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Linfox calls order impracticable and unworkable Big Rigs.com.au / April 15, 2016 Linfox (www.linfox.com) has addressed questions raised about its position on the introduction of a the safe rates order by the Road Safety Remuneration Tribunal (RSRT). The large transport provider has supported the tribunal as a way to improve our industry's safety standards from the beginning, but the company says the current order is, "impracticable and unworkable". Linfox Executive Chairman Peter Fox claims that Linfox leads the industry in safety, when responding to the Order. "Linfox leads the industry in safety, training and innovation," he said. "This is evidenced by our Vision ZERO safety campaign. Despite rumours Linfox will stand to gain from the Order, they say owner drivers are a valuable part of their operations. "Owner drivers are important to our business and we operate with a limited number of owner drivers who provide services during peak periods," said Mr Fox. "Media reports claiming that Linfox stands to benefit from the long distance order are inaccurate, create confusion and exacerbate concerns in the industry and among members of the public." Despite calling the current order unworkable, Linfox does support the introduction of minimum safety standards. "Linfox does support the introduction of minimum national safety standards for the transport sector. These standards are long overdue and need to be developed and implemented as a matter of urgency," Mr Fox said. For over a decade, Linfox has advocated for improved safety on Australian roads and the compulsory introduction of in-cab telematics or European style 'Black Box' technology.. "Addressing safety requires real commitment and it is the view of the business that the compulsory introduction of advanced telematics is a top priority for both the industry and government regulators," Mr Fox said. "Linfox implores the Federal Government to legislate in this area. To do so will bring about an immediate and real improvement in safety on Australian roads." Linfox submissions to the RSRT on Friday 25 March, 2016: ...The setting of minimum rates for contract owner drivers engaged in long distance operations is a more complex task than the setting of minimum rates for contract drivers engaged in local supermarket distribution operations. ...it's also not right to all of a sudden put a transport operator in a position where his freight charges double. He has no ability to recover that from a consignor. ...It would just be a fundamental turning on its head of the current transport arrangements. ...Linfox is presently unable to support the setting of specific minimum rates for contract owner drivers engaged generally in long distance operations.

Prime Mover Magazine / April 15, 2015 The Victorian Government has announced the launch of a set of digital maps that are able to provide real-time information on the State’s High Productivity Freight Vehicle (HPFV) network. The Victorian Minister for Roads, Road Safety and Ports, the Hon. Luke Donnellan, presented the new online tool during a breakfast event hosted by the Victorian Transport Association (VTA) in Melbourne this week. Available on the VicRoads website, the maps are part of a new HPFV policy that will see the Government focus stronger on providing access for longer heavy vehicles to improve freight productivity. As such, Donnellan said they would not only indicate the maximum load capacities specified for each Victorian road, but also list the types of vehicles permitted. They also include an overview of current access restrictions and potential obstacles, with live information on what authorities are planning to do to resolve each bottleneck. “A simple mouse click will reveal details like construction status and a specific ‘due for completion’ date,” Donnellan said – pointing out that the tool would allow industry to hold the State Government accountable. “That way we enable operators to organise the right equipment and obtain the relevant permissions in time for construction projects to be finished.” Indicating that Higher Mass Limits (HML) are bound to become “the norm” in the State, Donnellan added the road network must be adjusted to deal with the more productive vehicles. "We want to see the freight network throughout the State open to 30 meter (98.4 ft) HPFVs at Higher Mass Limits,” he said. “In regional areas, we will also permit combinations up to 36 meter (118.1 ft) long – as we are already doing on the road-train network in north-west Victoria." VTA CEO Peter Anderson commented the new HPFV policy and maps were the start of a “State-based mapping system that will see transport operators use to strategise and plan within their freight businesses”. He explained, “The VTA has worked closely with the Andrews Government and Vicroads to see this policy come together and we’re pleased it’s now a reality. “These new HPFV network maps are a powerful tool for freight operators. Their interactivity and the depth of information available will help operators plan their journeys with certainty and, in turn, quote with certainty.” While currently the HPFV map only displays information relevant to Super B-Doubles in both quad/tri and quad/quad configurations, it will reportedly receive on-going updates, with A-doubles up to 85.5 metric tonnes (188,495 lb) to be added over the coming months.

Transport Engineer / April 15, 2016 Doncaster-based McGregor Logistics has taken delivery of 20 fixed-roof curtainsider trailers from Schmitz Cargobull – the first of their type to go into service in the UK. The new trailers – which comply with DIN EN 12642 Code XL load security regulations and feature a bulkhead specific for the British market – join 30 other Schmitz Cargobull curtainsiders McGregor Logistics operates throughout the country. Katy Williams, operations director at McGregor Logistics, says: “We have been purchasing our trailers from Schmitz Cargobull for more than a decade now because they simply have the best build quality. In addition, the trailers are lighter than their nearest competitor, which means an increase in payload on each journey. “Our trailers also work hard, so the modular bolt-on, bolt-off design means they are extremely easy to repair if necessary.” The curtainsiders do not require internal restraints as the body and curtains are strong enough to contain the load – as long as the goods are loaded within the positive fit standards set out in legislation. Removing the internal restraint requirement makes loading and unloading quicker and easier, allowing for more efficient operations. The design delivers this performance benefit without operators having to compromise on safety. The trailers have wraparound curtains and a new aluminium front bulkhead with galvanised steel front and rear corner posts. This enables standard-spec forklifts to load through the side aperture, without requiring a side-shift capability. The curtainsiders also feature stacker ramming protection, lashing eyes along the entire outer frame and Schmitz’s Rotos axle unit which comes with a 1,000,000km warranty. To trailers have been fitted with Dhollandia tail-lifts, with platform warning lights and trolley stops. Video - http://www.cargobull.com/uk/Curtainsiders-Platform-Trailers_7_579.html .

He really did. An indescribably great American actor, Jackie Gleason was very unique.......he dictated his own terms. One of his last efforts, I enjoyed him in "Nothing in Common" (His co-star Eva Marie Saint, another old name, was also good).

Dagens Industri / March 15, 2016 Olof Persson was far from penniless when he was fired from his position as president of Volvo. He received a golden parachute of 50 million kronor (over US$6.1 million) in salary, bonus, free shares and pension when he left the job, according to Dagens Industri (DI). Olof Persson was President of AB Volvo for four years, from 2011 to 2015. During this period, he pocketed a breathtaking 124 million kronor (US$15.2 million), including pension and free shares, according to DI. During his last years as the president, he introduced large savings packages which among other things caused over 4,000 employees to lose their jobs. A hefty sign-on There is big money in circulation for the top men at the Gothenburg company. Volvo's annual report reveals that the incoming CEO, Martin Lundstedt, got a so-called sign-on bonus of five million (US$613,843) when he was recruited from Scania, a sum any football player on IFK Göteborg would have been happy with (the Gothenburg-based Swedish football team). It is rare that companies pay transfer fees to recruit employees. A CEO of a listed company is supposed to get paid anyway. The Board's decision Volvo has provided a brief commentary about the startling sums. - When it comes to the CEO's compensation to which it is a matter for the board. The Board of Directors has decided on both the previous and current president, "said Volvo press officer Kina Willeke to Dagens Industri. http://www.di.se/artiklar/2016/3/15/volvos-chefsbyte-blev-dyrkopt/

Give the good folks at Watts an e-mail. parts@wattstruck.com

Scania Urban Tipper: enhancing road safety in city centres Scania Group Press Release / April 14, 2016 In response to the challenge to reduce risk and afford greater protection to pedestrians and cyclists, Scania – the UK’s market-leading eight-wheel tipper supplier – has worked with its industry-partners and academic research bodies to develop a new standard for tippers operating within city centres. Equipped with a lightweight body, the vehicle has been specified for applications where it is anticipated that 90–95 percent of the vehicle’s driving-time will be on the public highway. Designated the Scania Urban Tipper, the vehicle encompasses a raft of safety-enhancing features: Breaking away from the 8×4 norm, the 8×2*6 configuration provides a highly manoeuvrable chassis with three steering axles. 410 horsepower Euro 6 engine: Requiring only Selective Catalytic Reduction (SCR) to meet the Euro 6 exhaust emissions standard, Scania’s 410 horsepower SCR-only engine has broken fuel-efficiency records in independent trials conducted throughout Europe. Fully-automated gear-selection: Two-pedal Scania Opticruise transmission enhances safety in operation by reducing stress and fatigue on the driver. Full air-suspension: Enables the chassis height to be lowered when driving in urban areas, thereby also lowering the driver’s eyeline for better direct vision. Suspension can be raised to increase ground clearance when working on more demanding terrain. Passenger vision door: Developed specifically for the UK market, the large glass panel provides the driver with a direct line-of-sight to the front nearside of the vehicle. Active safety features: The Scania Urban Tipper features a range of proven safety features including Advanced Emergency Braking, Lane Departure Warning , Electronic Stability Program and a Camera Monitor System.

When you called your local Mack dealer's parts department (or the good folks at Watts Mack) with your truck's model and serial number (located on the vehicle identification plate affixed to the driver's door), what did they say?

New North American Commercial Vehicle Show Slated for September 2017 Heavy Duty Trucking / April 14, 2016 A new, bi-annual North American trucking trade show has been scheduled for September 2017 in Atlanta. The inaugural North American Commercial Vehicle Show, focused on the commercial fleet and heavy truck market, will debut September 25-29, 2017, with more than 300,000 square feet of exhibition space. The new show will be organized and managed jointly by Hannover Fairs USA (HFUSA), a subsidiary of Deutsche Messe, and Newcom Business Media, the organizer of the Canadian-based Truck World and ExpoCam trade shows, through the North American Commercial Vehicle Show Partnership. (Newcom also publishes trucking magazines such as Today's Trucking and Truck News.) The NACV Show will be held on alternating years from the IAA Commercial Vehicles show in Hannover, Germany, held during the even years. IAA is hosted by Deutsche Messe and owned by VDA (Verband der Automobilindustrie e.V.). Deutsche Messe also organizes China Commercial Vehicle held in Wuhan, China. The NACV Show will target North American-based commercial fleet owners, owner-operators, commercial and light commercial vehicle dealers, distributors, repair shops, truck manufacturers and the commercial vehicle trade media. This is not the only effort to establish a new North American trucking show that will alternative years with IAA. Last month, the American Trucking Associations, along with the Heavy Duty Manufacturers Association division of the Motor and Equipment Manufacturers Association, announced they are working with global event management and trade show firm Messe Frankfurt Inc. to develop a new, biennial North American-based truck and transportation event. However, no details on dates or location were announced. These developments come in the wake of the major original equipment (truck and engine) makers deciding not to exhibit at this year's Mid-America Trucking Show in Louisville, Ky., with many saying they would prefer an every-other-year format like IAA.

How Automation, Technology Will Change Trucking in the Next Decade Heavy Duty Trucking / April 14, 2016 The changes currently happening in technology and automation are likely to change trucking as profoundly as the development of the Interstate Highway System, predicted Noel Perry Thursday in FTR’s monthly State of Freight webinar. “Most of the time, the future is not that much different, and the details of it are uncertain enough, that spending a lot of time worrying about what happens 10 years from now doesn’t make a lot of sense,” said Perry, an economist who has specialized in the transportation and logistics industry for decades. In forecasting, he said, you concentrate on things that are both important to the industry and of a high probability. For a small fleet in the 1950s, the importance of highways that could halve transport times was evident. When President Eisenhower signed the bill establishing the Interstate Highway System, the probability of that change became not only high, but a virtual certainty. Today, Perry said, “the explosion of digital calculating tools and automating tools will have an equally large effect on our business 10 years from now” as the highway system did on the business. “We see a lot of them being introduced and tested right now, so the likelihood is high.” By the late 2020s, he said, we will no longer have a driver shortage, making it tough to get higher rates. Other costs will be lower. Yet taxes, he said, will be higher, as governments turn to trucking to not only pay for infrastructure but also for increasing social services for an aging population, and for the country’s rising debt and higher interest on that debt. From an economic standpoint, however, a decade from now we’ll see that the explosion in automation “erases the advantage China has over us in labor costs and economies of scale.” Today’s automated manufacturing tools, he said, will be more affordable for smaller companies. “That means the U.S., which has tremendous advantages in capital, logistics and materials, reverses its position as a high cost manufacturing location and becomes a low cost manufacturing location,” Perry said. “Even better than Mexico. A lot of the economic benefit we’ve lost overseas will come back. And it will just about offset the job losses from automation inside our manufacturing places.” However, he said, these changes also will reduce the amount of transportation that’s required. As plants gain the ability to become smaller through automation, they can move closer to customers. We may see the re-opening of car factories in California, for instance. So length of haul goes down. On top of that, he said, with automation comes less waste in the manufacturing sector. “When you take waste and length of haul out, it’s very likely we’ll be moving fewer ton miles of freight than we do today. That’s great for the economy, very efficient; it’s not so good for us in transportation. “The demand for transportation will change from a volume issue to a quality issue. These tools will require more precise transportation. It’s going to be about quality and service.” Add to the increased efficiency and productivity of the manufacturing sector the potential for increased automation and “productivity” of transportation itself, and you could see the number of trucks needed reduced by as much as half, Perry projected. “As we automate the construction and operation of our highways, capacity increases without changes in investment,” he said. If you just get everyone driving the same speed, for instance, you lose the inefficient “accordion effect” and reduce accidents. “If you put in some more sophisticated technology it’s possible to triple the capacity of any highway,” he said. So other than increased taxes, he said, other costs will go down — driver costs, fuel costs, accident and insurance costs, etc. Many of these technologies are already partially in play, he said. Look at navigation (“nobody carries maps anymore), automated paperwork in the form of electronic logs, automated lane management and following distance systems. Some fleets are already using these technologies, and some will be mandated. “So this stuff is coming at us very rapidly, more so than I thought originally.” “When it happens, the driver shortage goes away,” Perry said. In 2018-2020, he said, we’ll still have a problem with the supply of drivers being less than demand because of regulatory problems. “But once we get into the ‘20s and productivity goes up, supply will be higher and demand will be lower…. of course that has profound implications for pricing…. the only way we’re going to make money … is to emphasize quality.” .

Fleet Owner / April 13, 2016 Commercial vehicle drivetrains are constantly breaking new ground these days. For fleet managers, it can be a lot to keep track of. And sometimes if can all seem a bit pointless: after all, trucks can only go so fast, and drivers can only drive so long during the course of a day. And therein lies the point to all of these new tech: Going faster for longer hours is increasingly harder to do. And, with the advent of mandated electronic logging devices, it will soon be literally impossible to do without getting caught. So, the answer for truck fleets today is efficiency: Maximizing every second of available time and every mile of legal highway speed you have available to you in the course of a driver's work day. And you're on the verge of getting at tool that is going to allow you to accomplish that goal in ways that seem unimaginable today. Telematics aren't new. It's been around for years and has already proven to be a highly valuable tool for fleets engaged in both vocational and on-highway applications. But, in my opinion, the next generation of telematic vehicle systems will be a game-changer: A new technology so potent and effective that in five years' time, you'll wonder how you ever ran a fleet without it. Here's why I think that: Telematics systems are increasingly being tied in with a new generation of vehicle-to-vehicle communications systems and self-diagnosing powertrains. And the potential those two technologies have for fleets is obvious: Severely limit -- or even eradicate -- unscheduled downtime, instantly reconfigure drivetrain performance settings to meet any road or terrain condition at hand, and optimize available hours of service by rerouting around traffic congestion and accidents. All those new systems will tie together through advanced telematics to completely transform fleet operations in the very near future. Drivetrains will soon have the power to self-diagnose themselves and identify component failures before they happen. Electronic control modules, which are constantly making exponential leaps in computing power, will soon monitor a whole host of critical drivetrain telemetry in real time. This information will be constantly compared to an already-growing batch of Big Data being compiled by powertrain suppliers and OEMs to catch failures before they leave your driver sitting by the side of the road. The system might, for example, detect a sudden sustained spike in coolant temperature along with a slight loss of system pressure and decreased resistance from the water pump pulley. A check with data wirelessly compiled over millions of hours of real-time use by the engine manufacturer will show that those conditions, combined with the number of miles on the engine and hours of operation correspond with an impending water pump failure in less than 500 miles. At that point, electronic arrangements will begin to alert the driver and the fleet, locate a replacement water pump inside the 500 mile geofence, schedule a bay and an arrival time for the truck. Approvals and repair costs will be handled electronically as well. But that's just the beginning. Let's say you've got trucks picking up cargo at the Port of Mobile, Alabama, and hauling those goods up to Chicago. Very soon, you'll be able to program those trucks to instantly adapt to their terrain conditions to insure the most efficient operation at all times. For example, the land north of the Gulf Coast is essentially flat. Your preprogrammed telematics system will recognize its location and request a fuel-map, torque and horsepower adjustment from your powertrain provider to meet those terrain conditions. Later on in the trip, south of Birmingham, the terrain will begin to rise and hills will increase steadily as you draw near the Tennessee border and move up toward Kentucky. Again, your telematics system will recognize that terrain and have changed and will request a new set of engine operating parameters with higher horsepower and more torque to help the driver deal with those new driving conditions. Once the truck has crossed into Indiana and onto the Great Plains, the powertrain will once again update its powertrain settings and revert back to a lower horsepower operating mode to save fuel. Your driver is saving additional time because he hasn't had to pull into any weigh stations on this trip, either. That's because your fleet has a good CSA score and this particular truck's overall health and maintenance record as well as its weight is available via telematics for State DOTs to electronically inspect. As your truck draws near a weigh station, the data is flashed to the DOT and quickly verified. Everything looks good, so your driver gets a message that he doesn't have to pull in. There's always a chance he might draw a random inspection -- but your fleet's CSA sore is so good, that rarely happens anymore. Things start to tighten up as your driver nears Gary, Indiana. Traffic is increasing sharply, as is the presence of law enforcement. At this point, based on prior citations your fleet has gotten in this area, you could opt to use your telematics system to limit a truck's top speed in this area to 65 mph to help your driver avoid a speeding ticket. Meanwhile, in the cab, the driver has, in real time, received notification about a bad accident closing down the Interstate west of Gary. Using real-time data from vehicles actually stuck in the traffic jam, as well as public information data being provided by emergency response teams, the system will be able to accurately predict delay times, measure those times against available hours of service and scheduled delivery time while suggesting an alternate route that will cut over and bring him up to Chicago from the south to insure an on-time delivery. It's all heady stuff. But it's also simple, practical and makes absolute sense from both a fleet, and a driver's, perspective. Telematics will mark a new era in hyper-efficient trucking. And it will all happen seamlessly, reliably with with almost no human management required.

Fleet Owner / April 14, 2016 At this week's Truck World Show, International Truck unveiled its fourth model of the International HX Series line-up, the HX520—a 120" BBC set-forward axle truck or tractor designed to serve the heavy haul tractor, construction dump and platform stake/crane markets. The HX Series, a new line of Class 8 vocational trucks designed to deliver the strength and endurance required for the severe service industry, was introduced at the 2016 World of Concrete trade show in Las Vegas in February. "The HX Series raises the bar for premium vocational trucks, and was designed with feedback from leading severe service customers," said Bill Kozek, president, truck and parts, Navistar. "Each of the four models in the series has been engineered to deliver unmatched performance for the most punishing jobs, while making operators more productive." "We have been generating a steady stream of truck orders since we launched the HX Series and that number is growing by the day," said Jeff Sass, senior vice president, sales and marketing, Navistar. "We expect demand for the HX Series to continue to grow with the HX520 debut." According to the company, the HX Series was engineered to withstand the most punishing job sites and includes features such as 12.5" x .5" single rail delivering 3.5 million RBM at 13% less weight than that of a double 10" rail, a 40-degree wheel cut with 425 series tires for improved maneuverability and the all-new DriverFirst Cab Air Suspension. Four HX Series models are offered, with both set-forward and set-back front axle models in either short or long hood, depending on the application. The fourth model in the series, unveiled at Truck World is: - The HX520, is a 120" BBC Set-forward Axle Truck or Tractor with primary vocations including heavy haul tractor, construction dump and platform stake/crane. The three models unveiled at World of Concrete are: - The HX515 is a 114" BBC Set-forward Axle Straight Truck with primary vocations including concrete mixer, construction dump, refuse/roll-off and crane. - The HX615 is a 115" BBC Set-back Axle Truck or Tractor with primary vocations including construction dump, concrete mixer, platform stake/crane and refuse/roll-off. - The HX620 is a 119" BBC Set-back Axle Truck or Tractor with primary vocations including heavy haul tractor, construction dump and platform stake/crane. The HX515 and the HX615 models are powered by Navistar N13 engines, while the HX520 and HX620 models offer the Cummins ISX15 engine. For more information on the HX Series or to locate a dealer, visit: InternationalTrucks.com/HXSeries.

Commercial Carrier Journal (CCJ) / April 14, 2016 A new trucking trade show that will allow suppliers, trucking OEMs and others to showcase their products has been announced by Hannover Fairs USA (HFUSA), a Deutsche Messe subsidiary, and Newcom Business Media, organizer of the Canadian-based Truck World and ExpoCam trade shows. The inaugural North American Commercial Vehicle (NACV) Show, focused on the commercial fleet and heavy truck market, is set for Sept. 25-29, 2017 in Atlanta, and will consist of more than 300,000 square feet of exhibition space. The NACV Show will be held on alternating years from the IAA Commercial Vehicles show in Hannover, Germany, which is held during even years. “The new North American Commercial Vehicle Show is a perfect fit with Deutsche Messe’s commercial vehicle events portfolio,” says President & CEO of HFUSA Larry Turner. “HFUSA and Newcom are uniquely positioned to develop and organize this new event while working with the industry to guarantee the needs of all participants are met.” The NACV Show will specifically target North American-based commercial fleet owners, owner-operators, commercial and light commercial vehicle dealers, distributors, repair shops, truck manufacturers and the commercial vehicle trade media, organizers say. Last month, the American Trucking Associations and the Heavy Duty Manufacturers Association announced the two groups were also exploring the possibility of launching a U.S.-based truck show with German trade show firm Messe Frankfurt as a partner. No further details from that announcement have been made available to-date. Preliminary plans for the potential ATA/HDMA event also called for an early fall date in odd-numbered years.