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Heavy Duty Trucking / May 31, 2016 Commercial registrations of low-cab-forward trucks in Classes 3-5 increased 9.3% to 21,995 in 2015 and have more than doubled since 2010, according to data provided by Isuzu Commercial Truck of America. LCF registrations are coming off two remarkably strong years and three earlier years of growth since 2010, when there were 10,819 GVW Class 3-5 cabovers added for commercial use. Cabover registrations reached 20,115 in 2014, 16,530 in 2013, 15,058 in 2012, and 11,401 in 2011. In 2015, commercial registrations grew each month on a year-over-year basis in 11 of the 12 months with only December seeing a decline of 2.3% to 1,752. Six months registered double-digit growth led by May, which saw a 21.8% increase to 2,047 from May of 2014. It was the only month in six years that saw registrations cross the 2,000-unit level. March was the second strongest month with 1,956 registrations that represented a 19.3% increase from the prior year. Isuzu saidi it has retained a dominant share of the market during the run with its lineup of diesel- and gasoline-powered cabovers, including the N-Series. Isuzu has held at least 80% of sales since October of 2013. In December of 2015, Isuzu registrations reached 84.6%, while Hino reached 10.3% and Mitsubishi Fuso reached 5.1%. Mitsubishi Fuso remained number two until July of 2015, when Hino solidified itself in the second position.

VTNA Plans More Production Cuts in Early August Transport Topics / June 2, 2016 Volvo Trucks North America announced that it will cut production further in August as it adjusts to a period of reduced demand for its longhaul trucks. “It’s by now very clear that the industry is managing through a period of excess inventory and reduced demand. And we’re seeing that softening particularly in the longhaul segment, which is core for Volvo Trucks,” VTNA spokesman John Mies told Transport Topics on June 1. Gothenburg, Sweden-based Volvo Group, VTNA’s parent company, said in its first-quarter earnings report April 22 that it was reducing its North American Class 8 market forecast to 250,000 units from 260,000. VTNA last week advised employees at its New River Valley plant in Dublin, Virginia — which builds every truck it sells in North America — that the truck manufacturer will reduce production in the early August timeframe, as it takes another step to adapt to market conditions, Mies said. “This unfortunately means that we will have to lay off employees, but it’s too soon to say how many people or exactly when,” Mies said. The latest talk of more cuts follows an agreement in April between VTNA and United Auto Workers union members at its New River Valley plant on a new five-year contract. The terms of the agreement that extends from March 17, 2016, until March 16, 2021, weren’t released. The vote count also wasn’t disclosed. Attempts to reach the UAW for comment on the latest announcement were unsuccessful. Earlier this year, VTNA announced it expected to lay off about 730 workers in February. That number turned out to be around 500, Mies said.

That LoneStar is hideous looking. But that's a product from the Ustian era (the arrogant CEO fired by the board in August 2012). The "new" Navistar has some superb Paccar talent, and you're beginning to see results from that.

Note the new engine range into at 0:25.

Transport Engineer / June 1, 2016 Lancashire Fire & Rescue Service has received the last of a delivery of 10 new DAF LF 250 FA emergency response vehicles, replacing a Euro 4 fleet of DAFs which, it said, has provided “unfailing” service. The 16-tonne gvw 4x2 rigids are equipped with Co-polymer bodies by Emergency One, with four-man crew-cab conversions by Ziegler. The trucks are specified with Allison 3000 fully-automatic gearboxes and Parker Chelsea PTOs. DAF engineers fitted the exhaust units a further 650mm rearward on the chassis, while relocating the AdBlue tank to the nearside to accommodate the crew-cab. “The DAF product is second-to-none,” says head of fleet & engineering services, John Hargreaves. “We’ve been using them since 1985 and see no reason to change now. “Our last fleet of LFs was tough, unfailing and very quick off the mark under blue lights, and it performed flawlessly for 12 years. I’m looking forward to the same performance and longevity from the Euro 6 vehicles.” DAF’s success with local authority fleets is important, he adds, as is its aftersales service. “We have access to DAF engineering experts at DAF Trucks in Thame and at the assembly plant in Leyland, and that’s proved a massive help to our in-house workshop activities.” .

If Tim could only stay away from that Marmite and go straight................here's his chance to make an honest living.

The Northern Advocate / May 31, 2016 An acute shortage of heavy goods drivers in Northland has prompted an industry leader to warn the situation will not improve unless the right people are identified for the profession and groomed through the education system. As calls are made by Unions Northland for wages for logging truck and other heavy goods drivers to be increased, the Road Transport Forum said downward pressure on freight rates, high operating costs, and a shortage of drivers were affecting trucking businesses hugely. Forum chief executive Ken Shirley said while an H5 licence was the legal threshold for heavy truck and trailer drivers in the country, it did not make them competent and experienced. "To be a top driver it takes about five years of work experience and because there's a chronic shortage of H5 drivers, many companies grab whatever they can as long as people have got H5 licence," he said. Mr Shirley said many Kiwi companies were forced to hire drivers from overseas after going through the licensing system. He said there would be logging truck drivers in Northland with little experience. Northland has had a number of logging truck crashes this year, with seven in the past seven weeks and at least 10 since the end of 2015. Mr Shirley said transport operators had to front up to the situation. He said because of a lack of experience, a Rollover Prevention Safer Journeys' seminars the Forum organised with other stakeholders in Whangarei and throughout the country would help educate drivers and freight loaders on the factors that could cause a truck to roll. They include the influence of speed, centre of gravity, weight transfer and cornering forces. Two seminars in Whangarei last week saw 180 truck drivers, transport operators and forest owners attend. Mr Shirley did not know the reason for a shortage of truck drivers, but said the problem was being felt throughout the world including the likes of the US, UK, and most OECD countries. The forum, he said, was in talks with the New Zealand Transport Agency to make the seminar mandatory as part of obtaining heavy truck and trailer licence. Whangarei businessman Stan Semenoff's trucking firm has been short between 21 and 28 drivers a day for the past nine months, forcing him to bring in 10 drivers from the Philippines recently. He is arranging more drivers from that country. Mr Semenoff said the industry was in turmoil because the welfare and education systems over the past three decades have taken away that Kiwi ingenuity. "We've got people who are unemployable as opposed to unemployed because of a failure to bring the right cadetship out of our education system," said the owner of Stan Semenoff Transport. The proof, he said, was in the pudding as New Zealand employers were getting skilled workers from abroad to build Auckland and Christchurch, while good kids coming out of schools struggled to find jobs. Mr Semenoff said he was forced to hire contractors to cover his bulk haulage, log, and sand supplies businesses. "Because of strict drug and alcohol requirements, and they should be strict, we're losing them, at times two a week to random drug testing". He said the Filipino drivers were given appropriate training, including in Occupational Health and Safety, before they got behind the wheel. Agencies such as the Ministry of Business, Innovation and Employment and polytechs, he said, had been helpful in referring suitably qualified people to work as truck drivers. On calls for better pay for truck drivers, the former Whangarei mayor said that was not possible at this stage because of low freight charges. Unions Northland said many truck drivers earn $16.60 an hour and says the rate should be in the mid-$20s.

Daimler AG showing its vast product range at the 2016 IFAT show http://media.daimler.com/marsMediaSite/en/instance/ko.xhtml?oid=10908845

Commercial Vehicle / June 1, 2016 After tasting success in the mining segments, Volvo Trucks India is shifting its focus once again to on-road segments. The new chief of the Goteborg-based Volvo Group, Martin Lundstedt, has set the ball rolling. The winds of change are upon the Swedish truck major, and the undercurrents of this change are being felt in India. After tasting success in the mining segments with the FMX range of premium heavy-duty deep mining tippers, Volvo Trucks India is shifting focus to on-road segments after what would seem like a long hiatus. It was in 1996, and after deciding to invest in India as the country embarked on an ambitious plan to build infrastructure, that Volvo unveiled the FH and FM range of on-road long-haulage trucks under the leadership of Ravi Uppal. It was the beginning of a revolution in the Indian trucking arena. High cost and premium positioning posed a limitation, but the modern trucks rolling out of Hoskote near Bangalore created much scope for aspiration. With the central government, and the minister of road transport and highways, Nitin Gadkari, emphasising time and again on building road infrastructure and no less than 100 kms of new roads everyday, Volvo is now shifting focus once again to the on-road truck segments. A reason for this could also be the continued replacement demand in the Medium and Heavy (M&HCV) truck segment. The trend in the M&HCV segment is also indicating a preference for trucks that can carry more. Keen to adopt new metrics to measure success in the Indian context, 95 percent of Volvo’s sales currently are contributed by the mining (dump) trucks. These account for the company’s 60 percent volume sales in Asia, which is more than what the Swedish company sells in Europe. Having once competed in the on-road trucking space, it may not be difficult for the company to find its way inside. Especially now that it has Eicher to look at as a group brand. Volvo, in comparison to Eicher, is a premium brand. Given its global positioning it will very likely stay that way. It would be interesting to see how Volvo Trucks India finds a way to carve a pie of the heavy truck market, which continues to be price sensitive and TCO oriented. Keen on being assured of profitability, the Indian operator aspires for a Volvo truck for certain, but not without a clear understanding of the difficulties he faces. Volvo, on its part, is counting on its technological prowess. It is counting on its I-Shift Automated Manual Transmission (AMT) to make a difference. Launched in 2015, the I-Shift AMT has come to be a familiar term in Volvo buses. For it to be popular in trucks, there’s work cut out. Claimed to be shifting away from a region-bound strategy, which was inclusive of a multi-brand approach, Volvo Trucks in India, it is evident, is in for a considerable change. “At Volvo Trucks India, over the next two-to-three years we are looking at a positive growth as far as the Indian market is concerned. Despite mining solutions being our DNA, we want to establish ourselves as a serious transport solutions provider,” expressed Pierre-Jean Verge Salamon, President, Volvo India Pvt Ltd. Salamon stressed upon improving financial performance for the stakeholders. “The foundation for the ambitious strategy (to become the most desired transport solutions provider) will rest on four key pillars, customer success, building of trust amongst all stakeholders, and passion and adaptation to change,” Salamon stated. Salamon added that the Indian truck market is ranked twelfth globally. Claiming to have delivered 208,000 trucks in FY2015, he drew attention to the fact that 98 per cent of his company’s sales came from the FMX mining and construction trucks. Of these, most were delivered by the FMX440 8×4 I-Shift. At Excon 2015, the company unveiled two dump trucks (FM520 and FM480) based on the FMX platform with a 60-tonne capacity, reiterating once again, its emphasis on the mining segment. That is about to change. Focus is shifting to on-road trucks. Despite attaining product efficiencies, in the case of transportation product portfolio, the company has struggled to reach the apt price points. The offering of I-Shift tech may help as the company finds new in-roads into the on-road trucking segments. The need would be for the I-Shift tech to address the Indian truckers’ often conflicting needs. Averred G V Rao, Vice President – Product Strategy, Brand and Marketing, “The I-Shift on all our offerings (FH, FMX and FM range) by FY2017 will mark the next big leap we wish to achieve.” Found first on the FMX 440 19.5 cu. m. tipper, the I-Shift tech has tasted success in ‘rough’ and ‘hilly’ applications. A 12-speed electronically controlled splitter and range-change automated transmission, I-Shift is laced with an advanced software in the FMX range. It is optimised for mining operations and characterised by a fast gear changing system, featuring minimum interruption in torque delivery during gear change. The technology claimed to have both, high starting traction and high average speed, continuously monitors road gradient, vehicle speed, acceleration, torque, load, rolling and air resistance. According to Rao, it reduces the stress on driveline and tyres, and in-turn translates into lower maintenance and longer service life. Today no fewer than 80 per cent of Volvo’s FH trucks are equipped with I-Shift, making this AMT (automated mechanical transmission ) virtually a standard feature. When it was launched in 2001 in Europe, there were AMTs on the market already, based on manual gearboxes adapted to permit automatic gear-changing. They were not that reliable. In 2002, one year after I-Shift was launched, 14 per cent of all Volvo trucks sold in Europe were equipped with it. The second generation I-Shift was introduced in 2005. The third generation model came in 2009. What is being offered as of current is the fourth generation model. The penetration of I-Shift, said Rao, grew to 90 per cent by 2015. Keen to find in-roads into the on-road trucking segments, the emphasis on I-Shift could help Volvo Trucks India bring about a change in the way the on-road trucking scene in India is currently like. The financial year 2016-17 will be an important year for the Swedish company. It is the year the truck market is expected to turnaround. The signals of this are visible for the last few quarters. The Medium and Heavy Commercial Vehicle (M&HCV) segment has done double digits. A lot is dependent on infrastructure development. The pace of its development. Volvo Assembly tech The truck assembly plant at Hoskote is spread across 122 acres. The layout is such that one line feeds into the other. It is based on the fish-bone concept according to Volvo sources. Producing multiple variants on the same line, the fish-bone concept is claimed to minimise efficiency losses and help find faults quickly. The head of the fish concept is that stage of the assembly where a fully-built truck rolls out. The bones of the fish make the sub-assembly lines that feed the sub-assemblies to the main line. There are two sub-assembly lines that feed to the main line. They contain multiple work stations, which carry out the task of building sub-assemblies. A few other sub-assemblies are a little away from the main assembly. They build crucial parts like the engine, which is fed to the main assembly line. Others execute the task of assembling the gearbox, weld the cab, and mount the superstructure and weld it. There’s also the paint shop. Annually 4000 trucks are made at Hoskote in a single shift operation. The operation can be scaled up to meet a rise in demand. It takes two days to build a truck. As sub-assemblies feed to the main line, a truck is progressively assembled. A nine stage operation involves the riveting of the chassis members. The next stage involves routing of pneumatic and electrical cables. Brackets for assemblies like fuel tanks and air tanks are fitted at the next stage. At the fourth stage, the axles are mounted. Propeller shaft is also fitted. At stage five, the engine is married to the chassis. The cab is mounted at stage six. Various fluids are added at stage seven. Stage eight involves programming. Every chassis is claimed to have its own unique program, giving each truck an individual identity. The fully-built truck, which incorporates 28 per cent local content, is taken to the test track adjoining the assembly plant for a test run. Given the volume the Hoskote plant turns out, the operations have been largely mechanised. Anticipating growth from focus on on-road segments, a gradual shift towards automation is likely. Costs will dictate the move. Said Helen Savmyr, Plant Head, Volvo Trucks India, that the aim to increase automation is to match Volvo Truck’s global plants, which are known to operate with minimal human intervention. An interesting bit of the production is a computerised process quality check where each truck is connected to a remote server in Sweden. The embedded software programs are checked. Various functions like lighting, accelerator, brake, gear shift are checked. A fault, if detected, is rectified. On the test track, trained drivers put the truck through its paces for 40 to 50 km. Before the truck leaves the plant, specially trained employees check it thoroughly. The axles are aligned with the help of laser guided alignment equipment. The Hoskote plant is ISO 9000 and ISO 14000 certified. It employs 140 people. Photo gallery - http://commercialvehicle.in/volvo-looks-up-to-on-road-trucks-for-growth/

MAN Truck & Bus Press Release / May 31, 2016 Clearing leaves from the street with the aid of a road sweeper, collecting waste using a refuse collection vehicle, removing containers full of recyclables using the roll-off skip loader - activities of this type depend on vehicles used in the waste disposal sector, road maintenance or for winter gritting and snow clearing. Flexibility, economy, environmental awareness, practicality, efficiency, reliability – these are just some of the high expectations municipalities and operators have of MAN trucks. IFAT (http://www.ifat.de/index-2.html), the World's Leading Trade Fair for Water, Sewage, Waste and Raw Materials Management, held from May 30 to June 3, 2016 in Munich. .

Nice looking dual-stack tri-axle low-boy tractor.

International Trucks Press Release / May 31, 2016 The new HX™ series doesn’t just endure the most punishing job sites, it shows them who’s boss. .

Nice video. Note the Ford-badged planetary hub reduction axle hub covers.

Ford Trucks Press Release / May 24, 2016 The new Ford Trucks Construction Series easily adapts to extreme conditions. Superior Ford technology and engineering make our trucks the most talented on the job site. . Ford Trucks and You – "Sharing the Load" At Ford Trucks, we’re serious about trucking. It's why we designed the new 2016 Cargo heavy truck range from the ground up to meet your needs and expectations. See your authorized Ford heavy truck dealer for details, or visit the global Ford heavy truck website at https://www.fordtrucks.com.tr/ .

Note the Ford labelled 5th wheel. "Ford Means Business In Big Trucks"

Ford Trucks Press Release / May 27, 2016 Ford Trucks’ Axle Load Indicator is a feature that allows operators to correctly optimize weight distribution for maximum loads. . Ford Trucks and You – "Sharing the Load" At Ford Trucks, we’re serious about trucking. It's why we designed the new 2016 Cargo heavy truck range from the ground up to meet your needs and expectations. See your authorized Ford heavy truck dealer for details, or visit the global Ford heavy truck website at https://www.fordtrucks.com.tr/ .

Ford Trucks Press Release / May 26, 2016 . Ford Trucks and You – "Sharing the Load" At Ford Trucks, we’re serious about trucking. It's why we designed the new 2016 Cargo heavy truck range from the ground up to meet your needs and expectations. See your authorized Ford heavy truck dealer for details, or visit the global Ford heavy truck website at https://www.fordtrucks.com.tr/ .

Ford Trucks Press Release / May 30, 2016 Both domestically and abroad, Ford Trucks and Mars Group, partners at all times. . Ford Trucks and You – "Sharing the Load" At Ford Trucks, we’re serious about trucking. It's why we designed the new 2016 Cargo heavy truck range from the ground up to meet your needs and expectations. See your authorized Ford heavy truck dealer for details, or visit the global Ford heavy truck website at https://www.fordtrucks.com.tr/ .

Otomobil Yayıncılık / May 5, 2016 The culmination of a four year program involving over 750 truck engineers and 2 million kilometers of testing, Ford Trucks has launched its 2016 vocational trucks product range. At the heart of Ford’s new trucks is the Ecotorq series of engines which feature ultra-high pressure 2500 bar common rail fuel injection for enhanced performance and economy, and reduced emissions levels. The biggest change in Ford’s vocational Cargo family is the big bore 13 litre powerplants. Construction Series family. The new 12.7 liter engines achieve peak torque from 1000 rpm to deliver new levels of driveability. DLC (Diamond Like Carbon) coated pistons, a liquid-cooled air intake, improved cooling efficiency and reduced NOx SCR with egr'n work together. A variable air compressor, two-speed water pump and active-controlled engine fan clutch all enhance fuel economy. The Cargo’s ZF manual and AS Tronic automated manual transmissions (AMT) are both available with ZF’s legendary “intarder” auxiliary braking retarding system with up to 600kW (805hp) of braking power. Combined with engine braking, the Cargo now offers 1,000kW (1341hp) of overall braking power. Cargo vocational models all boast smaller turning radiuses for enhanced driveabaility on the jobsite. The Ford Cargo Ecotorq engine range: Ecotorq 9L Displacement 9 litres Peak Horsepower 330 @ 1900 RPM Max. 1300 Nm @ 1200-1700 RPM Oil Capacity 30 litres Coolant Capacity 35 litres Ecotorq 13L Displacement 12.7 litres Peak Horsepower 420 @ 1800 RPM Max. 2150 Nm @ 1000-1300 RPM Oil Capacity 50 litres Coolant Capacity 37 litres (55 litres with retarder) Ecotorq 13L Displacement 12.7 litres Peak Horsepower 480 @ 1800 RPM Max. 2500 Nm @ 1000-1200 RPM Oil Capacity 50 litres Coolant Capacity 37 litres (55 litres with retarder) .

Hillary Clinton's former chief of staff discussed the Democratic hopeful's secret email server with the IT aide who set the system up, but claims she can't talk about it because she's now [conveniently] Clinton's lawyer. Aide-turned-attorney Cheryl Mills testified for five hours on Friday as part of a Freedom of Information Act lawsuit launched by the conservative group Judicial Watch, which has been trying to get access to Clinton's emails during her tenure as secretary of state. But Mills' attorney Beth Wilkinson shut lines of questioning down from Judicial Watch's lawyer Ramona Cotca, arguing that something the former chief of staff learned after the fact as an attorney is not in the legal case's scope [good luck selling that]. In her testimony, Mills talked about serving in the Clinton White House, and later working for Clinton when the New York senator was running for the White House in 2008. When Clinton became secretary of state, she asked Mills to serve as chief of staff, and also a counsel to Clinton (allegedly just policy work, not for legal representation). Mills became Clinton’s lawyer after she left the State Department. Mills claims it was then that she found out about Clinton’s secret server. Mills was asked about her familiarity with Bryan Pagliano, a former Clinton IT aide who has immunity [why?] in the ongoing investigation into Clinton's emails by the FBI, which is separate from the Judicial Watch civil case. “I know I spoke with Mr. Pagliano about the setup of the server during the period in which I was representing Secretary Clinton, which would have been two thousand – which would have been post her departure from the State Department. At least that's my best recollection,” Mills said. Cotca asked if that would have been post-February of 2013, when Clinton handed the reins over to the current Secretary of State John Kerry. “Yes,” Mills replied. “Was he working for the Clintons at the time that you spoke to him about the about the setup of the server?” the Judicial Watch attorney continued. At that point, Wilkinson – wife of former 'Meet the Press' host David Gregory –stepped in with an 'objection.' Mills testified that she didn't have a 'technological background' and thus wouldn't have had conversations about the server “until the time period where I was representing Secretary Clinton.” That, Mills lawyer argued, meant that the information was privileged. 'I'm representing Ms. Mills, as we know, and she represents Hillary Clinton as her personal lawyer,' Wilkinson argued. 'And you are now asking about work she has done for Hillary Clinton as her lawyer.' 'And it is beyond the scope of permissible discovery, and so I am instructing her not to answer,' Wilkinson said. And with that, Mills didn't answer the question. Wilkinson refused to allow Mills to answer 15 lines of questioning. Mills also pointed to the highly controversial Benghazi attack, on Sept. 11, 2012, as a reason for why some of the public records requests were a mess. There was “a lot going on,” said Mills. “The secretary was not only transitioning, there had been a – we had lost our first ambassador in quite some time, and we were stepping through the sets of issues associated with that. And she, too, had fallen ill, and there – and there had been a period of time where we were obviously navigating a whole set of issues in that space.” “So I don't know that this was something that I focused on, and certainly I wish I had.” ---------------------------------------------------------------------------------------------- Hillary Clinton aide moves to block release of deposition audio/video Politico / May 25, 2016 Hillary Clinton's former chief of staff, Cheryl Mills, is asking a federal judge to order a conservative group not to release audio or video recordings of a deposition Mills is scheduled to give Friday about Clinton's use of a private email server during her tenure as secretary of state. Mills' attorneys filed a motion Wednesday afternoon saying they fear that the group that sought Mills' deposition in a Freedom of Information Act lawsuit, Judicial Watch, will use any recording to distort Mills' testimony and advance the group's anti-Clinton agenda. "We are concerned that snippets or soundbites of the deposition may be publicized in a way that exploits Ms. Mills’ image and voice in an unfair and misleading manner," attorneys Beth Wilkinson and Alexandra Walsh wrote in the motion submitted to U.S. District Court Judge Emmet Sullivan. "Ms. Mills is not a party to this action. She is a private citizen appearing voluntarily to assist in providing the limited discovery the Court has permitted. ... Judicial Watch should not be allowed to manipulate [???] Ms. Mills’ testimony, and invade her personal privacy, to advance a partisan agenda that should have nothing to do with this litigation." The motion says Mills has no objection to releasing the transcript of her testimony, although............the State Department has said it may object if the testimony strays into areas that are supposed to be off-limits according to the judge's order permitting the deposition. Mills' filing asserts that audio or video clips would be more easily taken out of context than a transcript but does not make entirely clear why written quotes could not be similarly distorted. Sullivan issued an order shortly after the motion was filed giving the conservative group until noon Thursday to offer a formal response to the motion. A spokeswoman for Judicial Watch said the group is evaluating the motion and will respond by the judge's deadline. ---------------------------------------------------------------------------------------------- Judicial Watch fights block on video of Clinton aide's deposition Politico / May 26, 2016 A conservative group using a Freedom of Information Act lawsuit to explore Hillary Clinton's use of a personal email account during her tenure as secretary of state is fighting an attempt by one of Clinton's closest aides to block release of video of a deposition scheduled for Friday. Judicial Watch submitted a formal opposition Thursday to former Clinton chief of staff Cheryl Mills' request to a federal judge to prevent the group from making public audio or video of her testimony. In a motion filed Wednesday with U.S. District Court Judge Emmet Sullivan, Mills' attorneys said they feared that the conservative group would use clips from the video in an unfair and misleading manner to carry out a "partisan attack" against Clinton, the leading candidate for the Democratic presidential nomination. "Ms. Mills’ characterizations of Plaintiff’s actions are both unfair and inaccurate, and the concerns she raises are baseless," Judicial Watch attorney Michael Bekesha said in the group's reply. "Plaintiff has no intention of publicizing 'snippets or soundbites' of her videotaped deposition. If it is released, the videotaped deposition will be released in full on Plaintiff’s website so that all interested persons can watch and assess Ms. Mills’ entire testimony for themselves." Judicial Watch, an avowedly conservative group that has bought scores of lawsuits over alleged misconduct by Clinton, her husband President Bill Clinton, and their allies, also insisted in the filing that it has no partisan motives. "Far from being partisan, Plaintiff has been a vigorous advocate for transparency in government for decades and across several administrations," Bekesha wrote. "Had Mrs. Clinton not created and used her extraordinary and exclusive email system, and had the State Department not seemingly condoned and abetted its use, Plaintiff would not have filed 16 lawsuits over the past year. The lawsuits are not attacks on Mrs. Clinton; they are attempts to compel the State Department to comply with basic FOIA obligations." The conservative group's filing also argues that Mills unreasonably delayed her motion by filing it less than 48 hours before the deposition was to begin. Mills indicated she was only available on one day during the eight-week period Sullivan set for discovery in the case — Friday, the day before the Memorial Day weekend. ---------------------------------------------------------------------------------------------- Judge: Video of Clinton aides' depositions to be kept secret Politico / May 26, 2016 Videos of Hillary Clinton's former aides and others giving depositions in a lawsuit related to her private email set-up will be kept secret, at least for now, a federal judge ruled Thursday. U.S. District Court Judge Emmet Sullivan granted a request from former Clinton Chief of Staff Cheryl Mills that the deposition recordings be kept from the public because of the potential they could be used for partisan purposes or perhaps used in attack ads against Clinton, the frontrunner for the Democratic presidential nomination. In a brief order Thursday afternoon, Sullivan acted on his own initiative to broaden Mills' request, putting off limits the videos of all depositions in the case. "The depositions permitted by the Court are limited in scope, but relate to former Secretary of State Hillary Clinton's email practices during her tenure at the State Department," the judge wrote. "The public has a right to know details related to the creation, purpose and use of the clintonemail.com system. Thus, the transcripts of all depositions taken in this case will be publicly available. It is therefore unnecessary to also make the audiovisual recording of Ms. Mills' deposition public." [Disagree] Sullivan [oddly] did not explain what his concern was about improper use of the videos, nor did he explain whether he agreed with Mills' attorneys that the videos were more susceptible to misuse or distortion than the written transcripts that will be released. "We're please that he ordered that the transcripts will be public. He put off for another day the audiovisual copies and if they will be released," said Judicial Watch President Tom Fitton. "Certainly, the judge reaffirming the public's right to know is nothing we're going to be complaining about. The judge, who is an appointee of President Bill Clinton, did order that the videos be filed with the court. That raises the possibility that the recordings could eventually be released.

Fleet Owner / May 31, 2016 Ah, the “Big Data” conundrum: it’s supposed to help revolutionize any number of industries, trucking included, yet it’s a tool that seemingly remains largely under-used by most businesses around the world (though not without some pretty good reasons). At least, that’s the conclusion of survey of some 1,189 information technology (IT) professionals in Europe, The Americas and Asia conducted by DNV GL – a software and independent advisory firm that serves the maritime, oil & gas and energy industries – and research institute GFK Eurisko earlier this year. Consider: some 65% of those polled by DNV GL and GFK are planning for a future where big data plays a significant role, some 76% plan to maintain or increase big data investments, while half of the companies interviewed for this survey say they’ve implemented at least one big data-related initiative. But here’s the kicker though: In terms of business impact, while 52% say that big data represents an “emerging opportunity,” only 23% today have a clear strategy for capitalizing on it. [DNV GL also put together an interesting “top 10 trends” list earlier this month regarding IT developments – several of which touch on trucking. Check it out by clicking here.] It’s an even bigger issue when you look the small amount of benefits being obtained by the already-small percentage of companies that said in this poll that they currently “leveraging” big data in their operations: Some 23% report increased efficiency, while 16% see better business decision making Another 11% report financial savings Some 16% have improved customer experience and engagement Just 9% claim improved relations with other stakeholders Those are not exactly huge numbers, and though one survey does not establish a permanent trend line, it does indicate the shift to incorporating big data within business structures is a process that’s going to take time, noted Hans Groothuis, president of the North American operations of DNV GL, in a statement. "Big data is in the earliest phase of market transformation; not unlike the pressure wave of the Internet in the late 1990s, which changed the global economy forever,” he explained. “In this survey, the difference we see in potential versus current value is actually a positive indicator of global businesses figuring out how to mesh big data concepts with existing business models." This is especially true for trucking (go here, here, and here for just a few examples) as the use of “big data” will supposedly help the industry become more efficient across the board; efficiencies that should, hopefully, allow truckers to cut costs and generate more profit. We’ll see if and when such big data promises materialize.

Heavy Duty Trucking / May 31, 2016 Safety system provider IMMI demonstrated its RollTek side roll airbag protection system in a live demonstration on a World War II-era airstrip. The test involved a full-sized tractor trailer that was controlled remotely with a crash test dummy in the cab. The rollover was conducted by the Center for Advanced Product Evaluation (CAPE) to demonstrate how RollTek protects truck drivers in a deadly situation. Rollovers account for more than half of all truck driver fatalities, according to IMMI. “It was a huge undertaking to overturn a tractor-trailer by remote control, but we knew it would be worth it to highlight this next level in safety and CAPE is one of the only teams in the world with the ability to conduct this type of crash demonstration,” said Larry Gray, IMMI CEO. Several industry leaders and drivers were on hand at the Converse, Ind., airstrip for the demonstration, which IMMI called a success. RollTek combines seat belt technology and airbag protection that deploys to protect the driver and/or passenger in a rollover. When the RollTek sensor detects an imminent rollover, the seat belt pretensioner tightens, holding the driver in their seat. In the same instant, the seat is pulled down to its lowest level to increase the survivable space in the cab. Lastly, an airbag is deployed to cushion the impact on the head and neck. “RollTek, gives drivers a better chance of walking away when their truck overturns and we want the world to know about it,” said Tom Anthony, president of IMMI. “It’s the only side roll protection system available for heavy vehicles and we’re excited to demonstrate what a difference RollTek can make.” For more information on RollTek’s system and availability, click here. .

EZ Oil Drain Valves for Thermo King & Carrier Reefers Fleet Owner / May 31, 2016 The EZ Oil Drain Valve is now available for Thermo King and Carrier Reefers designed for faster and simpler oil changes, the company announced. According to the company, with the EZ Oil Drain Valve, a hose can be attached to the valve using optional hose ends for easy draining from the elevated engine units on reefers. This can prevent spills and reduce messes and requires no special tools with its hand-operated lever. EZ Oil Drain Valves feature a ball valve mechanism to prevent leaks and are nickel plated for durability. The valve uses a reinforced plastic handle cover for simple open and close operation, an O-ring seal for improved sealing ability, and has the ability to connect hoses for optional hose ends. According to the company, EZ Oil Drain Valve features include: Ball Valve Mechanism for leak-proof operation. Nickel Plated for extra protection O-ring seal for improved sealing ability Reinforced plastic handle cover for easy open/close Easy Hose Connection Perfect for oil sampling .

Fleet Owner / May 31, 2016 In today's fuel-focused fleets, nothing on a truck is off the table – no matter how deeply ingrained that component, system or technology might be. A good case in point are 6x4 drive axles. These axles have simply been the standard drive configuration for decades now. Until recently, most fleet managers scarcely gave them a thought: They simply were the way things were. But there are no Scared Cows left in trucking today. And so the 6x4 axle suddenly finds itself being reconsidered by long-haul fleets looking for every edge they can get in the constant war to improve fuel economy. 6x4 axles evolved as a technological solution to a very specific problem: Trucks are big. They are heavy. They don't always operate on ideal surfaces. And it takes a lot of torque and tractive effort to get them rolling down the highway. 6x4 axles, with four wheels transmitting engine torque to the roadway, were an ideal way to insure that trucks could get moving efficiently in a wide range of surface conditions. But that extra tractive effort comes at a price: More internal moving parts means increased friction and parasitic power loss. Extra weight is a given. But 6x2 drive axles do away with many of those extra components are are lighter as a result. According to the North American Council for Freight Efficiency (NACFE), which recently released a Confidence Report endorsing them, 6x2 axles can deliver up to a 2.5 percent increase in fuel economy in the correct applications. Therein lies the catch: 6x2 axles aren't for everyone. In many applications, especially urban and vocational ones, an extra set of drive wheels can make all the difference in the world between a productive day for your drivers and a horrible one. 6x2 axles are best suited for long-haul operations, but stories about drivers having to call tow to move a truck just 2 or 3 feet because the drive axles slipped off the pavement and can't get traction in loose dirt or gravel. Snow and ice can be problematic, too. Even on good road surfaces drivers have to be coached to avoid over-aggressive starts: The lack of two additional drive axles means all the drivetrain's torque ends up concentrated in just two wheels. Fleet managers say it's not uncommon to see veteran drivers "boil" the tires the first time they drive a 6x2-equipped truck because they're used to the axles being able to handle all that torque at once. The trick is to coach drivers to use a light throttle to manage that torque flow more effectively when getting a 6x2 rig rolling. But once the rig is under way, overall road performance is on par with 6x4-equipped trucks. Driver training is critical to avoid potential traction problems. Many fleets note that while drivers tend to prefer 6x4 axles, 6x2 systems perform just fine if handled correctly. Moreover, if fuel bonuses are part of a driver's pay plan, then 6x2 axles are going to help pad that next paycheck – a fact that can make drivers more forgiving of their tractive shortcomings. From a maintenance point of view, fewer internal drive components means less work for technicians. But you can expect to see accelerated drive tire wear. That's because even if your drivers are handling the rigs correctly, 6x2 dive tires see a lot more wear than when their workload is shared with an additional two wheels. Switching to 6x2 axles requires an adjustment for fleets – although, as noted, it is primarily the driver who bears the burden of that change. Still, the challenges of dealing with 6x2 axles are nothing a seasoned driver can't easily handle. And, as NACFE has verified, the fuel economy benefits are real. And as any truck designer will tell you, finding a solid, 3 percent fuel economy boost isn't as easy as it once was.

Daimler offers SmartValve data code for new vehicles Fleet Owner / May 31, 2016 Freightliner Data Code now available for ordering Hadley’s electronic control system on new 6x4 trucks DTNA announced customers can now specify the Hadley SmartValve, replacing the standard leveling valve, using Data Code, 888-082. According to the company, Freightliner is the first manufacturer to respond to this market demand with an active Data Code. The SmartValve was introduced to the industry for retrofit in 2013, appealing to truck drivers and fleet managers alike. According to the company, since then, truck operators have expressed an overwhelming preference for SmartValve, and its unique features. “For the driver, the SmartValve greatly reduces back strain and injuries. Drivers don’t struggle against the weight of the trailer when cranking landing gear,” Daimler said. “Fleets benefit further through dramatically reduced workers’ compensation, improving driver satisfaction and reducing turnover rates.” “The Hadley SmartValve was developed to enhance driver comfort and safety,” said Jim Green, president of Hadley. “For the Fleet owners the cost savings and driver satisfaction are an added bonus. We are excited to see the SmartValve now be accessible to even more drivers and fleets.” The data code is for use at Freightliner’s PDI centers. Contact your Freightliner Sales Person and request code 888-082. .