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Cummins, Eaton form AMT joint venture Sean Kilcarr, Fleet Owner / April 10, 2017 The 50/50 partnership to build automated mechanical transmissions for heavy- and medium-duty commercial vehicles should be finalized by the third quarter of 2017. Eaton Corp. and truck engine partner Cummins Inc. are now forming a new 50/50 joint venture to build automated mechanical transmissions (AMTs) for heavy- and medium-duty commercial vehicles to be called Eaton Cummins Automated Transmission Technologies. The two companies said in a statement the new joint venture should be finalized by the third quarter of this year, with Cummins consolidating joint venture results as part of its components business segment going forward. Meanwhile, Eaton gets $600 million in cash from Cummins for its 50% interest in the joint venture and will report its earnings from the venture though it vehicle group. Craig Arnold, Eaton’s chairman and CEO, noted in a conference call with analysts that the fiscal impact on Eaton’s revenue in 2017 and 2018 will be “notably muted,” with expectations for $25 million in 2017 and $200 million in 2018 as the joint venture is in “startup mode.” Going forward, however, he thinks this particular joint venture will deliver “even more attractive returns” while providing added and needed scale to Eaton’s global vehicle business. “We think that business is well positioned for growth in and around changes in a regulatory environment based fuel economy and [exhaust] emissions control,” he added. “We think it strengthens us to best address future demands for drivetrain performance. Once established, Arnold said the joint venture will design, assemble, sell and support all future medium- and heavy-duty automated transmissions for the commercial vehicle market – which includes Eaton’s current medium-duty AMT, the Procision, as well as a next generation heavy-duty AMT currently under development. The joint venture will also be tasked with marketing, selling, and supporting Eaton’s current generation of automated heavy-duty transmissions to OEM customers in North America, Arnold noted. “We’re going to continue manufacturing those heavy-duty automated transmissions but sell them through the joint venture,” he stressed. Arnolds stressed, however, that Eaton’s Vehicle Group will retain its global manual transmission, global clutch, current generation medium- and heavy-duty automated transmission business outside of North America, as well as control of its global aftermarket, light-duty transmission, agricultural transmission, and global automotive business and associated product lines. “Customers are focused on powertrain solutions that provide the best combination of technology, performance and quality,” he emphasized. “This combination puts together two of the world’s leading powertrain suppliers to position our respective businesses to develop solutions for emissions, fuel economy and ultimately performance as well.” Arnold added that Eaton has worked with Cummins for many years, which is why it’s put automated transmissions into this joint venture. “Like the Smart Advantage technology we developed years ago, this is an opportunity to build on our history and do better job of deeper integration,” he said. The joint venture will also increase Eaton’s access to global markets, allowing it to benefit from Cummins’ scale around the world. “We’re equally excited for the synergies that come with working more closely together, such as in purchasing, than we can do as independent companies.” “Our growth strategy includes expanding our product offerings and extending our global footprint by becoming the world’s leading powertrain supplier,” added Tom Linebarger, chairman and CEO of Cummins. “Our joint ventured with Eaton will deliver the most advanced automated transmissions and develop an integrated powertrain and service network that supports our customers like never before.”

Eaton, Cummins Announce Global Automated Manual Transmission Partnership Heavy Duty Trucking / April 10, 2017 A new joint venture, Eaton-Cummins Automated Manual Transmission Technologies, includes current Eaton AMTs as well as a new, heavy-duty AMT slated for introduction later this year, plus future AMT products designed for commercial vehicle markets worldwide. Building on a well-established commercial vehicle powertrain partnership, Eaton and Cummins announced the new venture April 10. The two companies will jointly design, develop, manufacture and service a global portfolio of automated manual transmissions for medium- and heavy-duty commercial vehicles. Cummins and Eaton will each own 50% of the new joint venture, and Eaton will receive $600 million in cash from Cummins for its interest. The new joint venture includes both current Eaton AMTs as well as a new, heavy-duty AMT slated for introduction later this year, plus future AMT products designed for commercial vehicle markets worldwide. Both Cummins and Eaton dealers worldwide will support the new company’s AMT products. Ken Davis, president of Eaton’s Vehicle Group, said in a conference call that the new joint venture company will develop both proprietary AMTs that are vertically integrated with Cummins diesel engines, as well as stand-alone AMTs for OEMs and for customers spec’ing non-Cummins engine solutions. Assuming the required regulatory approvals and customary closing conditions are met, the companies expect the transaction to close in the third quarter. Cummins will consolidate joint venture results as part of its Components business segment. Eaton’s Vehicle Group will retain its global manual transmission business, global clutch business, current generation medium-duty and heavy-duty automated transmission business outside of North America, global aftermarket business, light-duty transmission business, agricultural transmission business, and global automotive business and associated product lines. “Eaton-Cummins Automated Transmission Technologies brings together two strong companies that have worked together for decades, have similar values and have a shared commitment to their customer’s success," said Ed Pence, vice president and general manager of Cummins High Horsepower Engine Group. "This announcement today is a historic milestone in Cummins’ efforts to become a global powertrain solutions provider by supplying our customers the best-performing commercial vehicles possible – with that is with our own engines, or supporting proprietary OEM diesel engines.” Pence added that the new joint venture is wholly in keeping with Cummins’ historical product offerings, and will complement those existing product lines as well. “We you look at our history at Cummins and the engines, turbochargers, emissions and air-handling solutions as well as our filtration and fuel systems, we believe this new joint venture fits very well into that existing product portfolio and will give our global OEM partners even more choices to help them develop the best performing commercial vehicles they can using the specifications of their choosing.” Cummins Chairmand and CEO Tom Linebarger added, "Our growth strategy includes expanding our product offerings and extending our global footprint by becoming the world’s leading powertrain supplier. Our JV with Eaton will deliver the most advanced automated transmissions and develop an integrated powertrain and service network that supports our customers like never before.”

Transport Topics / April 10, 2017 Eaton Corp. and Cummins Inc. have agreed to form a joint venture to produce automated transmissions for medium- and heavy-duty trucks, a move that would deepen the suppliers’ longstanding powertrain alliance. Cummins and Eaton each would own 50% of the venture, to be named Eaton Cummins Automated Transmission Technologies. Cummins will pay Eaton $600 million for its stake, while Eaton will contribute the designs for its next-generation automated heavy-duty transmission, as well as its current Procision medium-duty transmission and certain assembly assets. The transaction is expected to close in the third quarter, pending regulatory approval. Craig Arnold, Eaton’s chairman and CEO, said the joint venture will better position the company’s transmission business to meet the industry’s demand for reduced emissions and greater fuel economy — largely driven by regulation — as well as improved drivetrain performance. “Our joint venture with Cummins will leverage the technical strengths and experience of two industry leaders with long histories and deep industry expertise to provide superior automated transmission technology for our global customers,” Arnold said. The combination also will expand Eaton’s access to global markets for automated transmissions, he said, adding that the joint venture will use the proceeds of the transaction to target growth opportunities. Cummins Chairman and CEO Tom Linebarger said his company’s joint venture with Eaton “will deliver the most advanced automated transmissions and develop an integrated powertrain and service network that supports our customers like never before.” The joint venture will build on the existing partnership between Eaton and Cummins. The two independent suppliers have long collaborated on product integration through their SmartAdvantage powertrain lineup, which pairs Cummins’ engines with Eaton’s transmissions. The joint venture, however, will focus on more tightly integrating transmissions not only with Cummins’ engines, but also with truck makers’ vertically integrated offerings, Arnold said. Most truck manufacturers have been heavily promoting their own proprietary engines, while continuing to offer Cummins engines as a third-party option. Cummins, based in Columbus, Indiana, is the only major independent supplier of heavy-duty truck engines remaining in the North American market. Eaton’s Arnold said much of the trucking industry’s ongoing transition from manual transmissions to automated manual transmissions already has taken place, but isn’t completely done. That broader movement toward AMTs has heightened the industry’s focus on ensuring that the engine and transmission work together in an efficient way, Arnold said. Tightening emission and fuel-economy standards also require the engine and transmission to work together in a more seamless fashion, he added. In addition to developing new products, the joint venture also will sell and support Eaton’s current heavy-duty automated transmissions in North America. Eaton will continue to manufacture those transmissions during the transition period. Meanwhile, Eaton’s Vehicle Group will retain its global manual transmission and clutch businesses, as well as its current generation of medium- and heavy-duty automated transmission products outside of North America. Eaton also will retain its light-duty and agricultural transmissions aftermarket business, as well as its global automotive business. Eaton, based in Dublin, Ireland, is a diversified supplier of power management products. The joint venture’s board and management will be composed equally of Eaton and Cummins leadership. Cummins will report the joint venture’s revenue as part of its Components business segment. Eaton will report 50% of the venture's earnings within its Vehicle segment. Arnold said the joint venture is currently in “startup mode.” As such, Eaton said it expects no material change in operating profits for its Vehicle segment in 2017 and 2018 as a result of the joint venture. It expects revenues for that segment to decline about $25 million in 2017 and fall about $200 million in 2018.

'We have United employees that need to fly to Louisville tonight. … This flight’s not leaving until four people get off.' “That rubbed some people the wrong way,” passenger Tyler Bridges said. . The Courier-Journal / April 10, 2017 Audra Bridges, one passenger who filmed the man's removal, described what happened on the flight to the Courier-Journal. She said that passengers were told at the gate that the flight was overbooked and staff appealed for one volunteer to accept $400 and a hotel stay to take a flight at 3pm the next day. [Why would any reasonable company, with integrity, sell more seats than the aircraft has?] All the remaining passengers were then allowed to board the flight - only to be told that another four people would have to give up their seats. United said four stand-by staff needed to be in Louisville for a flight the next day and the plane would not take off until they had seats. Even when the offer was increased to $800, no one volunteered. Louisville is a four-and-a-half hour, 300 mile drive from Chicago. At this point, Bridges said a manager came onboard the flight and said four 'volunteers' would be randomly selected by computer. A young couple was told to leave first, Bridges recalled. “They begrudgingly got up and left,” he said. Then an older man and his wife, who refused. “He says, ‘Nope. I’m not getting off the flight. I’m a doctor and have to see patients tomorrow morning,’” Bridges said. The man became angry as the manager persisted, Bridges said, eventually yelling. “He said, more or less, ‘I’m being selected because I’m Chinese.’” A police officer boarded. Then a second and a third. At this point the police officers yanked the man out his seat as he screamed (the video). Bridges then began recording, as did another passenger — as the officers leaned over the man, a lone holdout in his window seat. As the man, his glasses falling off his face and his clothes in disarray, is dragged out other passengers cried out in disgust: 'Come on!' ' But this was not the end of the drama. After being removed, the man broke free from the officers grasp and managed to run back on the aircraft. He was crying 'I need to go home, I need to go home.' Bridges said he reappeared on the plane with a bloody face and seemed 'disorientated'. Jayse Anspach was also on the flight. She said: 'United overbooked and wanted 4 of us to volunteer to give up our seats for personnel that needed to be at work the next day. 'No one volunteered, so decided to choose for us. They chose an Asian doctor and his wife. 'The doctor needed to work at the hospital the next day, so he refused to "volunteer." decided to use force on doctor. 'A couple of airport security men forcefully pulled the doctor out of his chair and to the floor of the aisle. 'In so doing, the doctor's face was slammed against an arm rest, causing serious bleeding from his mouth. 'It looked like he was knocked out, because he went limp and quiet and they dragged him out of the plane like a rag doll. 'Ten minutes later, the doctor runs back into the plane with a bloody face, clings to a post in the back, chanting, "I need to go home."

Volvo Trucks Press Release / April 10, 2017 Every day, Saku Simpanen uses his Volvo FH16, equipped with I-Shift with crawler gears, to transport up to 80 tonnes through ice and snow. “I have an almost perfect timber truck. If God made a better one, he kept it for himself,” he says. For English subtitles, click on the "CC" icon in the lower right corner after beginning the video.

Power Torque Magazine / April 2017 J.R Stephens & Co is the transport specialist for Brisbane’s landfill and resource recovery Moving the nation’s waste has become a highly specialised segment of the transport industry. Not only does it involve landfill and resource recovery, as the technology and infrastructure develops in an area it can lead to the creation of bio-generation plants and the production of green energy from waste products. J.R Stephens & Co was founded in 1954 in Ipswich, near Brisbane, and for 40 years moved coal. With its current fleet numbering 83 trucks and 155 trailers, the company business has diversified through the intervening years. Since the mid 90s it has focused on the requirements of the waste industry, performing the cartage of waste materials and recycling from transfer stations to landfill sites. As general manager, Nathan Stephens is the grandson of the founder and is one of several members of the family working for the company, which remains privately owned by his grandmother. The region has a long history with coal mining that dates back to 1848 when the first recorded mine was established in the Woodend area. Many of the early mines were open cut seams and many of these were developed into underground mines prior to the industry ceasing operation in 1997. After mining of the open cut seams was exhausted, the pits that remained were developed for landfill, providing new opportunity for companies specialising in waste recovery, such as J.R Stephens & Co. TrailerTorque caught up with Nathan Stephens and Glenn Steele, the company’s fleet manager, to discuss how the vehicle and trailer fleet has adapted in recent years to enable the latest design innovations to achieve higher levels of productivity and efficiency. The bulk waste cartage side of the business is centred on the movement of waste product from transfer stations to tips for landfill, glass recycling, bio-solids and scrap steel. Some of the sites are B-double accessible but others are restricted to single-trailer access with walking-floor discharge, side tipper or end-over tipper discharge. As technology improves it enables the development of other technologies such as Bio Waste generation. Companies such as Veolia are already able to generate enough electricity to power 10,000 homes per year in the local area. It is envisaged that the appeal of landfill operations will reduce, and over the next 50 years less waste will be going into landfill and more effort will be placed on recycling and more effective waste recovery to reduce environmental damage. Whatever the outcome, there remains a resource that needs to be moved. “Eighty percent of our trailer fleet is manufactured by Lusty EMS, but recently we purchased five sets of B-double Stag combinations from Brisbane-based Graham Lusty Trailers (GLT). The lead trailer in the Stag combination features a Keith walking floor with the Stag rear trailer being an end-over tipper. “Being shorter than the lead trailer, the Stag trailer is highly stable and can be tipped quickly and then jackknifed into position. At this stage the larger capacity lead trailer with the Keith walking floor can discharge completely and without any risk of instability. When unladen the Stag trailer can raise both the front and rear lift axles so that the turning circle is much better and tyre wear is minimised,” said Nathan. Director of GLT James Yerbury told TrailerTorque: “With the type of materials they were looking to haul in these trailers, the Keith walking floor system with Hardox V-9 V-Floor slats was an ideal. “The slats, bearings, sub-decks and drive units in these trailers are been given a tough workout, but we have been impressed with how well the system has stood up to the job. “From a fabrication point of view, the Keith system is easy to build around. The drive module comes pre-assembled, making it easy to install. Keith has a large range of slat profiles to choose from so they can cover a wide range of applications. Support from Keith Walking Floor Australia has also been great, providing us with solutions if we have any issues,” added James. “Including the five new GLT trailers and those from Lusty EMS, we operate around 16 or 17 walking-floor trailers and all of them use the Keith walking-floor system,” said Nathan. “There is no other manufacturer in the market that supplies a heavy-duty walking floor that can match those of Keith. They make a very good floor with high durability. Some are now seven years old and we are refurbishing them in our own workshop to replace the bearers. The other competitors for walking-floor designs have lightweight slats and lack the durability for the hard work. “We are always on the lookout for the most efficient configuration, and dependent on the application we run 60 cubic metre roll-on/roll-off bins, 48-foot walking-floor trailers, AZMEB side tippers in a B-double configuration as well as high volume RediTips from GLT. “The side tippers carry 65 tonnes while returning a 32 tonnes payload, whereas the high volume Stag trailers have a higher payload of 37 tonnes. “Although we get a bigger payload on RediTips, the downside is they take longer to unload. Rear discharge trailers are not suited for our work, which is more linked to concrete and building waste. “We do have PBS units with rigid truck and quad-dogs and quad-axle single trailers, plus for the container market we operate A-doubles that can carry 2 x 40-foot containers across the Toowoomba ranges. All our fleet is under satellite tracking monitoring,” added Nathan. Unladen weight is one of the guiding factors affecting trailer selection, and to date the company has preferred to stay with drum brakes, rather than switch to disc brakes. “We don’t run disc brakes largely because when you enter landfill sites the dust and debris can damage the disc pads and rotors,” said Glenn Steele. “The condition of landfill sites is also responsible for damaging tyres and we have to contend with a high tyre damage cost that can average between $2500 and $5000 per week, just from tyres being staked by debris. “For the on-highway trucks and trailers we use Ringtread as our supplier, with premium tyres and cleanskins such as Bridgestone, and opt for low-profile tyres in order to gain payloads of up to 30 tonnes per container. For trucks running off-road and into landfill sites, a more realistic approach is to use brands such as Triangle that stand up to the abuse and provide a better financial return on investment. In this application we use recaps for drive and trailer tyres. “We have fitted BPW axles in the past for their reliability and extended warranty, but we are now currently using Hendrickson INTRAAX for the slight gains in tare weight reductions and because of the one million kilometre warranty support,” added Glenn. J.R Stephens & Co has traditionally operated a Mack fleet, but recently the company has added 20 new Kenworths to the fleet, with T409, T409SAR and T909 models. These are powered by a combination of Cummins ISX and ISXe5 engines and the PACCAR MX 13-litre. A new T1610 SAR powered by a Cummins X15 is also due for delivery shortly. “We are not having any problems with the MX-13, which is performing well. Our intention is to evaluate them over 1.3 million km before we move them from B-double to local single life for the remaining three years,” said Glenn. “The MX-13 has fitted in well to the fleet. Apart from a few water leaks we haven’t noticed any high distance issues. Our B-double work is at 65 tonnes and we re looking to push them past 68 tonnes with HML. “We continue to operate our own service workshop to cater for the vehicles not covered by contract maintenance. Having different brands requires different tooling and different computer systems. Keeping pace with this can prove to be difficult, but it is necessary to invest in the correct equipment,” said Glenn. .

Iveco to showcase extensive range at 2017 Brisbane Truck Show Iveco Australia Press Release / April 10, 2017 Iveco Australia is looking forward to the Brisbane Truck Show and will participate with a large stand showcasing up to 10 vehicles from across the Iveco and INTERNATIONAL product line-ups. Showgoers will have access to a wide selection of trucks and vans spanning the light, medium and heavy duty weight categories including several new models on public display for the first time. Among the new vehicles will be the Euro6-rated Daily 7 tone van which not only boasts an extremely clean-running engine, but also introduces even greater safety features such as a Lane Departure Warning (LDW) system to the Daily’s already impressive standard offerings. Another model making its show debut is the recently-launched E6 Eurocargo. Having been awarded International Truck of the Year-2016, the new Eurocargo provides the premium levels of comfort, safety and efficiency befitting one of Europe’s best-selling medium duty trucks. Also representing the Iveco medium duty range is an ACCO. Manufactured in Australia using 85 per cent local content, the ACCO is a trucking industry icon and provides buyers the chance to customise its specifications along the assembly line, potentially saving owners thousands of dollars during the body build process. In the heavy market, on show will be a Powerstar 6400 HD, Stralis ATi and Stralis AS-L Series II. Both the Powerstar and Stralis AS-L models are manufactured locally using 60 and 55 per cent local content respectively. With Iveco’s recent appointment as the exclusive distributor of INTERNATIONAL Trucks in Australia, the stand will also be bolstered with three new ProStar models in day, sleeper and extended cab variants. Showgoers with an interest in off-road applications will be able to get up close to the popular Daily 4x4. The Brisbane Truck Show display truck is a dual cab model and features a range of modifications including bull bar, snorkel and auxiliary lighting. Additionally, the stand will feature a merchandise area and also play host to the star drivers from the Red Bull Holden Racing Team. Iveco Marketing Manager, Darren Swenson, said attendees at this year’s show would not leave the Iveco stand disappointed. “From the passenger car licence Daily models through to road train prime movers, Iveco has one of the broadest truck ranges available in the Australian commercial vehicle market, and the Brisbane Truck Show stand provides an excellent representation of this expansive product line-up,” Mr Swenson said. “This year we’re also excited to launch the much anticipated INTERNATIONAL ProStar range. We see the ProStar as complementing the Iveco line-up and providing our customers and prospects with an even greater choice. “It’s also pleasing to re-embed the INTERNATIONAL brand at its traditional Melbourne home, a site that Iveco has occupied since 1992.” Please visit the Iveco Trucks at stand 49 at this year’s Brisbane Truck Show.

Specialisation pays off for Holmwood Highgate Trade Trucks AU / April 7, 2017 A focus on road tankers has paid off for the Loganholme-based tanker manufacturer From humble beginnings, Holmwood Highgate now lays claims to the title of Australia’s No. 1 road tanker manufacturer. Founded by the current owner’s father in the 1950’s, the company initially focused on repairing US aluminium fuel tankers used in the Korean War before being sold off for use in Australia. Today, Holmwood Highgate specialise in the manufacture of aluminium petroleum and chemical tankers; mild steel bitumen tankers; stainless steel chemical and food-grade tankers; and aviation refuellers and hydrant carts. The company will display its tankers at the next month's Brisbane Truck Show. Tankers are built to a client’s requirements, ranging from on-site refuellers to latest PBS-approved multi-combinations. Its production and workshop facilities at Loganholme, south of Brisbane, are now manned by qualified aluminium welders, boiler makers, fitter welders, spray painters mechanics and auto electricians. Holmwood Highgate also has a separate facility in Derrimut, Melbourne, enabling it to service Australia and the Pacific. Click here to find out more about the the 2017 Brisbane Truck Show. .

Iveco gears up for Brisbane Truck Show Owner/Driver / April 10, 2017 Iveco Australia is all set for the Brisbane Truck Show and will step things up with a large stand showcasing up to 10 vehicles from across the Iveco and INTERNATIONAL product line-ups. Showgoers will get to take in a wide selection of Iveco trucks and vans spanning the light, medium and heavy duty weight categories including several new models on public display for the first time. Among the new vehicles will be the Euro6-rated Daily 7 tone van which not only boasts an extremely clean-running engine, but also introduces even greater safety features such as a Lane Departure Warning (LDW) system to the Daily’s already impressive standard offerings. Another model making its show debut is the recently-launched E6 Eurocargo. Having been awarded International Truck of the Year-2016, the new Eurocargo provides the premium levels of comfort, safety and efficiency befitting one of Europe’s best-selling medium duty trucks. Also representing the Iveco medium duty range is an ACCO. Manufactured in Australia using 85 per cent local content, the ACCO is a trucking industry icon and provides buyers the chance to customise its specifications along the assembly line, potentially saving owners thousands of dollars during the body build process. Iveco will have a Powerstar 6400 HD, Stralis ATi and Stralis AS-L Series II at the Brisbane show, covering the heavy range and both the Powerstar and Stralis AS-L models are manufactured locally. With Iveco’s recent appointment as the exclusive distributor of INTERNATIONAL Trucks in Australia, the stand will also be bolstered with three new ProStar models in day, sleeper and extended cab variants. Showgoers with an interest in off-road applications will be able to get up close to the popular Daily 4x4. The Brisbane Truck Show display truck is a dual cab model and features a range of modifications including bull bar, snorkel and auxiliary lighting. Additionally, the stand will feature a merchandise area and also play host to the star drivers from the Red Bull Holden Racing Team. Iveco Marketing Manager, Darren Swenson, says attendees at this year’s show won't leave the Iveco stand disappointed. "From the passenger car licence Daily models through to road train prime movers, Iveco has one of the broadest truck ranges available in the Australian commercial vehicle market, and the Brisbane Truck Show stand provides an excellent representation of this expansive product line-up," Mr Swenson said. "This year we’re also excited to launch the much anticipated INTERNATIONAL ProStar range. We see the ProStar as complementing the Iveco line-up and providing our customers and prospects with an even greater choice. "It’s also pleasing to re-embed the INTERNATIONAL brand at its traditional Melbourne home, a site that Iveco has occupied since 1992." Please visit the Iveco Trucks at stand 49 at this year’s Brisbane Truck Show. .

Owner/Driver / April 7, 2017 Fuso invited Australia’s truck media to road test the updated Canter range, as well as announcing key changes to the brand based around improved after-sales support and improved parts and servicing offering. Changes to the popular light-duty Canter range that was launched are predominantly cosmetic, centered around improving driver experience following customer feedback. Among the changes are an updated interior trim, this time black and grey rather than blue, a silver top grille louvre, improved seat padding and more durable bolstering, LED interior lighting, and additional in-cab storage. The Canter still uses the peppy 3-litre four-cylinder turbo diesel engine, in both 110kw and 129kw guise, which delivers drive through either a five-speed manual or six-speed twin-clutch Duonic AMT. A crowd pleaser within the updated Canter range at the launch was the Super Low 515 City Cab model, boasting an impressive 2.01m unladen height. Fuso’s Super Low is aimed at an urban market, allowing safe movement under 2.1m height restrictions for use in car parks and difficult-to-access urban delivery points. Mind you, the petite 515 Super Low City Cab still has a GVM of 4500kg and GCM of 8000kg as well as the same 3-litre engine powering the rest of the Canter range. The upgraded range comes amidst Fuso’s overhaul of their servicing and parts scheme, which has seen them recently announce a complimentary first service, five-year warranty and big cuts to the price of OEM parts. "The changes introduced for Canter are in direct response to customer feedback and continue the evolution of our most popular model," said Fuso Senior Manager, Product Management and Engineering, Romesh Rodrigo. "We are very pleased to introduce a range of product and operational changes that we know will be appreciated by our customers." Servicing, Warranty & Parts The introduction of a five-year warranty on all new Fuso truck and Rosa bus models was a clear sign of the manufacturer’s commitment to its customers. Some models, used for severe applications are subject to shorter warranty periods, but for the most part Fuso offers a class-leading warranty program. A bonus for customers is a complimentary first scheduled service and with the new Canter range, 30,000km service intervals further sweeten the deal. Fuso Truck and Bus Director, Justin Whitford, says the class-leading warranty is all about backing the products and giving customers peace of mind. "This initiative, along with our recent introduction of a complimentary first scheduled service, makes owning a Fuso more attractive than ever," Mr Whitford said. In-line with an improved warranty program, Fuso has reduced the price of key parts by an average of more than 30 per cent, offering reductions on 10,000 items. "The significant changes made to our parts price structure will yield our customers even more savings and further reduce whole of life ownership costs," Mr Whitford said. "The parts price cuts have been applied to more than 10,000 items including the most common consumable parts our customers need. "These are substantial savings that make the business case for choosing a Fuso truck or bus even stronger." How it drives The first thing you notice in the new Canter is the comfort of the seats, which makes this truck a pleasant place to spend a day, and the padding improvements carry over to the passenger seating as well. The zippy 3-litre engine is happy to lug along on flat terrain and makes plenty of torque down low, but when needed it’ll get up and go. The engine seems to enjoy revving, in both the 110kw and 129kw options, preferring to sit higher up in the RPM range. As a result of its lively nature the little 3-litre got the Canter up to speed swiftly and had no issues with Victoria’s hilly country terrain, fully-loaded of course. The six-speed Duonic AMT operates quickly thanks to the dual clutch setup and now features hill hold functionality and cruise control across the range. The Duonic is sensationally good at keeping the truck in its power band, and with an extra gear over the manual five-speed ‘box, it makes better use of the engine’s power. In saying that, the five-speed manual gearbox has appropriately spaced ratios and has no issues across a variety of conditions and terrain, however it did require more work to keep the little engine in its happy range. The engine brake is also surprisingly good for an engine of this size and capacity, however to get the most of it on steep descents you need to manually downshift the AMT. Visibility is what you'd expect out of a modern light duty truck - similar to that of a car and suited to heavy urban use. The overall package offered by Fuso in the updated Canter is supremely well-rounded, making it a hard truck to say no to. .

Steve Brooks, Australasian Transport News (ATN) / April 10, 2017 Family and industry loss as Paccar's most stalwart servant passes It was back in 2004 that Allan Stead retired after 39 years with Paccar Australia, but his legacy and reputation will long continue to run deep in the hearts and minds of a multitude of people following his recent death at his home in Coffs Harbour, New South Wales. Affectionately known far and wide as simply ‘Steady’, Allan Stead was Paccar’s longest serving Australian employee, finishing his career in 2004 as national customer service manager. A diesel mechanic by trade, his association with the Paccar company actually started in Queensland with the Peterbilt brand in the mid-1960s before changing in 1967 to what was then called the Kenworth Motor Truck Company. Through the decades and generations, Steady’s fearless character, sublime honesty, and a depth of product knowledge tempered by real world practicality – all partnered by a disarming smile and sharp sense of humour – forged a reputation as a man whose word was his guarantee that whatever the query or the problem, nothing and no one would be forgotten or overlooked. His opinions and advice were always respected and invariably sought at all levels, from managing directors to chief engineers, aspiring executives, Kenworth dealers and customers alike, or someone simply looking for guidance. People at every level were treated exactly the same and the truth, no matter how uncomfortable, would be delivered without fear or favour. He was a mentor to many, both inside and outside the Paccar fold, and his propensity for fixing or ‘re-engineering’ a problem in the field were almost legendary. Steady was never shy about getting his hands dirty. There are countless anecdotes of his abilities and resolve. Here’s one from many years ago when a much younger truck journalist was keen to get behind the wheel of Kenworth’s T400, then an entirely new model that had been released on the Australian market only a week or so earlier. I’d been told to get to Coffs Harbour and meet Steady for a drive of the demo unit through the adjacent hinterland. Arriving at Brown & Hurley’s dealership, Steady was found at the back of the chassis midst a huge plume of fiery sparks from a big angle grinder smoothing the edges of chassis rails he had just ‘adjusted’ with an oxy torch. He eventually lifted the goggles, saw me standing there and said something along the lines of, ‘The bloody rails aren’t tapered and keep getting caught up on the trailer. ‘They’re bloody tapered now!’ I doubt they make people like Steady anymore. Sadly, the last few years hadn’t been kind to him and his family, and it came as a shock to hear how ill he had been. Married to wife Clare for 57 years and in her devoted care to the end, his character and determination were no match for the wicked cancer racking his body and he died at home surrounded by his sons Stephen and Leslie, and their families. He was 75. I wrote him a letter a little while back. It finished with … "Anyway mate, I’ll close by saying that you influenced me more than you could possibly know. "So thanks Steady, and just know that I’m thinking of you with the greatest respect and appreciation. "God bless, thanks, and see ya when I see ya." .

The US college debt bubble is becoming dangerous Rana Foroohar, The Financial Times / April 9, 2017 Student loans are now 90% public, in an eerie echo of the housing crisis Rapid run-ups in debt are the single biggest predictor of market trouble. So it is worth noting that over the past 10 years the amount of student loan debt in the US has grown by 170 per cent, to a whopping $1.4 trillion — more than car loans, or credit card debt. Indeed, as an expert at the Consumer Financial Protection Bureau recently pointed out to me, since 2008 we have basically swapped a housing debt bubble for a student loan bubble. No wonder New York Federal Reserve president Bill Dudley fretted last week that high levels of student debt and default are a “headwind to economic activity”. In America, 44 million people have student debt. Eight million of those borrowers are in default. That’s a default rate which is still higher than pre-crisis levels — unlike the default rate for mortgages, credit cards or even car loans. Rising college education costs will not help shrink those numbers. While the headline consumer price index is 2.7 per cent, between 2016 and 2017 published tuition and fee prices rose by 9 per cent at four-year state institutions, and 13 per cent at posher private colleges. A large chunk of the hike was due to schools hiring more administrators (who “brand build” and recruit wealthy donors) and building expensive facilities designed to lure wealthier, full-fee-paying students. This not only leads to excess borrowing on the part of universities — a number of them are caught up in dicey bond deals like the sort that sunk the city of Detroit — but higher tuition for students. The average debt load individual graduates carry is up 70 per cent over the past decade, to about $34,000. Having just attended the first college preparation meeting at my daughter’s high school, where I was told to expect a $72,000 a year sticker fee for Ivy League and liberal arts colleges, I would feel lucky to get away with just that. This is clearly, as Mr Dudley observed, a headwind to stronger consumer spending. Growing student debt has been linked to everything from decreased rates of first time home ownership, to higher rental prices, to lower purchases of white goods and all the things that people buy to fill homes. Indeed, given their debt loads, I wonder how much of the “rent not buy” spending habits of Millennials are a matter of choice. But there are even more worrisome links between high student debt loads and health issues like depression, and marital failures. The whole thing is compounded by the fact that a large chunk of those holding massive debt do not end up with degrees, having had to drop out from the stress of trying to study, work, and pay back massive loans at the same time. That means they will never even get the income boost that a college degree still provides — creating a snowball cycle of downward mobility in the country’s most vulnerable populations. How did we get here? Extreme politics played a role. In the US, the Koch Brothers/Grover Norquist tax revolt camp of the Republican party has been waging a state by state war on public university funding for years now: states today provide about $2,000 less in higher education funding per student than before 2008, the lowest rate in 30 years. Meanwhile, the subprime crisis cut the ability of parents to use home equity loans to pay for their children’s education (previously a common practice). This left the bulk of the burden to students, at a time when the unemployment rates for young people of all skill levels were rising. The trend is not limited to the US, of course. In the UK and beyond, completely free post-secondary education is a thing of the past. Beleaguered governments are pushing more and more of the responsibility for the things that make a person middle class — education, healthcare and pension — on to individuals. What are the fixes? For starters, we should look closely at the for-profit sector, where default rates are more than double those at average private colleges. These institutions receive federal subsidies but typically spend a minuscule part of their budgets on instruction; in the US, nearly 50 per cent goes on marketing to new students. It looks all too much like an educational Ponzi scheme. Transparency is also key — the student loan market as a whole is hopelessly opaque. In one recent US study, only a quarter of first year college students could predict their own debt load to within 10 per cent of the correct amount. Truth in lending documents would help, as would loan counselling paid for by colleges. Sadly, the agency that is leading the fight on both — the CFPB — is under attack from Trump himself. But the administration will not be able to hide from the student debt bubble. In an eerie echo of the housing crisis, debt is already flowing out of the private sector, and into the public. Before 2007, most student loans were underwritten by banks or other private sector financial institutions. Today, 90 per cent of new loans originate with the Department of Education. Socialisation of risk continues to be the way America deals with its debt bubbles. Would that we considered making college free, as Bernie Sanders suggested. Even Mr Dudley called this “a reasonable conversation”. That way we could socialise the benefits of education too.

MAZ Trucks / March 13, 2017 In 2017, MAZ Trucks will begin production of a new range of Euro-6 heavy trucks targeted at the European market. The all-new trucks, including both tractors and vocational models, will be powered with Mercedes-Benz engines. Available in both fleet and owner operator specifications, the new trucks offer greater power and operating economy than their predecessors while including the latest safety features. Equipped with the latest Mercedes-Benz engines and all-new cooling systems, frame construction has also been redesigned for greater rigidity through the use of special alloy high-strength steel. The cabin has been greatly enhanced with new seating, additional storage facilities and on-board computer. With this new range of trucks, MAZ will be able to expand its presence in the Baltic countries, the Balkans and Western Europe. It is assumed that many will be sold in Sweden. "Our Euro-6 trucks are competitive in the European Union both in terms of quality and price. For sure, we soberly assess our prospects and the level of competition, but we really have something to offer to the European buyers, "said assistant sales director Andrei Gurchenko. In the European Union, the truck market is divided among the "Big Seven": DAF, Iveco, MAN, Mercedes-Benz, Renault, Scania and Volvo. "It's not easy to break into this market. But each manufacturer has its own characteristics. So the strengths of MAZ are associated with high performance characteristics and affordable cost. Belarusian trucks are strong and durable - they were created as well for work in the conditions of the Far North. Our vehicles do not get frozen at 20 degrees below zero, "Andrei Gurchenko explained. "We will supply Euro-6 dump trucks and tractors to the Russian market in advance of local producers and simultaneously with the "big European seven", said Gurchenko. “The requirements for Euro-6 class trucks cars are still being determined in Russia, and we are ready to supply ready-made trucks." Full scale production has been preceded by extensive vehicle testing. Euro-6 trucks have a larger number of components which require high mileage testing, from 25,000 to 200,000 kilometers. MAZ engineers continue to perform system durability tests, from engine operation to cruise control. Tests should be completed in the coming months, after which it will be possible to expand production in support of European sales. .

Big Rigs / April 9, 2017 IF THERE is any industry that isn't afraid of a little rain, it's the trucking industry. Proof of this was the ability of the 2017 Penrith Working Truck Show to carry out its 30th event, with torrential rain in the week leading up to and on the day itself. With final truck numbers up near 200 and the regular turnout of suppliers, the show was not hampered by the weather at all. With Mark and Liz Smith at the helm, their crew of volunteers managed to get the trucks parked up in waterlogged grounds and the trucking community turned out in force to back this prestigious event on the industry calendar. Big Rigs caught up with Mark to get his view on the show and how the adverse conditions affected proceedings. "This is the best show by far, made more impressive by the weather we have had in the week leading up to the event,” he said. "The attendance numbers, of spectators, entrants and trade suppliers, reflects the community support this show possesses. People love the show, they love the museum and it shows by the turnout we have here today. "With thanks to the drivers of all the trucks entered, we were able to get everyone on the ground, albeit with surgical precision. "I have to thank also my team of workers, who spent the week leading up to the show having to brave the wet to get the big tent up and prepare the grounds. I was positive this show would take place rain, hail or shine. "Finally, the way PWTS is run shows the best of spirit and organisation, in an industry which is always under siege, it reflects well to show that the trucking community is still part of the community.” The rain didn't dampen the spirits of Josh and Alex Bravenboer, who made the trip down from Bathurst to attend their first show. "This has been a great day out, we've seen some fine rigs and it's well worth the drive,” Josh told Big Rigs. As for Josh's favourite rig of the show? "It's gotta be that International S-Line.” We tracked down the owner of the neat 1998 model S-Line, one of the last off the factory line, to have a chat about his pride and joy. Chris's dad bought the prime mover back in '05 and it's now in Chris' hands, with some custom touches to make it stand out. Packing a DDEC III motor behind that personalised hood grille, the truck was painted five years ago, although to look at up close it's hard to tell if it rolled out of the paint booth yesterday. Local dealerships were on hand for the day as well, with the latest trucks on the market for both big and little kids to crawl all over. Stillwell Trucks dealer principal Mark Reynolds took some time out to talk about why their firm was involved in the show. "We want to show we are a part of the trucking community,” he said. "We brought eight trucks in for the show, including the Fuso to be used as a stage to help out with the event. Picked for their utility and ability, we decided we needed to bring working trucks, not show trucks, as this is a working truck show.” One of the coolest trucks at the show was the Mercedes 1833, an off-road bonneted truck built for mining and logging applications. Powered by a 330-horsepower Zetros engine, it's the sort of machine that looks like it would go through mountains rather than other them. One of the many suppliers to attend the show was local towing company GRS, bringing an impressive array of recovery gear since 2003. Barry Hunt enjoyed the show as "it's really valuable to the community, it's a chance to catch up with my fellow truckies”. "We don't always get a chance to just sit and chat and if I am seeing someone out on the road it might not be under the best circumstances,” he said. Big Rigs also caught up with Mick Simpson, retired chaser from Wales Truck Repairs, roustabout and excellent breakfast cook. When asked his view on the PWTS, Mick without a thought told us "it's the camaraderie that we see on show here today, a chance to see the trucking industry at its best”. "What I like is the chance to catch up with old acquaintances and make some new ones,” he said. The 2017 Penrith Working Truck Show again showed good reason to stake the claim as New South Wales' premier truck show and exhibited the momentum to create success against adverse conditions. Although the weather was not the best, the trucking community came out in force to support one of the longest-established events on the trucking calendar. With proceeds going to charity and a good time had by all, it showed a little rain won't stop the trucking community. Photo gallery - https://www.bigrigs.com.au/news/penrith-does-it-in-the-wet/3164736/

Big Rigs / April 9, 2017 IT'S LATE, you roll into a large regional centre not too far from one of our capital cities. The log book, but not always your body, tells you it's time to sleep. You pull up on the edges of a known industrial area, no houses in three directions for several kilometres. You pull off the road onto a broad, very broad, verge and park next to a couple of empty trailers. Visible around the corner on a side road are several other similarly parked trucks. Unbeknown to you, you've been spotted by a police patrol who for reasons of their own don't stop and advise you that you can't stay parked where you are, for any longer than an hour. At 1.30am, the following morning loud banging on the driver's door wakes you up. It's the same police patrol who drove past, by their own acknowledgement, many hours earlier. You are advised that you can't park there for more than an hour and you are instructed to move your vehicle. As you build up air, you are issued with a $121 infringement notice. You explain that the only two commercial truck stops in the area and the two nearby road train assembly areas are full. You ask where can you park and get some sleep. There is no answer to your question but you are reminded you've been told to move your vehicle. The police move on, ignoring all the other parked vehicles. It's a common scenario that's arguably played out every night right around the country. But where can you park up and grab a few hours sleep when the welcome, but size-limited commercial facilities and the sign-posted, but invariably scarce, parking bays are full? Not in a built-up area in any city or town anywhere in the country it would seem. The Australian Road Rules 1999 (ARR) define a built-up area as: In relation to a length of road, means an area in which either of the following is present for a distance of at least 500m or, if the length of road is shorter than 500m, for the whole road: buildings, not over 100m apart, on land next to the road; street lights not over 100m apart. The ARR have been adopted by most states and territories, with variations of course. Local government areas, the city, local, regional and shire councils, right across Australia have their own variations on that too. Generally it appears built-up areas are defined in the various state and territory traffic acts, traffic codes and related regulations and provide the legislative authority under which police can act. When Big Rigs spoke to our driver's boss, himself a regular inter and intrastate driver, he was furious and was contemplating a formal complaint to the police. He wasn't so concerned with the fine, although the $121 was a bit of a waste, as he acknowledged his driver had arguably done the wrong thing. He was more concerned for the impact of the disruption to his driver's mandatory fatigue management break. His driver is just like most of you out there who are regularly reminded of the fatigue management provisions by industry bodies, legislators and enforcement agencies who preach the benefits and wisdom and the need to observe the requirements. And yet provide few if any facilities where a driver can legally and safely park without being disturbed at some crazy hour of the morning to be pinched for a parking offence and to basically be told to move on. It's one thing to lecture and preach and harp on about fatigue management, but it'd be a better idea to talk less and to direct energies and efforts, and our tax dollars, into providing adequate, regular and well-sized truck parking bays. And our driver? Tired as he was, he meandered about the regional centre for several hours looking for an unlit parking spot. He eventually found one when he spotted another rig pulling out of a roadside parking bay around sunrise. Chased up by his boss, and after barely snatching an hour's snooze, our driver hit the road, to then run late and arguably, still fatigued, all day.

Owner/Driver / March 30, 2017 The inaugural Spirit of the Hume truck display attracted about 70 trucks to Broadford, Victoria. Broadford celebrated its historic links with the Hume Highway by hosting the Spirit of the Hume truck display in February. The inaugural truck show attracted about 70 trucks, including two from Tasmania, on February 18 and 19. Historic Commercial Vehicle Club of Australia (HCVC) President, Alan Taylor, was pleased with the show’s success. "I like the theme, Spirit of the Hume," Taylor says. "We’re right on the Hume here, and Broadford is one of the towns that you originally went through when you were running up and down the Hume." Broadford resident Archie Baines was instrumental in establishing the new truck show. He enlisted Annette Chapman, Ash Chapman, Clive Smith and David Bell to help organise the HCVC event. "They did an excellent job," Taylor says. "Everything that they organised turned out excellent." Many other volunteers and HCVC members also helped over the weekend. Some of the trucks dated back to the 1920s, including Robert Parker’s 1929 Thornycroft A3. The event was an opportunity for truck owners to show off their quality restorations. Peter Berry’s 1954 Albion, Bill Smith’s 1961 Leyland Buffalo, Ken Keating’s 1966 International R200, Paul Thomson’s 1970 Ford F8000 and Ken Midson’s 1980 International TranStar were among the many eye-catching restored trucks. Norm Cornfoot brought a touch of Hollywood to Broadford with his 1992 Kenworth T900 which is painted in the style of the Snowman’s Smokey and the Bandit truck. Truck lovers also appreciated unrestored trucks like Jake Goodwin’s Autocar from the mid-1970s. About 115 people attended a dinner dance which many considered the highlight of the weekend. National Road Transport Hall of Fame CEO, Liz Martin, travelled from the Northern Territory to speak at the dinner. Organisers hope the 2018 Spirit of the Hume will attract even more trucks to Broadford next year. .

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Hino Motors Press Release / March 29, 2017 New wallpapers are available on DAKAR Gallery page. http://www.hino-global.com/dakar/gallery/wallpaper.html

Truck News / April 7, 2017 The Canadian Trucking Alliance (CTA) says it is giving a cautionary thumbs up to the new Canadian Free Trade Agreement (CFTA) that was announced today and will come into action on July 1. “While we are encouraged, time will tell whether the new processes established to identify, prioritize and negotiate standardized rules will be more effective than previous attempts to increase the level of harmonization of trucking regulations,” said CEO of the Canadian Trucking Alliance, David Bradley. During the CFTA announcement, Brad Duguid, Ontario’s minister of economic development and growth, who chaired the multi-government internal trade committee, made specific reference to the lack of harmonization that exists regarding truck driver hours of service rules across the country. A centerpiece of the agreement, which replaces the 1995 Agreement on Internal Trade, is a new regulatory reconciliation process. The CFTA establishes a Regulatory Reconciliation and Cooperation Table – a federal-provincial-territorial body which will oversee the new process. “We have maintained for many years that the processes and institutions Canada has been relying on to address provincial trade impediments and regulatory differences are in need of re-energization, modernization or replacement,” said Bradley. “The new table might provide that focus,” he added. “Nevertheless, I would prefer to remain encouraged at this point…We look at this as a new opportunity for a fresh look at some of our long-standing concerns or at least a better way forward.” Bradley also said it is imperative that Canada address the inefficiencies and complexities caused by the various provincial regulatory differences governing everything from truck weights and dimensions, to truck safety rules, to environmental standards. He also says trucking is unique in the sense that the industry is subject to both federal and provincial regulation. “We need more harmonization not only between the provinces but between the provinces and the federal government as well.” Bradley also says reducing internal trade barriers and reconciling internal regulatory differences is essential in the context of the country’s trade relationship with the United States and the upcoming NAFTA negotiations. “Given the current lack of domestic regulatory harmonization and cohesiveness, Canada – at least when it comes to trucking issues – often does not speak with one voice, which makes it difficult, if not impossible, to achieve true North American or bilateral standards,” he said. “The Americans don’t want to deal with 10 provinces, three territories and the federal government. They would like us to discuss these issues with a single voice.”

I read that as well Paul. https://townhall.com/tipsheet/cortneyobrien/2017/04/08/syria-survivor-praises-trumps-airstrike-on-cnn-asks-critics-where-they-were-duri-n2310853 http://www.vox.com/policy-and-politics/2017/4/7/15217832/aumf-trump-syria-congress ------------------------------------------------------------------------------------------------------------------- (NBC News / April 9, 2017) South Carolina Republican Sen. Lindsey Graham said Syrian President Bashar al-Assad's decision to launch warplanes from Shayrat Airfield just hours after it was bombed by U.S. cruise missiles was a "huge mistake." "Here's what I think Assad's telling Trump by flying from this space: 'F you,'" Graham said on "Meet The Press." "And I think he's making a huge mistake because if you don't worry about what Trump may do on any given day, then you're crazy." "I'm glad Trump did this..............There's a new sheriff in town," Graham said. Graham seems arrogantly out of touch. A country from the other side of the world attacked a sovereign country. I'm sure Assad is miffed, to say the least. If another country attacked an Air Force Base in the sovereign United States, many Americans would be saying 'F you' as well, and we'd of course retaliate militarily. But then there's that double standard. Every country has its own unique issues. If you don't like it, then don't go there. Graham clearly is under the misunderstanding that the entire world is under United States administration, and our "Sheriff" has the right to ride into any town do as they see fit.

https://www.bigmacktrucks.com/topic/30240-your-mack-line/ https://www.bigmacktrucks.com/topic/30224-your-mack-off-highway-truck-line/#comment-168466

We'll never find out for sure. I believe Assad handed over his chemical weapons as part of a deal brokered by the the US and Russia. If these were in fact chemical weapons in a rebel munitions warehouse, their origin has many possibilities. After I saw U.S. supported rebels cut the head off of a child on the tailgate of a pickup truck, that had a profound effect on my thought process.

We don't factually know what happened (and we never will). Syria is a sovereign country on the other side of the world. Which is to say, it's not a town of the United States........Trump has no jurisdiction there. As Trump said hundreds of times during the campaign, we need to stop being the world's policeman. And as I travel the world, I'm constantly told they'd like the US to stop it. There are many countries equally as bad, including Somalia, Sudan/South Sudan and Myanmar......but we're not raising a finger there. And we all know our success stories in Afghanistan and Iraq. Syria......it's not our neighborhood. These people have been fighting each other for two thousand years. Perhaps, we should back away and thus force the leaders of that neighborhood (Arab League/GCC countries) to step up to the plate and take care of their neighborhood for once. I'll never forget, in (first) Iraq war, the Arab countries had the west do all the dirty work.