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Fleet Owner / January 30, 2017 The Bendix ESP electronic stability program has been made standard on new Kenworth T680 and T880 tractors, the OEM announced. The Bendix ESP full stability system meets the National Highway Traffic Safety Administration’s new electronic stability control technology mandate, which is scheduled to go into effect in August for Class 8 trucks with tandem-drive axles. “The T680 on-highway flagship and T880 vocational leader are Kenworth’s most technologically advanced vehicles,” said Kurt Swihart, Kenworth marketing director. “Kenworth’s move to standardize on the Bendix ESP system continues our offering of technology systems to help our customers achieve success in their specific operations.” Kenworth T680 and T880 will come standard with the Bendix 4S/4M configuration, which has four sensors and four modulators and includes Bendix Smart ATC automatic traction control and Bendix ESP. The Bendix ESP full stability technology is designed to help stabilize the vehicle during loss of control situations on dry, wet, snow and ice-covered roadways. In addition to using sensors that monitor lateral acceleration the Bendix ESP system also uses sensors to monitor steering angle and vehicle direction. This allows for detection of a vehicle's impending loss of stability and automatic intervention through dethrottling of the engine and selective application of tractor steer and drive axle brakes, along with trailer brakes, helping the driver to maintain control of the vehicle in a variety of situations.

Trailer/Body Builders / January 30, 2017 Bruckner Truck Sales, Inc. (www.brucknertruck.com), a long-time Mack dealer who today is also a distributor for Volvo, Autocar, Hino, Isuzu and Mitsubishi Fuso,, recently opened a new dealership facility in Oklahoma City, offering improved truck access and enhanced service and support. The 58,000 square-foot facility, located on 15 acres at 10120 W. Reno Ave., Oklahoma City, offers new and used truck and trailer sales, truck rental and leasing, and service and parts. The entrance to the new location off Reno Avenue, west of Interstate 40 and the Morgan Road interchange, offers improved truck access for customers. The new site features 24 service bays – amounting to 80 percent more service space – staffed by 20 technicians, 70 percent of whom are master technicians. The new location also houses $1.4 million in parts inventory. “The investment by Bruckner Truck Sales in a new state-of-the-art facility is a testament to the engagement and strength of the Mack dealer network,” said Jonathan Randall, senior vice president of sales for Mack Trucks North America. “A strong dealer network is essential to supporting Mack customers through sales, service and parts, while also maximizing uptime.” In addition to servicing the full product lineup of diesel-equipped vehicles, the new facility also will be certified to work on vehicles equipped with Compressed Natural Gas (CNG) engines. “We service a pretty diverse market in Oklahoma City,” said Chris Bruckner, executive vice president of Bruckner Truck Sales. “We were fortunate to build on Interstate-40 and invest in the most up-to-date technology to better serve our customers.” Bruckner’s operates 26 locations in six states, including Oklahoma, Texas, New Mexico, Colorado, Kansas and Louisiana. The new dealership will be open from 7:30 a.m. to midnight Monday through Friday and 7:30 a.m. to 4 p.m. Saturday, with 24/7/365 emergency call-out service.

I have no problem with the gist of Trump’s executive order, PROTECTING THE NATION FROM FOREIGN TERRORIST ENTRY INTO THE UNITED STATES (http://news.bbc.co.uk/2/shared/bsp/hi/pdfs/trump_executive_order_refugee_curbs.pdf) It states: “Numerous foreign-born individuals have been convicted or implicated in terrorism-related crimes since September 11, 2001, including foreign nationals who entered the United States after receiving visitor, student, or employment visas, or who entered through the United States refugee resettlement program.” Trump's executive order bars citizens of 7 Muslim-majority countries from entering the US for a mere 90 days, and suspends the admission of all refugees for a mere 120 days. Those 7 Muslim countries are: Iraq, Iran, Libya, Somalia, Sudan, Syria and Yemen. Interestingly, not a single American was killed on U.S. soil by citizens from these 7 countries between 1975 and 2015. My friends, what’s wrong with this picture? Why isn’t Saudi Arabia on the list? 15 of the 19 September 11 hijackers were citizens of........Saudi Arabia. What country has allegedly been funding ISIS? How could Trump possibly omit Saudi Arabia from the list? Saudi Arabian citizens killed 2,369 Americans between 1975 and 2015. Why isn’t Afghanistan on the list, the playground for both Al Qaeda and now also ISIS? Why isn’t Pakistan on the list, the home and protector of Bin Laden? Why isn’t Egypt on the list, a now lawless Muslim country in chaos? Egyptian citizens killed 162 Americans between 1975 and 2015. Why isn't the United Arab Emirates on the list? UAE citizens killed 314 Americans between 1975 and 2015. Home to 2 of the September 11 hijackers, the U.S. State Dept. website says a widespread presence of ISIS and Al Qaeda- affiliated groups persists in the UAE poses a serious threat to American citizens. Ms. Conway, Saudi Arabia, Afghanistan, Pakistan and Egypt have no history in "training, harboring and exporting terrorists" ??? When asked why these 4 countries are not on the list, Kellyanne Conway has the audacity to blame Obama. Excuse me? President Trump is now on the bridge. This is a “Trump Administration” executive order. Note this video from 2:20: .

That's a horrible way for a Mack NO to die.

Typically, different US state markets from coast-to-coast and from north and south give me varying feedback. However, I've been hearing universally nationwide for some time now that Kenworth is coming on very strong. Mack brand salesmen nationwide are losing Class 8 deals to Freightliner, Kenworth and other brands because their pricing is $10,000 to $15,000 high.

Once more, people domestically and abroad are criticizing the US over refugees, this time now that Trump has shut off the flow of citizens from 7 seven Muslim-majority countries from entering the US for a mere 90 days, and suspends the admission of all refugees for a mere 120 days. Why? When things fell apart in Syria, the Gulf Cooperation Council (GCC) countries (Bahrain, Kuwait, Oman, Qatar, Saudi Arabia and the United Arab Emirates) refused to take in refugees. We'll throw some money into the pot, they said, but we don't want them living with us. So much for helping out their Muslim neighbors in a time of need. Observe the "tent cities" in Saudi Arabia, perfect for providing 3 million beds for their Muslim neighbors in their time of need, rather than risk the dangers of a night boat ride across the Mediterranean to Europe. (http://www.sbs.com.au/news/gallery/which-arab-country-has-room-three-million-refugees-and-has-so-far-taken-zero-according-un) Syria was/is a Middle East matter, and not a North American or Western European matter. Rather than lead by example, the wealthy Arab League country's dumped the problem on the west......as usual. It gets old after a while. If the wealthy GCC countries like Qatar and Saudi Arabia don't want their own people, why do we? Every time I see the picture of the unnecessarily drowned child face down on the beach, I am indescribably sad and angered that the Arab League/GCC didn't for once live up to its mandate. Clearly, their ethics, morals and values are not compatible with that of America. We can't afford to be the world's policeman anymore. When things are humming normally, the world slams the US for trying to impose US standards on their country......and often rightly so ("When in Rome......."). But when they need us, they "expect" us to automatically come running. Two faces, depending on which way the wind is blowing (e.g. Israel, Philippines, Malaysia, ect.). Now, we'll mind our own business, and leave them to theirs. http://www.bigmacktrucks.com/topic/41658-critics-push-us-to-help-europe-by-taking-more-refugees/?page=2#comment-345646

According to the BBC (http://www.bbc.com/news/world-us-canada-38786660)…………... The American Civil Liberties Union (ACLU), which filed a case in response to the order issued on Friday, estimates that (only) 100-200 people are being held at airports or in transit. I know first hand no more than you, but I'm guessing their number is generous. As we’ve all read by now, New York Federal Judge Anne Donnelly has issued a temporary halt to the deportation of visa holders or refugees stranded at airports after President Donald Trump issued an order barring entry to them for 90 days. (http://i2.cdn.turner.com/cnn/2017/images/01/28/darweesh.v.trump_decision.and.order.document-3.pdf) State attorneys general in Pennsylvania, Washington and Hawaiiare discussing whether to file their own court challenge against President Donald Trump's order.

As always, I respect your thoughts and opinions. As I've said, I didn't vote for him. However, out of respect for the office of president, I spell his name Obama.

Poorly worded, no doubt. But clear regulations should be followed literally. (I hope "illegal" aliens will no longer be allowed to exist in our country.......we do have laws clearly prohibiting) I imagine there are only a handful of returning green card holders..........that's minor issue. The services of any dedicated Iraqi translator* who has sworn the oath of US citizenship are appreciated, but I doubt there's more than five involved here. Most of the time, I'm no fan of the ACLU. * https://www.theguardian.com/us-news/2017/jan/29/iraq-trump-travel-ban-service-america

That they can not, because Volvo Group doesn't believe in gliders, an American concept. It will be interesting to see if Trump's EPA rolls back the GHG plan. Fitzgerald might continue producing them past 2021. Thank goodness EPA head Gina McCarthy is gone. She made Margaret Hamilton look like the "good" witch.

Why are people domestically and abroad whining? Trump's executive order bars citizens of seven Muslim-majority countries from entering the US for a mere 90 days, and suspends the admission of all refugees for a mere 120 days. Three to four months...........that's nothing. In comparison, born-in-the-US citizens routinely wait a year for their overseas spouse's "green card" to be processed.

Call the truck sales staff at Watts Mack (1-888-304-6225) and ask.

Here's what concerns me. Speaking of the United States alone, there were 3,158 terrorism-related deaths between 1995 and 2014........a 15 year period. In 2015, just one year, the FBI says Americans murdered 15,696 fellow Americans. Looking at that data, the radical Islamist is the least of our worry. This week, Trump said Chicago was more dangerous than Afghanistan. Wouldn't disagree. But then, Detroit must have no comparison.

Jim Bourg is a well known Reuters man. I'm inclined to believe his statement that his photograph was taken at the height of the inauguration. http://mobile.reuters.com/article/idUSKBN15600I https://m.facebook.com/photo.php?fbid=10154857353398418&set=a.6444473417.8344.587178417&type=3

The smaller "jeep" was in a league of its own, only accompanied by the equally rugged (if not more so) FJ40. The original Scout was a crude tool. But the 1st gen Bronco, reflected on in today's setting, has a unique subtle style and "class". Ford did something entirely unique and different. The later Ranger and F-series Broncos pleased many a customer, but were not true Broncos in form and function.

The culture at Volvo and in Europe is that Volvo tells the customer what they need. Versus, in America, the fleet large or small tells the truckmaker what they want. Thus, it's not the least surprising that Volvo doesn't listen to its American customers, nor its U.S. dealer body. You all are supposed to remain quiet and listen to Volvo's lecture. It's not supposed to be an interactive event.

Aaron Blake, The Washington Post / January 27, 2017 President Trump's first week in office has been marked by two things, controversy and executive orders. The first is old hat for Trump. But for casual observers — and even some political junkies who are paying close attention to Trump's policy moves — the second might be a little foreign. Trump signed two more executive orders on Friday, attempting to fulfill his promise of “extreme vetting” to keep potential “radical Islamic terrorists” out of the United States. What is an executive order? Basically, an executive order is an official statement from the president about how the federal agencies he oversees are to use their resources. It falls under the broader umbrella of “executive actions,” which derive their power from Article II of the Constitution, and it is the most formal executive action. Executive actions also include presidential memorandums (which are a step below executive orders and basically outline the administration's position on a policy issue), proclamations and directives. An executive order is not the president creating new law or appropriating new money from the U.S. Treasury — both things that are the domain of Congress; it is the president instructing the government how it is to work within the parameters that are already set by Congress and the Constitution. Trump's executive order on building a border wall, for example, basically establishes building the wall as a federal priority and directs the Department of Homeland Security to use already-available funding to get the ball rolling on its construction. The president's executive orders are recorded in the Federal Register and are considered binding, but they are subject to legal review. (More on that next.) How can a president do this? In a word: carefully. Executive orders have often been the subject of controversy, with the opposition party accusing the president of overstepping his authority and acting like a dictator. Basically, they're arguing that he's changing the law rather than working within it. This came up most recently after former president Barack Obama signed executive orders exempting the children of illegal immigrants and parents of legal children from deportation. They are known as Deferred Action for Childhood Arrivals — or DACA — and Deferred Action for Parents of Americans and Lawful Permanent Residents — or DAPA. The plans would shield about 4 million undocumented immigrants from deportation, but Republican governors and attorneys general have sued, alleging that Obama was essentially implementing immigration reform on his own — overstepping his authority. In June, the Supreme Court deadlocked, leaving a federal judge's ruling blocking the programs in place. And questions have already arisen about the legality of an early Trump executive order involving illegal immigration: his order denying federal funding to sanctuary cities. Expect a court fight there, too. What is the history of executive orders? They have been around for as long as we've had presidents, in fact — all the way back to George Washington. Some of the most historically significant — whether for good or ill — include: The Emancipation Proclamation (Abraham Lincoln) The suspension of habeas corpus during the Civil War (Lincoln) Sending federal troops to integrate Little Rock, Ark., schools (Dwight Eisenhower) The internment of Japanese Americans (Franklin Roosevelt) The desegregation of the Armed Forces (Harry Truman) How do Trump's number and scope of executive orders compare, historically? While Trump's first days in office have seemed to be full of executive actions, that's not really all that uncommon. A new president often shows up with many directives for the agencies he takes oversight of. Back in 2009, for example, Obama signed nine executive orders in his first 10 days and 16 total in January and February. Trump is under that curve so far. Through his first seven days, he has signed six executive orders (along with eight memorandums and one proclamation). Of course, many executive orders can be pretty mundane; the true measure is how far he goes with his orders. That's a measurement that's both subjective and subject to legal review. To judge for yourself, see the orders and memorandums for yourself here. Trump's executive orders before Friday — the border wall, sanctuary cities, beginning the repeal of Obamacare and expediting the Keystone XL pipeline — rankled Democrats who disagree with those policies. And that is even more the case with Friday's executive orders, which Democrats have argued amount to a thinly veiled ban on Muslim immigrants and refugees. Whether any of them overstep Trump's authority or the spirit of the Constitution, though, is a debate that will occur in the coming weeks and months. What are the political advantages and disadvantages of executive orders? Executive actions are sometimes derogatorily referred to as “legislating by executive order” — basically, what a president does when Congress won't comply with his wishes. That's not always the case — especially on more minor executive orders — but often, it is. Obama's executive orders on immigration, for example, came after years of failed attempts at comprehensive immigration reform, and Obama cited those failures when pitching the need for executive action that even he once suggested was beyond his authority. And any president would rather have Congress's stamp of approval on something controversial like that. The political downside to executive orders, then, basically boils down to two things: 1) Getting struck down by the courts, and 2) Looking like you can't pass your agenda through Congress and are acting as an all-powerful executive — in a system designed to limit absolute power. The upside is, of course, that you can try to do this all by yourself, with just the stroke of a pen. (And then hope for the best.)

Transport Topics / January 23, 2017 Equipment and component manufacturers are using new designs and materials such as aluminum to remove weight from Class 8 tractors, which helps fleets increase payload and maximize fuel efficiency. This movement toward lighter materials also helps original equipment manufacturers offset the additional weight from emission-reduction systems and aerodynamic devices that help them meet federal greenhouse-gas regulations. “As more weight is added to the vehicle, we’re looking for ways to neutralize that weight by reducing the weight of our products,” said Craig Kessler, vice president of engineering for wheels at Accuride Corp., a component manufacturer. C.R. England, a refrigerated carrier based in Salt Lake City, has calculated the fuel economy impact of a pound on its total cost of ownership. It estimates it at 98 cents for a three-year trade cycle for a tractor. “You need to know what that number is when you’re spec’ing a piece of equipment so you know the value of that weight savings,” said Ron Hall, vice president of equipment and fuel at C.R. England, which ranks No. 23 on the Transport Topics Top 100 list of the largest for-hire carriers in the United States and Canada. Andrew Halonen, president of Mayflower Consulting and co-author of a lightweighting study published by the North American Council for Freight Efficiency, said the amount carriers are willing to pay is dictated by what they haul. “You have 100 out of 100 people who want weight reduction but only one out of 100 who will pay for it,” he said. Halonen said the tank truck market will pay up to $12 a pound for weight savings, reefer carriers are willing pay $2 to $4 per pound, but dry van operations will pay only $2 per pound or less. JD Rutt, vice president of business development for Sapa Extrusions, a manufacturer of aluminum extrusion products and chairman of the heavy-truck working group for the Aluminum Association, said a move to aluminum can result in a 25% to 30% reduction in weight on a given part. C.R. England has taken several steps to remove about 1,000 pounds from its intermodal day cab tractors, Hall said. This includes removing the passenger seat, spec’ing a smaller engine and using an aluminum fifth wheel. OEMs and fleets want decreased weight, said Bryan Redeker, product manager for SAF-Holland Inc., a component manufacturer. “It helps when you hear it from both sides of the spectrum,” he said. SAF-Holland’s aluminum top plate fifth wheel, FWAL, for example, saves about 100 pounds, he said. In certain trucking sectors, such as bulk hauling, that can add up. Redeker estimates a bulk hauler handling two loads daily can carry an additional 73,000 pounds annually. Dupré Logistics, a bulk carrier based in Lafayette, Louisiana, specs aluminum fifth wheels. “Lightweight equipment is very important to our operations because we often want to achieve the maximum payload,” said Scott Allen, director of fleet assets and maintenance at the company, which ranks No. 97 on the for-hire TT100. Paul Rosa, senior vice president of procurement and fleet planning for Penske Truck Leasing, based in Reading, Pennsylvania, said an aluminum fifth wheel makes sense when a tractor is coupled to the same trailer the majority of the time. “It would be riskier to use if you have a high drop and hook operation where a driver could misalign when coupling. The trailer king pin could damage the aluminum fifth wheel, requiring replacement of the top plate,” he said. Aluminum is providing savings in other truck equipment, too. Jim McManus, national sales director for metal matrix composite technologies at Accuride Corp., said the company plans to release an aluminum composite brake drum in 2018 that weighs 62 pounds, a significant reduction compared with a typical cast-iron drum that weighs 113 pounds. Aluminum drive axles also are an option, but very few people will pay for them, said Steve Slesinski, director of global product strategy, planning and management at Dana Corp. On a tractor, Arconic’s lightest forged aluminum wheel offering can save up to 300 pounds per tractor, said Merrick Murphy, president of wheel and transportation products at Arconic, which manufactures Alcoa-brand wheels. The weight reduction is a result of both design and material. Alcoa Inc. split into two companies — Alcoa Corp. and Arconic on Nov. 1. Trucks, as part of its SuperTruck design, reduced the weight of the chassis by 700 pounds by replacing steel with aluminum, said Derek Rotz, director of advanced engineering for parent company Daimler Trucks North America. Additional weight savings were achieved by redesigning the cross members and shortening the wheelbase. The costs of lighter weight materials vary, Rotz said. “For example, switching from vertical to horizontal exhaust should save weight and money. Whereas, switching from a manual transmission to automated transmission will cost more up front,” he said. Several commercially viable technologies developed in conjunction with the SuperTruck program have been introduced in DTNA production vehicles, including a 6x2 axle configuration, horizontal exhaust and smaller fuel tanks, Rotz said. Meanwhile, Eaton Corp. has reduced the weight of its transmissions though different materials, including aluminum, and structural improvements, said Mihai Dorobantu, director of technology planning and government affairs. Dan Caranno, director of fleet maintenance at less-than-truckload carrier A. Duie Pyle, based in West Chester, Pennsylvania, said, there is no single silver bullet to trim vehicle weight. “You’re inching 10 pounds here, 20 pounds there,” he said. “You’re trying to shave the weight but not affect the integrity of the vehicle.” In its weight-sensitive dedicated accounts, A. Duie Pyle and has opted for a 13-liter engine instead of a 15-liter to save weight, Caranno said. A. Duie Pyle ranks No. 73 on the for-hire TT100. But not all fleets can move away from a 15-liter engine. Engine maker Cummins Inc. has developed a single module after-treatment system for its 2017 15-liter engines that will result in 80 to 100 pounds in weight savings, said Clint Garrett, product manager for Cummins’ X15 and ISX15 engines. Katherine Scheidt, product manager for Cummins X12 and ISX12 engines, said the company’s next generation 12-liter product will also have a lighter weight aftertreatment system and has achieved additional weight savings through design and composites on some components, such as the valve cover and oil pans. Overall, design changes rather than material changes can help manage cost, said Keith McComsey, director of marketing and customer solutions for Bendix Spicer Foundation Brake. Bendix offers low-weight brake chambers, which save 1.5 pounds per chamber, or about six pounds per vehicle. Dorobantu said Eaton has saved weight by combining multiple connections within the same assembly, such as valve actuation with the engine brake technology. Meritor Inc. also has removed weight by turning two separate components into one. “With our MFS+ front axle, we’ve taken the knuckle and tie rod arm and made them one part. That eliminated fasteners,” said John Bennett, general manager for global product strategy. Meritor said its 6x2 axle saves 400 pounds compared with a typical 6x4 configuration. When coupled with single wide-base tires versus standard duals, the savings can reach 800 pounds. John Nelligan, vice president of sales and service, said Meritor’s RT-145A axle saves about 60 pounds due to the aluminum. Through design, Dana removed about 40 pounds from the Spicer AdvanTEK 40 tandem drive axle. Dana Inc. has also integrated the ADB22X air disk brake mounting into the steer axle knuckle, saving 76 pounds compared with a bolted-on design on 13,200-pound rated steer axles. The company is launching a new drive shaft this month that will reduce weight by 20 to 30 pounds depending on the application, said Tom Bosler, director of global product planning at Dana’s commercial vehicle products group. SAF-Holland has taken weight out of its vocational air suspensions, with the Neway ADZ suspensions saving about 300 pounds per tandem compared with the Neway AD suspension, said Jason Heath, product manager of Neway truck, bus and RV suspensions. Ultimately, fleets said the available weight saving options have to make sense for their operations. “We make recommendations of lightweight components that we feel offer the best value without increasing the likelihood of added expense due to a higher damage risk,” Penske’s Rosa said.

Our traditional allies, with the exception of Japan, are not managing well at all to defend themselves. http://www.bigmacktrucks.com/topic/46404-what-the-us-should-learn-from-britain’s-dying-navy/#comment-341940

Commercial Carrier Journal / January 27, 2017 Elaine Chao is in line for what could be a multi-million-dollar payout from Wells Fargo should she be confirmed as the U.S. Department of Transportation secretary, according to her financial disclosure form filed with the U.S. Senate and reports of her Wells Fargo stock’s value. Investigative reporting outlet The Intercept estimates Chao’s total payout, staggered over five years, will be worth $1 million to $5 million. Part of the estimate’s range reflects the unknown value of Wells Fargo stock at each payout. Chao’s disclosure does not list how many shares of Wells Fargo she owns. Chao writes in her disclosure statement she’ll “receive a cash payout for my deferred stock compensation” upon her confirmation of the DOT gig. She’ll receive 48 percent of her stock compensation in July, according to her disclosure form. She’ll receive another 29 percent in March 2018, 15 percent in March 2019 and 4 percent each in March 2020 and March 2021, according to her statement. Chao was selected by President Trump in December to head the DOT. She’s been favorably recommended by the Senate’s Commerce, Science and Transportation committee, and she’s scheduled to appear before the full Senate next week for a hearing. The Senate is expected to confirm Chao with little opposition. Chao’s no stranger to D.C. She labor secretary under President George W. Bush. She also was second in command at DOT under President George H.W. Bush. She’s also held other major jobs, including vice president of Bank of America, president and CEO of the United Way and president and CEO of the Peace Corps. She is on the Wells Fargo board of directors and holds advisory roles at Vulcan Materials, Ingersoll Rand, News Corporation, Ford’s Theatre and the Hudson Institute, according to her disclosure statement. Chao says in she will resign from all positions if confirmed as the DOT Secretary. Related reading - http://www.bigmacktrucks.com/topic/47088-lawmakers-to-wells-fargo-ceo-why-shouldnt-you-be-in-jail/#comment-347322

My personal opinion, from an "up close" perspective, is that our Navy, Marines and Coast Guard are seriously underfunded.

I didn't mean to imply that. My principal point is that our armed forced have been underfunded for decades. The Navy, Marines and Coast Guard need a massive funding boost to reach what I'll define as "normal"...........or today's threats (ect. DF-21 cruise missile). If I had my way, I'd put the Air Force back under the Army.

In 1972, the United States had 17 aircraft carriers. Stop and think of that global footprint for a moment. But by 1976, we were down to 13. We had 13 from 1986 to 1994. And then, the new reduced capability standard of 12 from 1994 to 2006. 11, from 2007 to 2012. And then 10 from 2013 to the present. Every President from Ford on has been under-funding the U.S. Navy, and today a review of our naval bases will quickly tell you that it is a mere shell of its former self. Newport News Shipbuilding, the carrier "factory", is less than half as busy as it once was (I've long been troubled that in modern times, NNS is the "only" designer, builder and refueler of the nuclear carriers........never put all your eggs in one basket.). It says something that the U.S. Marines can be the world's most formidable fighting force even though they have been under-funded for decades as well. And we all know how under-funded the Coast Guard has long been. The scrapped carriers, though legendary (e.g. Forrestal), were old. Of course, who doesn't have a warm place in their heart for the "Big E". I rode the Nimitz out on its first cruise. The Exocet cruise missile that sunk the HMS Sheffield during the Falklands war though opened everyone's eyes once and for all to the modern day vulnerability of the aircraft carrier. Nothing like having forces forward positioned, but if they can so easily be taken out.............. I don't see the Ford-Class carriers as being any less vulnerable. Based on what we read, it's puzzling how we allow our defense contractors to be hacked, placing our current and next generation defense systems into the hands of our would-be adversaries.