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Reuters / February 19, 2017 The Department of Homeland Security (DHS) has prepared new guidance for immigration agents aimed at speeding up deportations by denying asylum claims earlier in the process. The new guidelines, contained in a draft memo dated February 17, directs agents to only pass applicants who have a good chance of ultimately getting asylum, but does not give specific criteria for establishing credible fear of persecution if sent home. The guidance instructs asylum officers to "elicit all relevant information" in determining whether an applicant has "credible fear" of persecution if returned home, the first obstacle faced by migrants on the U.S.-Mexico border requesting asylum. (Graphic: tmsnrt.rs/2m4aPAs) The goal of the new instructions is to raise the bar on initial screening in order to ease strain on the courts and reduce the number of immigrants allowed to stay in the United States, often for years, while they await a hearing. The administration's plan is to leave wide discretion to asylum officers by allowing them to determine which applications have a "significant possibility" of being approved by an immigration court. In 2015, just 18 percent of asylum applicants whose cases were ruled on by immigration judges were granted asylum, according to the Justice Department. Applicants from countries with a high rate of political persecution have a higher chance of winning their asylum cases. The guidelines are contained in two draft memos signed by Homeland Security Secretary John Kelly and currently under review by the White House. The memos also outlined plans for greatly expanding the categories of people that immigration agents target for deportation, and gives them wide discretion in deciding who to deport. Previously, recent arrivals and convicted criminals were the prime targets. The new plan would include migrants who have been charged but not convicted of crimes, and would also apply to illegal immigrants who have been in the country for many years [sounds great]. The memos call for quickly hiring 10,000 more Immigration and Customs Enforcement agents as well as 5,000 more border patrol agents. WHAT IS "CREDIBLE FEAR"? Under the Immigration and Nationality Act, an applicant must generally demonstrate "a well-founded fear of persecution on account of race, religion, nationality, membership in a particular social group, or political opinion." Immigration lawyers say any applicants who appear to meet that criteria in their initial interviews should be allowed to make their cases in court. They oppose encouraging asylum officers to take a stricter stance on questioning claims and rejecting applications. Interviews to assess credible fear are conducted almost immediately after an asylum request is made, often at the border or in detention facilities by immigration agents or asylum officers, and most applicants easily clear that hurdle. Between July and September of 2016, U.S. asylum officers accepted nearly 88 percent of the claims of credible fear, according to U.S. Citizenship and Immigration Services data. Asylum seekers who fail the credible fear test can be quickly deported unless they file an appeal. Currently, those who pass the test are eventually released and allowed to remain in the United States awaiting hearings, which are often scheduled years into the future because of a backlog of more than 500,000 cases in immigration courts. Between October 2015 and April 2016, nearly 50,000 migrants claimed credible fear, 78 percent of whom were from Honduras, El Salvador, Guatemala or Mexico, according to statistics from USCIS. The number of migrants from those three countries who passed credible fear and went to court to make their case for asylum rose sharply between 2011 and 2015, from 13,970 claims to 34,125, according to data from the Justice Department. Former border patrol chief Mike Fisher credits that trend to advice from immigration lawyers who know "asylum officers are going to err on the side of caution and refer most cases to a judge."

"deep state" - a body of people, typically influential members of government agencies or the military, believed to be involved in the secret manipulation or control of government policy. . .

It's all about "packaging", efficiently utilizing available chassis space. Locating air reservoirs under battery boxes is a global norm.

You all need to remember we're talking 1977. At that time, Mack's volume COE was the F-model, which was obsolete in many ways versus the CL-7000. And we built the F-model thru 1981. Great truck (but heavy), made Overnite's accountants smile daily, but its designing began in the late 1950s (launched in 1962). Back then, an all-new truck required about 5 years of development. The CL-7000 was designed just after the Transcontinental (which was refined and perfected by the time of the Mk.2). The CL-7000 did initially have a cab air suspension stabilization shortcoming, but that was quickly resolved. Meanwhile, the 1st gen Cruise-Liner had more recalls than any other model in the history of Mack. Until it's last day of production at Hayward, it was a continuing nightmare. We went from one extreme to the other when we terminated Cruise-Liner production at Macungie and launched the MH. Production parts procurement for the first MHs, in 1984, was messy, due to design changes. But we were strolling strong in 1985.

Ron, Many of the F-model's cab parts were produced (stamped) by York Corrugating, in York, Pennsylvania.

(Model P-12W3)

Produced by Fort Eustis Television for the U.S. Army Transportation Corps. .

Power Torque Magazine / February 2017 From Garbage to Grain – Dave Whyte profiles Fellows Bulk Logistics With the recent harvest being one of the best in a long time, those involved in the transport and storage of the bumper crop are hard at work looking after the product our farmers have worked so hard to provide. While most of us take for granted the ability to just go down the shops and grab a loaf of bread or a slab of our favourite beer, many people have spent a great deal of time ensuring the base ingredients would be both available and of suitable quality to maintain supply of these vital products (Yes, beer is vital!). While the harvest is a very busy time for grain handlers, with a need to harvest and store the grain before it spoils, I was fortunate enough to catch up with Paul Fellows of Fellows Bulk Logistics from Deniliquin to learn a little more about the business of moving and storing grain. Fellows Bulk Logistics grew from Paul’s love of trucks, and growing up around the industry. “I’ve always loved trucks”, Paul said. It may sound strange, but Paul’s Dad was a highway policeman who drove trucks on the weekends, eventually leaving the police force to drive Greyhound Buses. “Mum and Dad said I couldn’t be a truck driver, because it wasn’t a good occupation. So, I went to ag-college and graduated from Dookie in 1981. By then, my dad had a couple of garbage trucks, so I came home and started driving them, doing the garbage,” Paul said. “We built that up to about 30 trucks and sold it to Cleanaway, then I went farming for about ten years”. After struggling to make money from the farm, Paul turned back to trucks. “I got a contract carting out to a piggery, about a hundred Ks off the main road,” he said. Using a custom-built trailer, Paul was able to do a job that no-one else could, delivering rice hulls into the pig sheds. This contract also included the removal of the waste and manure, which Paul sold on to garden supplies companies. “That’s what got me started. We were running a double shift, six days a week,” he said. Paul saw another opportunity in carting local red gum wood chips to landscaping suppliers in Melbourne, and when Landmark set up their fertiliser business in Deniliquin, Paul also picked up their work. “So all of a sudden, I was in tippers,” Paul said. The drought led to a lack of rice hulls needing to be moved, and a quiet year for Fellows. “A bloke rang me and asked if I wanted to subcontract, carting sugar cane bagasse out of Ayr. So, I went up there for three months, took a driver up, and we worked flat out for three months”. That three months of work led to Paul getting the prime contract to cart the bagasse a few years later. “I had to go and tender against everyone else, but we’d been doing it for a long time, and we do a good job,” Paul said. “We weren’t the cheapest, but we got it”. Bagasse is the fibrous pulp left over after the liquid is removed from the sugar cane. While it was once considered a waste product, it is now used in generating power for the sugar refinery all year round, and for half of Mackay from January to April. This provides a reliable power source along with environmental benefits and virtually no waste from the refining process. “We’ll cart 130,000 tonnes of that in (to storage) this year, and 130,000 tonnes out,” Paul said proudly. The addition of a grain storage facility in Blighty to the business portfolio not only added to the services on offer, but also provided some extra stability for the tippers in the fleet, with year-round freight to be moved down south. “That sort of underpins a bit of the work,” Paul said. “I have a lot of work coming north, but not so much going south”. That site now handles 5000 tonnes of grain, with a second site in Hay having the capacity for a further 10,000 tonnes. Given the bumper harvest, both of these sites are full this year, with a third site – also in Hay – being leased to handle the demand. “We’ll probably do 20,000 tonnes this year,” Paul said. The Fellows fleet is made up mainly of Kenworth trucks, which are bought through Darren Nichols at Twin City Truck Centre in Wodonga. “I use all SARs for the contract work in Queensland, and 909s for the tipper work. Two years ago, I thought I want to be more subjective in what we’re doing, so I bought a Volvo and a Western Star,” Paul said. “I also bought an SAR with the MX engine, and I’ve compared the two (the Volvo and the SAR). They’re nearly identical on fuel, maintenance was identical, but there was about $30k difference in the purchase price. But, at the other end (resale), I don’t know what’s going to happen with the Volvo”. “We use Matilda Walking Floors, and Lusty and Pumpa trailers out of Swan Hill for the tippers. I’ve had Lusty EMS trailers out of Brisbane, and I’ve never touched them. They’ve been six or seven years old, and we’ve never put a weld on them,” Paul added. The latest equipment purchase is a set of Graham Lusty tippers, which will offer the flexibility to operate as an A-double (double road train) within Victoria at weights up to 68.5-tonne GCM. “We’ll tackle that in the New Year,” Paul said. Trailers are also replaced after five or six years, with regular buyers keen to snap up Fellows’ secondhand equipment. As far as servicing goes, the Queensland-based trucks are serviced by a company-employed mechanic, while the Deniliquin-based trucks are serviced by a local mechanic, in Fellows’ depot. “Our trucks only do about 15,000 km a month, so we’re only servicing them every couple of months,” Paul said. Paul updates his trucks every five years, and he says, “Because they’re under five years old, we have no issues with gearboxes, diffs, universals or any of that sort of stuff”. Paul is a strong believer in running clean skin tyres all round, including some Chinese brands on the trailers. “We run a lot of Chinese tyres in Mackay, because it’s all short hauland we’ll scrub a tyre before we really wear it out,” Paul said. “They’ve been running Chinese tyres up there for a few years now, with a lot of success. There’s good and bad in them as well, but the Triangles have been good tyres”. Another big aspect of the Fellows operation is its involvement in the TruckSafe programme. Paul is passionate about the benefits of the programme, not only for his employee’s safety, but also in obtaining work. “Policy and procedure is the biggest thing in your business,” Paul said. “It’s two things – you’re protecting your staff, and you’re protecting yourself. If I can do everything I possibly can to protect my drivers…”. This commitment to safety has been rewarded, with Fellows Bulk Logistics winning the John Kelly Memorial Award for Transport Safety in 2016. “I care about my guys, they’re all good fellas. A lot of them have been with me a long time. Some of them are coming up for their long service, which is pretty much unheard of in road transport. “I give them really good equipment and pay them by the hour. They get paid when they’re washing their truck, checking the oil, when they’re waiting to load, etc.,” he said. “They’re always home Friday night, and they don’t often go away on Sundays. I need my weekends off, and I’m no different to my staff”. A willingness to take on the jobs no-one else would do, along with a commendable attitude towards staff and equipment, has seen Fellows Bulk Logistics grow from a one-man operation to a fleet of twelve trucks, with operations in Queensland and southern New South Wales. It’s interesting to see how a small business can take on some of the big business ideals, such as involvement in TruckSafe and regular equipment updates, and make them work to their benefit. While Fellows Bulk Logistics may be a fairly small player in the big scheme of things, it is a good example of how smaller operators can control quality in all aspects of their business, including equipment, employees and service. In the long term, this is what guarantees the efficient and reliable supply of life’s essentials. So next time you’re lucky enough to kick back with a sausage in bread and a beer (as we quite often do at this time of year), spare a thought for those Fellows that make it possible. .

Owner/Driver / February 17, 2017 Freightliner has something new to show off...and it hauls a pretty exciting load! Freightliner Racing has revealed a new-look Commodore Supercar, coupled with a Coronado prime mover to get it to each race. The Albury-based team has switched from black and red to a white and silver livery topped off with a striking new shade of red for the car driven by two-time race winner Tim Slade. It has also replaced its Freightliner Argosy cabover prime mover with a bold Freightliner Coronado 114, a model with a set-forward front axle that can haul a 34-pallet B-double trailer set. The team transporter, nicknamed Stax, is driven by Paul Eddy, who clocks up around 45,000km a year behind the wheel towing a B-double trailer loaded with two cars and mass of spares and equipment. It’s not a heavy combination (around five tonnes shy of its 62.5 tonne maximum weight), offering no challenge for the 15-litre Detroit six-cylinder turbo diesel under the bonnet that generates a healthy 560hp and 1850lb-ft Nm of torque. Eddie has only done few short stints in his new home away from home, but is looking forward to the 16 rounds he will drive it to this season. "It looks great going down the road," Eddy says. "It always looks cool if you have a couple of stacks sitting behind the doors doesn’t it?" Eddy had driven an Argosy with a cavernous 110-inch sleeper cab for the last few seasons, but will trade off some of that space for a bonnet with the new Coronado, which has a more modest 34-inch sleeper. "The sleeper in the Argosy was so big, it had a double bed and it would take me half an hour to get out," Eddy says with a smile. "With this, you lose a bit of cabin space but you get a bonnet." Eddy praised the way the Coronado 114 drives. "Geez, it is nice to drive. Just the way it sits on the road; it’s great." he says. While the Coronado is available with a fully automated Eaton Ultrashift transmission, Eddy opted for the 18-speed Eaton RoadRanger in order to keep up his shifting skills. Driving the team transporter is just one part of Eddie’s job description; he also looks after the Freightliner Racing car’s tyres and works the hydraulic jack ‘spike’ in pitlane during stops. The team’s other driver, Tim Slade, showed plenty of skills last season with back to back wins and a top 10 championship finish. Slade says he is glad his new number 14 Commodore has a cool paint scheme. "The Freightliner Racing Commodore looks awesome," he says. "It’s so different to what the car has been over the past few years, we’ve had the design locked down for a while now and I’m excited to finally show it off to our Freightliner Racing fans." The Brad Jones Racing team used PPG Paints and Roland DG printers for the wraps to bring the design to life. Slade is looking forward to hitting the track in the new-look car after showing so much promise in 2016. "We didn’t put too much pressure on ourselves last year, we always wanted to do well and aim for the top ten," he says. "We achieved some great results, and this year we’ll be looking to build on that and be more consistent with our speed and good results." Freightliner Australia Director, Stephen Downes is looking forward to the start of the season. "We are really thrilled to see the fantastic new look Freightliner Racing Commodore and introduce the tough Freightliner Coronado to the Supercars paddock," he says. "We think Freightliner customers will get a real buzz when they see the 2017 car fighting for more wins and podiums this year." The Brad Jones Racing outfit, which runs Freightliner Racing, also uses two Freightliner Argosys for the rest of its Supercars and Dunlop Series racing fleet. Freightliner Racing’s first test day will be held at Sydney Motorsport Park on February 21, before the opening round of the season, the Clipsal 500 on March 2-5 in Adelaide. . .

Commercial Motor TV - sponsored by DAF Trucks / February 16, 2017 .

Transport Topics / February 15, 2017 A coalition of at least 16 House Democrats, led by Oregon’s Peter DeFazio, said Feb. 16 they will file a “Blueprint for America’s New Trade Policy,” urging President Trump to fulfill his campaign promises and negotiate a thorough overhaul of the North American Free Trade Agreement (NAFTA), or withdraw from the 1994 agreement. DeFazio, the ranking Democrat on the House Transportation and Infrastructure Committee, included in the resolution a provision on Mexican trucks saying that a new NAFTA should return to a limited free trade zone on both sides of the border, where southbound trucks would hand off trailers to Mexican carriers and northbound commercial vehicles would drop trailers for U.S. companies. “We had a system that worked well,” says DeFazio. Backed by representatives of the AFL-CIO and the Sierra Club, the House Democrats said NAFTA has been “devastating” to U.S. workers and North America’s environment and created “a race to the bottom” on wages and environmental protection. Although Trump has relied heavily on Republican votes — especially in the Senate — during the early days of his administration, DeFazio said his coalition can offer needed support to the administration. Defazio said House Speaker Paul Ryan, Ways and Means Committee Chairman Kevin Brady and Senate Majority Leader Mitch McConnell are all supporters of free trade who will fight Trump “tooth and nail” on the issue. DeFazio said Mexican trucks and their drivers do not have to follow U.S. safety standards during the Mexican segments of their trips, so their access to U.S. roads should be limited. Democratic House members Rosa DeLauro of Connecticut, Debbie Dingell of Michigan, Daniel Lipinski of Illinois, Rick Nolan of Minnesota, Jan Schakowsky of Illinois and Robert Scott of Virginia joined DeFazio in a House T&I subcommittee room and said NAFTA has led to U.S. job losses, business failures and trade deficits. They criticized Trump for more moderate statements on the issue since he took office.

Heavy Duty Trucking / February 15, 2017 Pacific Gas & Electric Company (PG&E) has unveiled its first plug-in hybrid-electric Class 6 truck. The vehicle, developed by Efficient Drivetrains Incorporated (EDI), combines up to 50 miles of all-electric driving with 300 miles of driving range in hybrid mode. The plug-in hybrid-electric drivetrain reduces greenhouse gas emissions by 80% compared to a conventional Class 6 truck. It also features exportable power capacity up to 160 kW. By harnessing the power of the on-board batteries, the vehicle can power up to 125 homes, potentially eliminating planned outages and shortening unplanned outages. Featuring a flatbed design, the truck will be used to haul materials such as transformers to job sites. PG&E has accepted delivery of two of the units. PG&E has worked with EDI in the past, implementing two different Class 5 PHEV truck models in 2014. .

360 Truck / February 17, 2017 Following China’s ongoing truck trend into the 500+ horsepower engine era, truckmaker CAMC has announced that Sinotruk’s 13-litre MC13 litre engine will become an available option in its flagship H08 heavy tractor with a 540 horsepower rating. Yesterday, competing truckmaker JAC announced that the Sinotruk-produced Euro-5 emissions MC13 engine would become an option its flagship K7 tractor. Sinotruk (aka. CNHTC) is a competing Chinese truckmaker that has a truck and engine producing joint venture with MAN. The MC13.54-50, like Navistar’s N13 in the global market, is a license-built version of the MAN D26 engine. CAMC’s H08 heavy tractor is also available with the company's own 9.8-litre CM6D18 and 11.8-litre CM6D28 series engines rated from 270 to 480 horsepower. They were introduced in 2013 and developed in cooperation with long time technology partner Mitsubishi. .

Bob, roof-mounted air horns are not common in China. They're typically only seen on show trucks. Typically, air horns are mounted out of sight behind the bumper. Electric and air horns are controlled by the same steering wheel horn button (The air horn valve is electrically actuated). There's a switch on the dash allowing you to choose one or the other. .

I think the JMC-Ford version does look better. That said, the understanding is Ford Otosan will be introducing a larger new cab soon.

360 Truck / February 15, 2017 At its 2017 annual meeting, truckmaker JAC announced that its flagship K7 tractor will now be available with the Sinotruk-produced Euro-5 emissions 13-litre MC13 engine. Sinotruk (aka. CNHTC) is a competing Chinese truckmaker that has a truck and engine producing joint venture with MAN. JAC, which produces light and medium truck engines under license with Navistar’s Brazilian subsidiary MWM, does not produce heavy truck engines The MC13, like Navistar’s N13 in the global market, is a license-built version of the MAN D26 engine. Previously, JAC’s all-new K7 tractor was announced with engine maker Yuchai’s Euro-5 emissions 480 horsepower 12.2 litre and 540 horsepower 12.9-litre engines, YC6K12 48-50 and YC6K1354-50 respectively. The architecture of these engines is based on the Detroit Diesel 60 Series. .

Commercial Vehicle World / February 14, 2017 In a February 14 declaration by China’s Ministry of Industry on motor vehicle production, four version of Ford’s new China market Cargo heavy tractor were revealed including two 4x2 and two 6x4 variants. Model Configuration SXQ4180J1A2D5 4x2 SXQ4180J1A3D5 4x2 SXQ4250J4A2D5 6x4 SXQ4250J4A3D5 6x4 The trucks, produced by JMC Heavy-Duty Vehicle Company, the heavy truck joint venture of JMC and Ford Motor Company, wears the JMC badge. Ford holds a 32 percent stake in the joint venture. The trucks are powered by JMC model JX6D 9- and 13-liter engines, based on Ford’s Ecotorq engines and produced under license. Developed under the code name J19, the China market Cargo has a dramatically different front fascia. The JMV version has a fuller frontal appearance. With clearer edges and corners, the boundaries between the chassis and cab are more evident, giving the JMC version an improved appearance. The grille is entirely different from Ford Otosan’s global market version. Whereas the Cargo focuses on the bottom half of the front fascia, the JMC version focused more traditionally on the upper half of the fascia. The headlamps, and the location of the logo, are also different. The Euro-5 emissions 9-litre engine, rated at 365 horsepower (265kW), is designated JX6D09.365A5. Declared fuel consumption is 39.8L / 100km. The Euro-5 emissions 13-litre engines, available in 390 (284kW) and 420 (306kW) horsepower ratings, are designated JX6D13.390A5 and JX6D13.420A5. Declared fuel consumption is 39.6L / 100km and 39.7L / 100km respectively. Dimensions of the 6x4 tractors are (LxWxH): 6920 mm × 2550 mm × 3520/3610/3960 mm. Curb weights range from 9.12 to 9.82 metric tons. Dimensions of the 4x2 tractors are (LxWxH): 5925 mm × 2550 mm × 3520/3610/3960 mm. Curb weights range from 7.05 to 7.67 metric tons Standard tire choices are 16-ply 12R22.5 or 16-ply 315/80R22.5. Both ABS braking and GPS are standard. A full aerodynamics package is an available option. .

Commercial Motor / February 15, 2017 Essex-based Industrial Chemicals Group has ordered 44 Mercedes-Benz trucks - mainly Actros tractor units - from dealer S&B Commercials. The new vehicles include 38 Actros 2548 BigSpace tractors, all the subject of a CharterWay contract hire agreement with Mercedes-Benz Financial Services. Most of them are due to enter service over the next few weeks. ICL has specified them with safety packs, including the manufacturer’s Active Brake Assist 3 autonomous braking and Proximity Control Assist systems. The tractor units, which also come with Predictive Powertrain Control systems, feature 12.8-litre, OM471 straight-six engines producing 476 hp. Grays-based ICL supplies hydrochloric and sulphuric acids, caustic soda and bleach, transported as liquids in tank trailers, to companies in the water treatment and other industries. The Actros tractors are fitted with wet kits for pumping equipment and are replacing vehicles of another marque, which have reached the ends of their contract terms. In addition, ICL has ordered five 26-tonne Actros 2535 rigids and a single 12-tonne Atego from S&B, all curtainsiders. Will Davey, truck sales director at S&B Commercials, said: “We are proud to be supporting this highly professional company, and look forward to building upon our new relationship over the months and years to come.” .

MAN Truck & Bus / February 15, 2017 Installed in the Viking 52 Convertible; 24 year-long partnership; over one million kW already in use MAN Engines has been supplying engines to Viking Yachts, the US-based luxury cruising yacht and sportfishing boat manufacturer, for 24 years. The latest delivery to Viking's New Jersey boatyard by the International Engine Competence Center of MAN Engines in Nuremberg, is the 2,000th engine - for the 1,000th motor boat - since the beginning of this long-standing partnership. The V-12 engine has been installed in the Viking 52 Convertible sportfishing boat number 822 alongside an identically constructed MAN V12-1400 engine. Each of the engines generates an output of 1029 kW (1400 HP) at 2,300 rpm from a cylinder capacity of 24.2 l. The maximum torque is 4,680 Nm and is achieved at speeds of 1,200 to 2,100 rpm. This means that the Viking 52 Convertible has a total available output of 2,058 kW (2,800 HP) when using the optional increased engine capacity. Company director Patrick Healey explained why he chose MAN diesel engines for his range of boats: "MAN engines are the perfect fit for our Viking boats - they look great and add the finishing touch to our overall package. Also, the large number of MAN engines that we have in use means that we have a great deal of experience with them, something which is valued very highly by our customers as well.". According to Healey, a major feature of the MAN V12-1400 is its low-noise operation. "MAN engines sound fantastic! Quiet at the dockside and when idling, but under full load, they roar like a lion, demanding respect. And despite this, the crew can still communicate with each other." Over the years, Viking Yachts has purchased a wide range of V-engines from premium German manufacturer MAN Engines. The total power of all engines installed to date sums up to an impressive output of over one million kilowatts (1,079,934 kW or 1,468,710 HP). The Viking 52 Convertible, with its anniversary engine, will be on display for the first time at the Yachts Miami Beach show from the 16th to the 20th of February 2017, at a price of over two million US dollars. .

Truck depreciation jumped in 2016, forecast flat for 2017 Commercial Carrier Journal (CCJ) / February 15, 2017 Monthly depreciation of trucks jumped .7 percent in 2016 versus the year before, according to J.D. Power and Associates data released Wednesday. Monthly retail depreciation for 3 to 5 year old trucks averaged 1.9 percent in 2016. In terms of dollar value, J.D. Power commercial vehicle senior analyst and product manager Chris Visser says the average 3- to 5-year-old sleeper brought 12.5 percent less retail money in 2016, which translates to a loss of $8,803. “This difference is substantial, but notably smaller than the drastic 30 percent year-over-year change in auction pricing for these same trucks,” he adds. Through the auction channel, Visser notes, 3- to 5-year-old trucks lost about $16,500 of their value from January to December 2016– about 33 percent for the year or about 2.75 percent per month. “[That is] slightly better than our early forecasts of 3 percent to 5 percent per month,” he says. Model year 2014 trucks lost about 25 percent over the course of last year at auction, while model year 2013 trucks lost about 34 percent, and 2012 model year trucks lost about 37 percent. Visser says that based on new truck delivery numbers over the past five model years, there is a potential 8.1 percent increase in the number of 3- to 5-year-old sleepers returning to the market in 2017 compared to 2016 and is forecasting a continuation of the 2 to 2.5 percent per month depreciation for Class 8 sleeper tractors. “Retail should perform moderately better than wholesale,” he adds. “There should be more trucks returning off trade this year compared to 2016, which should counteract any increase in demand.” “It is likely that OEMs are already stockpiling some quantity of these trucks, keeping them out of the marketplace until conditions potentially change,” he adds. “On the upside, new truck order activity was on the higher end of expectations in the most recent two to three months, and the volume of used trucks sold rose unexpectedly in December.” Visser says these factors suggest there may have been some pent-up demand in late 2016 as buyers waited for the presidential election. “Business interests are also probably encouraged by the likelihood of tax reductions and regulatory rollback under the new administration,” he says. “If true, these factors provide some optimism for the demand outlook. On the other hand, renegotiation of trade deals points to inflation and increased costs. Overall, we are cautiously optimistic about demand for used trucks in 2017, with the understanding supply will remain the overarching factor in prices.”

Fleet Owner / February 15, 2017 Ox Bodies has introduced its TrailMaker dump body, which is constructed of carbon steel that offers the weight of aluminum, making it up to 35% lighter than standard Ox Bodies dump bodies. “Many operators are looking for dump bodies that have a reduced weight and stand up to the wear and tear caused by asphalt and gritty construction aggregates,” said Jim Bray, sales and marketing manager, Ox Bodies, Inc. “The TrailMaker dump body was developed to address these needs. Its reduced weight offers operators greater payload capacity while retaining the inherent strength of steel.” Designed specifically for the transportation of sand, dirt, asphalt and small construction aggregates, the TrailMaker is available in 14- to 20-ft. body lengths and offers capacities ranging from 7.3 to 33 cubic yards. The TrailMaker is available with a wide range of options, including: Air high lift tailgate provides the flexibility needed to dump various load sizes Retractable mud flaps make dumping asphalt easier Tailgate coal chute allows efficient metering of materials Cab shields ranging from 12 to 42 inches provide added protection for the cab when hauling heavier loads “The TrailMaker is field tested for durability and designed to meet the needs of operators looking for improved payload capabilities,” Bray said. “In addition, due to its lightweight design, operators may also realize improved fuel efficiency.” Additional design and configuration options for the TrailMaker dump body include side-mounted hydraulic tanks with sight glass, steel or Tread Brite aluminum gravel guards, as well as recessed and rubber-grommeted LED lighting to meet Federal Motor Vehicle Safety Standard 108. Related reading - http://www.oxbodies.com/ox-dump-bodies/trailmaker .

Europe Doubles Down on Iran Deal as Trump Steps Away Bloomberg / February 15, 2017 Before the platters of roast lamb and fragrant rice were served, visiting executives squeezed into the front room of the Swedish ambassador’s home in Tehran to applaud ambitious plans to restore Iran as a top trade partner. The men and women representing companies including AstraZeneca Plc and truckmaker Scania AB had flown in with Prime Minister Stefan Lofven, who was making the first official visit to Iran by a Swedish premier since a mediation effort during the 1980s war with Iraq. The 75-member delegation was intent on doing business, but the politics was inescapable: as the U.S. under Donald Trump steps away from Iran, Europe’s moving forward, unwilling to throw away years of tortuous diplomacy. “Before sanctions, Iran was the biggest export market for Sweden in the Middle East,” Trade Minister Ann Linde said at the Feb. 11 event attended by Iranian businessmen and ministers. “We hope it will be again.” European leaders are emerging as strong backers of the 2015 six-nation nuclear deal with Iran, derided by Trump as one of history’s dumbest. They want their companies to prosper in a largely untapped market of 80 million people, but there’s a deeper motive -- to bolster the moderate politicians led by President Hassan Rouhani seen as the best bet for an Iran that’s freer at home and more willing to cooperate in defusing Mideast flashpoints. Russia, another signatory to the agreement, is a key ally of Iran. May Election “The Europeans want an administration in Iran that will stick to the deal and pursue a moderate engagement with Europe that has begun already,” says Ellie Geranmayeh, a policy fellow for the Middle East and North Africa program at the European Council for Foreign Relations. For a start, Rouhani, who broke Iran out of its isolation in 2013, faces a likely re-election fight in May with hardline opponents who are suspicious of closer ties with the West. The moderates merit support, said a senior Western diplomat in Tehran, who requested not to be named in line with protocol. To help achieve that, states try to show their business communities that Iran is a good market to enter, he said. The Swedish trade delegation was sandwiched between a high-level French political and commercial visit, led by Foreign Minister Jean-Marc Ayrault, and a Feb. 12 automobiles conference attended by senior executives from Peugeot, Citroen, Renault and Hyundai. “I’ve been to Iran 25 times in less than two years,” Jean-Christophe Quemard, Peugeot’s executive vice-president for the Middle East and Africa, told reporters when asked if his latest trip was in any way motivated by Trump’s policies. “What does this mean? Times have changed. You need to get used to seeing our faces in Tehran.” Bank Woes Sanctions imposed on Iran over its disputed nuclear program slashed its trade with Sweden by 90 percent to about 1 billion krona ($112 million) in 2012. Among the documents signed during Lofven’s visit was a 110-million euro pact between Scania and Iranian heavy-vehicle maker Oghab Afshan to produce 1,350 buses. Hamid Akbari, a member Oghab Afshan’s board, said the company was in talks with three Swedish lenders for financing. For Europeans turning up in Iran, pledging to boost business is the easy part. Delivering is harder, especially as sanctions not lifted under the 2015 accord -- primarily U.S. curbs punishing Tehran for its missile program and links to groups such as Hezbollah that America designates as terrorist -- continue to scare away major banks.

Green Car Congress / February 15, 2017 Mercedes-Benz Trucks is bringing its all-electric heavy-duty truck (earlier post) to market in a small series this year. Following the presentation of the Urban eTruck with 25 metric ton (55,116lb) GVW and a range of up to 200 km (124 miles) at the International Commercial Vehicle Show in 2016, the first vehicles will be delivered to customers this year. The electric truck is based on a three-axle truck, with the entire conventional drivetrain replaced by an electrically driven rear axle with electric motors directly adjacent to the wheel hubs. Maximum output is 2 x 125 kW (2 x 168hp), while the peak torque is 2 x 500 N·m. In combination with the gearing, the torque at the wheel reaches 11,000 N·m. The power is supplied by a battery pack consisting of three modules of lithium-ion batteries with a total capacity of 212 kWh. This results in a range of up to 200 km (124 miles)—normally enough for a typical day's delivery round. Depending on the desired range, the modular battery pack can be customized by adding or removing batteries. The Urban eTruck is connected to the charging station using the Europe-wide standardized Combined Charging System (CCS) Type 2 connector. With a charging power of 100 kW, the fully discharged batteries are charged to 100% in two to three hours. (The system will support up to 150 kW.) Following the world premiere in September 2016 at the International Commercial Vehicle Show, the customer reaction was outstanding. We are currently talking to around 20 potential customers from the disposal, foodstuffs and logistics sector. With the small series we are now rapidly taking the next step towards a series product. By 2020 we want to be on the market with the series generation. —Stefan Buchner, Head of Mercedes-Benz Trucks worldwide The vehicle will initially go in a low two-figure number of units to customers in Germany, and later in Europe too, Buchner said. The aim is to use actual application scenarios and requirement profiles together with the customer to further optimize the vehicle concept and the system configurations of the electric truck. The tests will include use in shift operation, charging times plus battery and range management. —Stefan Buchner In order to be able to depict the various application possibilities, 18- and 25-tonne models will be equipped with a refrigerated body, as a dry box body and as a platform vehicle. Together with a special charger which takes into account the increased demands on a truck, the vehicles will be handed over to the customers to use for a period of twelve months and supported by Mercedes-Benz Trucks road testing department. During this time the use profiles and areas of application will be recorded and the knowledge gained and expectations compared. The Urban eTruck is part of a comprehensive electric initiative from Daimler Trucks. The light-duty electric truck Fuso eCanter will be in use in a global small series in 2017. Around 150 vehicles will be handed over to selected customers in Europe, Japan and the US. Daimler Trucks is thus covering a wide application portfolio of electric trucks all over the world. Daimler Trucks is expecting the costs for the batteries of an all-electric truck to fall by a factor of 2.5 from 1997 to 2025— from €500/kWh to €200/kWh. At the same time the energy density of the available batteries in this period will rise by the same factor from 80 Wh/kg to 200 Wh/kg. .