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Heavy Duty Trucking / October 20, 2016 [Former Charlotte City Mayor and now] Secretary of Transportation Anthony Foxx announced plans to establish an Advisory Committee on Automation in Transportation to help frame federal policy on the development and deployment of autonomous cars and trucks. The committee will assess DOT’s current research, policy, and regulatory support to develop a strategy for safe and effective use of autonomous vehicles on public roads. After analyzing available information, ACAT will present recommendations to the Secretary on automated and connected road and transit vehicle technologies, enhanced freight movement technologies, railroad automated technologies, aviation automated navigation systems technologies, unmanned aircraft systems, and advanced technology deployment in surface transportation environments. ACAT will also focus on emerging and not-yet-conceived innovations to ensure that DOT is prepared for any unexpected and emergent developments in the autonomous vehicle space. “This committee will help determine how, when, and where automated technology will transform the way we move,” said Foxx. “The Department has advanced some of the life-saving benefits of automated technologies, including automated vehicle policy, but we are looking outside the government for innovative and thoughtful leaders to uncover its full potential across all modes.” DOT is currently seeking 15 individuals to sit on the Committee, looking for people with in-depth, cross-industry experience and perspective related to advanced autonomous vehicle technology and innovation. ACAT members will serve 2-year terms and will be nominated through an open process published in the Federal Register. In September, DOT released the first federal guidelines for the testing and deployment of autonomous vehicles, outlining a safety assessment process and setting the groundwork for a comprehensive set of safety standards at the state and federal level. Autonomous vehicles may be closer than you think, with Tesla recently announcing that all of its cars currently in production are equipped with full self-driving hardware. In a release, Tesla claimed that its current system was fully capable of self-driving at a safety level substantially greater than a human driver. Earlier this year, Tesla CEO Elon Musk also announced plans to enter the commercial vehicle space with a battery-electric pickup truck, heavy-duty truck, and bus that would leverage similar autonomous technologies as his passenger cars. Truck manufacturers, including Volvo and Daimler, have shown off working prototypes of autonomous vehicles. In addition, related technologies such as truck platooning are also currently being tested on public roads. Uber has also entered the space with the autonomous driving technology startup Otto, specifically aimed at the long-haul trucking industry. .

Two-truck platoons can save fleets big bucks on fuel Truck News / October 20, 2016 Truck platooning has the potential to save carriers a significant amount of fuel and money, according to Jack Roberts of the North American Council for Freight Efficiency (NACFE). Roberts spoke at the Atlantic Provinces’ Trucking Association’s transportation summit this week about the confidence report he put together for NACFE that was released last month. The report focuses on two-vehicle platooning and its ability to reduce fuel consumption by about 4% average across both vehicles. Roberts kicked off his presentation by explaining how truck platooning actually has its roots in NASCAR, where cars would tuck in close to the bumpers of vehicles ahead of them to reduce drag and catch up to the leader. “Drafting was the technique,” he explained. “And it is still a fundamental strategy in NASCAR to this day just like blocking and tackling is in football. And a lot sooner than you probably think, you will be drafting your trucks. But it…will be called truck platooning and it will more than likely be your first hands on introduction to autonomous technology today.” Roberts said he believes that as truck platooning rolls out across the continent, it will be two trucks. “We’ve interviewed countless fleet executives all over the US and Canada, who are test driving the trucks, and we’ve interviewed the OEMs to…paint a complete picture on what can be expected with this technology,” he said. “There is nothing science fiction on this.” Roberts said that every system used in platooning is already on the market today, like in-cab cameras and collision mitigation systems. The confidence report found that with a following distance of 40-50 feet, fleets could save a significant amount of fuel in a two-truck platoon. “The fuel economy benefits are real,” Roberts stressed. “When you talk to vehicle design engineers, there’s just nothing more they can do to squeeze another 6-10% fuel economy out of these trucks. And yet simply by linking up these vehicles together electronically, and driving down the road in a coordinated fashion you can easily get 3% fuel economy increase in the front vehicle, second vehicle generally sees around 7%, and third vehicle is the sweet spot where we’ve seen a saving of 10-15%. We think this is going to be an attractive enough opportunity for the fleets to save some real money.” Of course, with change comes pushback. Roberts explained that there are still a lot of challenges to work past before we will see platoons on our roads, like if drivers are going to be onboard with platooning or if they will have to be paid more to participate. “And then there’s platoon integrity – what happens if vehicles cut in and out of the platoon? How long can these vehicles stay in platoon mode? There’s reliability. And who’s at fault if something goes wrong?,” he said. Roberts added that though platooning is a “gateway” to autonomous technology, it is not a driverless technology. “(Platooning) is being unfairly grouped with autonomous technology,” he said. “Because in platooning the driver is still steering the vehicle.” And though there is still some uncertainty about platooning, Roberts concluded that it is expected to be in the market sooner rather than later. “We have a high degree of confidence that this technology is going to be effective, it’s going to be useful in real-world operations and it will be an easy place for fleets to start,” he said. “Fuel savings are documented, and the technology is available.” You can read the full confidence report here.

Heavy Duty Trucking / October 20, 2016 Ford's decision to idle production of its F-150 pickup this week has followed several months of slowing demand in retail and fleet channels and may point to a larger trend in pickup sales. Pickup sales are expected to remain at near record levels and reach 2.19 million in 2016, which would be an increase from the 2.16 million pickups sold in 2015, according to LMC Automotive, J.D. Powers' market research unit. The forecaster expects pickup sales to return to 2.16 million by 2018. "Topline sales forecast is basically flat from 2015 to 2018, so growth is in the rearview mirror for now," said Jeff Schuster, senior vice president of forecasting at LMC Automotive. "Risk is mounting as interest rates are expected to rise, credit could tighten and a large number of off-lease vehicles creates more used car substitutes for new car sales." Schuster described the outlook as "relatively stable" in the near term. "Much of this is due to low fuel prices, an improving economy and housing market as well as the topline holding," he said. "Large pickup share is expected to remain in the 12.4% to 12.6% range, with 2016 at 12.6% and 2018 expected at 12.4%. We do expect competitive pressure to remain high and incentives to be used to drive some volume and share in the truck segment." Strong pickup sales have been driven by a healthy housing market, said Brian Turmail, a spokesman for the Associated General Contractors of America. "There is no doubt that as construction spending continues to remain robust, many construction firms will continue to invest in new trucks," Turmail said. "With construction employment at an eight-year high, construction workers, who make more than the average worker, are in a good position to invest in new personal vehicles too. And if my visits to most construction sites are representative, many of those vehicles will be pickup trucks. They are convenient for work and for weekends hauling the kinds of toys careers in construction afford." Sales of F-Series trucks reached 73,884 in March and crossed the 70,000-unit mark again in April and June. Sales fell to 65,657 in July and reached 67,809 in September. Despite the recent slide, F-Series sales have increased 6% to 595,656 through September, which is the best year-to-date performance since 2006. Ford will idle F-Series production at its Kansas City Assembly Plant the week of Oct. 24 to reduce supply at dealer lots. F-Series production remains unchanged at the Dearborn Truck Plant. "We continue matching production with demand to ensure we are at our targeted inventories by year end," said Kelli Felker, Ford's manufacturing and labor communications manager. Meanwhile, the Chevrolet Silverado has been building momentum in 2016 with sales of more than 50,000 units in July (54,116) and August (52,408). That's after sales started the year near the 40,000-unit level. Sales slid to 45,380 in September. General Motors has been increasing supply of its Silverado and GMC Sierra in recent months, said Jim Cain, a GM spokesman. "We're entering the strongest season of the year for pickup sales," Cain said. "The pickup market is stronger today than it was a year ago. We're carefully managing our inventories. We've had very lean stocks for most of the year. We're finally getting into a much more comfortable range." Fiat Chrysler Automobiles' Ram Truck brand boosted sales in September, in part, by increasing retail incentives for older models. Ram sold 47,792 pickups, an 18.8% increase of 7,590 units from the August level of 40,202. Ram increased year-over-year pickup sales by 29%. Incentive spending has been increasing across the board. In September, average retail incentive spend per unit reached $5,459, an increase from the $4,987 level in September of 2015, according to J.D. Power PIN data. Average incentive per transaction price for Ram, GM, and Ford trucks reached 18.1%, 13%, and 11.8% in September, respectively. Ram Truck views its sales increase as a result of vehicle quality, said Dave Elshoff, a Ram Truck spokesman. "The 29% year-over-year increase in our September pickup truck sales are a good illustration of how the Ram Truck brand is drawing customers with great product," Elshoff said. "Our pickup-truck customers are attracted to Ram’s quality, reliability and durability." Sales of trucks to commercial fleets have slipped in recent months, according to Automotive Fleet data. Truck-based sales fell 20.2% to 33,849 in September and remained flat in August at 42,193. This data combines trucks with SUV and van sales.

Sean Kilcarr, Fleet Owner / October 20, 2016 One of the more interesting and indeed famous motorized vehicles in history is the Jeep; a “jack-of-all-trades” piece of military equipment that became a legend in its own time and eventually spawned a civilian version that, to this day, still holds iconic off-road status in the automotive world. The contemporary successor to the fabled jeep is the “High-Mobility Multi-purpose Wheeled Vehicle,” or “HMMWV,” which eventually became known as the “Humvee.” For over 30 years now, the Humvee has, in the words of Sgt. Corinna Baltos with U.S. Army’s 24th Press Camp Headquarters in Rukula, Lithuania, become the “go-to vehicle” for U.S. forces wishing to put “both boots and tires on the ground.” Like the World War II-era jeep, the “Humvee” has become a “cultural icon” as well, she said. And now it, too, is being retired and replaced by a “new Jeep” of sorts: the Light Combat All-Terrain Vehicle or L-ATV, built by Oshkosh Defense, a division of Oshkosh Corp. The L-ATV is part of the $6.7 billion Joint Light Tactical Vehicle (JLTV) program awarded in August last year that is designed to replace a large portion of the legacy HMMWV fleet within the U.S. Army and Marine Corps with a light tactical vehicle that boasts in Oshkosh’s words “far superior protection and off-road mobility.” Oshkosh said expects to deliver approximately 17,000 such vehicles and sustainment services during its contract period, though the new L-ATV won’t be truly “fielded” by U.S. military units until 2019. So remember Sgt. Baltos from earlier? She covered field testing conducted with an L-ATV by paratroopers from the 2nd Battalion/503rd Infantry Regiment within the 173rd Airborne Brigade in Lithuania – a unit known as “The Rock.” Why are they doing such testing? Because paratroopers are going to be the first units to receive the L-ATV as it is light enough to be transported by helicopter. “We found that in Afghanistan the up-armored HMMWV was too big and heavy, and it lost a lot in performance,” noted Lt. Col. Rob Barnhill, product manager-systems integration with the Army’s Joint Program Office (JPO). “We wanted to develop a truck with better underbody protection, and load protection, but one that could still put 3,500 lbs. of payload in it,” added Col. Shane Fulmer, the JPO’s product manager for systems integration. “This vehicle [the L-ATV] fits the bill.” Oshkosh said the new L-ATV will come in two types: a four-passenger combat vehicle and a two-seat combat support vehicle. There’s also an L-ATV utility variant, with a cargo-carrying capacity of 5,100 lbs., is designed to provide mobility for loads such as containers, pallets and break bulk cargo in a wide range of operating environments and threat levels, Oshkosh noted. In addition to hauling cargo, the L-ATV utility variant can be outfitted as a shelter carrier to carry standard shelters for communications systems, on-board electronics and other functions, the company added. This “new Jeep” didn’t just spring into existence overnight, either; it results from a nearly 11-year design and development process, Oshkosh noted: 2005: Oshkosh begins developing its TAK-4i independent suspension system; 2007: Oshkosh develops the Light Combat Tactical Vehicle (LCTV) technology demonstrator; 2010: The Oshkosh LCTV completes the Baja 1000 desert off-road race; the first military-class vehicle to do so; 2011: Oshkosh evolves its design and introduces L-ATV variant within its JLTV platform; 2012: U.S. Government awards Oshkosh one of three JLTV Engineering and Manufacturing Development (EMD) contracts; 2013: Oshkosh builds its JLTV EMD prototypes and delivers them to the U.S. Army for testing and evaluation; 2014: Oshkosh’s JLTV prototypes successfully complete all requirements, testing and evaluation; 2015: Oshkosh is awarded the JLTV Production contract. It is interesting to note that L-ATV can also be equipped with a ProPulse hybrid diesel-electric drive train with 70 kilowatts of on-board and “exportable power” to boost its functionality, efficiency and fuel economy. “Looking ahead, future battlefields will generate an unpredictable combination of terrain, tactics and threats," noted Oshkosh Defense President John Bryant, who is also a retired Marine Colonel. "Our JLTV and M-ATV platforms can be configured with the protection and mission equipment to support both defensive and offensive operations outside-the-wire.” That’s some kind of new jeep, let me tell you. .

Weaker Commercial Truck Market Clips Earnings at Dana Inc. Transport Topics / October 20, 2016 Commercial vehicle supplier Dana Inc. reported third-quarter earnings of $57 million, or 39 cents per share, compared with $119 million, or 75 cents, a year earlier, which reflected a $100 million tax benefit. Sales totaled $1.38 billion, compared with $1.47 billion in the 2015 period, the Maumee, Ohio-based company said Oct. 20. Sales at its commercial vehicle driveline technologies business were $294 million, down 20% compared with $367 million in the 2015 period. Dana attributed the bulk of the $73 million decline to weaker Class 8 truck production in North America and, to a lesser degree, to the transfer of a customer program to its light vehicle driveline unit, which accounted for $13 million. It said the commercial driveline segment’s earnings before interest taxes depreciation and amortization was $23 million, $8 million lower than 2015, resulting in a margin of 7.8%. Dana forecast North American heavy-duty truck production in 2016 would fall to 220,000 to 230,000 units, compared with 323,000 in 2015. Medium-duty production was expected to be 230,000 to 240,000 in 2016, compared with 237,000 last year, Dana said. Dana affirmed its full-year guidance of sales of $5.7 billion and earnings per share of $1.75.

FYI - The latest and largest Takata air bag recall The issue involves defective inflator and propellent devices that may deploy improperly in the event of a crash, shooting metal fragments into vehicle occupants. At least 34 million vehicles are potentially affected in the United States, and another 7 million have been recalled worldwide. The New York Times has published a report suggesting that Takata knew about the airbag issues in 2004, conducting secret tests off work hours to verify the problem. The results confirmed major issues with the inflators, and engineers quickly began researching a solution. But instead of notifying federal safety regulators and moving forward with fixes, Takata executives ordered its engineers to destroy the data and dispose of the physical evidence. This occurred a full four years before Takata publicly acknowledged the problem. http://www.nytimes.com/2014/11/07/business/airbag-maker-takata-is-said-to-have-conducted-secret-tests.html?_r=0 Affected U.S. market vehicles: Acura: 2002–2003, 2009–2014 TL; 2003 CL; 2003–2006 MDX; 2005–2012 RL; 2007–2016 RDX; 2009–2011 TSX; 2010–2013 ZDX; 2013–2016 ILX Audi (approximately 387,000): 2004–2008 A4; 2005–2011 A6; 2006–2013 A3; 2006–2009 A4 cabriolet; 2009–2012 Q5; 2010–2011 A5 cabriolet; 2015 Q5 BMW (1,968,283): 2000–2011 3-series sedan; 2000–2012 3-series wagon; 2002–2013 3-series coupe and convertible; 2001–2013 M3 coupe and convertible; 2002–2003 5-series and M5; 2003–2004, 2007–2013 X5; 2007–2010 X3; 2008–2013 1-series coupe and convertible; 2008–2011 M3 sedan; 2008–2014 X6; 2013–2015 X1 Buick: 2015 LaCrosse Cadillac: 2007–2011 Escalade, Escalade EXT, and Escalade ESV; 2015 XTS Chevrolet (approximately 1.91 million, including Buick, Cadillac, GMC, Saab, and Saturn): 2007–2011 Silverado 1500, Avalanche, Tahoe, and Suburban; 2007–2011 Silverado HD; 2015 Camaro, Equinox, and Malibu Chrysler: 2005–2012 300; 2006–2007 Crossfire; 2007–2009 Aspen Daimler: 2006–2009 Dodge Sprinter 2500 and 3500; 2007–2014 Freightliner Sprinter 2500 and 3500 Dodge/Ram (more than 5.64 million, including Chrysler, not including Daimler-built Sprinter): 2003–2008 Ram 1500; 2003–2010 Ram 3500; 2005–2012 Charger; 2005–2010 Magnum; 2005–2011 Dakota; 2004–2009 Durango; 2003–2009 Ram 2500; 2008–2012 Challenger; 2008–2010 Ram 4500 and Ram 5500; 2008–2009 Sterling Bullet 4500 and 5500 Ferrari (2820): 2009–2011 California; 2010–2011 458 Italia Ford (2,799,546, including Lincoln and Mercury): 2004–2011 Ranger; 2005–2006 GT; 2005–2014 Mustang; 2006–2011 Fusion; 2007–2010 Edge GMC: 2007–2011 Sierra HD; 2015 Terrain Honda (approximately 10.7 million, including Acura): 2001–2007 Accord (four-cylinder), 2001–2002 Accord (V-6), 2008–2011 Accord; 2001–2011 Civic; 2002–2011, 2016 CR-V; 2002–2004 Odyssey; 2003–2005 Civic Hybrid; 2003–2011 Element; 2003–2011 Pilot; 2006–2010 Gold Wing motorcycle; 2006–2014 Ridgeline; 2007–2014 Fit; 2010–2011 Accord Crosstour; 2010–2014 FCX Clarity; 2010–2014 Insight; 2011–2015 CR-Z Infiniti: 2001–2004 I30/I35; 2002–2003 QX4; 2003–2008 FX35/FX45; 2006–2010 M35/M45 Jaguar (approximately 40,000): 2009–2011 XF Jeep: 2007–2012 Wrangler Land Rover (approximately 68,000): 2007–2011 Range Rover Lexus: 2002–2010 SC430; 2006–2011 IS; 2007–2011 ES; 2010–2011 GX Lincoln: 2006–2011 Lincoln Zephyr and MKZ; 2007–2010 Lincoln MKX Mazda (more than 733,000): 2003–2011 Mazda 6; 2006–2007 Mazdaspeed 6; 2004–2011 RX-8; 2004–2006 MPV; 2004–2009 B-series; 2007–2011 CX-7 and CX-9 Mercedes-Benz (1,044,602, including Daimler): 2005–2014 C-class (excluding C55 AMG but including 2009–2011 C63 AMG); 2007–2008 SLK-class; 2007–2014 Sprinter; 2009–2012 GL-class; 2009–2011 M-class, 2009–2012 R-class; 2010–2017 E-class sedan, wagon, coupe, and convertible; 2010–2015 GLK-class; 2011–2015 SLS AMG coupe and roadster Mercury: 2006–2011 Milan Mitsubishi (more than 105,000): 2004–2007 Lancer and Lancer Evolution; 2006–2009 Raider Nissan (more than 1,091,000, including Infiniti): 2001–2003 Maxima; 2002–2004 Pathfinder; 2002–2006 Sentra; 2007–2011 Versa Pontiac (approximately 300,000): 2003–2007 Vibe Saab: 2003–2011 9-3; 2005–2006 9-2X; 2010–2011 9-5 Saturn: 2008–2009 Astra Scion: 2008–2011 xB Subaru (more than 380,000): 2003–2005, 2009–2011 Legacy and Outback; 2004–2011 Impreza; 2005–2006 Baja; 2006–2011 Tribeca; 2009–2011 Forester Toyota (approximately 4,697,000, including Lexus and Scion): 2002–2007 Sequoia; 2003–2011 Corolla and Corolla Matrix; 2003–2006 Tundra; 2004–2005 RAV4; 2006–2011 Yaris; 2010–2011 4Runner; 2011 Sienna Volkswagen (680,000): 2006–2010, 2012–2014 Passat; 2009–2014 CC; 2010–2014 Jetta SportWagen and Golf; 2012–2014 Eos; 2015 Tiguan

Automotive News / October 20, 2016 Dana Inc., the longtime supplier of various drivetrain components, today reported net income of $57 million in the third quarter, down 52 percent from the year-earlier period as sales from its commercial-vehicle units fell again. The company noted, however, that the year-earlier period included a $100 million tax benefit “from the release of certain U.S. deferred tax valuation allowances and a $24 million after-tax impairment charge.” When adjusting for those items, third-quarter net income increased compared with last year. Earnings before expenses such as interest and taxes improved by $1 million to $168 million, the company said. The supplier, based near Toledo, Ohio, posted third-quarter sales of $1.38 billion, down 6 percent from the year earlier period. "Dana posted a solid quarter overall despite continued macro headwinds, which we believe will come as somewhat of a relief given the negative sentiment that seemed to be building into the quarter," analysts from Barclays wrote in a report today. Commercial-vehicle driveline sales tumbled 20 percent from the year-earlier period to $294 million in the third quarter. Dana blamed the decline to weaker Class 8 truck production in North America and the transfer of a customer program to light-vehicle driveline reduced sales by $73 million. Light-vehicle driveline sales rose 4 percent to $631 million in the third quarter. Similarly, Dana’s power technologies unit reported sales of $260 million, also up 4 percent from the year earlier period. On Aug. 1, the company formally changed its name from Dana Holding Corp. to Dana Inc. Earlier this month, Dana announced that it reached an agreement to buy Brazilian forged-components supplier Sifco S.A. "This is an opportune time to invest in strategic and selective assets in Brazil that will further strengthen our position as one of the most trusted, top-tier suppliers to the mobility industry -- thus positioning us for future profitable growth throughout the region," CEO James Kamsickas said in a statement. The transaction is expected to be completed by the end of the year. Dana ranks No. 39 on Automotive News’ list of the top 100 global suppliers, with worldwide parts sales to automakers of $6.1 billion in 2015.

The U.S. approach thus far amounts to ignoring Duterte and pretending we can quietly our military and strategic operational activities. Shocking. I have zero tolerance for a foreign country’s leader calling a U.S. president “the son of a whore”. It is not an internationally-accepted norm of behavior. It is an unforgiveable slap in the face to all Americans. If it were me, I would refuse to play Duterte’s game.....and walk away. I would withdraw all U.S. military forces and shut down the U.S. embassy. I can play games too. In a New York minute, the vast support for Duterte in the Philippines would probably end. I would also announce the end of “preferential” immigration policies for Philippine nationals, resulting from Mr. Duterte’s respected “decision” to move away from the United States. He has a right to navigate in any direction he wishes.......as well do we. The United States brought prosperity to the Philippines prior to WW2, and returned at great cost of American life to rid the country of Japanese invaders. We then granted them independence [and the country has been a cesspool of corruption and chaos ever since, e.g. Ferdinand Marcos].

The Guardian / October 20, 2016 Two documentary film-makers are facing decades in prison for recording US oil pipeline protests, with serious felony charges that first amendment advocates say are part of a growing number of attacks on freedom of the press. The controversial prosecutions of Deia Schlosberg and Lindsey Grayzel are moving forward after a judge in North Dakota rejected “riot” charges filed against Democracy Now! host Amy Goodman for her high-profile reporting at the Dakota Access pipeline protests. But authorities in other parts of North Dakota and in Washington state have continued to target other film-makers over their recent reporting on similar demonstrations, raising concerns that the lesser-known journalists are not getting the same kind of public support and national attention. Schlosberg, a New York-based film-maker, is facing three felony conspiracy charges for filming protesters on 11 October at a TransCanada Keystone Pipeline site in Pembina County in North Dakota, with prosecutors alleging that she was “recruited to record the criminal activity”. The 36-year-old, who is producing a documentary, could face 45 years in prison. US whistleblower Edward Snowden recently voiced support of Schlosberg, writing: “This reporter is being prosecuted for covering the North Dakota oil protests. For reference, I face a mere 30 years.” Grayzel, a film-maker from Portland, Oregon, was also arrested and jailed on 11 October while filming at a separate pipeline protest in Skagit County, Washington. She and her cinematographer, Carl Davis, had their footage and equipment seized and were kept behind bars for a day. The two were filming activist Ken Ward attempting to shut down the Trans Mountain pipeline, and they now face 30 years in prison for a felony burglary charge, a felony “criminal sabotage” charge and a misdemeanor trespass offense. There were a series of pipeline protests across the US on 11 October. “Everyone needs to be afraid when our first amendment rights are in jeopardy,” Grayzel, 41, said Thursday before her criminal arraignment. “This is not just about me. This is not just about Carl. This is not about Amy Goodman … This is about the public’s right to know what is going on in this country.” Free-speech advocates said that both cases are unusual and troubling given that prosecutors have admitted that the defendants were acting as film-makers and yet are still pursuing aggressive felony cases. While it’s not uncommon for journalists to face arrest and misdemeanor charges for trespassing or disorderly conduct while reporting at controversial protests, conspiracy, burglary and sabotage offenses are rare for members of the media. “It’s outrageous. It’s an assault on the first amendment,” said Neil Fox, one of Grayzel’s attorneys. “It’s shocking, but it is the kind of climate that we’re living in right now.” Although Ward, a climate activist, had gained access to a fenced enclosure owned by the Trans Mountain Pipeline, the Skagit County sheriff’s report noted that Grayzel and her cinematographer were “just outside the enclosure … taking photographs and video”. The report said they confiscated the film-makers’ phone and “assorted camera equipment”, actions that have raised further concerns about press intimidation and free speech violations. Washington prosecutors are relying on laws that were passed in the early 20th century to target labor rights’ protesters, Fox added. “There’s been a revival in the state of Washington of the use of these statutes against labor activists and against environmental activists.” In Goodman’s case, a judge forced prosecutors to drop a serious “riot” charge, which was centered on Goodman’s viral coverage of the intense Native American-led protests. But prosecutors and sheriff’s officials said they may continue to pursue other charges against the critically acclaimed journalist. In Schlosberg’s charges, North Dakota prosecutors have alleged that she was part of a conspiracy, claiming she traveled with protesters “with the objective of diverting the flow of oil”. “I was surprised at the conspiracy charges. I never thought that would ever happen,” her attorney Robert Woods said. “All she was doing was her job of being a journalist and covering the story.” Prosecutors in both cases refused to comment.

I enjoy Australia's version of "The Queen's English" (grammatically correct and coherent written expression in the English language). It's a good bit clearer than a Cockney or Geordie accent, or Welsh English.

CNN / October 20, 2016 Philippine President Rodrigo Duterte's surprise announcement of a military and economic "separation" from the US during a visit to Beijing Thursday left the Obama administration scrambling, as it raised questions about the US role in the region and threatened a realignment of US relationships in Asia. Duterte's declaration is the latest indication that the Philippines' president, just five months into his six-year term, intends to reshape his country's ties to its closest ally by doubling down on his pivot away from the US and toward China. "America has lost," Duterte said at a business forum Thursday during a four-day state visit to Beijing. "I've realigned myself in your ideological flow and maybe I will also go to Russia to talk to Putin and tell him that there are three of us against the world -- China, Philippines and Russia. It's the only way." “With that, in this venue, I announce my separation from the United States, both in military, not maybe social, but economics also,” Duterte said to applause. “I have separated from them. So I will be dependent on you for all time. But do not worry. We will also help as you help us.” During a speech addressing the Filipino community in Beijing Wednesday, Duterte said the Philippines had gained little from its long alliance with the US, its former colonial ruler. “Your stay in my country was for your own benefit. So time to say goodbye, my friend,” he said, as if addressing the US. He also repeated his denunciation of Obama as a “son of a whore”. China, he said earlier, was “good”. “It has never invaded a piece of my country all these generations.” [In 2012, China seized control of Scarborough Shoal, a fishing ground in the Philippines’ exclusive economic zone.] Duterte statement from 0:20

Jakarta attacks: ISIS bombmaker smiles after 10-year sentence BBC / October 20, 2016 An Indonesian man has been jailed for 10 years for his role in a bomb and gun attack in Jakarta in January. Four civilians died in the terror attack, the country's worst in years. Dodi Suridi, 23, an ISIS supporter, helped make one of the bombs used on the day. He said he accepted the verdict as "the risk of being a terrorist". Five assailants were killed by police during the attack and about 40 have since been arrested. Prosecutors said Suridi altered gas canisters to provide bombs for two attackers who blew themselves up at a police post. He was arrested the day after the attack. A second ISIS supporter, 48-year-old Ali Hamka, was jailed for four years for attempting to source guns and ammunition for the attack. Hamka did not obtain the guns but was still found guilty of breaking anti-terror laws. As he was led away from court, Suridi shouted "Allahu akbar", Arabic for God is great, and smiled at journalists in the court. Judge Achmad Fauzi said his actions had "disturbed the community and shaken the life of our nation". He and Hamka both made a gesture which represents the oneness of God but has now come to be associated with ISIS, pointing one finger towards the sky. The attack in January was the first attack linked to ISIS in south-east Asia but Indonesia has since suffered several attacks carried out under the group's banner. As Suridi and Hamka were appearing in court on Thursday, a man carrying a machete, suspected pipe bombs and an ISIS symbol launched an attack on officers near Jakarta before being shot dead by police. .

I suggest you call Watt's Mack (1-888-304-6225) or Worldwide Equipment in Chattanooga (423-698-4093). From your experience, it seems the parts people at McMahon Truck Center is challenged in researching your truck (RD822SX-1100). Worldwide (Chattanooga) is closer. Watt's should give you a BMT discount but the shipping charge will be greater. Your choice.

Paul, were you able to get your 58QY59301 headlamp panels (pockets) from Mack Australia ?

Any trucking company would be well set with drivers like her (Jess Edwards). Great video.

If Roger Penske wanted 8.8's in Durastars, International would say "yes sir!"

Power Torque Magazine / October 2016 Mick Guse looks for versatility in tipper alternatives. Back in June 2014, TrailerTorque caught up with Guse Transport Services (GTS), which operates out of Wondai in the South Burnett Region of Queensland’s Great Dividing Range. GTS is an all Kenworth fleet with a selection of five highly specified prime movers, such as a Kenworth T909 Director Series, and, the latest model to join the fleet, a limited edition T950 Legend. Both feature 600 hp Cummins engines, the T909 with a Signature and the T950 with an ISXe5. Owner, Mick Guse, has traditionally operated Tautliners and tippers, with the tipper fleet being supplied by Lusty EMS and using BPW Transpec running gear. The T909 couples to a 25-metre Lusty EMS aluminium B-double tipper set running on BPW air-bag axles and fitted with disc brakes. Each trailer bin has 2.1-metre sides and the lead axle on each is an air-bag lift. The tipper combination can be set up as a standard B-double, as a road train or as an AB-triple. In road train set-up it couples through a tri-axle dolly that also rides on BPW axles with air bags and disc brakes. “It is really as stable on the road as a normal B-double, even when we’ve got the third trailer on. It was the first tri-axle dolly in the fleet and formed part of a trial,” said Mick. Aware that the tipper landscape is always changing, Mick recently approached Lusty EMS to design a tri-axle road train tipper combination that would enable Mick to find the balance between meeting strict regulations and maintaining profitability during a lean grain harvest. The solution came in the form of a versatile Lusty EMS B-double/road train combination, designed to reap the rewards of increased payloads. The combination features a Lead Slider and Tip Over Axle B-trailer connected by a tri-axle dolly. When road train routes through NSW for tri-axle dolly road trains became available, Mick Guse knew that real gains could be accomplished. The payload advantage that could be achieved by using a road train rather than a B-double would mean the new combination would be more profitable per trip, something that appealed to Mick to keep his business successful and provide some security against low yield seasons. Mick is quick to point out that the backbone of his operation is having good drivers who appreciate and want to operate premium equipment. “Being on time, every time, and getting the loads delivered safely is paramount,” said Mitch Jensen, senior driver for Guse. “It is as simple as doing what you say, when you say you’re going to do it – that’s my philosophy.” “How we do that is by having the best gear,” Mitch continued. “We spent a lot of time with Lusty EMS in Brisbane planning the specifications of the trailer combination to ensure that we could take advantage of payload increases in all the areas we travel.” Those payload increases have given GTS an edge, increasing profitability. “We very rarely run our units as single trailers other than when we are running dog trailers to set up a road train. We either have them set up as a B-double or road train and we average a healthy 56-tonne payload with the Lusty EMS tri-axle dolly combination,” Mitch said. The key to the versatility of this combination is the Lusty EMS Lead Slider trailer, which enables Mitch to slide the tipper bin forward to reveal a turntable mounted over the tri-axle suspension. In this setup he can connect it up to the rear Tip Over Axle trailer and use it as a B-double. Conversely, when he is running on road train routes he simply slides the turntable under the lead trailer’s bin and connects the trailers via the dolly as a traditional road train, giving him 15 tonnes further payload over the B-double. The Lead Slider trailer also features a second drop-in kingpin, which ensures correct carrying capacities are achieved in road train and B-triple applications. “Not only do we get the additional payload, but the tri-axle dolly is so much more stable than a bogie dolly,” Mitch claimed. “They are far safer and we believe they are the way forward for the future.” “The trailers and dolly are fitted with what we consider to be the best running gear on the market, for maximum reliability,” said Mitch. “Both trailers have an automatic lift on the first axle for when the trailers are running empty, and the standard LED lights adapt automatically to varying voltages in truck power supplies. Meanwhile, both tipper bodies have been treated with a ‘mill bright’ finish, which ensures they are always looking clean,” said Mitch. Mick Guse has been so impressed with the performance of the tri-axle slider and dolly combination that the company has just taken delivery of a second identical combination. “It’s all the little things that really make these trailers the best in their class. They come standard with corner cleaners and grain chutes all mounted on the chassis. I was really impressed when I picked them up in Brisbane as to how well they’d come up. Both trailers have stainless steel toolboxes and water tanks and there are no sharp edges anywhere.” “In the time we’ve had these trailers we haven’t had one issue and they still look as good as the day we picked them up,” Mitch concluded. “But, more importantly, we’re reaping the rewards of the increased payload.” The Lusty EMS Lead Slider trailer may be purchased as a bogey-axle or tri-axle trailer as part of a B-double combination, and can also be used as part of a road train/B-triple setup. The units are available in various sizes from 27’ 6” up to 30’ long in a tri-axle configuration, and 21’ 3” mm in a bogey-axle configuration to a maximum height of 7’ 2” to suit different applications. The option of rollover or retractable tarps is available in both manual and electric operation. .

Trade Trucks AU / October 20, 2016 Capable of doubling the load per trip, the new design carries the tyres vertically Western Australian transporter Centurion has unveiled a new trailer innovation to improve the movement of heavy mobile equipment tyres. According to the transport company, the new trailer doubles the load of previous tyre trailers and removes the need for an oversize permit by carrying large-scale tyres in an upright position. With the trailer design, Centution says haulers will be able to utilise the advantages of a triple road train configuration for the first time as they would no longer need to carry the tyres horizontally on a flat top trailer in a single trailer configuration. Centurion’s executive general manager Justin Cardaci says the new trailer, capable of being used under the Performance Based Standards (PBS) scheme and fitted with electronic stability control, offers both safety and efficiency gains. "We transported more than 2,600 heavy equipment tyres last year to various mine sites across WA so the development of the new trailer is an important innovation for our business," Cardaci says. "The trailer allows us to transport some of the largest heavy mobile equipment tyres as part of a triple road train configuration which significantly improves our efficiency and boosts our productivity in this area." Developed over 12 months in conjunction with another WA business, the trailer also has safety features before and after the journey. "The automation of tyre loading and unloading and the reduction in manual restraining minimises the risk of injury and makes the whole process of transferring tyres to mine sites safer," Cardaci says. "The tyres are locked into place remotely which means the operator is always a safe distance from the trailer during a critical part of the loading." .

Owner/Driver / October 20, 2016 After narrowly avoiding an accident jillaroo Jess Edwards made a Facebook video reminding drivers not to overtake turning trucks. Over one million people have seen the video Outback jillaroo Jess Edwards made headlines this month when her impromptu Facebook video about truck safety went viral. Jess is assistant manager at a cattle station in the Pilbara, Western Australia, and drove a three-trailer road train during the mustering season from June to September. She loves the Outback scenery she sees from the 2012 Kenworth T659. But she is always conscious that truck driving is "one of the most dangerous jobs in the world". Recently a 4WD attempted to overtake Jess on her left as she was turning left. Pumping with adrenaline after the near-miss, she pulled the Kenworth into a farm gateway to collect her thoughts. Before her heart rate returned to normal she pressed record on her mobile phone to make a video of what she would have told the 4WD driver if he or she hadn’t continued along the North West Coastal Highway without so much as an apologetic wave. To Jess’s amazement, support from her Facebook followers and the trucking community helped the two-minute video go viral. It has been viewed more than a million times. In the video, Jess shows us the "bloody big whoppin’ tyre" and "bloody big whoppin’ bull bar" and assures us we don’t want to be hit by either of them. Then she kneels down at the back of the trailer. "I don’t know how they do it but these things – indicators – magically show you where we’re going to go," she says in a Play School voice, reminding cars not to overtake turning vehicles. Jess uploaded the video to her Jillaroo Jess Facebook page and was amazed by the response from truckies and their families. "They loved it. I think they were happy to hear someone standing up for them." You can see the video here and follow Jess’s adventures on her Jillaroo Jess Facebook page.

Prime Mover Magazine / October 18, 2016 Reflecting on six decades at the helm of one of Australia’s most successful transport businesses, Victorian trucking magnate, Lindsay Fox, has declared he would only retire when he died. According to the Herald Sun, the 79-year-old used a recent industry function at Linfox’s Australian Automotive Research Centre near Anglesea to point out he was still fit and enthusiastic about his company, which has also seen his sons David and Andrew rise to management roles. “We now have 36,000 people working for us in 11 countries,” he told the newspaper. “You look back and wonder how the hell did I do it.” When asked about his thoughts on retirement, he replied: “When I’m dead. I’m so proud of my family and the whole enterprise.” According to the Herald Sun’s Ian Royall, Fox also used the occasion to comment on infrastructure policy in Victoria. He reportedly called for the completion of a Melbourne ring road and said not enough was being done to beat gridlock. “Mr Fox said governments suffered from ‘paralysis by analysis’ and questioned why they did not seek advice from transport companies when making big decisions,” Royall summarised. “At Linfox, we do 260 million kilometres a year and are the largest payer of tolls in all of Australia – but no one from state or federal government, Labor or Liberal, spoke to us about the infrastructure of the country. It’s ludicrous,” he quoted Fox. Fox started out with one truck, a Ford F500 V8, and now has a fleet of more than 6,000 vehicles to his name. .

Have patience with electronic brake suppliers: ATA Steve Skinner, Australasian Transport News (ATN) / October 20, 2016 Trucking body warns that operators should not tamper with electronic braking and safety systems Truck owners are being warned to spare a thought for electronic braking and stability suppliers and not to muck around with the technologies. This includes changing configurations, for example. "We’re a market of fiddlers, we like playing with things, we like tampering, we all think we can do better," says the Australian Trucking Association’s Chris Loose. "But if there is an issue, go see an expert." The ATA’s senior engineering advisor was speaking at this year’s Comvec technical conference in Melbourne, organised by Heavy Vehicle Industry Australia. It was in the context of a draft guide, yet to be released, on maximising the compatibility of braking and roll stability systems between trucks and trailers. "This guide is only one level," Loose says. "The second level is where you need the Knorrs, the Wabcos, the Haldexes, the BPWs, and all those other guys to step up and look at the combinations." Loose also advises having patience with these electronic systems suppliers, because they have a tougher job in Australia than probably anywhere else in the developed world. For one thing, the incompatibility problem is going to be around for many years to come because of the slow turnover in trucks and trailers. "It’s not going to be easy to solve because our fleet age is getting older. It’s 11 ½ years for prime movers." As we constantly hear, Australia is a unique market, taking a mis-match of technologies from all over the place. "We are going to have to build up an experience base that doesn’t exist anywhere else in the world," says Loose. "We have got trucks from Europe, we have got trucks from America, we have got trucks from Japan and we have got our own home grown stuff; and we’re doing combinations that are longer and heavier. "Everything is going against them, and we are trying to do something fairly unique in this marketplace, so compatibility is not going to go away, and the guys on the ground servicing these units are going to struggle. "They’re seeing stuff that is not being seen in Europe, they’re doing stuff that’s not being done in North America, so it’s not easy, so bear with them, help them, communicate with them." Have confidence Despite the warning against tampering, Loose says most truck workshops are capable of routine servicing of electronic systems, with technology supplied by the OEMs (original equipment manufacturers). "And the key thing with any of this technology is regular service," he adds. "Seems simple, but it’s amazing the number of people that won’t actually go and check their wheel end sensors. "In particular if you’re running off road, those sensors are one of the most exposed items on the vehicle, so they will get caught, sticks will hit them, the electrical lines will be crimped, all that sort of stuff will happen and they do need regular check-ups. So after a long trip, make sure the sensors are checked. "This technology is great, but if you’re operating off road, if you’re operating remotely, you will have higher operating costs, there’s no doubt about it, but there are benefits too." Whether it’s foundation or electronic braking systems: "It seems obvious, but it doesn’t always happen, and that’s making sure that equivalent safety critical service parts are used, and this has happened time and time again, bottom line wins out." .

KrAZ Trucks displays new MRAP at Arms & Security '2016 International Exhibition Center, Kyiv (Kiev), Ukraine .

Volvo's India R&D developing trucks for global market Business Standard / October 19, 2016 India is the third biggest R&D centre for Volvo after Sweden and France in headcount Bengaluru is gaining a distinct identity on the global map of Swedish bus and truck maker Volvo. About 800 engineers, mostly Indians, are busy developing a truck the company’s Bengaluru research & development (R&D) centre that will be sold only outside India. India is the third biggest R&D centre for Volvo after Sweden and France in headcount. “We design global trucks in India. A lot of R&D work on truck technology is done here. We are very proud that India is involved in a big way there. Volvo also has an IT wing that has 1,500 people doing global IT work for the Volvo group. There is also an accounting team of 300-400 people,” said Kamal Bali, managing director, Volvo India. The R&D centre, started with 100 engineers seven years ago, can add 200 more. Volvo India forms only four or five per cent of the group’s global revenue of $42 billion, but Bali said India is much more important than this turnover. The Indian R&D team has a global responsibility to develop value segment trucks. For any value truck that is to be designed or improved, the responsibility lies with the Indian team and the product will be owned by the Indian side. “Concept to design to execution is done by the Indian team. Of course, they may take some help when it comes to engines. But, they are leading the show. Some of the products this team will do will never be sold in India,” said Bali. The Indian centre has successfully developed the Pro 8000 heavy-duty truck platform that was also launched in India (with Volvo’s JV partner Eicher) and in Indonesia and Thailand a couple of years ago. The next mandate is medium duty truck (10-15 tonnes) exclusively for the overseas market. “It will go into production next year,” said Bali. Bali said the group finds the product gap in its portfolio and decision is taken to develop new products. A particular centre is awarded the responsibility to develop a product based on competencies and past experiences. Volvo, which produces trucks, buses and construction equipment, is looking to grow India revenue from $1.5 billion to $2 billion in next couple of years. “We are going to be aggressive. India is looking very bullish and all categories will grow in double digits for us. We want to improve market share and need to grow faster than the industry,” said Bali.

The Economic Times / October 20, 2016 Swedish commercial vehicle maker Volvo AB has mandated its Indian R&D team to take the lead in developing medium duty trucks for global markets scheduled to go into production in 2017and it would be conceptualized and designed by the Bengaluru unit. “In terms of contribution to the group, we are critical because we do a lot of other jobs apart from sales. The site in India has over 800 engineers and has been entrusted with the responsibility for developing a value truck. This is a global responsibility. So any value truck which is to be designed, improved, the responsibility will lie with the Indian side,” said Kamal Bali, managing director, Volvo India. The team is currently working on a medium duty truck in the 10-15 tonne segment – positioned globally at price points between the mainstream ‘Eicher’ brand and the more premium ‘Volvo’ brand — which will be introduced in an overseas market next year. “The whole product is owned by them – from concept to design to execution is being done by the Indian team. Of course, they take help from Lyon (France) and Gothenburg (Sweden) but they are leading the team. This truck could be not for India. Some of the products this site does may not be launched in India,” Bali said. The product under development in the medium duty segment will not be launched in India as JV partner Eicher, through VE Commercial Vehicles, has about 33% share in the category with its own products.