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MAN Truck & Bus Press Release / February 6, 2017 180 vehicles from a vast range of sectors will be available to view and drive at MAN’s in-house exhibition. The focus will be on the new MAN TG series which was introduced at the beginning of the year. MAN Truck & Bus will be demonstrating its industry expertise in Munich from 23 to 25 March, 2017, with vehicles for construction, distribution, long-haul and heavy-duty transport Special display of municipal vehicles The MAN TGE unveiled 90 exhibitors 7,000 visitors expected over three days MAN has been running the Trucknology Days as an in-house exhibition since 2008, where information meets fascination. The event is expected to attract 7,000 visitors from all over the world. At the special municipal vehicle show, a huge range of body manufacturers will be exhibiting various waste collection vehicles, street sweepers and vehicles for wet cleaning, as well as for road maintenance and winter services. Approximately 180 trucks will be available to view and drive over the three days. Experts will be available during presentations, for test drives and at the display vehicles in order to explain specific product features which make day-to-day work easier for businesses and drivers from the areas of construction, distribution, long-haul and heavy-duty transport, as well as municipal work. MAN Services, body manufacturers and suppliers will be on hand for open discussions at the MAN TruckForum as well as on the test track. In conjunction with RIO, the new brand for networked logistics, these will provide a glimpse of the connected performance of the transport sector of the future. The chance to take a turn on the test track or on public roads in a variety of different models from the MAN product range is always popular. Experience has shown that there is always a great deal of interest in the plant tours through the production facilities of the MAN TGS and TGX model ranges. The new TGE and RIO will make their first appearance at the MAN Trucknology Days. With a gross vehicle weight of 3.0 to 5.5 tonnes, the TGE extends MAN’s product range to the lighter end of the market. The Trucknology Days signal the beginning of sales for the new transporter. RIO presents itself as an open, cloud-based ‘operating system’ for all transport sectors. Date: Thursday 23 March to Saturday 25 March, 2017, for pre-registered global customer groups, customers and members of the MAN Trucker’s World Club. Opening hours: 23 and 24 March 2017, from 09:00 to 17:00 Opening hours: 25 March, 2017, from 08:00 to 16:00 Location: Truck Forum at MAN Works Munich, Dachauer Street 570, 80995 Munich The event is free and entry is by pre-registration with account managers or by invitation through the MAN Trucker’s World Club. 500 tickets will also be raffled for 24 and 25 March, 2017. Winners will be notified via the MAN social media channels. .

DAF Trucks Press Release / February 6, 2017 2016 marks growth in major markets DAF Trucks increased its European market position in 2016. Market share in the heavy segment (16 tons+) grew by a significant 0.9% to 15.5%. DAF strengthened its position in almost all European countries and holds market leadership in The Netherlands, United Kingdom, Poland, Hungary and Bulgaria. DAF’s ongoing success is illustrated by its overall European market share in the heavy segment increasing from 14.6% in 2015 to 15.5% last year. In almost all major markets DAF realized expansion of its market position, such as in France (13,1%), Italy (11.6%), Spain (11.4%) and Belgium (19.1%). Market share in Germany was at 10.8%. DAF’s market leadership continued in The Netherlands (31.9%), The United Kingdom (29.2%), Poland (19.4%) and Hungary (25.8%). DAF also became the market leader in Bulgaria (20.4%). In 2016, DAF registered over 46,700 heavy trucks in Europe, which is an all-time record and represents an increase of 19% compared to 2015 registrations (almost 39,400). The total market for heavy trucks in 2016 rose by over 12% to 302,500 vehicles, compared to just over 269,000 in 2015. For this year, DAF expects the European 16 tons market for heavy trucks to be between 260,000 and 290,000 vehicles. In the light segment (6 – 16 tons GVW) DAF’s market share increased from 9.0% in 2015 to 10.1% last year. Growth was realized in almost all European countries and in the United Kingdom market leadership grew from 36.2% to 37.9%. The European light truck market increased by 8% in 2016 to almost 53,000 units. Further growth outside European Union DAF also strengthened its market position outside the European Union. DAF made its entrance into the United Arab Emirates and started a company-owned subsidiary in Turkey. DAF Brasil increased production and market share in 2016 and completed its first year of production of the PACCAR MX-13 engine. In Taiwan, DAF continues to be the market leader among the non-Asian brands and DAF Components sold a record of over 4,000 excellent PACCAR engines to leading bus & coach manufacturers around the world. “Growing market share is a result of our industry leading trucks, engines, and services”, stated Richard Zink, member of the Board of Management responsible for Marketing & Sales. “Customers appreciate the industry-leading quality and efficiency of our LF, CF and XF trucks which are backed by the excellent DAF dealer network and the DAF team in Europe and throughout the world. We look forward to further growth in the years to come.” .

And remember, since 2014, Eaton is offering a 3-year warranty on their reman transmissions (which also gives you a 3-year clutch warranty in that "bundle"). You can't knock that with a stick. http://www.roadranger.com/ecm/groups/public/@pub/@eaton/@roadranger/documents/content/apsl0300.pdf

Navistar engine plant under new ownership in Huntsville Alabama.com / February 6, 2017 The former Navistar International engine plant in Huntsville is under new ownership. Tuscaloosa-based Pate Holdings said it closed on the purchase of the building in Jetplex Industrial Park near Huntsville International Airport on Friday. Terms of the deal were not disclosed. The 55-acre property spans more than 555,000 square feet and can accommodate manufacturing, warehouse and logistics work. Pate Holdings owner Stan Pate said the facility is among the best available industrial sites in the Southeast. Pate believes the property will be successful given President Donald Trump's position on manufacturing and job creation in America. "We're going to see quickly, if not almost immediately, the uptick in industry looking for locations," he said. "Locations to be able to quickly get into business." Navistar announced in 2014 it would transfer its mid-range engine production in Huntsville to Melrose Park, Ill., resulting in the loss of 280 local jobs. The move was expected to save Navistar about $22 million in annual operating costs. Pate is hopeful another significant development will come along and create long-term, quality jobs with the help of local officials and the Huntsville-Madison County Airport Authority. "We want to see manufacturing there that will create a significant number of jobs rather than some type of warehousing activity or some kind of distribution," he said. AL.com has contacted the Port of Huntsville and Navistar for comment. For the right project, Pate said his company would be open to leasing or selling the property. "We've made it very clear that we're not someone that's going to come in and demo that building," he said. "We're looking to maximize the potential of the property."

Scania Group Press Release / February 6, 2017 Scania has identified Thailand as one of the key markets in Asia and is expanding its industrial and commercial presence in the country. A new assembly facility for trucks and bus chassis as well as a manufacturing facility for truck cabs will be established in the Bangkok Metropolitan Region, including staff for production, logistics and purchasing as well as research and development. The total investment is EUR 21.2 million and operations are scheduled to start in 2018. In addition, regional headquarters will be established in Thailand to support Scania’s distributors in Asia and Oceania in developing business in their markets. “The new establishment will bring all industrial and commercial functions in Scania even closer to our customers in Asia in general and in Thailand in particular,” says Ted Göransson, Project Director for the new establishment. “By increasing our local presence we will be able to quickly respond to customers’ demands and make sure that we provide the best transport solution for each customer.” The establishment is a part of Scania’s strategic focus on Thailand and complements the already announced expansion of Scania’s service network in the country from currently 10 workshops to 18 workshops in 2019. .

Fleet Owner / February 3, 2017 To ensure proper couple, use of sensors grows The evolution of coupling systems is now moving from the first stage of cab actuated air release systems, says Rich Carroll, vice president of sales & marketing at Jost International. “We are seeing a paradigm shift that will take fifth wheel coupling systems beyond their role as reliable mechanical devices to playing a more sophisticated role within the field of ADAS [advanced driver assistance systems] technologies,” he states. “We are now seeing some early adopter fleets that have been using air release systems successfully as the first movers into sensor systems. “There are several drivers for this that include driver demographics, aerodynamic tractor and trailer designs, and even autonomous vehicle fundamentals,” Carroll adds. “We believe that as aerodynamic designs develop, at some point it will become difficult, if not impossible, for drivers to physically reach the fifth wheel handle and to put themselves in a position to visually assure a good couple. This is what’s driving the next step in the evolution of sensor systems that communicate coupling conditions directly to the cab.” Jost’s JSK37USK sensor coupling system, which was demonstrated this past fall, utilizes sensors to verify that the kingpin is in the lock position and that the fifth wheel is locked and the release handle secured. The lock status can be shown either by a Jost-supplied dash display or communicated through the vehicle’s CAN (controller area network) bus. Another integral component of the system will be automated connections for electrical and pneumatic systems and for the ability to retract landing gear. SAF-Holland has introduced the ELI-te fifth wheel coupling assistant as an integrated option on new vehicles and for retrofit on Holland FW35 Series fifth wheels, says Bryan Redeker, product manager of fifth wheels. The electronic lock indicator trailer-sensing technology uses an electronic control module mounted directly to the fifth wheel top plate and remote indicators to show when a trailer kingpin is properly coupled to an ELI-te equipped fifth wheel. With the ELI-te fifth wheel coupling assistant, high-intensity white LED lights mounted within the fifth wheel automatically illuminate the lock jaws to direct the driver’s attention to the connection between the lock jaws and kingpin. If a coupling problem is detected, daytime-visible red LED lights begin flashing from both sides. Redeker also says that SAF-Holland continues to design fifth wheels for weight reduction. Included are the aluminum top plate 55,000-lb.-capacity FWAL, the steel top plate 50,000-lb.-capacity FW17, and the LowLube version FW16. All of these fifth wheels can be mounted on the company’s integrated ILS lightweight slider or on stationary mounts. The ILS can also be used on the FW35 Series top plates. “The FWAL top plate can save upwards of 100 lbs. compared to a standard-duty equivalent, and the cast steel FW17 and FW16 top plates are around 30 lbs. lighter than standard-duty models,” Redeker states. “When these top plates are combined with the ILS slider, fleets like bulk carriers wanting to increase payload can realize optimum weight savings.” The Fontaine Fifth Wheel NWB air slide is also a weight-saving design. According to the company, the NWB is 40 to 70 lbs. lighter than competitive steel slide systems. The design features a smaller footprint with steel reinforcement for strength and durability, and a new greaseless bracket liner provides consistent lubrication and reduced wear because there is no metal-to-metal contact. Fontaine also notes that lower maintenance costs with the NWB Air Slide result from a dual duro­meter two-piece bushing for improved shock absorption and easier service. “Fleets and OEMs continue to seek weight savings to improve fuel economy and hauling capacity,” says Roger Crawford, president of Fontaine Fifth Wheel—North America OEM. “The innovative design of new fifth wheel products can help fleets offset the weight of heavier emissions system components and improve capacity for weight-sensitive fleets.” .

TCA opposes twin 33-foot trailers in letter to House of Representatives Truck News / February 2, 2017 The Truckload Carriers Association (TCA) put its foot down today regarding twin 33-foot trailers. The TCA reported that its president, John Lyboldt, sent a letter to the US House of Representatives voicing the association’s opposition to twin 33-foot trailers. In the letter, he stressed that 33-foot trailers are not the solution to improving conditions on the nation’s roadways and the perceived productivity benefits that the longer trailers would provide are not worth the immense costs to the trucking industry as a whole, and that this shift from the industry standard would generate. “The truckload industry recognizes the benefits that would be bestowed upon our Less-Than-Truckload (LTL) associates by adding additional cubic feet of freight space and how those benefits add to their productivity,” said Lyboldt. “The metric of mandating twin 33-foot trailers almost exclusively benefits LTL freight, thus putting the truckload segment of the industry at a competitive disadvantage.” Lyboldt noted that the financial burden of changing 53-foot trailers as “a shift to 33-foot trailers would be considered voluntary, and the shipping community would automatically transition to carriers with the most cubic space for their goods, rendering our nation’s fleet of 53-foot trailers nothing more than antiques.” He added that one issue notably absent from the discussions surrounding 33-foot trailers is the effect that the configuration would have on the industry’s population of drivers. “Ramifications of operating fleets consisting of 33-foot trailers would be severe,” said Lyboldt. The TCA added that the potential for driver injury will increase “when separating trailers and their 3,000-lb converter gear,” added Lyboldt, and “would jeopardize any improvements to the health and well-being of drivers that our industry strives to make.” “The Truckload Carriers Association pledges to partner with our congressional leadership to discover solutions that truly benefit our industry and the American public as whole,” he said. “As discussions surrounding the topic of productivity begin to propagate over the coming months and years, TCA seeks to unite with all who have a vested interest in freight delivery solutions that work for everyone.”

Your thinking is right. Always go with a new clutch.

But Mack brand sales do not almost match Volvo. They're giving Renault more attention because it is the group's growth leader. -------------------------------------------------------------------------- Q4 2016 Volvo brand global truck sales - 27,934 units. Q4 2016 Mack brand global truck sales - 4,119 units. -------------------------------------------------------------------------- Q4 2016 Volvo brand truck sales in North America - 4,458 units. Q4 2016 Mack brand truck sales in North America - 3,551 units. -------------------------------------------------------------------------- More info - https://www.bigmacktrucks.com/topic/48625-volvo-group-–-2016-4th-quarter-and-full-year-earnings-report/

Can you purchase a 13-speed Eaton factory reman and turn your 9LL in as a core with perhaps a small penalty charge?

BC, I've been thru that aircraft in the picture and determined the engines were Russian. I then read that Stalin gave China (only) ten Tu-4s in 1953. China had no aviation industry that could have handled such a retrofit. It seems the ten were retrofitted, with Soviet assistance, with Ivchenko AI-20K turboprop engines in 1966 (an olive branch after the big falling out?). I read China retired their TU-4s in 1988. The AI-20K also powered the Antonov 10 and 12 and Ilyushin-18. China built a copy of the engine. the WJ6, but I didn't enter service until the 1970s.

If the Mack brand offered a Super-Liner type product, North American market D16 sales would rival that of the global market.

If they don't sell the D16 in Australia, they'd have to reflect on whether or not they want to be in the country at all. That said, it's fair to question why is Volvo willing to export a small quantity of D16s to Australia every year, when it could sell far more in the US market if it offered a Super-Liner type product.......as well as a better-adapted North American market Titan? I suspect, with its current (Delphi) unit pump injection, the D16 can meet the upcoming emissions regs.

Scania Press Release / February 2, 2017 Scania Launches Scania Growth Capital for Investments in High-growth Companies With Strategic Relevance to its Ecosystem in the Transport- and Automotive Industries. Henrik Henriksson, Scania's President and CEO, says: "Through Scania Growth Capital, Scania is looking to invest in promising, innovative and entrepreneurial companies. Gaining insight and early access to business models, technology and ideas that can change the environment in which we are active will further strengthen us in the future." Scania Growth Capital will be exclusively operated and advised by an external investment team with extensive experience from venture and growth capital business as well as from the automotive industry. Scania is already active in several partnerships that drive the shift towards sustainable transport systems, both with customers, academia and other tech-companies. This initiative reaches a segment of complementing companies, giving Scania an opportunity to tap into early development and innovation that is industry-relevant, but outside its own core operations. It also provides a platform where Scania can contribute with a large ecosystem, as well as broad and deep industry knowledge, which will add great value to the portfolio companies. Venture capital veteran Lars-Olof Gustavsson has been appointed chairman of Scania Growth Capital and also acts as chairman of the external investment company. "In the ongoing technology shifts, it will be essential to select and collaborate with the companies and initiatives with the greatest potential to support Scania's continued development and growth," says Gustavsson. "I am looking forward to working with Scania Growth Capital in attracting the most strategic and promising companies to partner with Scania." Scania Growth Capital will evaluate investment proposals broadly. They may include, but are not limited to, companies with products, solutions or services in digitalisation, autonomous vehicles, connectivity, hybridisation, renewable fuels and smart factory. For more information on investment criteria please see scania.com/group/en/investment-criteria and http://www.scania.com/group/en/section/innovation/scania-growth-capital/.

Cruising in the Cruiser Matt Wood, Trade Trucks AU / February 1, 2017 Testing the work-focused fourby down the Pacific Highway from Brisbane to Sydney and back to see how it copes with a couple of long runs and a country interlude There are some lessons that have to be learned the hard way. For example, I recently learnt that it’s not really advisable to try and park a 70 Series Landcruiser anywhere near Sydney’s CBD. Especially the Rocks area. However, after a couple of failed car park entries (too high) and multiple 43 point turns on back streets I finally found a spot I could legally occupy. I was sweating by the end. Of course, nobody with a modicum of sense would use an LC79 as an inner city commuter. The recently revamped workhorse fourby is the staple of mining companies, cockies and an aspirational get away truck for the masses. It ain’t no shopping trolley. The latest update revised gearing in the 5-speed box but didn’t add another gear. Much to the annoyance of it’s loyal adherents. However, the taller ratios for 2nd gear and 5th gear has led Toyota to claim much improved highway fuel economy as well as better driveability. I’ve had plenty of opportunities to play with the ‘Cruiser off-road, and in stock form it remains a formidable mudslinger. Especially when optioned with front and rear diff-locks. The last update also included the addition of traction control and electronic stability, which may make the Toyota sound like it’s going soft. The reality is that off-road the traction control actually helps the truck when crawling over rough obstacles rather hinder it. If a wheel breaks traction power is directed to another wheel to keep you moving rather than roaring up a bushy hillside with the engine roaring and rocks flying. But these things also do plenty of long distance highway kilometres. So I took my LC79 single cab for a run down the Pacific Highway from Brisbane to Sydney and back to see how the work focused fourby coped with a couple of long runs and a country interlude along the way. This single cab copped the bulk of changes and improvements from the update. An all-important 5 star ANCAP crash rating was needed to keep the tough Tojo on the radar of mining and civil contractors. So the single cab gets more airbags than it’s dual cab, wagon and troopy stable mates. It also got a heavier, stiffer chassis and an extra cross-member as well as softer tune on the rear leaf springs to make it ride better when unladen on crap roads. The narrow rear wheel track remains unchanged from previous models yet from the outside some subtle and not so subtle panel changes have taken place. This apparently keeps pedestrians safer (without a bull-bar of course) and a larger bonnet bulge helps with heat rejection from the 4.5 litre Euro 5 EGR V8. On paper that bent eight turbo-diesel looks a little anemic in terms of output. 151kW and 430Nm seems pretty tame when compared to some ute engines half it’s size. But, it’s such a delightfully un-stressed engine in stock form. In fact the aftermarket has proved that the engine is easily capable of much more power without a great deal of intervention. And torque is available from very low in the rev range, just 1200rpm in fact. Maximum power is at just 3400rpm. You also get the feeling that the modest spec from this power plant will serve it well in the long run. The move to Euro 5 saw the addition of an active regeneration Diesel Particulate Filter (DPF) which will perform a burn off once the DPF get’s clogged with soot. The 200 Series wagon with the twin-turbo version of the same donk also does this automatically however it doesn’t have the parked regen option like the 70 series does. This is mainly because the 70 series won’t perform a regen at speeds of under 80km/h. If the DPF clogs up because the truck is just wandering around a mine site it needs the option of doing a parked burn off. I would however, like to see a DPF status gauge (like that used on the Euro 5 HiAce van) on the LC79. As it stands the first you know of it needing a burn off will be when a light comes up on the dash. If you’re heading into a sensitive site it would be nice to be to check the DPF soot level and have the option of doing a parked burn before heading in. Unlike every other ute on the Aussie market (save imported American pick ups) it can legally carry a tonne on its back and tow 3,500kg. The already expensive LC79 also saw a price hike of 5 grand which will no doubt raise the eyebrows of some. And air conditioning is still a 3K option! But perhaps the LC79 is best seen in the context of being a commercial light truck rather than a ute. It’s certainly engineered that way. From that point of view it’s priced pretty close to the mark when compared to car-licence 4x4 truck offerings from Isuzu, Fuso and IVECO. And as I found out, it’s a damn sight more confortable on a long haul than any forward control light truck I’ve driven. And doubly so off-road. The big diesel 8-iron makes a satisfying if subdued burble when hauling the highway and has plenty of legs for overtaking. The tacho now sits on 2,000rpm at 100km/h for improved economy and it will comfortably cruise at 110km/h. Our GXL was a little more cushy inside compared to the Spartan Workmate variants. The seating provided good support for hours in the saddle as well. The tilt/telescope wheel was also a nice touch and oft overlooked in vocational rigs like this. The revised ‘box ratios have improved driveability however, you still get the best results by skip shifting through the cogs like a truck. Very rarely did the revised 2nd gear get a look in. The power, reception, sound and range of the radio was pretty disappointing and it struggled to hold onto FM stations for very long while traveling. I realize that this is just a minor gripe but this truck is most often found out the back of beyond so it would be nice if it had a decent wireless (sorry just found an excuse to use an old man word). Wind noise also makes the Bluetooth useless at highway speeds. This isn’t a wind tunnel styled wagon! I stopped at a mate’s farm along the way to get a bit of off-road action in... and scare his horses. The new auto locking hubs do make life easier on what is still an old-school fourby in many ways. The dealer fit tray has a lot of space but in serious off-road situations it has a little too much overhang at the rear. Inner-city Sydney antics aside it was a comfortable cruise in the ‘Cruiser. It plants itself on the road and steers well for an empty truck. Twenty hours in the saddle over the two legs of the trip still saw me walking upright and able. Toyota is claiming improved fuel economy for the LC79 of 10.7l/100km combined. My truck was still a little green with only 860km on the clock when I picked it up. However over 2,134km my combined average was 13.5l/100km. Still not too shabby for a slab sided commercial vehicle. It’s still a comfy truck for long-haul cruises and dirty detours. Just don’t try and join the latte set when parking it. Photo gallery - https://www.tradetrucks.com.au/product-news/1702/cruising-in-the-cruiser

Big Bore Business as Usual for Volvo and Mack (in Australia) Owner/Driver / February 1, 2017 Volvo Group Australia (VGA) has moved quickly to bluntly refute competitor rumours that the future of its highly successful 16 litre engine is under threat. The rumours have emerged in the wake of a recent North American decision to discontinue production of the Volvo D16 and Mack MP10 engines due to a decline in market demand in the US. However, according to senior VGA sources, the decision impacts engines produced in North America only and will have absolutely no bearing on Australian operations where the popular D16 and MP10 engines are sourced from Sweden with current Euro V emissions technology. VGA insists demand for the high horsepower heavy-duty vehicles continues to climb in Australia, with the Volvo FH600, FH700, and Mack Super-Liner playing critical roles and continuing to increase market share in the heavy-duty sector.

Volvo drops D16 engine in North America Trade Trucks AU / January 27, 2017 Move sees Mack MP10 and Titan prime mover cancelled Volvo Trucks North America has blamed a lack of demand and "operating requirements" for the demise of the heavy-haulage focused D16 engine in the region. Caught up is the region’s Mack Titan prime mover and D16-based MP10 engine, though the move will reportedly leave the D11, D13 and Cummins X15 engines unaffected. Canning the 550-625hp (410-466kW) D16 was not on the radar 10 months ago, when Volvo was unveiling its 2017 North American engine updates. At that time, production for this year’s iteration was due this month. US publication Fleetowner quoted a local Volvo spokesman as saying "limited market demand for this engine displacement and the long-term investment that would be required to maintain the D16 for the unique operating requirements of the North American market" were behind the decision. Long-haul operators were also being attracted to the D13 engine’s fuel efficiency. For Mack, the Titan’s work could already be handled by the Granite and Pinnacle models. A Volvo spokesman tells ATN there will be no Australian impact from the decision.

Transport Engineer / January 30, 2017 Retailer Iceland has placed an order for 79 Renault Range T tractors, and has appointed two Renault dealers to run its vehicle maintenance units (VMUs) in Enfield and Swindon. The latest order, which brings Renault’s share of the Iceland fleet to 53%, is for 75 Range T460 4x2s to service the retailer’s stores in the south of England, with four more Range Ts to use on its driver of the year scheme. All vehicles are fitted with driver aids including emergency brake assist, forward-facing cameras and Renault’s Optifleet telematics system, which allows Iceland to monitor driver behaviour through a dedicated portal. Dave Rowlands, Iceland’s contracts and commercial manager, says the two organisations have built “a solid working relationship” since 2009. “We have worked together to develop the specification of the current vehicles and we have been very pleased with the existing trucks which are performing very well, have great driver appeal and deliver good fuel returns,” he says. Dealers Norfolk Truck and Van and Sparks Commercials have also won the tender to run Iceland’s VMUs in Enfield and Swindon, and will be responsible for delivering all vehicle maintenance, inspections and MOT preparation for all vehicle makes, including trailers and tail-lifts. Rowlands says: “The majority of our fleet in Enfield and Swindon are Renault trucks, so it made perfect sense for a Renault Trucks dealer to manage the maintenance in our onsite VMUs. Cost was also a factor as well as the option for additional support from local dealerships and the national support from Renault Trucks as a whole.” As well as supplying vehicles, Renault Trucks has also supported Iceland’s driver of the year competition since 2012, with four winners each year receiving an up-spec Renault tractor in a unique livery and a visit to the manufacturer’s factory in Lyon. .

Longer semi-trailer trial extension welcomed by road transport industry Commercial Motor / February 2, 2017 Trailer manufacturers and trade associations have welcomed the decision to extend the longer semi-trailer trial in scope and length. Last week the DfT said an additional 1,000 longer semi-trailers are to be made available and the trial extended by five years. The department added that details on how to apply for the trailer allocations would be available soon. Changes to the reporting structure are also expected to be announced. Launched in 2012, the trial has, after a slow start, increased to encompass 1,800 longer semi-trailers at the 14.6m and 15.65m maximum length – the latter of which has proved the most popular among operators. FTA head of engineering Andy Mair said: “The FTA fully supports any increase in the number of trailers under trial. These types of initiatives play an important part in the logistics industry’s efforts to reduce carbon emissions. “Through this trial, industry and government are working to understand the benefits – in terms of reduced mileage and emissions – of larger vehicles, while keeping a close eye on safety.” RHA director of policy Jack Semple said: “The permit allocation will give equal opportunity to small firms. It is the right measure, in the right way for the right reasons. The trial boosts productivity and safety, and reduces emissions.” SDC Trailers commercial director Paul Bratton agreed. “The trial has been a huge success, and while the trailers don’t suit every operation, it has brought enquiries and requests for more licences as hauliers see the benefits and flexibility these trailers offer,” he said. Don-Bur marketing manager Richard Owens (a longer semi-trailer supplied to Ceva pictured) said: “Many operators will be delighted with the possibilities afforded by an increase in the number of permissible longer semi-trailers. Particularly where operators are not limited by weight, longer semi-trailers, with a maximum capacity of 60 UK pallets, are the most cost-efficient method of trunking goods.” Commercialmotor.com understands the allocation cap on the number of longer trailers for any one company is likely to be maintained, meaning an allocation of up to 20% of fleet size, or 180 trailers, is the limit for operators.

Commercial Motor TV - sponsored by DAF Trucks / February 2, 2017 .

Commercial Motor / January 26, 2017 .

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