migrant deal BBC / April 22, 2017 US President Donald Trump once called the deal, which was agreed under his predecessor, "dumb". The agreement allows for 1,250 asylum seekers to Australia to resettle in the US. In return, Mr Turnbull's administration has agreed to resettle people from Guatemala, Honduras and El Salvador who have sought asylum in the US. The deal would be honored, visiting Vice-President Mike Pence said after talks with Australian PM Malcolm Turnbull. Australia has refused to accept the asylum seekers, most of whom are men from Iran, Afghanistan and Iraq, and instead holds them in offshore detention centres on the Pacific nations of Nauru and Papua New Guinea.

VW diesel whistleblower identified in book Automotive News / April 21, 2017 As Volkswagen’s criminal case closed on Friday, a nagging question persists: Who blew the whistle and first admitted to regulators that VW was lying about its dirty diesels? Volkswagen AG was sentenced in a Detroit courtroom after pleading guilty last month to three federal felonies for diesel emissions violations, which were brought to light based on information given to federal law enforcement from an internal whistleblower. A new book on the VW diesel emissions scandal by a New York Times reporter asserts that it was an American VW executive who first disclosed VW’s criminal acts to regulators. The whistleblower named in the book: Stuart Johnson, head of VW’s Engineering and Environmental Office in the Detroit suburb of Auburn Hills, which has responsibility for VW’s interaction with U.S. regulators. The book, due out in May, is Faster, Higher, Farther: The Volkswagen Scandal by Jack Ewing. Automotive News received a review copy of the book from its publisher, W. W. Norton & Co. “You get the feeling from reading the documents that Johnson always felt queasy about the whole situation,” Ewing told Automotive News. A spokeswoman for VW Group of America said the automaker declined to comment. The cost of Volkswagen’s diesel emissions scandal, which involves about 11 million vehicles worldwide, is now about $25 billion and continues to grow. The scandal, which became public in September 2015, led to the automaker buying back a half million cars in the U.S. and settling a lawsuit with the government for $14.7 billion. It is also responsible for the automaker admitting its guilt to three felonies under U.S. law -- a distinction that sets its actions apart from previous industry scandals. In the book, Ewing quotes an interview with Alberto Ayala, the deputy executive director of the California Air Resources Board, naming Johnson as the first person to reveal to CARB the existence of VW’s “defeat device” software. Key meeting The book quotes Ayala as saying the revelation happened just prior to a key meeting between CARB and VW on Aug. 19, 2015, in El Monte, Calif., and that Johnson in making the disclosure was violating orders he had been given by his superiors. That same meeting is spelled out in the federal indictment of Oliver Schmidt, a former U.S.-based VW executive facing 11 felony charges related to the diesel scandal. That meeting came after weeks of executive discussions concerning how to keep regulators from discovering that VW had installed a device that would make its diesels meet federal regulations only while running on the dynamometer test. The scandal became public Sept. 18, 2015, a month after Johnson met with Ayala, when the EPA announced that VW had violated portions of the Clean Air Act. In the January indictments of six German VW executives -- including that of Schmidt, Johnson’s immediate predecessor in his current job -- the government’s main whistleblower is identified only as “Cooperating Witness 1.” Witness cooperation The indictments say that CW1 “is a VW employee who works in VW’s engine development department.” It’s unclear whether that characterization of CW1’s job was deliberately vague to hide the witness’s identity. The indictment says the witness “has agreed to cooperate with the government’s investigation in exchange for an agreement that the government will not prosecute CW1 in the United States.” A second cooperating witness, CW2, whose identity remains unknown, also agreed to cooperate in exchange for an agreement not to be prosecuted, the indictments say. Johnson was deeply involved in attempting to certify the diesel vehicles equipped with illegal defeat devices. Yet he has not been charged, unlike six German executives also involved in that attempt to certify the diesel engines. FOIA request Automotive News submitted a public records request to CARB on Jan. 19 seeking records from the Aug. 19 meeting. The agency’s response, issued Feb. 24, was largely redacted “as part of an investigation or settlement discussions.” However, among the unredacted portions is an internal email among CARB employees from prior to the Aug. 19 meeting. It reads, in part: “VW has requested a meeting on the diesel issue. Stuart Johnson plans to be in El Monte with 4 staff from Germany.” It also says: “Hopefully, VW will provide the full details on how the controls really work on the in use vehicles and the 2016 vehicles that have cert(ification) pending.” Ewing verified to Automotive News his conversation with Ayala. A spokeswoman for former U.S. Attorney Barbara McQuade, whose office prosecuted the VW scandal and continues to pursue VW executives, declined to comment, citing the ongoing investigation. .

Yet another black eye for the TSA --------------------------------------------------------------------- CNN / April 21, 2017 A federal air marshal on a transatlantic flight left her loaded service weapon in the airplane's bathroom, where it was discovered by a passenger who gave it to a crew member before it was returned to the federal agent. The incident happened aboard Delta flight 221, which was traveling from Manchester, United Kingdom, to New York's JohnF.KennedyInternationalAirport on April 6, and was reported to the air marshal's management days later. The Federal Air Marshal Service said the agent in question is a relatively new hire who should have been placed on leave for leaving her gun. Instead, the agent remains on active flight duty. A former federal air marshal said newly hired air marshals do not currently receive on-the-job training. "Air marshals work in punishing conditions, labor under poor leadership and have seen their law enforcement functions curtailed by an administration that lacks vision. The problem is not the air marshals, it's the TSA," said John Casaretti, president of the Air Marshal Association and a former air marshal. CNN has been unable to find a single incident in which a federal air marshal deterred or intervened in a terrorist plot since the organization was ramped up after the September 11, 2001, attacks. Although it has an $835 million budget, agents cover less than 1% of US domestic and international flights. A CNN report in 2015 exposed the long hours, chaotic schedules and use of drugs and alcohol among federal air marshals, which has led to suicides and suicide attempts by the agents. In that report, CNN obtained a now-classified study commissioned by the TSA that revealed 75% of air marshals flying domestic missions were sleep-deficient. The percentage was even higher on air marshals assigned to international assignments, where 84% of agents were identified as sleep-deficient. According to the 2012 study conducted by HarvardMedicalSchool's division of sleep medicine, "the acute and chronic lack of sleep substantially degrades a federal air marshal's ability to react and think quickly." TSA officials insisted at the time that air marshals' schedules ensure appropriate rest periods and that agents have access to a "robust health, fitness and wellness program."

FYI - Roy Horton was a marketing (advertising) manager at Volvo 3P* for alternative fuel and driveline marketing from 2010. In 2014, he was reassigned to the Mack brand as powertrain product marketing manager. In 2016, he became the Mack brand director of product strategy. * Volvo 3P was a business unit formed by ousted Volvo CEO Olof Persson to manage the centralized product development for the truckmaker’s four truck brands (Volvo Trucks , Renault Trucks , UD Trucks and Mack Trucks). 3P stand for Product planning, Product development and Purchasing. Under current ex-Scania CEO Martin Lundstedt, the 3P structure was terminated and the brands once more separated.

Natural Gas Truck Sales Strong, but Market Stagnates Overall Heavy Duty Trucking / April 21, 2017 North American natural gas heavy duty retail sales were strong to start 2017, bolstered by refuse fleets, transit, and school bus operators. Most of the activity seems to be coming from fleets replacing older vehicles or adding more vehicles, helping the natural gas truck industry to record its best January in three years and a positive year-to-date total through February. Compared to the entire market, however, natural gas truck sales have stalled somewhat, caused by low diesel prices and increased competition from electric and hybrid-electric vehicle options. It’s estimated that natural gas vehicles made up only 3% of the market in 2016. “Given relatively low diesel fuel prices and the subsequent price narrower spread between CNG and diesel, payback times remain longer than most truckers’ trade cycles,” said one market analyst. “With the recent news coverage of Nikola Motor Company, Tesla, Toyota, and others, it is important to keep a finger on the pulse of the entire alternative fuels market," he continued. "Whether it is natural gas or hybrid electric, companies need to be well informed of the market options when considering alternatives for their current vehicles.”

Transport Topics / April 21, 2017 While sales of Class 8 trucks powered by natural gas remain low, U.S. and Canadian natural gas heavy-duty retail sales overall had a healthy start to 2017, boosted mostly from refuse fleets, transit and school bus operators. For 2016, the natural gas share of the Class 8 truck market was estimated at 3% due to higher new-truck sales and lower natural gas penetration. “Given relatively low diesel fuel prices and the subsequent price narrower spread between CNG and diesel, payback times remain longer than most truckers’ trade cycles,” said one market analyst. Nonetheless, “The best January in the past three years set up the positive year-to-date February performance. Among truckers, it appears as though the majority of incremental volume came from those who currently have natural gas vehicles and are replacing units or increasing their number."