kscarbel2

As far as Neway is concerned, those studs are not serviceable. http://ww1.safholland.us/sites/damedit/literature/XL-AK384-en-US.pdf http://ww1.safholland.us/sites/damedit/literature/XL-AK398-01_en-US.pdf http://ww1.safholland.us/sites/damedit/literature/XL-AK424_en-US.pdf

Transport Engineer / January 25, 2016 The ongoing trailer efficiency debate – which pits vehicle weight against aerodynamics – should be viewed as a ‘horses for courses’ situation, according to Don-Bur marketing manager Richard Owens. “Aerodynamics plays a huge part with trunking trailers whereas weight becomes a more important consideration for secondary distribution rigid vehicles,” he insists. Even at today’s low diesel prices, however, Owens believes that getting the choice and/or compromise right can generate “significant savings in fuel costs” – while getting it wrong can “mean a worthless investment”. For Owens, there are two distinct issues any fleet engineer should make consider. Firstly, what payload do you expect to be carrying and secondly, what is the average speed of the vehicle? “The results from this simple research will determine whether your vehicle will be most affected by either momentum or relative wind speed,” he explains. That said, Owens warns operators to remember that low tare weight semi-trailers (say, below 6 tonnes) have little impact on the overall total laden weight, if the vehicle is running close to its maximum 44 tonnes. “1 tonne tare [off trailer weight] may offer an opportunity to add more payload [which] won’t directly affect your overall weight and fuel consumption, but will reduce the number of trips to transport the same load,” he continues – indirectly saving “a high percentage” in fuel. That argument changes radically, however, when it comes to a 500kg weight saving on a 7.5 tonne rigid. “This relatively large weight reduction will have a far greater effect on fuel economy for a strictly urban vehicle than any aerodynamic widget you can stick on it,” he says. What about aerodynamics? Owens suggests that at 56mph, ”roughly half” of fuel burned is directly attributable to aerodynamic drag – meaning that an aerodynamic with average fuel savings of just 5% will shave £1,466 off the annual diesel fuel bill. “Under the same circumstances, a Teardrop trailer with in-operation average fuel saving of 11.3% will reduce fuel consumed by over £3,000 per annum,” he says (based on 80,000 miles per year and bulk diesel at 76.21ppl). His conclusion: trunking trailers that spend much of their time running between 40 and 56mph “benefit hugely” from aerodynamic interventions, while urban trailers on stop-start cycles with multiple drop-offs are “unlikely to reach high enough speeds where aerodynamics will have any effect at all”. Pictured: an Argos max-cube longer semi trailer with a tare weight of 14.9 tonnes, capable of carrying 60 UK pallets. Related reading: http://www.donbur.co.uk/gb-en/products/aerodynamic-teardrop-trailer.php http://www.bigmacktrucks.com/index.php?/topic/39382-thinking-outside-the-box/?hl=don-bur .

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

Reuters / January 25, 2016 Hillary Clinton called the planned inversion by Johnson Controls and Ireland-based Tyco “outrageous,” and said as president she would block such moves using an “exit tax.” “These efforts to shirk U.S. tax obligations leave American taxpayers holding the bag while corporations juice more revenues and profits ,” Clinton said in a statement. “I have a detailed and targeted plan to immediately put a stop to inversions and invest in the U.S., block deals like Johnson Controls and Tyco, and place an ‘exit tax’ on corporations that leave the country to lower their tax bill.” Johnson Controls announced on Monday a plan to buy Tyco for $16.5 billion, which the companies said will save $500 million in taxes in the first three years and an additional $150 million a year through tax synergies. Related reading - http://www.bigmacktrucks.com/index.php?/topic/42799-white-house-refuses-to-step-on-pfizer-tax-dodge/?hl=inversions ------------------------------------------------------------------------------------------------------------------------------------------------ Johnson Controls’ $20bn Tyco deal revives inversion debate The Financial Times / January 25, 2016 Johnson Controls revived a vexed political debate about tax-cutting “inversion” deals on Monday, agreeing a $20bn combination with Tyco International which would move the US manufacturer’s domicile to Ireland. The industrial tie-up highlights Washington’s failure to stop large companies from fleeing the country’s high corporate taxes, and suggests that inversion deals remain highly attractive to companies struggling to find top-line growth. Hillary Clinton and Donald Trump, currently leading the Democratic and Republican primary election races, have both promised action to turn the tide. On Monday, Clinton reiterated her plan to block such deals and introduce an “exit tax” to deter companies from leaving. “It is outrageous when large multinational corporations game the tax code and shelter money overseas to avoid paying their fair share, including through maneuvers like inversions,” she said. Trump has promised to lower the corporate tax rate to 15 percent to keep companies in the US. US companies currently pay as much as 35 percent in tax at home, while in Ireland the headline rate is 12.5 percent. Bernie Sanders denounced Johnson Controls and Tyco as “corporate deserters”. He said: ”If you want the advantages of being an American company then you can’t run away from America to avoid paying taxes.” The companies are pushing to complete the deal by the end of the year, before President Barack Obama leaves office. Their transaction is structured as a reverse takeover that will see Tyco shareholders own 44 percent of the combined group, while Johnson Controls investors will hold the remainder and receive $3.9bn in cash. It values Tyco shares at $34.88, an 11 percent premium to its closing price at the end of last week. The new company will keep Tyco’s Irish domicile and Cork headquarters, allowing Johnson Controls to create “at least $150m in annual tax synergies”. Other savings will total at least $500m over the first three years. The combined companies will have $32bn in revenues and operating profits of about $4.5bn, following the planned 2017 spin-off of Johnson Controls’ seating business, which has revenues of $17bn. The structure of the deal is similar to US drugmaker Pfizer’s $160bn combination with Irish-headquartered rival Allergan two months ago. Milwaukee-based Johnson Controls has been seeking to focus on energy storage and building systems such as air conditioning, where Tyco’s fire protection expertise will complement its building solutions division. A deal would mark the disappearance of a corporate name — Tyco — that became infamous in the first years of this century, when former chief executive Dennis Kozlowski and its chief financial officer were convicted in 2005 of stealing $150m and fraud. The current Tyco International was one of three companies created in 2012 after a break-up of the conglomerate. The other parts became Pentair, which makes heating, ventilation and air conditioning systems, and ADT, a specialist in building security. The board of the new company will consist of six members from Johnson Controls and five from Tyco. Alex Molinaroli, chairman and chief executive of Johnson Controls, will initially hold both roles in the new group. George Oliver, Tyco’s current CEO, will be president and chief operating officer. But after 18 months from the deal closing, Oliver will become CEO and Molinaroli will become executive chairman. A year later, Oliver will become chairman and CEO. In November, the US Treasury announced measures to make inversions less attractive, but lawyers said that the actions were modest and would do little to stop such deals. ------------------------------------------------------------------------------------------------------------------------------------------------ Johnson Controls-Tyco Deal Adds to U.S. Tax Exodus The Wall Street Journal / January 25, 2016 Johnson Controls is set to become the latest American company to move abroad in search of tax savings—and to do so on the coattails of the dismantled Tyco empire. Johnson Controls said Monday it will merge with Tyco International PLC and take on Tyco’s Irish tax address. The deal, valued at roughly $14.4 billion, is a so-called inversion that should allow Johnson Controls to lower its tax rate over time. The merger highlights the self-perpetuating nature of inversions, as American companies that move their legal homes abroad create opportunities for others to follow. Those deals, in turn, further challenge U.S. regulators trying to stanch the exodus of tax dollars overseas. Tyco was an early expat, decamping first to Bermuda in 1997 and finally settling in Ireland. Over the years, it spawned a crop of spinoffs and subsidiaries that inherited one of Tyco’s most valuable assets: its foreign tax address. When M&A activity rebounded after the financial crisis, those new firms became major players in a wave of cross-border, tax-lowering deals, enabling American companies with about $70 billion in annual revenue to slip out of the U.S. tax net. Tyco paid 12% of its profit in taxes over the past three years, versus an average 29% by Johnson Controls, according to S&P Capital IQ. Johnson Controls said its effective tax rate before certain items was around 19% over the past two years ended Sept. 30. In some ways, Monday’s deal has its roots in the accounting scandal that rocked Tyco more than a decade ago. After CEO Dennis Kozlowski’s conviction, breakup artist Edward Breen took over with a mandate to pare Tyco’s sprawling empire, which at the time included companies making products from pharmaceuticals to burglar alarms. Many of the resulting offshoots have become targets for U.S. companies seeking inversion partners, while others have used their lower tax rates to become consolidators, buying U.S. assets—which on average pay higher rates—and squeezing tax savings that way. In 2012, Tyco sold its pump-and-filter business to Pentair PLC, an inversion that moved the U.S.-based company abroad. Last summer, Pentair bought U.S.-based Erico Global for $1.8 billion. Tyco’s health-care business was eventually hived off into two new companies, both of which have enabled tax-lowering combinations. A more than $40 billion takeover of Covidien PLC, which housed Tyco’s medical-device business, allowed U.S.-based Medtronic Inc. to invert last year. Meanwhile, Mallinckrodt PLC, Tyco’s legacy pharmaceuticals arm, has used its lower tax rate to advantage as an acquirer. In its 2½ years as a stand-alone company, Mallinckrodt has spent nearly $11 billion on takeovers of higher-taxed U.S. drug assets. Monday’s deal also underscores the snowball effect of inversions. As such deals pile up in a particular industry, they enable more—and—bigger companies to follow suit. That is because U.S. rules require foreign targets to be of a certain size relative to their buyers. Witness what happened in the pharmaceutical industry. In 2013, a New-Jersey based drug company called Watson Pharmaceuticals inverted by buying a small Irish rival. After a series of deals, the resulting company—Allergan PLC, with a $117 billion market value—is big enough to serve as the inversion partner for Pfizer Inc., in what would be the largest corporate expatriation ever. The deal is pending. And if a combined Pfizer-Allergan spins off its generics business, as is widely expected, it would create a potential inversion partner for a host of big U.S. drugmakers. The Johnson Controls-Tyco deal is at least the 12th inversion pursued by American companies since the U.S. Department of the Treasury moved in September 2014 to curb these deals, according to a Wall Street Journal review. That is roughly the same number in the 16 months before the move. “This is yet another example of why we need tax reform to keep our employers and jobs in America, rather than encouraging them to move overseas,” said House Speaker Paul Ryan (R., Wis.), who has pushed for a tax overhaul that would, among other changes, lower the rates U.S. companies pay. Johnson Controls is the largest public company based in Mr. Ryan’s home state of Wisconsin. The company was founded 131 years ago by a Milwaukee professor who had received a patent for the first electric thermostat. Sen. Bernie Sanders said the deal would be “a disaster for American taxpayers” and denounced “corporate deserters.” Johnson Controls and Tyco structured their deal to reap maximum tax benefits. By giving ​Johnson Controls investors ​less than 60% ownership of the combined company, they sidestep regulations aimed at more-lopsided combinations that might have made the deal less attractive. Below 60 percent is the Holy Grail of inversion planning, Inversions let U.S. companies lower their tax rates over time by giving them ways to shift profit out of the U.S. and move cash easily from low-tax jurisdictions back to shareholders. Johnson Controls Chief Executive Alex Molinaroli said the merger wasn’t tax-driven and pointed to the roughly $500 million in annual savings expected to be wrung from combining the businesses. But, he said in an interview Monday, “we definitely get some benefits, so we’ll take those benefits.” Back to 1997, when Tyco moved to Bermuda by acquiring home-security firm ADT, it was one of the earliest inversions. After Bermuda came under fire as a tax haven, the company moved in 2008 to Switzerland, and to Ireland in 2014, after Switzerland enacted tougher rules around CEO pay and corporate governance. Just last week, Tyco settled a long-running dispute with the Internal Revenue Service for up to $525 million, far less than the government had sought. That controversy stemmed from what’s known as earnings stripping, the practice of using internal company transactions to concentrate tax deductions in the U.S. and profit in low-tax countries. ------------------------------------------------------------------------------------------------------------------------------------- Update: Reuters / January 27, 2016 [unwilling to grab hold on the matter] The White House on Wednesday declined to comment on the latest so-called tax-inversion deal by a major U.S. company, but said legislation was needed to close the loophole. Asked at a White House briefing about a $16.5 billion deal announced on Monday by Johnson Controls to acquire Ireland-based peer Tyco International Plc, spokesman Josh Earnest said he would not comment on specific deals. "Ultimately, we need legislation to address this loophole," he said.

Why can't you call Mack with your model and serial number, confirm the correct Mack part number, check availability, and if no.....have Mack cross the Mack number over to the vendor part number?

Chicago Tribune / October 21, 1954 Mack Trucks, Inc., will attempt to double its market share of the long-haul highway truck market from 10 to 20 percent and will seek even greater percentage shares in the bus, off-highway, construction, and fire apparatus fields, Elliott G. Ewell, Mack vice president, said yesterday. Addressing some 120 company salesmen and distributors from 10 central division states at a meeting in the Chicago Mack factory branch, Ewell said this can be accomplished thru the introduction of 20 new models by next August. The new models will replace some of the existing ones and will add four to the present 34 basic models, Ewell said.

The factory-owned branches of Mack Trucks, Inc. set the benchmark for the entire American truck industry. Never before, and never since, has an after-sales service organization approached the performance level of Mack’s factory-owned sales and service locations. From Atlanta to Richmond to Dallas, from Denver to Salt Lake City to Seattle, from Chicago (both the Wentworth Ave. and O'Hare branches) to Buffalo to Queens, no truckmaker in the history of the United States ever had a finer and more capable sales and after-sales support network than Mack Trucks. The efforts of the dedicated Mack men and women who made it all possible will never be forgotten. They symbolized the very best of the “Mack family”. Not enough can be said about Mack’s factory branches and the people behind them. In simple terms, they were "the best of the best". The list below is a compilation of all the factory branches in the history of Mack Trucks (I need to grab my 1980s directory to add a few). Many of you experienced the massive scale of these facilities, from Dallas handling BFI and Richmond catering to Overnite, to Allentown dealing with Air Products, Chemical Leaman, Matlack and Penske. The Wentworth Ave. branch in Chicago, a MASSIVE multi-story building, was contracted for years to service the city's GM municipal transit buses. If you drove into any Mack "factory branch", be it Seattle, Baltimore, Charlotte or Atlanta, they exceeded your expectations in parts availability and service expertise. Mack Trucks, Inc. 3101 Airport Blvd. Birmingham, Alabama (Originally located at 2501 Avenue “F”, and later 2829 6th Ave. S.) Mack Trucks, Inc. 531 Air Base Blvd. Montgomery, Alabama (Originally located at 531 U.S. 31 Bypass) Mack Trucks, Inc. 523 W. Washington St. Phoenix, Arizona Mack Trucks, Inc. 315 W. 12th St. Little Rock, Arkansas Mack Trucks, Inc. 1652 “H” St. Fresno, California Mack Trucks, Inc. 2001 S. Alameda St. Los Angeles, California Mack Trucks, Inc. 1902 E. 12th St. Oakland, California Mack Trucks, Inc. 470 N. 16th St. Sacramento, California Mack Trucks, Inc. 236 East St. San Bernardino, California Mack Trucks, Inc. 652 Second St. San Diego, California Mack Trucks, Inc. 1745 Folsom St. San Francisco, California (Originally located at 11th & Howard Sts) Mack Trucks, Inc. 24 N. Aurora St. Stockton, California Mack Trucks, Inc. 4850 Vasquez Blvd. Denver, Colorado (Originally located at 585 S. Broadway, and later 500 Grant St.) Mack Trucks, Inc. 3250 Fairfield Ave. Bridgeport, Connecticut Mack Trucks, Inc. 709 Windsor St. Hartford, Connecticut Mack Trucks, Inc. 151 Orange Ave. New Haven, Connecticut (West Haven) Mack Trucks, Inc. 175 Main St. Norwich, Connecticut Mack Trucks, Inc. 1188 S. Main St. Waterbury, Connecticut Mack Trucks, Inc. 3371 Kenilworth Ave. Bladensburg, District of Columbia (Originally located at 57-59 “L” St., S.E.) Mack Trucks, Inc. 2203 West Beaver St. Jacksonville, Florida (Originally located at 114-124 Park St., and later 2203 W. Rearer St.) Mack Trucks, Inc. 2101 N. Miami Ave. Miami, Florida Mack Trucks, Inc. 604 S. Morgan St. Tampa, Florida (Originally located at 1712 Platt St. & Packwood Ave.) Mack Trucks, Inc. 780 Memorial Drive, S.E. Atlanta, Georgia (Originally located at 464 Spring St. N.W.) Mack Trucks, Inc. I-75 at US41 Ringgold, Georgia Mack Trucks, Inc. 3300 S. Wentworth Ave Chicago, Illinois Mack Trucks, Inc. 7009 Archer Ave. (South) Chicago, Illinois Mack Trucks, Inc. 2000 Elmhurst Rd. Chicago, Illinois (O’Hare branch) Mack Trucks, Inc. 1810 W. 16th St. Indianapolis, Indiana (Originally located at 730 E. Washington St.) Mack Trucks, Inc. 732 W. 1st St. Davenport, Iowa (Originally located at Corner Front & Brown Streets) Mack Trucks, Inc. 1820 Arthur St. Louisville, Kentucky (Originally located at 2311-2319 S. Brook St.) Mack Trucks, Inc. 110 E. Airline Hwy. Kenner, Louisiana Mack Trucks, Inc. 1100 S. Jefferson Davis Pkwy. New Orleans, Louisiana Mack Trucks, Inc. 2060 Texas Ave. Shreveport, Louisiana Mack Trucks, Inc. 1079 Forest Ave. Portland, Maine (Originally located at 4 York St.) Mack Trucks, Inc. 1210-28 E. 20th St. Baltimore, Maryland Mack Trucks, Inc. 75 N. Beacon St. Boston, Massachusetts (Allston) Mack Trucks, Inc. 231 Bedford St. Fall River, Massachusetts Mack Trucks, Inc. 39 First St. Lowell, Massachusetts Mack Trucks, Inc. 51 North St. Salem, Massachusetts Mack Trucks, Inc. 101 Liberty Street Springfield, Massachusetts (Originally located at 1236-40 State St.) Mack Trucks, Inc. 306 Belmont St. Worcester, Massachusetts Mack Trucks, Inc. 10401 Ford Rd, Dearborn, Michigan Mack Trucks, Inc. 5133 Grand River Ave. Detroit, Michigan Mack Trucks, Inc. 215 E. 1st St. Duluth, Minnesota Mack Trucks, Inc. 2505 University Ave. St. Paul, Minnesota (Twin City branch) Mack Trucks, Inc. 3738 Gardner Ave. Kansas City, Missouri (Originally located at 2605 Warwick Blvd.) Mack Trucks, Inc. 2350 Chouteau Ave. St. Louis, Missouri (Originally located at 2800 Pine Street) Mack Trucks, Inc. 7210 “L” St. Omaha, Nebraska (Originally located at 2752 Farnam St.) Mack Trucks, Inc. 62 Elm Street Manchester, New Hampshire (Originally located at 664 Chestnut St.) Mack Trucks, Inc. Corner New York & Reading Aves. Atlantic City, New Jersey Mack Trucks, Inc. 6th & Jefferson Sts. Camden, New Jersey Mack Trucks, Inc. 480 Mundet Place Hillside (Newark), New Jersey (Originally located at 1232 S. Broad St., Newark) Mack Trucks, Inc. West Side Ave. at Newark Ave. Jersey City, New Jersey Mack Trucks, Inc. 931 E. 24th St. Paterson, New Jersey Mack Trucks, Inc. 1064 Broadway Albany, New York Mack Trucks, Inc. Leggett Ave. & Barry St. Bronx, New York Mack Trucks, Inc. 73 Empire Blvd. Brooklyn, New York Mack Trucks, Inc. 579 Eagle St. Buffalo, New York (Originally located at 1734-1740 Jefferson Ave.) Mack Trucks, Inc. Queensbury Blvd. Glens Fall, New York Mack Trucks, Inc. Anable Ave. & 34th St. Long Island City, New York Mack Trucks, Inc. 393 Jericho Turnpike Mineola, Long Island, New York Mack Trucks, Inc. 25 Bridge St. Newburgh, New York Mack Trucks, Inc. 64 St. & West End Ave. New York, New York (Originally located at 604 W. 43rd St.) Mack Trucks, Inc. 205 Delafield St. Poughkeepsie, New York (Originally located at 836 Main St.) Mack Trucks, Inc. 58-40 Borden Ave. Queens (Maspeth), New York Mack Trucks, Inc. 1357 University Ave. Rochester, New York Mack Trucks, Inc. 103 Weaver St. Schenectady, New York Mack Trucks, Inc. 304 Broadway New Brighton, Staten Island, New York Mack Trucks, Inc. Erie Blvd. East East Syracuse, New York (Originally located at 923 W. Genesee St.) Mack Trucks, Inc. 131-135 N. Genesee St. Utica, New York (Originally located at 65 N. Genesee St.) Mack Trucks, Inc. 111 S. Kensico Ave. White Plains, New York Mack Trucks, Inc. 228 Dalton Ave. Charlotte, North Carolina (Originally located at 1300-06 Mint St.) Mack Trucks, Inc. 1100 Triplett Blvd. Akron, Ohio (Originally located at 832-34 Coburn St., and later 695 Johnston St.) Mack Trucks, Inc. 1223 W. 8th St. Cincinnati, Ohio Mack Trucks, Inc. 13600 Broadway Cleveland, Ohio (Originally located at 7001 Carnegie Ave.) Mack Trucks, Inc. 517 N. Park St. Columbus, Ohio Mack Trucks, Inc. 124 Van Buren St. Dayton, Ohio Mack Trucks, Inc. 2221 Detroit Ave. Toledo, Ohio Mack Trucks, Inc. 1309 Logan Ave. Youngstown, Ohio Mack Trucks, Inc. 3200 W. Reno Ave. Oklahoma City, Oklahoma (Originally located at 1-3-5-7 E. 10th St., and later 1816 N.E. 10th St.) Mack Trucks, Inc. 105 N. Boulder Ave. Tulsa, Oklahoma Mack Trucks, Inc. 1122 N. Williams Ave. Portland, Oregon (Originally located at 285 Oregon St.) Mack Trucks, Inc. Rts 22 & 309 Allentown, Pennsylvania (Originally located at 727 Union Blvd.) Mack Trucks, Inc. 2322 Union Ave. Altoona, Pennsylvania Mack Trucks, Inc. 25-37 W. 4th St. Bridgeport, Pennsylvania Mack Trucks, Inc. 960 W. 12th St. Erie, Pennsylvania (Originally located at 1921-23 State St.) Mack Trucks, Inc. Erie & Castor Aves. Frankford, Pennsylvania Mack Trucks, Inc. 2020 Paxton St. Harrisburg, Pennsylvania (Originally located at 724-728 S. Cameron St.) Mack Trucks, Inc. 2647 E. York St. Philadelphia, Pennsylvania (Originally located at 42nd & Woodland Ave.) Mack Trucks, Inc. 1501 Beaver Ave. Pittsburgh, Pennsylvania (Originally located at Liberty Ave. & Gross St., and later 728 Shore Ave.) Mack Trucks, Inc. 1212 Moss St. Reading, Pennsylvania Mack Trucks, Inc. Corner Washington Ave. & Walnut St. Scranton, Pennsylvania Mack Trucks, Inc. 264 Carey Ave. Wilkes-Barre, Pennsylvania Mack Trucks, Inc. 35 Corliss St. Providence, Rhode Island (Originally located at 1124 N. Main st.) Mack Trucks, Inc. 1129 Fort St. Chattanooga, Tennessee Mack Trucks, Inc. 213 W. Depot Ave. Knoxville, Tennessee Mack Trucks, Inc. 980 Jefferson St. Memphis, Tennessee Mack Trucks, Inc. 801 Lea Ave. Nashville, Tennessee Mack Trucks, Inc. 3611 Irving Blvd. Dallas, Texas (Originally located at 1900 S. Ervay St.) Mack Trucks, Inc. 2901 N. Freeway Fort Worth, Texas (Originally located at 505 W. Weatherford St., and later 2812 N. Main St.) Mack Trucks, Inc. 5331 Gulf Freeway Houston, Texas (originally 1117 Chenevert St.) Mack Trucks, Inc. 704 S. 3rd St. West Salt Lake City, Utah (Originally located at 161 Motor Ave., later at 807 S. Main St.) Mack Trucks, Inc. 528 S. Military Hwy. Norfolk, Virginia (Originally located at 204 W. 24th St.) Mack Trucks, Inc. 1705 Commerce Rd. Richmond, Virginia (Originally located at Boulevard & Leigh Sts., and later 1705 Ninth Street Rd.) Mack Trucks, Inc. 3707 Airport Way South Seattle, Washington (Originally located at 701 9th Ave. North) Mack Trucks, Inc. 309 Puyallup Ave. Tacoma, Washington Mack Trucks, Inc. 5800 McCorkle Ave., S.E. Charleston, West Virginia Mack Trucks, Inc. 4321-31 Wisconsin Ave. Milwaukee, Wisconsin --------------------------------------------------------------------------------------- Mack Trucks Canada 1540 Saskatchewan Ave. Winnipeg, Manitoba, Canada Mack Trucks Canada 140 Clark Side Road London, Ontario, Canada Mack Trucks Canada 2644 Sheffield Rd. Ottawa, Ontario, Canada Mack Trucks Canada 221 Bay Street Thunder Bay, Ontario, Canada Mack Trucks Canada 1350 The Queensway Toronto, Ontario, Canada (Originally located at 1941 Yonge St.) Mack Trucks Canada 5830 Cote DeLiesse Rd. Montreal, Quebec, Canada (Originally located at 1501 St. James St., West) Mack Trucks Canada 395 Alexander St. Vancouver, British Columbia, Canada Mack Trucks Canada 676 Albert St. Regina, Saskatchewan, Canada --------------------------------------------------------------------------------------- Mack Trucks, Inc. Avenida de la Republica 190 y 192 Havana, Cuba --------------------------------------------------------------------------------------- Mack Trucks Australia Darra 4076 Brisbane, Queensland, Australia Mack Trucks Australia Chipping Norton Sydney, New South Wales, Australia Mack Trucks Australia 1850 Hume Hwy. Campbellfield, Melbourne, Victoria, Australia Mack Trucks Australia 541 Prospect Rd. Cepps Cross, Adelaide, South Australia, Australia Mack Trucks Australia Winnellie Darwin, Northern Territory, Australia

This recently published (2014) and well-researched book by author Steve Myers is a must-have for anyone interested in the U.S. truck industry's most accomplished CEO. http://www.amazon.com/Legacy-Leadership-Zenon-C-R-Hansen/dp/1937862755/ref=sr_1_1?s=books&ie=UTF8&qid=1453702144&sr=1-1&keywords=Legacy+of+Leadership+-+Zenon+C.R.+Hansen

The Cruise-Liner was a big step forward for Mack Western. It was the result of west coast truck engineers that Mack had hired. In theory, they could give us a leap forward with a true west coast design. In the eyes of many in headquarters, the original Hayward designed/produced Cruise-Liner was an engineering disaster. The freedom given the west coast engineers was revoked, and the 2nd gen Cruise-Liner was created in Allentown (fixing many of the shortcomings). The MH Ultra-Liner restored Mack's reputation as a designer of well-engineered COEs. The axle-mounted steering arrangement was a huge mistake. The telescoping steering shaft wore out prematurely (we sold thousands of replacements, averaging 2-3 over the life of a truck), as did the steering gears and pitman arms, becoming strong sellers in the parts department. (the output shaft splines and pitman arm splines were constantly wallowed out owing to the nature of the stupid design). The disconnecting (ball and socket) shift linkage, specifically the gears, rails, bushings and seals in the tower, also had unacceptably short life (the average truck's shift tower was rebuilt at least 3 times over its life). It was a terrible design, whereas the shift linkage on the MH Ultra-Liner was superb. I did prefer the original first generation Cruise-Liner instrument panel over the simplified second generation, however the center console had all the aesthetics of a plastic box. It was excessively large and the top (with the vents) frequently cracked and required replacement, a problem resolved with the second generation (It's pretty embarrassing when west coast Mack dealers have console covers hanging in their show room because they're such strong sellers). And then you had those expensive rubber riv-nuts that retained the grille constantly falling out. Here it is year 2016 and I couldn't possibly forget the part number, 68RU29301P5, because it was a hot issue. The Trico pantograph windshield wiper arms and their transmissions didn't hold up. All of these issues were covered in Mack Service Bulletins.............there were more service bulletins on the WS/WL Cruise-Liner than any other single model in the history of Mack Trucks. I found the cab was "beat" less with the 10,500lb front suspension. But dealers were accustomed to ordering the 12,000 front suspension, as they had for years with the heavier steel-cabbed F-model. The work ethic of the people at the Hayward plant was terrible. They were "California casual" about showing up for work......one never knew how many people were coming in. The Allentown people sent out there were in constant frustration. The workers would install cab screws with their power tools until the threads were stripped. They didn't care. The idea of setting up a west coast plant for west coast truck production was logical. However, there was a people problem. This is all why the plant was closed, and the 2nd gen Cruise-Liner was built at Macungie.......with significantly better quality. I believe Peterbilt closed its plant at nearby Newark, California plant in 1986 for the same reason, issues with assembly quality. Caterpillar, Ford, GM and International Harvester abandoned the Bay Area as well.

http://infoobras.mx/io/index.php/2016/01/15/arribara-infraestrucura-industrial-a-escobedo/#more-615

Heavy Duty Trucking / January 22, 2016 Kenworth has made its 40-inch sleeper available for order with either the T880 or T680, designed for a variety of applications, the company announced. The 40-inch sleeper with the T880 is suitable for vocational applications that use straight trucks such as petroleum haulers or the tow industry, and for tractors that transport flatbeds, lowboys or other trailers where length and weight are a factor. The sleeper with the T680 is designed for regional bulk haulers who desire more fuel-efficient tractors. The sleeper provides a 260-pound weight savings compared to Kenworth’s 52-inch regional sleeper. It has a compact sleeping environment designed for comfort and optimal storage. A 24-inch wide by 78-inch long, liftable bunk with 90-degree tilt offers access to under-bunk storage. The sleeper also features 22 cubic feet of storage space to handle extra gear and has storage shelves and a cell phone cubby. The interior includes coat hooks specifically designed to hold hardhats as well as coats. There are two standard toolbox doors. Fleets and truck operators may specify the Diamond VIT or Vantage interior. To help drivers operating in tight locations, customers may order an optional 19-inch by 36-inch stationary or sliding window on the back of the sleeper, while also choosing to add two 19-inch by 12-inch outboard windows to go with the larger window. Some additional options include LED marker lights, extreme temperature insulation, premium speakers, side extenders, and stainless steel sun visor. “Kenworth’s expanded and enhanced sleeper lineup for the T880 and T680 gives our customers greater flexibility and choice in meeting their specific application requirements, while also providing driver comfort in a lighter weight sleeper package,” said Kurt Swihart, Kenworth marketing director. .

Ricardo, GTI to bring natural gas to heavy truck engines Fleet Owner / January 22, 2016 Ricardo announced it will partner with Gas Technology Institute (GTI) on two major contracts to enable natural gas engines to provide an alternative to diesel power for medium- and heavy-duty commercial vehicles on the highways of California. Despite California’s substantial progress in reducing emissions from heavy-duty trucks and other mobile sources, diesel trucks remain major contributors to statewide emissions of oxides of nitrogen (NOx), greenhouse gases (GHG), and diesel particulate matter (PM). By 2031, the South Coast Basin will exceed mandatory air quality standards unless NOx emissions are reduced 90% compared with today. The Ricardo-GTI projects, co-funded by Southern California Gas Company (SoCalGas), are intended to develop natural gas technologies that will reduce NOx emissions from heavy-duty truck engines, helping California achieve attainment of NOx emission levels that surpass the California Air Resources Board’s goals, consume less fuel than current diesels, and provide truck operators with higher engine performance with the same reliability. On the first project, Ricardo mentioned it will support development and testing of advanced natural gas ignition systems, as part of GTI’s collaboration with the California Energy Commission. Ricardo’s role in this project will be to conduct testing of two different advanced ignition systems – High Frequency Discharge (HFD) and Pulsed Nano Plasma (C2) – so their effect on engine performance can be measured and evaluated. In addition to Ricardo and SoCalGas, GTI’s other partners on this project include Power Solutions International and EnerPulse Technologies, the company said. The second project, also co-funded by SoCalGas, will see Ricardo support GTI in the development of an ultra-low emission natural gas engine for on-road class 4-7 medium and heavy-duty trucks, sponsored by the South Coast Air Quality Management District. These classes of diesel vehicles are currently among the top ten sources of NOx emissions in California’s South Coast Air Basin, and are projected to remain one of the largest, even as the legacy fleet of older and higher polluting vehicles are replaced by vehicles meeting 2010 emissions standards. The development of ultra-low emission natural gas engines could significantly reduce emissions from this on-road source category and assist the region in meeting Federal ambient air quality standards in the coming years. Such ultra-low emission natural gas engines, capable of emitting 90 percent lower NOx emissions relative to current standards for heavy-duty vehicles, would approach the regional NOx emissions associated with operating an equivalent all-electric heavy-duty vehicle, when the emissions associated with the electricity production are taken into account. In addition to Ricardo, GTI’s other partners on this project include Power Solutions International. “Medium and heavy-duty trucks are an essential part of the transportation mix in California,” Ricardo president Clive Wotton said. “But they are also significant contributors to total NOx emissions. Trucks such as these are not as amenable to the type of electrification and hybridization approaches that have been applied very successfully in the passenger car and SUV sector. However, the substitution of diesel with natural gas as a transportation fuel for these classes of vehicle offers some attractive potential benefits in reducing NOx emissions. We at Ricardo look forward to working with GTI and its other partners on these two exciting projects, in which we aim to address some of the key technical and engineering development challenges to bringing natural gas forward as an attractive alternative to diesel fuel for the medium and heavy-duty trucks on California’s highways.” “SoCalGas is proud to be the only natural gas utility in America that helps fund breakthrough technologies crucial to meeting Southern California’s air quality and climate change goals,” said Rodger Schwecke, vice president of customer solutions for SoCalGas. “We are pleased to be a part of the research to develop new ultra-low emission natural gas engines for the medium and heavy-duty truck market. With this additional engine, we can advance our common goal to reduce emissions and improve air quality and leverage the benefits of low-cost natural gas for transportation applications.”

Friend, many BMT members refrain from posting their thoughts...........when they observe one or more members using a great deal of colorful metaphors (otherwise known as vulgar language and gutter talk). It lowers the quality of the discussion here on BMT (my humble opinion). Differing thoughts from BMT members worldwide make it the world's leading website of its kind. However, profanity brings it down. If you were to say, for example, "the man utterly disgusts me", the BMT membership would be "crystal clear" about your thought process.

The MATS organizer Toby Young is clueless about how a professional truck show is orchestrated. He would do better managing flea markets. The IAA show in Hanover, Germany, the largest commercial truck event in the world, is a first class event. It's troubling that the U.S. market to date has never had a professional truck event like IAA.

The Financial Times / January 23, 2016 Michael Bloomberg, the former mayor of New York, is exploring an independent run for president, a move that would further complicate a White House race that has been completely upended by insurgent, anti-establishment candidates. The founder of the eponymous financial information group who has considered running for president in previous elections is willing to spend $1bn to finance a run as an independent, according to people familiar with the matter. His decision to explore a White House bid comes as anti-establishment candidates — Donald Trump and Ted Cruz for the Republicans and Bernie Sanders for the Democrats — have taken the 2016 race on an unexpected course. Mr Trump has dominated the GOP field for months, leaving centrist candidates such as Jeb Bush scrambling to stay relevant and sparking panic in the party, which believes that his anti-immigrant rhetoric would make it hard to win the White House. Mr Bloomberg has commissioned polls to assess his presidential chances in the past, but concluded that he would face insurmountable challenges as an independent because most Democratic and Republican voters rarely switch sides. But with the race for Democratic and Republican nominations upended by the populist campaigns of Mr Sanders and Mr Trump, respectively, the billionaire is more hopeful that an independent campaign could succeed. It remains unclear how Mr Bloomberg would impact the race. But many of his positions on issues such as the environment to gun control are closely aligned with the Democrats, leading some experts to believe that he would simply hurt the chances of Hillary Clinton, the former secretary of state who is facing an unexpectedly strong challenge from Mr Sanders. The Clinton campaign said it had no comment on the possibility of Mr Bloomberg running. Larry Sabato, a University of Virginia politics professor, said Bloomberg had no chance of winning regardless of how much he spent, and said he was "indulging a fantasy" by believing that there were millions of liberal Republicans and moderate Democrats who would support a campaign. "The former mayor is very liberal on all the social issues, [a] kind of a carbon copy of the Democrats. Whatever percentage he gets will be taken disproportionately from the Democratic nominee," said Mr Sabato. "Believe me, the RNC hopes he makes a bid. Bloomberg could make the eventual Republican nominee, even Trump, competitive in places where he'd otherwise be shut out.” Some Democrats blame Ralph Nader, the consumer rights advocate who ran for president as an independent in 2000, for helping George W Bush defeat Al Gore. The news about Mr Bloomberg's possible interest, which was first reported in the New York Times, comes days before Iowa kicks off the first votes of the primary season with its February 1 caucuses. Mr Trump and Mr Cruz, the firebrand Texas senator, are neck and neck in the agricultural state, far ahead of Marco Rubio, the Florida senator and closest centrist to the frontrunners. In the Democratic race, Mrs Clinton leads Mr Sanders in Iowa but only by a few points, and she is trailing the self-declared socialist in New Hampshire, which will hold its primary on February 9. Mr Bloomberg, with a fortune estimated by Forbes at $38.6bn, won admirers for his achievements as mayor of New York, winning three terms. From his first victory in 2001 to the end of his final term in December 2013, he loomed large on the New York landscape. He helped revive the city in the aftermath of the September 11 attacks of 2001, oversaw a steep fall in recorded crime and passed a landmark smoking ban — something that once seemed impossible. He also pushed to improve public health, trying — but failing — to limit soft drink consumption. He had more success with efforts to curb carbon emissions and used his own money to start a national movement for gun control, which won him enemies from the right of the Republican party. The Cruz campaign said it would welcome his entry into the race. "I don’t want to get my hopes up that the 2016 campaign could be about gun control, cap and trade and big gulps [sodas]," said Rick Tyler, spokesman for Mr Cruz. "Please please run!" Mr Bloomberg left the mayor's office at the beginning of 2014, returning to the financial information group he founded and taking a more active role in running it, restructuring the company's editorial operation and replacing Matt Winkler, his right-hand man of 25 years with the editor of the Economist, John Micklethwait.

CNN / January 23, 2016 Donald Trump boasted Saturday that support for his presidential campaign would not decline even if he shot someone in the middle of a crowded street. "I could stand in the middle of 5th Avenue and shoot somebody and I wouldn't lose voters," Trump said at a campaign rally here. Trump has repeatedly touted his strong support for the Second Amendment and slammed President Barack Obama's recent use of executive orders to expand the reach of background checks needed to purchase a gun. Asked about Trump's comment after a campaign event in Iowa, Texas Sen. Ted Cruz, Trump's top rival for the GOP nomination, shook his head. "I will let Donald speak for himself," Cruz said. "I can say I have no intention of shooting anybody in this campaign."

Pentagon chief says some coalition partners in fight against Isis 'do nothing' The Guardian / January 22, 2016 Ash Carter suggests there are cracks in the unity of the US-led coalition against Islamic State in Iraq and Syria Several members of the US-led coalition attacking the Islamic State group in Iraq and Syria are doing “nothing at all” to help destroy the jihadists, US Defense Secretary Ashton Carter has said. His comments mark a departure from the Pentagon’s typical depiction of the 65-member coalition, which carries the slogan “One mission, many nations,” and is frequently touted to highlight global resolve in the predominantly US effort to defeat the Isis group. “Many of them are not doing enough, or are doing nothing at all,” Carter said in an interview with CNBC on the sidelines of the World Economic Forum in Davos, Switzerland. “We can do a lot ourselves ... (but) we are looking for other people to play their part,” he added, without singling any country out. In a separate interview with Bloomberg TV, Carter called the anti-Isis alliance a “so-called” coalition, highlighting frustrations the Pentagon has with some partners – particularly Sunni Arab nations – not doing enough. “We need others to carry their weight, there should be no free riders,” he said. Carter has spent the past week in Europe, primarily in Paris, where he sought to persuade allies to step up their efforts against Isis. He is meeting with representatives from another 26 allied nations next month to make the same appeal. Carter reiterated calls for one such partner, Turkey, to bolster its fight against the jihadists. Turkey is allowing the United States to use Incirlik, a geographically vital air base in the south, to strike Isis targets in Iraq and Syria, but Carter said Ankara needs to do more to secure its lengthy border with Syria. “Turkey is a long-time friend of ours,” he said during a Davos question-and-answer session. But “the reality is” that it [Turkey] has a border that “has been porous to foreign fighters.” “They’re on the list ... it’s not a small list, of countries that I think could make contributions that are distinctive, unique and necessary to the defeat of ISIL,” he added, using an alternative acronym for Isis. Some Arab and Gulf countries including Saudi Arabia are nominally part of the coalition, but are now more focused on fighting Iran-backed forces in Yemen. The United States has carried out the bulk of the nearly 9,800 air strikes launched in Iraq and Syria since the summer of 2014. But despite calls for additional help, Carter insists the coalition has the jihadists on a back foot, especially since the recapture of the Iraqi city of Ramadi and the targeting of their financial and illicit oil-selling capabilities. In the wake of the terror attacks in Paris in November that left 130 dead, France and Britain joined efforts in Syria. Some of the other nations to have conducted strikes in Iraq or Syria include Australia, Belgium, Canada, Denmark, Jordan, the Netherlands, Saudi Arabia, Turkey and the United Arab Emirates [Russia's significant efforts not mentioned.........what a way to forge a better relationship]. Dozens more countries, including Iceland, Italy and Panama, have pledged varying degrees of support, for instance through the training of local security forces.

The Guardian / January 22, 2016 Documents seen by the Guardian reveal questionable practices that mean people’s drinking water is at risk in ‘every major city east of the Mississippi’ Water authorities across the US are systematically distorting water tests to downplay the amount of lead in samples, risking a dangerous spread of the toxic water crisis that has gripped Flint, documents seen by the Guardian show. The controversial approach to water testing is so widespread that it occurs in “every major US city east of the Mississippi” according to an anonymous source with extensive knowledge of the lead and copper regulations. “By word of mouth, this has become the thing to do in the water industry. The logical conclusion is that millions of people’s drinking water is potentially unsafe,” he said. Documents seen by the Guardian show that water boards in cities including Detroit and Philadelphia, as well as the state of Rhode Island, have distorted tests by using methods deemed misleading by the Environment Protection Agency (EPA). There is no suggestion that EPA regulations have been broken, but the agency’s guidelines have been systematically ignored. The revelation comes as the growing crisis in Flint, Michigan, has prompted an emergency EPA order, the condemnation of Barack Obama and the resignation of a top agency official. The documents show a pattern of behaviour in addressing public health concerns about water across the US where “gamed” tests help ensure that water utilities don’t breach federal lead and copper rules. Dr Yanna Lambrinidou, a Virginia Tech academic, has disclosed what she considers to be evidence of deceptive practices by city water authorities after she sat on an EPA taskforce that reviewed federal rules on lead and copper poisoning that have been in place since 1991. The taskforce ended its work last year, shortly before the full extent of the city of Flint’s problems with smelly, brown water hit the headlines, with Lambrinidou criticising the final report for failing to step up protections to prevent the corrosion of pipes, which leads to lead leaching into water supplies. The documents were obtained by Lambrinidou under freedom of information laws and direct requests to water authorities. They show that several cities have advised residents to use questionable methods when conducting official tests for lead content. These include encouraging testers to run taps for several minutes to flush out lead from the pipes or even removing the filter from taps. Such methods have been criticized by the EPA for not providing accurate results, with the agency telling authorities not to use them. The Philadelphia water department’s instructions to residents in November last year were to “remove the aerator from the faucet. Leave the aerator off until sampling is completed”. This practice was deemed “against the intent of the monitoring protocol” in 2008 by the EPA, which advised against in 2006. In an email to Lambrinidou in November 2015, a senior official at Philadelphia Water said: “We are trying to stay up on the latest science as best we can. We get confused by it and wish that a national forum of experts could get together and agree. But it’s often left to us to try and make sense out of everything that is published and talked about.” Philadelphia also asks testers to “run only the cold water for two minutes” before taking a water sample. This practice of “pre-flushing” the pipes before testing water is repeated in instructions given to Michigan residents, between 2007 and 2015, by cities including Detroit, which requires water to be run for five minutes before testing, Grand Rapids, Andover, Muskegon, Holland and Jackson. Rhode Island department of health documents ask testing residents to run their water “until cold” before sampling. In an email to Lambrinidou, a senior environmental scientist at the department said: “I know that the idea of flushing six hours prior is controversial but, as of now, within the regulations.” Many of these cities also advise residents who conduct tests to put test water into a container in a slow and steady stream from the tap. Containers with small openings are provided to ensure this. Again, this tactic is thought to influence the amount of lead found in a typical sample. Lambrinidou warned that the issue of misleading test results was widespread. “There is no way that Flint is a one-off,” she said.“There are many ways to game the system. In Flint, they went to test neighbourhoods where they knew didn’t have a problem. You can also flush the water to get rid of the lead. If you flush it before sampling, the problem will go away. “The EPA has completely turned its gaze away from this. There is no robust oversight here, the only oversight is from the people getting hurt. Families who get hurt, such as in Flint, are the overseers. It’s an horrendous situation. The system is absolutely failing.” The Centers for Disease Control is very clear about lead’s impacts on children. The agency emphasises that lead has no biological function in humans, and even the smallest exposure can developmentally impair children. Multiple studies over decades have shown wide-ranging and serious health consequences, including death in cases of acute poisoning. One of the most insidious characteristics of lead exposure is the heavy metal’s accumulation in the body: over years lead is stored in kidneys, the liver, teeth and bones, and can be released during times of stress, when bones are broken and during pregnancy. In children, acute lead exposure can be lethal, sending them into a coma, causing loss of motor control or causing “stupor” and hyper-irritability. Lambrinidou’s Virginia Tech colleague Marc Edwards was one of the first scientists to highlight the risks posed to Flint residents by their drinking water. The duo have previously helped illuminate suspect lead testing procedures in Washington DC and produced evidence that the disturbance of pipes in Chicago was causing lead to seep into water flows. In 2008, Cynthia Doughtery, director of the EPA’s office of ground water and drinking water, wrote to Alliance for Healthy Homes, which raised concerns about water in DC. Doughtery stated: “We do not understand why DC Water and Sewer Authority believes it should be necessary to request flushing only in households participating in the sampling. “While this may fall within a strict legal interpretation of the regulations, we believe that it goes against the intent of the monitoring protocol.” Federal regulations set a lead content limit of 15 parts per billion in drinking water. If more than 10% of “high risk” households are found to be above this limit, various procedures such as public information and water treatment are supposed to kick in. The water is tested from the tap by residents who follow instructions from water departments. A report published last year, commissioned by the American Water Works Association, found that if the water was tested directly from lead pipes, up to 96 million Americans could be found to be drinking water with unsafe levels of lead. The EPA has yet to decide whether to implement the recommendations of the lead and copper rule working group that Lambrinidou sat on. Paul Schwartz, national policy coordinator of Water Alliance, who assisted Lambrinidou during the taskforce, said the regulatory regime was inadequate. “The industry’s own reports show that if large water utilities followed the EPA standard for sampling, they would routinely exceed the lead limit,” he said. “The EPA has been in a very cosy relationship with the state regulators and the water utilities. They’ve allowed themselves to be captured and they haven’t followed the science. “What we have is a recipe for a public health disaster that is much larger than what we’ve seen so far. It will take us years to get out of this situation.” The EPA was given a day to respond to the revelations but has not yet responded. The revelations come after Susan Hedman, a regional EPA director for Michigan, resigned on Thursday. The head of the EPA, Gina McCarthy, also issued an emergency order requiring Michigan and the city of Flint to take immediate steps after determining that the response by the local governments has been “inadequate to protect human health”.

Infoobras / January 15, 2016 Navistar will invest US$15 million to construct a new 4,000,800 square meter parts logistics warehouse adjacent to its plant in Escobedo, Mexico. Completion is planned for July 2016. The truckmaker plans for the new facility, in the Vymnsa Industrial Park, to house 10 to 15 of its main suppliers within two years. The goal of the “One Roof” program is to reduce the plant’s lead time for parts as well as reduce logistics costs. Around 300 new jobs are expected to be created at Navistar, and up to 500 jobs at related suppliers. The production model envisioned by Navistar will allow the truckmaker to offer lower pricing, resulting in stronger heavy truck sales in Mexico. Since last summer, Navistar’s Escobedo plant has been producing all versions of its International brand class 8 trucks.

Scania Group Press Release / January 20, 2016 Today, Scania’s global online presence undergoes a major transformation and development. The new Scania Group web site will have a clear focus on news, images and videos about Scania’s operations, businesses and transport solutions from around the world. “We continue to strengthen our online channels,” says Staffan Ekengren, Head of Scania Newsdesk. “As a global company, we know the importance of a strong digital presence to reach our customers and other stakeholders.” “Over the past year, it became increasingly evident that our Newsroom has increasingly become the primary focal point for stories and the gateway to social media,” says Erica Zandelin, Head of Online Governance & Solutions at Scania. “We have now adapted to that development and combined our corporate and current information.” Scania’s new web site is a comprehensive arena for information not just about Scania, but also about developments within the transport and logistics fields – with a significant focus on sustainability. “Much of the long-lasting information on the new corporate site will be perceived as more dynamic since we link information on, for example, sustainability to current and previous stories that exemplify different aspects of the transport and logistics industry,” says Erica Zandelin. As Scania in 2016 celebrates its 125th year anniversary, the new web site also provides comprehensive historical content. For readers more interested in future transport solutions the innovation section will be a treat. The new Scania Group web site can be found at http://www.scania.com/group. For deeper and more detailed insight into Scania’s products and transport solutions, please see Direct link to Scania Trucks page - http://www.scania.com/group/en/section/solutions/trucks/ Direct link to Scania V-8 page - http://www.scania.com/group/en/section/solutions/trucks/v8/

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MAN Truck & Bus Press Release / January 21, 2016

Indianapolis Business Journal / January 18-26, 2016 edition An excerpt from Cummins Chairman and CEO Tom Linebarger’s 2015 year-end letter to all employees, highlighting Cummins’ commitment to its core values such as integrity, diversity and global-involvement. ----------------------------------------------------------------------------------------------------------------------- At Cummins, we believe that when we see discrimination and intolerance toward our colleagues, friends and neighbors, we owe it to ourselves, our communities and each other to stand up and say something. Discrimination and intolerance have no place in our company, in our communities or in our country. Today, divisive rhetoric that isolates minority groups is undermining our ability to see the commonalities we share and inhibiting our efforts to improve our communities. It is wrong to use fear of those who are different to further enshrine discrimination against individuals for political purposes. For example, incendiary and discriminatory language is being aimed at those who are Muslim. Just securing basic human rights for our LGBT citizens has become a major culture war in several states. For African-Americans this is a particularly troubling time. While racism still exists in America today, what has happened in Ferguson, MO., Chicago, IL, and a number of other cities feels different. The level of mistrust between those who are charged to protect and serve and African-Americans has created a toxic environment. People are making incorrect assumptions about individuals because of the color of their skin or the fact they hold a badge. And we will not stop this cycle of fear and mistrust without everyone working together to put their assumptions aside and tackle the real issues of poverty, opportunity and education that are facing us as a country. Cummins has for decades advocated for those who have been marginalized or oppressed. We supported Dr. Martin Luther King, Jr., in the organization of the March on Washington in 1963. We stood up against apartheid in South Africa in the 1980s by withdrawing our business from the country. We opposed measures to ban gay marriage in several states, and we are currently working to advocate for a comprehensive non-discrimination statute in Indiana. Why? Because at Cummins we believe that no company can be successful over the long run unless the communities in which we operate are also strong and successful. As we celebrate the life and work of Dr. Martin Luther King, Jr. I am asking all of you who share our values to speak up when you see or hear discrimination and intolerance. We must be clear that we are not okay with discrimination against our friends, neighbors and colleagues. They are contrary to our values and contrary to the ideals that built this country of immigrants. For those of us who are committed to the principles of diversity and social justice, it is our duty to stand up and be heard. Let’s speak up for those who need a voice and make our communities stronger and more inclusive. – Tom Linebarger, Chairman and CEO, Cummins Inc.