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Western Australia cuts need for registration stickers Australasian Transport News (ATN) / March 29, 2016 Heavy vehicle operators in the state of Western Australia will no longer need to display registration stickers in the near future as the state government phases out the practise. Announced by transport minister Dean Nalder as productivity gains for both the industry and the government, the stickers will cease to be issued by mid-2016. With an estimated 248,000 heavy vehicle registrations each year, the new scheme will save the government over $200,000 annually and transport operators the time and effort to apply the stickers. Nalder says the DoTDirect – a series of online tools for customers to gain information on their heavy vehicle registration – has replaced the need for physical documentation. "By providing the heavy vehicle industry with a more convenient and effective system that negates the need for registration stickers, we are saving them time and money," Nalder says. However he says, "to help enforcement agencies in other states, following the removal of heavy vehicle registration stickers, it is recommended drivers carry registration papers when travelling interstate." Vehicles under the Federal Interstate Registration Scheme will still receive registration stickers.

Prime Mover Magazine / March 27, 2016 As part of a red tape reduction initiative announced by Transport Minister, Dean Nalder, registration stickers for WA heavy vehicles will be phased out. Nalder said the phasing out of the stickers would see cost and time savings for industry and the State Government. Operators will be able to access their heavy vehicle registration information online through DoTDirect. "By providing the heavy vehicle industry with a more convenient and effective system that negates the need for registration stickers, we are saving them time and money," Nalder said. The Department of Transport has undergone consultation with a variety of industry groups and stakeholders, including WA Police and Main Roads WA, and ascertained there would be minimal impact on enforcement. "To help enforcement agencies in other States, following the removal of heavy vehicle registration stickers, it is recommended drivers carry registration papers when travelling interstate," Nalder said. Heavy vehicles covered by the Federal Interstate Registration Scheme will still receive registration stickers. It is expected the work to cease issuing Heavy Vehicle Certificate of Registration stickers to Western Australian-registered heavy vehicles will be completed by mid-2016.

I'm told that Bob Smith and Steve Rayborn at Alkane (http://alkanetruckcompany.com/) are two of the nicest guys in the world. They're focused on natural gas and propane. We've spoken of them before (http://www.bigmacktrucks.com/topic/42584-alkane-to-build-alternative-fuel-truck-plant-in-south-carolina/#comment-310741). There might be a niche market for the Class 7 Foton medium trucks they're repowering with propane-fueled 8.8-liter PSI engines (http://www.psiengines.com/whatwedo/industrial-engines/). They're excited about propane, but that's a limited market. And without volume, I can't see the ingredients for long-term success. As for their Foton Class 8 COEs repowered with natural gas Cummins ISX12G engines, in a conventional cab market without viable after-sales support, I imagine success will prove illusive.

It appears they closed in 1987. Did you see this reference from 2004? ----------------------------------------------------------------------------------- Scraping the surface I am in need of parts for a SoilMover dirt “scoop” scraper manufactured by SoilMover Manufacturing, since it went out of operation. Can you lend any information that might help? Thank you. Orval Skrdlant Norton, KS Contact Denny or Doug in the parts department at Blue Ox Products (formerly Automatic Equipment), Box P, Penders, NE 68047, 888/425-5382, or visit www.blueox.com.

CAT has cancelled the (US market vocational) "DriveCat" website. (CAT Trucks Australia continues........http://www.cattrucks.com.au/trucks/) So those interested might want to download these sales literature PDFs before they fade into history. CT660 http://s7d2.scene7.com/is/content/Caterpillar/C840083 http://s7d2.scene7.com/is/content/Caterpillar/C10126330 CT680 http://s7d2.scene7.com/is/content/Caterpillar/C10502616 CT681 http://s7d2.scene7.com/is/content/Caterpillar/C10170393 CT13 http://s7d2.scene7.com/is/content/Caterpillar/C840082

US Navy to lease high-speed transport to Bay Ferries Professional Mariner / March 24, 2016 The Office of the Secretary of the Navy has approved an enhanced use lease of a high-speed transport vessel to Bay Ferries Ltd. today. HST 2, owned by Military Sealift Command, is to be leased to Bay Ferries Ltd., a Canadian company, to operate ferry service between Portland, Maine, and Yarmouth, Nova Scotia under the name “The Cat”. The lease is for a period between June 2016 to October 2017 with two one-year options after the first two years. At the end of the lease HST 2 will return to the U.S. The U.S. Navy found HST 2 to be a non-excess, but underused, property and found an opportunity to lease the vessel which will benefit the U.S. Navy. For example, Bay Ferries Ltd. will pay for all repairs necessary for HST 2 to obtain its U.S. Coast Guard certificate of inspection. Additionally, while the vessel is leased to a Canadian company, the U.S Navy requires that HST 2 remains U.S. flagged, crewed by U.S. citizens, maintains a U.S. Coast Guard certificate of inspection, and all work bringing HST 2 into class will be conducted in U.S. shipyards. HST 2 is one of two high-speed transports that were designed and built by Austal USA as commercial passenger vessels for Hawaii Superferry and were named M/V Huakai and M/V Alakai. HST 2 (ex-USNS Puerto Rico, ex-M/V Alakai) was transferred to the U.S. Navy from the Maritime Administration in January 2012 and has remained under caretaker status in Philadelphia, Pa. HST 1, owned by Military Sealift Command as USNS Guam and previously known as M/V Huakai, supported humanitarian relief operations in Haiti during Operation Unified Response in 2010. HST 1 is scheduled to enter a shipyard this year to accomplish mission-required modifications to bring the vessel in class and is expected to support the III Marine Expeditionary Force mission in the Western Pacific beginning in fiscal year 2017.

The Chronicle Herald / March 24, 2016 The announcement of the new high-speed ferry service between Yarmouth and Portland, Maine, now expected to restart in mid-June, is not the cat’s meow to some. No commercial trucks will be allowed on board, said Bay Ferries president and CEO Mark MacDonald at a briefing in Halifax. “It’s disappointing,” said Nathan Blades of Sable Fish Packers of Shelburne, who is also president of the Nova Scotia Fish Packers Association. “That link has traditionally been considered a valuable one for the seafood industry and getting fresh fish to U.S. markets is extremely important to securing that market. It’s a slap in the face to Nova Scotia business.” The prospect of allowing commercial trucks on board the new ferry was dumped early on in the Bay Ferries’ negotiations with Portland city officials, said MacDonald. He said Portland’s council was not prepared to permit commercial trucks to use the service because they didn’t want them coming through and parking in the downtown core. There were additional aspects regarding border surveillance they didn’t want to consider either. Blades was also a founding member of the Bay of Fundy Marine Transportation Association, which was formed by various local industry representatives such as fishing and tourism operators to lobby keeping the Digby-St John service. “Portland’s downtown is more tourist-oriented now, so they probably don’t want to upset their tourists,” he said. “But I don’t understand how a few commercial trucks crossing once a day can cause too much upset. Motor coaches are just as big but they will allow those.” But Blades thinks the province has missed the boat on the 2016 tourism season. “Those companies plan a year out, so it’s conceivable many of the tour-bus companies have bailed on the Portland to Yarmouth run.” “I don’t understand why they would deliberately take away a revenue stream. Had they allowed commercial trucks it would have given our members another option to get fresh seafood more quickly into the U.S. market,” he said. But he’s glad they at least have the Digby to St. John run. Blades estimates that using the Fundy Rose from Digby cuts their journey by six hours each way. He says companies using that service still get turned away because the Fundy Rose has less commercial truck capacity than its predecessor, the Princess of Acadia. “So they still end up driving around through the province and into New Brunswick.” The service was maxed out during the lobster season in December-January, he said. Jean Marc Picard, executive director of the Atlantic Provinces Trucking Association, didn’t think the decision would affect many of their general freight members. Picard said the Nova Star’s crossing times didn’t coincide with delivery schedules for many. “So for them it was just as good to go around rather than wait five hours to board the vessel,” said Blades. “They’ve just continued to do that. They didn’t give the Nova Star enough time to build.” The high-speed ferry is a 2007-built Alakai owned by the United States Navy, so the company has a charter agreement for at least two years, with the possibility of two one-year extensions.

Trailer/Body Builders / March 26, 2016 Spartan Motors and Isuzu North America have signed a new agreement under which Spartan will assemble Class-6 Isuzu F-Series medium trucks in America from CKD (completely knocked down) kits. Spartan (http://www.spartanmotors.com/) is known as a custom chassis, emergency vehicle and fire apparatus manufacturer. The company also owns the Utilimaster brand of walk-in vans and commercial bodies. On April 19, at Spartan's headquarters in Charlotte, Michigan, the company and Isuzu will hold a groundbreaking ceremony to recognize this new contract. Spartan has assembled Class 3-5 Isuzu N-Series (http://www.isuzucv.com/en/nseries/index) light trucks since 2011. In May 2011, Spartan announced the start of production of Isuzu gasoline-powered N-Series trucks. Since then, the 20,000th N-Series gas truck rolled off of Spartan's assembly line in April 2015. The new F-Series (http://www.isuzucv.com/en/fseries/index) medium truck production marks an expansion of Isuzu's product offering into Class 6 on-highway commercial trucks. Though available in a wide range of models, only the FTR will be sold in the US market (http://www.isuzu.com.au/truck-range/f-series/ / http://www.isuzu.co.jp/world/product/f_series/lineup.html). Spartan has invested heavily in a state-of-the-art manufacturing facility which has a flexible production line that can be easily reconfigured to accommodate the assembly of multiple product lines. This approach allows Spartan to quickly scale up production to meet its customers' expedited delivery needs or scale down to accommodate changing business cycles. To support production of the new Isuzu vehicle, a new plant will be added to the Spartan portfolio and Charlotte campus. Spartan worked closely with both the city of Charlotte and the Michigan Economic Development Corporation (MEDC) to create and formalize plans for this new plant. The facility will be 85,000 square-feet and will be dedicated solely to production of Isuzu products. In addition to producing Isuzu-badged F-Series trucks, Spartan will also produce the upcoming Chevrolet-badged version of the Isuzu N-Series (http://www.bigmacktrucks.com/topic/40483-d%C3%A9j%C3%A0-vu-gm-to-source-medium-duty-trucks-from-isuzu/#comment-293445). The six Class 3-5 N-Series based Chevrolet models are designated 3500, 3500HD, 4500, 4500HD, 5500, and 5500HD. A General Motors’ sourced 6.0L V-8 gasoline engine and 6-speed automatic transmission, or Isuzu-sourced 3.0L and 5.2L turbodiesel engines, will be available, depending on the model.

Most Americans don't know about International Harvester's ACCO, but it is the stuff that legends are made of. http://www.bigmacktrucks.com/topic/36017-the-legendary-acco-%E2%80%93-designed-and-built-by-australians/#comment-248844 Adding to that, the TranStar 4670 was stunning and massive in appearance. http://www.bigmacktrucks.com/topic/30957-those-magnificent-aussie-international-transtar-4670s/#comment-182917

Thank you Tim. It's a pleasure. Sharing the news brings about greater awareness, and a lot of healthy discussion.

From Sweden to Africa and China, and then back home again. Another Scania at age 40 is just getting broken in.

Paul, the Freightliner Argosy is produced in Cleveland, North Carolina. http://www.freightliner.com.au/trucks/argosy They are then shipped SKD (semi-knocked down) to other global regions including South Africa, Australia and New Zealand. The stunning Freightliner Argosy II COE shares the same cab as the Century Class, Columbia and Coronado (the Argosy variant is 305mm wider). Of the US market brands, Freightliner has made the biggest effort to offer both left and right-hand drive trucks (http://www.freightliner.com.au/). Ironically, although they're built in the U.S., Americans operators haven't been able to buy one since 2006 (Wal-Mart has purchased glider kits in Canada - http://www.bigmacktrucks.com/topic/34233-wal-mart-to-expand-test-use-of-supercube-concept-in-canada/ ). Production is all right-hand drive now, however Freightliner still has the ability to build left-hand drive (LHD service cabs and glider kits remain available). The Argosy is a blast to drive, truly designed in the American spirit of COEs. Production of the International 9800i COE ended at Springfield, Ohio on March 31, 1999 (the last year for US sales), and was shifted to the leased Agrale plant in Brazil. From 2002 to 2010, Navistar suspended Brazilian production and built the global market 9800i in Minnesota. Production then returned to the Agrale facility in Brazil, and then shifted in 2012 to Navistar's self-owned Canoas plant in Brazil to reduce costs. The 9800i, born out of the U.S. market 9700 axle-back COE that, in addition to the 9600 axle-forward, was originally launched in 1981, is old school. BUT, it still efficiently gets the job done! http://www.internationalcaminhoes.com.br/trucks/9800i.html Of course the spectacular Kenworth K200 is produced in Oz, at Bayswater (Victoria). http://www.kenworth.com.au/trucks/k200/ FYI - The last production year for the breathtakiing Peterbilt Model 362 was 2005. Paccar sold many 352s and 362s in South Africa. So we can say that three American heavy COEs remain in production, and one (Argosy) is still assembled there in North Carolina (where the locals love to point out, "“If God is not a Tar Heel, then why is the sky Carolina Blue?").

Thank you Jim !

New F series: Isuzu launches idle-stop engine system Trucks.com.au / March 26, 2016 The advantages of smaller truck engines include lower weight and therefore lower cost to build, and less fuel use. Isuzu’s new four cylinder 4HK1 uses less fuel again because for the first time in an Isuzu in Australia, trucks powered by it will have the idle-stop system (ISS). When idling at a set of lights, in heavy traffic or during a pickup/delivery, the engine will cut out but quickly fire up again once you put your foot on the accelerator. There is ISS for both manual and auto transmissions. Research by Isuzu in Australia has determined a strong justification for ISS, showing that a sample of medium-duty trucks spent literally half their time idling. Isuzu says Japanese figures show a 7 per cent overall fuel saving in the new 4HK1 compared with previous four cylinder engines. Australian fuel trials will start soon. But while fuel consumption might be "crowned king" as Isuzu puts it, what about the longevity of an engine that’s working harder for similar outputs to a bigger bore? Over a brief rev range the 4HK1 actually puts out slightly more torque than the six cylinder alternative, the 6HK1. Isuzu acknowledges that the average 4HK1 probably won’t last as long as the six cylinder option before it needs a rebuild –, mind you at a minimum of well over 500,000km. But the company says the vast majority of trucks will take 10 or even 15 years to clock up that many kilometres and by then will probably be onto their third or fourth owner. Isuzu says there are several advantages of the four cylinder engine including less fuel use; at least 130kg less weight; higher payload; longer body and lower purchase price.

Land Line Magazine / March 25, 2016 Since the highway bill was under consideration this past year, driver compensation has become a new, and intense, battleground in Congress. At the core of the issue is the decision on intrastate driver pay in California handed down by the U.S. Court of Appeals for the 9th Circuit that ruled in favor of non-driving time compensation for truck drivers. California doubled down on its intention that any employee in the state compensated on a piece rate (for truckers, pay by the mile) standard be compensated for all rest breaks and “non-productive” time under the employer’s control. A new law stating such went into effect Jan. 1. Large motor carriers are lobbying Congress intensely to try to insert legislative language into a bill that would circumvent the 9th Circuit rulings and prohibit states like California from mandating compensation for rest breaks and traditionally “nonproductive” and thereby non-compensated time for intrastate drivers. Currently, the language attempting to remove states’ ability to mandate has been inserted into aviation bills in both the Senate and the House. The aviation industry, much as trucking has a highway bill, has multiyear funding and a policy-directing aviation bill. The Senate Commerce, Science, and Transportation Committee marked up and approved their version of the bill via voice vote on Wednesday, March 16. Senate Commerce Chairman John Thune said he hopes to bring the bill up for Senate floor consideration in April. The Senate bill is S2658, The Federal Aviation Administration Reauthorization Act of 2016. The House version, HR4441, the Aviation Innovation, Reform and Reauthorization Act of 2016 was introduced in the House Feb. 3, and assigned to the House Transportation and Infrastructure Subcommittee on Aviation. After the Feb. 11 markup, the subcommittee voted 32-26; the bill awaits consideration on the House floor. Enter Rep. Peter DeFazio, D-Ore. On Monday, March 21, he lashed out at the continuing attempts by large motor carriers to hamper living wages for truck drivers and specifically at Section 611 in the AIRR Act. He presented a statement in opposition to Section 611 to the Congressional Record. “Congress should be looking at ways to help the men and women in the trucking industry to earn living wages, not passing laws that further put the squeeze on drivers as they fight gridlock to deliver loads,” he wrote. DeFazio’s statement detailed how the 9th Circuit ruling and the subsequent California law that went into effect Jan. 1 affects intrastate truck driver pay in California. “The (9th Circuit) case was not a case that affected drivers moving goods from coast to coast. It was a case involving local appliance delivery drivers who never left California,” DeFazio wrote in his statement. “The trucking companies supporting Section 611 argue that a driver would have to pull off the road at inconvenient times or in potentially unsafe situations to take a break. That is simply not true. In fact, case law has specifically established that employers do not have to require employees to take a break. They simply must permit it by relieving employees of duties or pay employees for the time.” In a move that could surprise some, the Department of Transportation even got involved in the 9th Circuit case. According to DeFazio, the DOT filed an amicus brief in this case in support of the drivers, “marking the first time the federal government has taken a position on intrastate pre-emption.” He said the DOT argued that there is a presumption against pre-empting states from exerting control over certain regulatory realms and that “labor laws are a clear area of traditional state control.” Finally, DeFazio said that the DOT also noted that the federal regulations requiring mandatory 30-minute rest breaks do not extend to intrastate drivers. He explained with that context in mind if Section 611 of the AIRR Act were implemented, intrastate drivers would not receive any rest break protection under federal or state law. The new California law requires that motor carriers running intrastate drivers must separately track and compensate for the meal and rest breaks and any “nonproductive” time that is under the control of the motor carrier – such as detention time. “Section 611 has no place in a Federal Aviation Administration reauthorization bill. This is a trucking issue. Last year, the Conference Committee on the FAST Act … rejected this identical language. I strongly opposed this provision in the FAST Act and continue to strongly oppose it in this bill,” DeFazio wrote in his statement. “If the intent is really to solve an interstate commerce problem, this language completely – and purposefully – misses the mark. It is an expansive hacking away at the ability of a state to promote healthy working conditions for truck drivers.”

Commercial Motor TV - sponsored by DAF Trucks / March 25, 2016

Ford Trucks (Turkey) / March 10, 2016 The making of the video - http://blog.ford.com.tr/yollarin-hikayesi-her-yukte-birlikte-reklam-filmimizde/

Fleet Owner / March 25, 2016 Most fleet drivers are leaving hundreds, perhaps thousands of dollars in tax deductions on the table because they've been given wrong information by their companies. While owner-operators are usually savvy about taking deductions – and lowering their tax bill – most fleet drivers believe they're not entitled to similar tax-cutting deductions. "That's a costly mistake," says Jim O'Donnell, CEO and Founder of Trucker Tax Service. "Most fleet drivers do not realize that they’re entitled to pretty much everything that an owner operator is entitled to. The only difference is that the owner-operator is going to have some major expenses," he says. One of the main problems is confusion over per diem payments. "Many drivers have been told by their companies that it’s not worthwhile for them to get an itemized tax return done, because they don’t qualify for enough deductions. If they get paid per diem, they’re told to do a standard deduction and they'll be fine. It’s absolutely wrong." O'Donnell explains: "There’s two different classifications of per diem. There’s a per diem that a driver receives as a portion of his or her income, and there’s a per diem that they’re entitled to as a daily deduction for every night that they spend on the road. Let's say a driver is paid 35 cents a mile. Ten cents of that can be paid in what’s called per diem. It flows through to their paycheck. If a driver covers 450 miles a day, that comes out to $45 a day. Let's say a driver is out 300 nights a year, that per diem is $13,500 in annual income that never gets reported. The company just writes it off as an expense. Well, that $13,500 never gets reported and the driver is told don’t do it; just do a standard return." He continues: "With 300 nights on the road – and I realize that's an aggressive number - a driver would qualify for $14,000 in per diem deductions. So now, he’s already offset the $13,500. He already has an additional $500 in standard deductions that’s he’s entitled to and he hasn’t started to account for everything else that he’s entitled to deduct." O'Donnell admits that this can be confusing for drivers, which is why he encourages them to seek professional tax preparation from a company that understands trucking. He says, however, that many drivers are reluctant to pay a preparer several hundred dollars for their services because they don't believe it will be cost effective. He counters: "First of all, if a fleet driver just has a W-2, our rate is only $270 to start with. If you’re an owner-operator, it does jump up to $465, but it’s a much more complicated tax return. Drivers can easily make back that $270 with the deductions that we’re going to find for them. Their cell phone deduction alone – their phone bill could easily be $1,000 a year – would more than cover the cost." O'Donnell stresses the importance of never throwing out a receipt. "The big items like satellite radio, a GPS or CB radio were probably paid for by a credit card, so you'll have a record, but keep a receipt for all cash payments like laundry, small batteries and showers. The only receipt you can ever throw away is if it’s 100 percent for food, because we’re going to capture that with the per diem [See List of Deductions]." The general rule is if you’ve purchased something to go on the road with you or if you purchased it while on the road, most likely, it’s a deduction that you’re entitled to. He concludes: "Drivers have never been educated on the fact that they are at the same level, in the eyes of the IRS, as an owner-operator or lease operator, in what they get to deduct while on the road. Anything they buy, like linens for the sleeper, pillow, whatever… I don’t care if they’ve purchased an air freshener. It's deductible."

Transport Topics / March 25, 2016 Paccar Inc. has decided to set aside $945 million for costs related to a wide-ranging European truck price-fixing investigation. The Bellevue, Washington-based company said in a Securities and Exchange Commission filing that it will include a charge for those costs in its first-quarter earnings relating to the activities of its DAF Truck N.V. unit in Europe. Because the investigation is ongoing, the time when that money is paid is uncertain at this time, Chief Financial Officer Bob Christensen told Transport Topics. The company is cooperating with the investigation. “Paccar is in excellent financial condition,” Christensen said. The company has generated an average of $1.8 billion in cash from operations over the past 10 years, including a record of $2.5 billion last year. Paccar is committed to continuing to invest in its business and that DAF has the funds available to pay those expenses. The European Commission five years ago began an investigation of all commercial vehicle makers under its jurisdiction. Eighteen months ago, the regulatory agency issued a statement that said it could seek significant fines against the manufacturers. “Based on recent developments, the Company will record a charge of 850 million euros,” the SEC filing said. “The Company will continue to evaluate the amount of the charge pending final resolution of the proceeding. The charge is not tax deductible. DAF Trucks N.V. has sufficient liquidity to fund a payment in the amount of the charge.” Volvo AB and Daimler AG also have set aside funds because of the investigations. Volkswagen AG’s MAN division said in its 2015 annual report that it is cooperating with authorities but hasn’t yet taken provisions.

Green Car Congress / March 26,. 2016 Clean diesel grants aimed at cleaning up old diesel engines have greatly improved public health by cutting harmful pollution that causes premature deaths, asthma attacks, and missed school and workdays, according to a new report by the US Environmental Protection Agency (EPA). Since its start in 2008, the Diesel Emission Reduction Act (DERA) program has significantly improved air quality for communities across the country by retrofitting and replacing older diesel engines. From 2009 to 2013, EPA awarded $520 million to retrofit or replace 58,800 engines in vehicles, vessels, locomotives or other pieces of equipment. EPA estimates that these projects will reduce emissions by 312,500 tons of NOx and 12,000 tons of PM2.5 over the lifetime of the affected engines. As a result of these pollution reductions, EPA estimates a total present value of up to $11 billion in monetized health benefits over the lifetime of the affected engines, which include up to 1,700 fewer premature deaths associated with the emission reductions achieved over this same period. These clean diesel projects also are estimated to reduce 18,900 tons of hydrocarbon (HC) and 58,700 tons of carbon monoxide (CO) over the lifetime of the affected engines. The program has also saved 450 million gallons of fuel and prevented 4.8 million tons of carbon dioxide (CO2) emissions—equivalent to the annual CO2 emissions from more than 900,000 cars. EPA estimates that clean diesel funding generates up to $13 of public health benefit for every $1 spent on diesel projects. Operating throughout our transportation infrastructure today, 10.3 million older diesel engines—the nation’s “legacy fleet,” built before 2008—need to be replaced or repowered to reduce air pollutants. While some of these will be retired over time, many will remain in use, polluting America’s air for the next 20 years. DERA grants and rebates are gradually replacing legacy engines with cleaner diesel engines. Priority is given to fleets in regions with disproportionate amounts of diesel pollution, such as those near ports and rail yards. This third report to Congress presents the final results from the American Recovery and Reinvestment Act of 2009, and covers fiscal years 2009-2011. It also estimates the impacts from grants funded in fiscal years 2011-2013. Additional report highlights include: - Environmental benefits: 18,900 tons of hydrocarbon prevented; 4,836,100 tons of CO2 prevented; 450 million gallons of fuel saved. - Public health benefits: up to $12.6 billion in monetized health benefits; up to 1,700 fewer premature deaths; although not quantified in the report, NOx and PM reductions also prevent asthma attacks, sick days, and emergency room visits. - Program Accomplishments: 642 grants funded; $570 million funds awarded; 73,000 vehicles or engines retrofitted or replaced; 81% of projects targeted to areas with air quality challenges; 3:1 leveraging of funds from non-federal sources.

No. The truckmakers, particularly in North America, are trying more then ever to decontent the trucks where the prospective buyer either won't notice or care. Where we're accustomed to six-cylinder engines in the 210-230hp range in Class 5 and 6 trucks, the truck (engine) makers now have the ability to create a four-cylinder at the same rating that will more-or-less live, and they'll realize significant savings. They gotten the NVH* levels down to where most customers won't complain. (I myself want a six-cylinder for 180hp and higher, for smoothness and engine life) * NVH - noise, vibration and harshness

Butt out: TWU tells ATA not to get involved in minimum rates debate Owner/Driver / March 24, 2016 A push within the ranks of the Australian Trucking Association (ATA) for the group to have a say on minimum rates has a hit a wall in the form the Transport Workers Union (TWU). The union, which is a member of the ATA, believes the association should have no say on the matter and instead devote its time and energy to securing enforceable 30-day payment terms for transport operators. ATA member the Australian Livestock and Rural Transporters Association (ALRTA) wants the ATA involved on minimum rates, and the group is due to vote on March 30 if it will take a position and demand the scheme be delayed. The issue is a sensitive one for the ATA because it does not involve itself in industrial relations matters. The ALRTA considers minimum rates a safety issue, but the TWU thinks otherwise. "The ATA is not an organisation tasked to deal with industrial relations," the TWU says. "What we have asked, however, is for the ATA to support the payment by clients to transport operators within 30 days. This is vital in order to stop the squeeze on the transport supply chain by major clients at the top so that transport work can be carried out fairly, safely and efficiently. Our request for support on this is part of the push to make the clients at the top accountable." The ATA’s current position is that it does not get involved in minimum rates or any matters relating to the work of the Road Safety Remuneration Tribunal (RSRT). "The ATA council has agreed that the ATA should not involve itself in RSRT issues relating to employee remuneration or conditions. With the support of council, the ATA is able to make submissions or appear before the RSRT on other matters," ATA CEO Chris Melham says. He adds that the ATA has already taken steps to encourage faster payment terms and has more plans in future to address the issue. Melham says the association supports the non-binding motion Australia’s Senate passed calling for businesses to settle accounts within 30 days. "ATA government relations and policy manager Bill McKinley discussed payment terms when he gave evidence before the Senate Rural and Regional Affairs and Transport Committee on August 14, 2015," Melham says. "And the ATA website now includes a special section dedicated to trucking industry contracts." Melham says the ATA is now developing a contract checklist to provide trucking operators with guidance on how to address problems in contracts, such as making sure they comply with the RSRT’s orders and Heavy Vehicle National Law requirements. The checklist will also cover unfair terms, liability for losses, and payment terms. The checklist is due to be a main feature of the ATA’s annual conference, Trucking Australia. "The full version of the contract checklist will be available exclusively to members of ATA member associations and Trucking Australia 2016 delegates," Melham says. The ATA is due to hold a meeting on March 30 to decide its stance toward the RSRT and minimum rates.