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Daimler Blueprints the Connected Truck Heavy Duty Trucking / March 21, 2016 “If you asked me to blueprint the connected truck,” said Wolfgang Bernhard, head of Daimler Trucks and Buses, “I’d say ‘this truck will always be driving, it will always be fully loaded, never be stuck in a traffic jam, it will never fail, and it will be piloted by a happy driver.” He added that with such a truck, there would be no paperwork, accidents or breakdowns – before admitting he is “well aware that we might never completely get there. But it’s the direction we’re taking. At full speed. And with a hot heart.” The occasion was Monday's "Campus Connectivity" event, where the German truck maker unveiled what it says is the first semi-autonomous truck platooning system, Highway Pilot Connect. Bernhard also conceded that connectivity is a fuzzy term. “Autonomous driving is easy to explain,” he said to a large audience that included journalists drawn from 36 countries. “The driver takes his hands off the wheel, his feet off the pedals — and that’s it. Connectivity is not so easy to explain.” Indeed, a definition of connectivity offered by Daimler describes it as much more than integrating truck-generated data: “Connectivity is when everyone communicates with everyone and everything else, to the benefit of all parties involved… [it’s] when all those participating in this tight-knit communication network receive the correct information at the right time and in the right place.” In this case, it’s all about connecting trucks to the Internet of Things (IoT). That’s techie shorthand for the vast and growing network of electronic devices that gather and exchange data. For truck makers, connectivity is not just a buzzword. Daimler, for one, sees connectivity as the means to leverage the data generated and shared by trucks to radically transform transportation logistics. Its reason for doing so is lofty as well: to benefit everyone from truckers to shippers to motorists and everything from the economy to the environment. Pointing to ever-increasing freight volumes on the one hand and road networks that “will not triple,” Bernhard said the challenge ahead for logistics is huge. On the other hand, he argued that “logistics takes place in a big network with the truck in its center… So far, the connections of this network are sketchy; sometimes they barely exist. [That’s] because the flow of information — of real-time information — is weak. The consequence is a waste of resources.” By contrast, he said that now “a revolution” is taking place. “We have a vision of the future where the entire transportation process is completely seamless. Where the flow of goods on the road is mirrored by a flow of information from the Internet in real time. Where the connected truck is the main data node at the center of the logistics network.” That’s the big picture. Bernhard predicted that over time, “connectivity will create a whole new universe of applications,” which will improve everything from fuel efficiency to load and route planning, loading/unloading times, empty miles, traffic congestion, border/customs clearance, insurance rates, and driver productivity and job satisfaction. Daimler pointed out that connectivity will involve advancing both vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communications. The autonomous or “self-driving” truck is also part of the OEM’s picture, as it requires full-scale connectivity in the form of V2V communications to function. The company started down the connectivity road 30 years ago when its Prometheus research project “laid the foundations for today's fully networked vehicle.” More recently, Daimler showcased its Highway Pilot autonomous vehicle technology in two trucks, the Mercedes Benz Actros cabover, for European and other markets, and its North American counterpart, the Freightliner Inspiration Truck. The Freightliner Inspiration, based on the Cascadia production model, was the first autonomous truck to gain approval to operate on public roads, in 2015, thanks to the State of Nevada. Shortly after, a standard Mercedes-Benz Actros equipped with Highway Pilot was approved to run on German public roads as a test vehicle. It’s permitted to drive on all Autobahns in semi-automated mode. That means that while the vehicle drives autonomously, the driver must constantly monitor the system and be able to take control at any time. At its international media event in Dusseldorf on March 21, Daimler showed off its next advance in autonomous vehicles, the Highway Pilot Connect system, It enables several autonomously driving trucks — including the lead unit — to temporarily platoon as desired. A vehicle can pull out of the platoon at any time and equipped trucks can join the platoon at any time. Daimler called the Highway Pilot Connect extension “a further step in the rapid progress towards the transport system of tomorrow.”

Fleet Owner / March 21, 2016 Autobahn demonstration in traffic kicks off new focus on global connectivity services and solutions. “The hottest ‘things’ going online now are trucks,” according to Wolfgang Bernhard, head of Daimler Truck & Bus. “Connected trucks … will transform transportation completely,” he said during a press briefing. The highlight of the event was a public demonstration of the company’s latest connectivity technologies with a live truck platoon running down the A52 Autobahn in daytime traffic. An extension of Daimler Truck’s Highway Pilot semi-autonomous driving system, Highway Pilot Connect allowed three tractor-trailers to couple into a platoon and switch control of the two following trucks to autonomous steering, accelerating and braking. The demonstration included have a car cut between the two semi-autonomous trucks, which reacted by lengthening the following distance from 15 meters to 50 meters until the car left that lane. At that point, the trucks adjusted following distances to 15 meters again without any input from the drivers. While “autonomous driving is easy to explain,” Bernhard said, “Connectivity … is more complex.” It holds the promise of solving underutilized truck capacity, improving traffic congestion, improving logistics efficiency and making drivers’ lives better, he said. “Soon, these problems can be problems of the past. We have the solution at hand – connectivity. “This truck will always be driving, it will always be fully loaded, never be stuck in a traffic jam, it will never fail, and it will be piloted by a happy driver,” Bernhard said. Daimler Truck has received German government permission to continue testing its truck platooning technology on an autobahn corridor between Lake Constance and Würzburg. Company officials also referred to similar testing in the U.S. in the near future, but refused to provide further details. “Connectivity is being fully embraced by our company,” the Daimler Truck head said. “We have understood its potential and we are determined to realize it. Everything is set to launch those ideas into the market.” As part of that embrace, Bernhard announced the formation of a separate division to focus on digital solutions and services for the entire truck group. It will be staffed with 200 employees and will coordinate efforts with Detroit Connect in North America. Daimler Trucks Press Release - http://media.daimler.com/dcmedia/0-921-614341-1-1892815-1-0-0-0-0-1-0-1549054-0-1-0-0-0-0-0.html?TS=1458635949446

Trucks.com / March 21, 2016 Fresh from examining the 1975 White 4000, Matt Wood takes a closer look at its Highway 31 competition, the brand-new Western Star 4900FX My recent blast-from-the-past drive of the White 4000 may have left me with ringing ears and a numb shoulder but it was also hard to get the smile off my face. However, I was transported back to the present day with a first look at our Detroit-powered Western Star 4900FX. Behind those traditional looks, this gleaming prime mover has been loaded up with the latest in gizmos available from the Penske stable. Behind the gleaming King Bars bullbar is a 560hp Detroit DD15, and behind that is an Eaton UltraShift automated transmission. This ‘Star also features a four-camera blind spot display, electronic stability control, keyless entry, and push button start. Funnily enough the old White also features push button start! A massive walk-through Stratosphere Starlight sleeper adds some acreage to the cab area, which also features leather-clad driver and passenger seats. Liberal doses of chrome and stainless round out the package, along with some custom pipes. It’s a bloody nice looking rig. So while I roll along reminiscing about where trucking has come from, this 4900 represents the present and future of North American truck technology. Quick test of the 4900 I didn’t get to spend much time behind the wheel, but it does take a little while to adjust to the keyless entry and push button starter. Once the Detroit fired up there was a noticeable bark from the flash looking ‘Star through the custom slash back pipes. Every prime mover needs a trailer, so in keeping with the theme we got our hands on the latest Auto Mez Deck drop deck trailer from Freighter, equipped with AutoHold and auto curtains. GM to DD15, tarps and ropes to automatic curtains, manual gearboxes to automated ones, so much has changed in trucking technology over four decades. So we’re going to have a closer look at the ancestor White from the 1970s and the latest in tech from Western Star. We’re going to roll down the Old Hume Highway to relive the old school experience as well as looking at how much has changed with trucks, trailers, and the job of steering them in the 21st century. There’s an old school cool about the old V8 White, but it’s hard to ignore the new age trucking statement made by Western Star with this 4900. Crawl-through versus walk-through, manual versus auto, horsepower versus rpm. We’ll keep you posted as we look to the future by taking a walk down memory lane. To read about Matt's experience with the 1975 White 4000, click here. Photo gallery - http://www.tradetrucks.com.au/features/1603/highway-31-the-western-star-4900/

Trucks on a European tour for platooning Volvo Group Press Release / March 18, 2016 Today marks the start of the Volvo Group’s participation in the European Truck Platooning Challenge. On the initiative of the Dutch Presidency of the EU, three Volvo trucks communicating wirelessly and driving closely behind one another, in a method known as platooning, will travel through Europe to Rotterdam. The aim is to move a step closer to the introduction of platooning in Europe. When trucks can drive closely behind one another, fuel economy is improved as a result of the reduction in drag. Drag accounts for up to 25% of a truck’s total fuel consumption, and the closer the trucks drive to each other, the greater the fuel-saving potential. Using wireless technology, the trucks can drive with only about a one-second gap between the vehicles in a platoon. By communicating with each other, the trucks automatically match each other’s speed and braking. “Essentially, this means that the reaction time for breaking is reduced to zero, which in turn improves safety and minimizes the ‘accordion effect’ in connection with traffic congestion,” says Anders Kellström, Project Manager for Volvo’s participation in the EU Truck Platooning Challenge. It is currently not possible to utilize the advantages of platooning on Europe’s roads, since legislation in the various countries governing the safe driving distance between trucks differs. The Netherlands has initiated the European Truck Platooning Challenge in an effort to discuss and highlight the changes required in European transportation legislation that would facilitate the introduction of platooning. All truck manufacturers in Europe have been invited to drive truck convoys from their respective countries to a final event in Rotterdam in April. The Volvo Group will participate by driving three trucks in a platoon from Gothenburg to Rotterdam in the Netherlands via Denmark, Germany and Belgium. Volvo, in cooperation with the Swedish Transport Administration and the City of Gothenburg, will arrange a seminar in Gothenburg in conjunction with the start of the journey to address the potential to enhance the efficiency of transportation through platooning and autonomous driving. A similar seminar will be arranged by Volvo Trucks in Brussels on April 5, 2016. “We believe that platooning offers major advantages, mainly for our customers, but also for society in the form of fuel savings, reduced emissions and enhanced transportation efficiency. Together with the rest of society, the transportation industry needs to tackle such challenges as the harmonization of legislation, and in so doing promote the introduction of platooning in Europe,” says Anders Kellström.

DAF 'EcoTwin' participating in the European Truck Platooning Challenge DAF Trucks Press Release / March 22, 2016 A consortium of DAF Trucks, TNO, NXP and Ricardo is uniting under the name EcoTwin to participate in the European Truck Platooning Challenge that is being organised by the Dutch Ministry of Infrastructure and the Environment on Wednesday 6 April. The objective of the Challenge is to obtain permission from governments to perform large-scale, pan-European testing of truck combinations that are linked wirelessly (‘platoons’). This enables truck combinations to drive very close to each other, which presents benefits in terms of fuel consumption and therefore CO2 emissions, safety and the flow of traffic. Truck Platooning involves trucks driving a short distance apart using automated driving technology. The Truck Platooning Challenge will demonstrate that a second vehicle is technically capable of automatically following the combination ahead using Wifi-P, radar and cameras. Within the context of the ‘EcoTwin’ project, it has already been demonstrated that the second vehicle is also capable of steering automatically. However, the emphasis during the Truck Platooning Challenge will be on autonomous acceleration and braking. In this regard, the planned distance between both combinations is 0.5 seconds, which at a speed of 80 kph approximates to a distance of 10 metres. Trucks linked using Wifi-P One unique aspect of the ‘EcoTwin’ combination is the advanced Wifi-P connection, developed by NXP and specially designed for automotive applications. The rapid speed of the communication enables both DAF trucks to drive even closer together. Furthermore, Wifi-P allows the drivers of the ‘EcoTwin’ combinations to communicate with each other while driving. Everything that the driver in the first truck sees in front of him is projected onto a screen in the second truck (‘See Through’). CO2 reduction, enhanced safety and improved flow of traffic By reducing the gap between truck combinations as far as possible and making the most of slipstreaming, fuel savings of up to 10% can be achieved in future, along with equivalent reductions in CO2 emissions. Furthermore, Truck Platooning will further enhance traffic safety, thanks to the combination of Wifi, radar and camera systems. Another benefit is the further improvement to the flow of traffic, because ‘platooning’ trucks will not overtake each other. Moreover, technologies are being developed that will enable passenger vehicles to join the traffic or leave the motorway safely and responsibly. Platooning technically possible "It goes without saying that there is still a lot of continued development required before we can introduce platooning as a new technology on the market", says Ron Borsboom, member of DAF Trucks' Board of Management and responsible for product development. "This is definitely not a process that will be complete before 2020. There is still a great deal that has to be sorted out in terms of legislation, liability and acceptance. In conjunction with TNO, NXP and Ricardo, we will be demonstrating during the European Truck Platooning Challenge that truck platooning is technically possible. This demonstration should pave the way for truck manufacturers to be allowed to carry out further testing of the technology on public roads in order to acquire even more experience. It is now up to politicians to make this possible." ‘EcoTwin’ is a consortium comprising DAF Trucks, TNO, NXP and Ricardo, with each party contributing its own specific knowledge and experience. NXP is taking care of the wireless, state-of-the-art communication system between both vehicles through the use of cameras, sensors, radar and Wifi-P. As a leading consultancy firm, Ricardo is providing advice in terms of the functional safety of the systems. TNO is contributing to the complete concept, the software and the synergy of all new technologies. In addition to the integration of all systems in the vehicles, DAF Trucks is taking care of all testing activities. Photo gallery - http://www.daf.com/en/news-and-media/articles/global/2016/q1/22032016-ecotwin-participating-in-the-european-truck-platooning-challenge

MAN Projects - Truck Platooning MAN Truck & Bus Press Release / March 23, 2016

Heavy Duty Trucking / March 18, 2016 Six European truck makers are participating in next month's European Truck Platooning Challenge, a project initiated by the Dutch government to promote platooning by bringing truck convoys to public roads. Volvo Group started its participation in the European Truck Platooning Challenge on March 18, sending a group of semi-automated trucks out from the city of Gothenburg, Sweden, driving to the Netherlands on public roads. A set of three Volvo trucks will drive closely behind one another to reduce drag. The trucks will be connected wirelessly to allow them all to brake and accelerate in unison and reduce the distance between trucks to only about a one-second gap. “Essentially, this means that the reaction time for braking is reduced to zero, which in turn improves safety and minimizes the ‘accordion effect’ in connection with traffic congestion,” said Anders Kellström, project manager for Volvo’s participation in the EU Truck Platooning Challenge. In addition to Volvo, participants in the challenge include Daimler Trucks, DAF Trucks, Iveco, Man Truck & Bus and Scania. The truck platoons will drive on public roads, crossing borders to reach their final destination in Rotterdam, Netherlands, by April 6. The challenge requires cooperation between manufacturers, member states, governments, logistics providers, road operators, authorities and research institutes. It is currently not possible to platoon on European roads since legislation in several countries requires differing safe driving distances between trucks. Part of the reason for the challenge is to help convince governments to agree on a set of standards and rules. The platooning Volvo trucks will travel from Gothenburg to Rotterdam by driving through Denmark, Germany and Belgium. “We believe that platooning offers major advantages, mainly for our customers, but also for society in the form of fuel savings, reduced emissions and enhanced transportation efficiency,” said Anders Kellström. “Together with the rest of society, the transportation industry needs to tackle such challenges as the harmonization of legislation, and in so doing promote the introduction of platooning in Europe.”

Commercial Motor TV - sponsored by DAF Trucks / March 18, 2016

Trucks.com / March 17, 2016 Matt Wood takes the new Argosy for a test drive to find out where the traditonal music went No one can tell me when elevators stopped playing music. There was a time when piped muzak soothed passengers travelling between floors in hotels and office buildings everywhere. Rather than awkwardly clearing one’s throat to cover a gurgling stomach, or staring intensely at a smartphone to avoid uncomfortable silent eye contact, people could close their eyes and bask in the soothing tones of regurgitated instrumental renditions of Lionel Richie’s greatest hits. You could even hum along if you wanted. But, no more. Now Freightliner has killed the music – the squeaky soundtrack that has long been the accompaniment to a long drive in a cab-over Argosy. I must admit, I was sceptical. I’ve travelled over 800,000 kilometres (497,097 miles) in Argosys and long ago accepted that the dash will squeak, the cupboards will rattle and things will occasionally fall off. There’s been quite a bit of speculation on the future of the cab-over Freightliner of late. Yet, Daimler Australia states emphatically that the Argosy isn’t departing anytime soon. While Australia and New Zealand are now the only markets that buy the Argosy, the tooling required to build the Freightliner has well and truly been paid for by now. One Freightliner source even went so far as to say that the Argosy platform will cope with Euro 6 if, and when, it arrives. Filling in the gaps So to back this up, Freightliner has just made the Argosy available with the Cummins ISXe5 engine, a new multimedia system that incorporates a blind spot camera and, it seems, no rattles. Not only that, the famous, or infamous, swing out step has also been strengthened. The key to hushing the Argosy’s chatter has been to disassemble the interlocking dash panels on arrival in Oz and insert sound deadening material between them. This not only makes for a tighter fit it also removes the chirp. As for the cupboard clatter, Freightliner has removed the offending doors completely and replaced them with elasticised netting. If you happen to be attached to the idea of doors however, they do remain an option. Testing the change Of course I wasn’t going to believe Daimler’s outlandish claims without seeing for myself. So I fronted up to Mulgrave HQ to spend a few hours behind the wheel of the cab-over contender and experience it for real. My red Argosy was fitted the aforementioned ISXe5 and also with an 18-speed Eaton UltraShift Plus AMT to keep the gear ratios shuffling. The rear end used a 4.33:1 ratio, and on the back was a loaded B-double set that gave me a gross weight of about 59-tonnes. Our route took us down to Leongatha, through the rolling hills of South Gippsland, across to Morwell in the LaTrobe valley and back to Melbourne on the freeway. There should’ve been enough lumps and bumps along the way to elicit at least some sort of rattle going inside the Freightliner. But, as it turns out there wasn’t. I will admit that this Argosy only had 2,000km on the clock, but seeing as every Argosy I’ve driven in the past has rattled from new I reckon that’s no mean feat. The e5 was still a little green with so few kilometres on the clock, but it hauled along well. Probably what stood out the most with the driveline, however, was the performance of the Eaton AMT. This one had the latest iteration of software on board and for the most part I didn’t have to intervene too much in its operation. I got to test out the clutch engagement of the trans under load as I had to reverse around a couple of corners to get out of the yard – the AMT is getting better all the time. The SmartShift paddle set up that Freightliner uses is by far the most intuitive UltraShift installation that I’ve come across. It makes manual intervention very easy. As the road condition deteriorated though I couldn’t believe just how rattle free the cab was inside. The optional touch screen Parrot infotainment and multimedia unit was also a good thing. Aside from the usual Bluetooth streaming functions, it also displays text messages, which makes ignoring the boss a little harder. But it’s most significant function is, in my book, displaying the view down the left hand side of the vehicle via a blind spot camera. The left hand side of the Argosy has long housed quite a significant blind spot. In the past this has been countered by a blind spot mirror mounted above the passenger side door. The camera displays the view whenever the left hand indicator is turned on, and it’s a much better solution. Final thoughts If I had a tasty enough hat I’d have to sit down and eat it because Freightliner seems to have achieved something that I didn’t think possible. The Argosy is now quieter, sturdier and easier to see out of. And I can now listen to Lionel Ritchie dance on the ceiling without blowing the speakers. Photo gallery - http://www.tradetrucks.com.au/truck-reviews/1603/the-day-the-music-died-reviewing-the-quiet-freightliner-argosy/

BREAKING NEWS: FMCSA placing recalled Volvos out-of-service Land Line Magazine / March 23, 2016 As truckers work to get their Volvo trucks repaired after the auto manufacturer recalled nearly 20,000 trucks for a serious steering defect, the Federal Motor Carrier Safety Administration announced on Wednesday, March 23, that the recalled trucks will be placed out-of-service until the necessary repairs have been made. In an “urgent inspection bulletin” issued on March 18, FMCSA indicated the truckers driving an affected vehicle might be considered in violation of FMCSA safety regulation 49 C.F.R. §396.7, which prohibits operation of a vehicle in a condition likely to cause an accident or a breakdown. Motor carriers that violate applicable regulations may face enforcement action including, but not limited to, civil penalties and a finding that the defect constitutes an out-of-service condition. FMCSA followed up the alert on Wednesday with a notice that will post to the Federal Register on Friday, March 25, with the out-of-service directive official that date. “Today’s notice formalizes that determination and clarifies that FMCSA and its state partners under the MCSAP program will place a vehicle out-of-service if the necessary repair or replacement has not been made, based on the identified out-of-service defect under 49 CFR 393.209(c), which requires that a steering column to be securely fastened.” Investigators and state partners will conduct a Level IV inspection on any affected vehicle that has not been repaired. Level IV inspections are not included in FMCSA’s Safety Measurement System and will not affect a carrier’s SMS score. Click here to read the full notice. According to National Highway Traffic Safety Administration documents, the recall affects 2016-2017 VNL, VNX and VNM trucks. Some trucks may be missing a roll pin on the steering shafts, potentially disconnecting the lower steering shaft from the junction block. Additionally, the bolt connecting the upper steering shaft to the lower steering shaft may not have been properly tightened. Volvo and FMCSA are strongly recommending that owners refrain from driving affected vehicles until the final remedy is available. Volvo is working to secure rental vehicles for drivers. According to an FMCSA recall alert, Volvo will also cover towing where needed. A temporary solution allowing drivers to operate their trucks was made available the week of March 14. Owners can call Volvo at 877-800-4945 and choose option No. 1. Volvo’s recall numbers for this campaign are RVXX1602 and RVXX1603. This recall supersedes safety recall 15V-786.

FMCSA seeks to place unfixed Volvo units out of service Fleet Owner / March 23, 2016 The Federal Motor Carrier Safety Administration (FMCSA) plans to issue a Federal Register notice by week’s end warning operators of Volvo truck models covered by a recent steering system recall that if their vehicle has not yet been repaired, it will be placed out of service (OOS). “FMCSA is notifying commercial motor vehicle operators that vehicles subject to the recall without the interim or permanent repair will be subject to an immediate out-of-service order,” the agency said. The recall issued last week – which affects some Mack truck models as well – potentially affects some 16,000 Class 8 units. In a statement, Volvo Trucks said it is already “proactively contacting” the owners of the affected vehicles and directing them to take them out of service as soon as possible. “We have also stopped delivery of any vehicles equipped with the component [and] will replace all the two-piece shafts with a one-piece shaft as soon as the parts are available,” says Volvo Trucks spokesman John Mies. The NHTSA has linked the defect to a part supplied to Volvo by Willi Elbe, a German company (http://www.willielbe.de/pages/en_sprachauswahl.php). “We are completely committed to the safety of our customers and those they share the road with, and we are keeping NHTSA [National Highway Transportation Safety Administration] and Transport Canada advised as we address this issue,” he added. “We have worked as quickly as possible to advise customers to remove the affected vehicles from service, and we’re working as quickly as possible to address the problem.”

Volvo Starts Interim Repair Process for 15,835 Recalled Trucks Transport Topics / March 23, 2016 Volvo Trucks North America has begun distributing interim repair information to address the recall of 15,835 of its 2016 and 2017 models in the United States for a steering shaft defect that has prompted both the manufacturer and the U.S. government to urge that the units be taken out of service immediately. Volvo late last week began distributing information to dealers on the interim repairs that can be made to return the trucks to service, spokesman John Mies said. Mies said it wasn’t known how many trucks have received the interim repair to the two-piece shafts that can separate because a roll pin is missing or was improperly tightened. Four crashes and no personal injuries have been linked to the defect, according to Volvo’s filing with the National Highway Traffic Safety Administration. The first group of parts for the permanent repair, in the form of a one-piece steering shaft that will replace the two-piece version, are expected to begin arriving by the end of next week, Mies said. Volvo in its dealer communications and public statements has urged fleets to take the affected trucks off the road right away. The Federal Motor Carrier Safety Administration and NHTSA, in a joint statement, said unrepaired trucks that are on the road “are in an unsafe condition and should not be operated. Such vehicles are to be immediately ordered out-of-service by federal and state roadside safety inspectors.” The action covers about 60% of the VNL, VNM and VNX models that were produced between May 11, 2015, and March 8 this year. About 40% of production during the period covered by the recall was not affected since the vehicles had a one-piece steering shaft. “We have also stopped delivery of any vehicles equipped with the component,” Mies said. Owners are being compensated for the cost of obtaining replacement equipment until the repairs are complete, Mies said. Those with recall questions can contact Volvo at 877-800-4945. All of the recalled trucks are under warranty. “We are completely committed to the safety of our customers and those they share the road with, and we are keeping NHTSA and Transport Canada advised as we address this issue,” Mies added. “We have worked as quickly as possible to advise customers to remove the affected vehicles from service, and we’re working as quickly as possible to address the problem.” In addition to the U.S. recall, there are 2,803 affected trucks in Canada. The NHTSA statement tied the defect to a part supplied by Willi Elbe, a German company (http://www.willielbe.de/pages/en_sprachauswahl.php). “We are working closely with Volvo, who is likewise working closely with the relevant regulatory authorities and its customers, to address the issues with the steering shafts in question in a prompt manner,” Frank Veigel, manager of sales at Willi Elbe, told TT. Mies said the company changed its specifications for the 2016 and 2017 models to give customers the choice of a greasable two-piece shaft or the non-greasable one-piece version. The intent of the new shaft design was to deliver the same quality and durability while improving maintenance and manufacturability, he said. “Today’s announced declaration is not intended to provide a basis for further enforcement action, but seeks only the immediate cessation of the unrepaired, unsafe trucks,” the DOT agencies’ statement said, while noting that violating an out-of-service order can result in civil or criminal penalties.

FMCSA Orders Recalled Volvo Trucks Placed Out of Service Heavy Duty Trucking / March 23, 2016 The Federal Motor Carrier Safety Administration has determined that vehicles included in Volvo Trucks' recent safety recall that have not been repaired should not be operated and are to be immediately placed out of service. On March 10, Volvo Trucks announced the recall of certain 2016-2017 VNL, VNX and VNM trucks manufactured from May 11, 2015, through March 8, 2016. The recalled trucks may be missing a roll pin in the steering shaft that could cause the steering shaft to disconnect from the junction block. This could cause a sudden and complete loss of steering control. The NHTSA has linked the defect to a part supplied to Volvo by Willi Elbe, a German company (http://www.willielbe.de/pages/en_sprachauswahl.php). On March 18, FMCSA issued an Urgent Safety Bulletin advising operators and carriers of recalled vehicles to immediately contact Volvo Customer Support at 1-877-800-4945 (Option 1) before continuing driving operations. The recall affects nearly 20,000 Class 8 trucks with 16,000 in the U.S. alone. The FMCSA’s announcement is not intended to provide a basis for further enforcement action, but the group seeks the immediate cessation of the unrepaired, unsafe trucks. Operators of vehicles that have been declared out of service face potential civil penalties as well as criminal prosecution. The FMCSA’s full notification is available here.

Some of Volvo’s Heavy Trucks Ordered Off the Road The Wall Street Journal / March 23, 2016 Transportation Department acts after company says some vehicles may have steering shaft defects The U.S. Department of Transportation ordered thousands of Volvo AB heavy-duty trucks off the road Wednesday, after the company announced a recall last week because of potential defects that could cause drivers to lose control of their vehicles. The order marks the first time regulators have ever pulled a particular manufacturer’s trucks from service, regulators say, and will likely force some fleet operators to scramble to find new big rigs to avoid stranding their customers’ cargo. Earlier this month, Volvo told federal regulators that it may have installed 19 defective steering shafts among the roughly 15,835 trucks sold in the U.S. between May 11 and March 8. The defective units were manufactured without roll pins, parts that ensure a shaft’s two parts hold together. If a shaft comes apart, it could cause the driver to lose control of the truck. Volvo later identified a second steering shaft defect affecting the same pool of nearly 16,000 trucks. “In this case we’re looking at a [total] loss of control of the vehicle without prior warning, which is an extreme condition for these vehicles,” said Bruce York, chief of the medium and heavy vehicles division with the National Highway Traffic Safety Administration (NHTSA), a regulator helping coordinate safety measures in response to the recall. “The imminent risk is more severe than a lot of other recalls issued by other manufacturers.” John Mies, a Volvo spokesman, said Wednesday that 13,761 trucks have already been taken out of service and 6,300 of those had been repaired, out of the total of 18,638 sold in the U.S. and Canada. The repair used an interim fix to secure the two parts of the steering shaft. On Wednesday, the company sent instructions to drivers, via their dashboard display software, instructing them to contact Volvo. Eventually, the company plans to replace the mechanism in all the trucks affected with a one-piece steering shaft. The defective component had not been used prior to May of last year, he said. “At the time, we believed that it would provide the same quality and durability as the previous, one-piece shaft, while being easier to install and maintain,” Mr. Mies said. “Obviously, we were wrong.” Wednesday’s announcement by the Federal Motor Carrier Safety Administration was a rare and unusually strong measure for the regulator to take and indicates the severity of the safety issue, trucking industry experts said. The order allows roadside inspectors and highway patrols to immediately pull affected trucks from service. The recall affects 2016 and 2017 model-year Volvo VNL, VNM and VNX trucks, as well as certain 2016 and 2017 Mack Titan trucks. The recall is a setback for Volvo, which has been gaining share in the heavy-duty truck market in recent years. Volvo, which also owns the Mack brand, leapfrogged Navistar into third-place in sales of Class 8 trucks, the big rigs used in long-haul freight transportation. It has a nearly 20% share of Class 8 trucks in North America, analysts say. Volvo also has been among the more aggressive truck builders in North America for installing its own powertrains in its vehicles, lessening the company’s need to use engines and transmissions from outside [American] suppliers.

Thousands of Volvo trucks recalled, owners face FMCSA penalties for driving Land Line Magazine / March 21, 2016 Volvo is recalling nearly 20,000 trucks because of a substantial defect with the steering. The defect is so significant that the Federal Motor Carrier Safety Administration is urging owners to take affected vehicles out of service as soon as possible or face possible penalties, including being placed out of service. According to National Highway Traffic Safety Administration documents, the recall affects 2016-2017 VNL, VNX and VNM trucks. Some trucks may be missing a roll pin on the steering shafts, potentially disconnecting the lower steering shaft from the junction block. Additionally, the bolt connecting the upper steering shaft to the lower steering shaft may not have been properly tightened. Both situations can cause the steering shaft to separate. The recall also affects certain 2016-2017 Mack Titan trucks, according to an FMCSA safety recall alert. Volvo and FMCSA are strongly recommending that owners refrain from driving affected vehicles until the final remedy – replacing the two-piece steering shaft with a one-piece shaft – is available. Initial notices were sent out to vehicle owners on March 14. Owners should expect a second notice when the final remedy is available. In an “urgent inspection bulletin,” FMCSA noted that driving an affected truck could be considered a violation of FMCSA safety regulation 49 C.F.R. §396.7, which prohibits operation of a vehicle in a condition likely to cause an accident or a breakdown. Motor carriers that violate applicable regulations may face enforcement action including, but not limited to, civil penalties and a finding that the defect constitutes an out-of-service condition. Volvo is working to secure rental vehicles for drivers. According to an FMCSA recall alert, Volvo will also cover towing where needed. A temporary solution allowing drivers to operate their trucks was made available on the week of March 14. Owners can call Volvo at 877-800-4945 and choose option No. 1. Volvo's recall numbers for this campaign are RVXX1602 and RVXX1603. This recall supersedes safety recall 15V-786.

Fleet Owner / March 17, 2016 Volvo Trucks North America is recalling certain model year 2016-2017 VNL, VNX and VNM trucks and Mack Trucks some model year 2016-2017 Titan heavy haul trucks due to a possible defect in the steering shafts. Volvo trucks being recalled were manufactured from May 11, 2015, through March 8, 2016. These trucks "may have been manufactured without a roll pin on the steering shafts," the Federal Motor Carrier Safety Administration announced. "If the roll pin is missing, the lower steering shaft may disconnect from the junction block. Also, the bolt connecting the upper steering shaft to the lower steering shaft may not have been properly tightened. "Either condition can lead to separation of the steering shaft," the agency continued in an email sent Thursday afternoon, March 17. More specifically, the recall announcement by the National Highway and Traffic Safety Administration (NHTSA) states that some 19 steering shafts provided to Volvo may not have had the roll pin installed. That could cause the steering shaft to disconnect from the junction block. Additionally, "the bolt connecting the upper steering shaft to the lower steering shaft may not properly secure the upper steering shaft," NHTSA states. Should the steering shaft separate, it would cause "complete loss of steering which may result in a vehicle crash," but Volvo has received no reports of personal injury "and considers this [recall] as a proactive measure." The NHTSA has linked the defect to a part supplied to Volvo by Willi Elbe, a German company (http://www.willielbe.de/pages/en_sprachauswahl.php). UPDATE: Meanwhile, Mack Trucks, Inc. issued a notice on March 11 informing distributors of a recall affecting 51 Titan trucks built from May 11, 2015 through Feb. 12, 2016. In the notice, Mack says it "recently became aware of the risk of failure with a greaseable two-piece steering shaft" provided by a supplier and is contacting owners of affected vehicles "and directing them to take the vehicles out of service as soon as possible." Mack stresses that there have been no reports of incidents with the trucks but nonetheless is urging that the 51 trucks be taken out of service "to be overly cautious." The company notes that its intention is to replace the two-piece steering shafts with a one-piece steering shaft, and is also "exploring every option" to limit any customer downtime due to the replacement. Mack has set up a customer support line at 877-800-4945 (opt #1) to answer customer questions on the matter and is asking distributors to contact any local customers whose vehicles have the potentially faulty component to inform them of the issue. Important reading: http://www-odi.nhtsa.dot.gov/acms/cs/jaxrs/download/doc/UCM499790/RCLRPT-16V097-9654.PDF https://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/docs/Volvo%20Safety%20Recall%20Alert%20Steering%20Shaft.pdf

The Morning Call / March 16, 2016 Mack Trucks is recalling more than 25,000 of its vehicles across the country, according to documents filed with the National Highway Traffic Safety Administration (NHTSA). The company is recalling certain model year 2012-15 Granite (GU), Pinnacle (CHU, CXU), TerraPro (LEU, MRU), and Titan (TD) and model year 2015 LR trucks manufactured Sept. 1, 2011, through April 30, 2014. According to the recall summary, on certain models the cap nut that retains the inter-axle driveshaft yoke to the rear axle input shaft may loosen. If the cap nut loosens and falls off, the recall says, the yoke can separate from the axle input shaft and allow the driveshaft to disconnect, increasing the risk of a crash. Mack is notifying owners and dealers to replace the cap nut. The input shaft threads will be inspected for any damage, and repairs will be made free, according to the recall. The recall is expected to begin April 15, and owners can contact Mack customer service at 610-709-2131 with recall number: SC0399. In addition to the 20,741 potentially affected trucks in the United States, there are an additional 1,068 in Canada, 405 in Mexico and 2,959 exported to other countries [altogether 25,173 trucks].. Mack spokesman Christopher Heffner said the cap nut is a supplier part, and affected customers should visit their Mack dealership. Important reading: http://www-odi.nhtsa.dot.gov/acms/cs/jaxrs/download/doc/UCM498544/RCLRPT-16V099-2338.pdf http://www-odi.nhtsa.dot.gov/acms/cs/jaxrs/download/doc/UCM499162/RCMN-16V099-2118.pdf

Kenworth Truck Company Press Release / March 16, 2016

Kenworth Truck Company Press Release / March 16, 2016

Renault Trucks Press Release / March 16, 2016 Less than three years after its launch and the extremely positive feedback from customers, the Renault Trucks T is already undergoing a major upgrade to help it be even more cost efficient for its users. The 2016 version of the T benefits from improvements to the chassis and driveline, enabling it to reduce its consumption by a further 2%, while at the same time increasing the payload by up to 114 kg. It is also introducing Optivision, a predictive cruise control system with GPS. In 2013, the Renault Trucks T began a new age in the history of Renault Trucks. Voted International Truck of the Year 2015, it rapidly asserted itself among customers for the quality of its build and its energy efficiency. Far from resting on its laurels, Renault Trucks is now taking it to another level. “Customer feedback shows us that the T offers unexpected performance in terms of fuel consumption and driving quality,” explains Sophie Rivière, the Long Haul segment manager at Renault Trucks. “We have been working along three tracks to make our customers even more cost efficient: improve the aerodynamics to reduce fuel consumption, reduce the weight to increase payload and encourage eco-driving by means of a predictive cruise control system with GPS.” Improving the aerodynamics involved Renault Trucks drawing upon its most recent work carried out with the experimental Optifuel Lab 2 vehicle. This has led to the T 2016, featuring an optional built-in spoiler under the bumper: “This spoiler can better direct the flow of air passing beneath the truck and considerably reduce aerodynamic disturbance, a potential source of increased consumption,” explains Sophie Rivière. “Furthermore, this new T introduces a new, lighter roof deflector without any metal framework, enabling the truck to penetrate the air more easily.” Depending on the version, customers can save a further 2% of fuel compared with the current vehicle. As far as the chassis is concerned, weight saving has become a major priority. Several components have been redesigned or lightened, so that payload can be increased as much as possible to benefit operators. For example, a new drive axle and improvements in the air suspension have reduced vehicle weight by several kilos. Customers now also have the possibility of having their tractors fitted with an aluminium fifth wheel. “Our approach concerning weight is very similar to the one we have adopted for aerodynamics,” explains Sophie Rivière. “Weight reduction is achieved a little at a time, resulting in a significant overall result. In the end, this adds up to customers being able to increase their payload by as much as 114 kg!” The DTI 11 and DTI 13 engines have also benefited from an upgrade, enabling them to further improve their combustion and thereby reduce consumption. They all comply with the upcoming Euro 6 step C standard, which becomes mandatory on 31 December 2016. These engines’ most important new feature is the introduction of the common rail injection system on the DTI 13. “The system’s reliability and efficiency on the 11 L in terms of fuel savings convinced us that it would be interesting to also apply it to the 13 L model,” Sophie Rivière adds. “Already delivering good performance, the DTI 13 asserts itself as a highly economic solution for hauliers whose trucks operate on undulating roads for example, or carry heavy loads.” The engines are coupled to a new generation of the Optidriver automated manual gearbox. Apart from the improvements made to the truck itself, at the same time Renault Trucks is launching a range of new services which are also designed to reduce fuel consumption. These include the Optivision predictive cruise control system, now connected with a GPS. This makes it possible to adopt a gearshift, acceleration and vehicle speed strategy corresponding to the route being followed. “When you reach a downhill stretch, for example, the system will make the most out of the vehicle’s inertia,” explains Sophie Riviére. “And when at the top of the hill, it will stay in the highest and most economic gear as it ‘knows’ the downhill stretch is coming up.” During each journey, the system records the route, not only that of the truck in question, but also that of all trucks equipped with Optivision that have followed a similar itinerary. Fuel savings can therefore be achieved the very first time a vehicle takes a particular route if another truck using the system has already travelled along it. With the Fuel Eco+ pack, which combines the Fuel Eco pack (inhibited power mode, eco-cruise control with Optiroll freewheel mode control, disengageable air compressor, variable flow steering pump and automatic engine cut-off) and Optivision, hauliers can reduce these vehicles’ consumption by as much as 5%. With the T 2016 version, Renault Trucks is expanding its transport solution offering. With improved payload, more efficient engines as well as services benefiting from the latest innovations in fuel consumption, Renault Trucks is taking a new step forward in its desire to supply its customers with a truck that is a genuine profit centre. Photo gallery - http://corporate.renault-trucks.com/en/press-releases/2016-03-16_new_renault_trucks_t_range.html

International Trucks Press Release / March 16, 2016

Today’s Trucking / March 15, 2016 Volvo Trucks offers a very unique 6x2 tractor platform, where the rear axle does the driving while the forward axle in the tandem group goes along for the ride. Sometimes called a "pusher" or "dead axle," this axle is anything but dead. It's part of a traction management system called Adaptive Loading, that allows the axle to be lifted completely off the ground when it's not needed, providing additional fuel savings over the straight 6x2 setup. It's also said to reduce tire wear, and because of Volvo's proprietary Biased Loading strategy, traction on the drive axle is considerably improved. This video explains how Adaptive Loading works, and features an interview with one of the first fleets in North America to use the system. To hear Gene Brice, co-owner of Idaho Milk Transport talk about it, you'd think he's found the goose that laid the golden egg. Brice's fleet is ideally suited for Adaptive Loading. It's a liquid bulk fleet and so very weight sensitive. Brice gains by having a 6x2 with its reduced weight, but he also win the tire wear and traction war by being able to lift the unneeded axle when the trucks are running empty.