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2 convicted in shooting death of toddler in his stroller Associated Press / July 16, 2015 Two men charged in the shooting death of a toddler being pushed along a street in a stroller were convicted on Thursday. The convictions of Daquan Breland and Daquan Wright in the death of 16-month-old Antiq Hennis in September 2013 were announced by Brooklyn District Attorney Ken Thompson. "The tragic death of this innocent baby is an example of the devastation gun violence can wreak on our communities," Thompson said. "These defendants showed utter disregard for human life, and we will be asking that each of them receives the maximum sentence." Breland and Wright had pleaded not guilty. Following a jury trial, Breland was convicted of murder and criminal possession of a weapon, and Wright was convicted of criminal possession of a weapon. Breland, 25, faces a maximum sentence of 25 years to life in prison and Wright, 21, faces a maximum of 15 years in prison when they are sentenced next month. Antiq was shot as his father, Anthony Hennis, was pushing him in his stroller in the Brownsville section of Brooklyn. Prosecutors said Wright handed a gun to Breland, who fired several shots. Authorities said Anthony Hennis was the target and the shooting may have been gang-related. Breland and Wright were arrested in Wilkes-Barre, Pennsylvania, the day Antiq was buried. Breland offered his condolences to Antiq's family and said the killing was an "evil act" he has to live with. He told the Daily News from jail that "remorseful doesn't even describe what I feel." He said he never intended to hurt the toddler. "I could never do that to an innocent little baby," he said. "It's not in my heart." So the baby, a human life, died. But the shooter (Breland) who snuffed out the child’s life before it even reached two-years-old will only face a maximum sentence of 25 years, rather than immediate execution (an eye for an eye), settlement for the murder he committed. Just unbelievable. "It's all a big misunderstanding.........I never intended to kill the baby, rather I was trying to kill the father"

Scania Press Release / July 16, 2015 The magazine published a list of the 100 greatest trucks of all time in its 7 May 2015 issue and said of its top pick: “Scania’s legendary 3-series takes our top spot. Introduced in the autumn of 1987, the 3-series built on the already enviable reputation of the 2-series and scooped the IToY award in 1989. Still highly regarded today, the top model was the 143M Streamline with 500hp. Trucks don’t get better than this.” The magazine’s 100 greatest truck list did not include trucks built in the past 10 years as “they haven’t had time to prove their greatness or iconic status yet.” Three more Scania trucks also made the list. The 1-series was placed 4th, the R-series came 11th and the Scania-Vabis LB 76, developed as a result of maximum length legislation, was placed 26th. The top 10 greatest truck of all time 1. Scania 3-series 2. Volvo F88 3. AEC Mandator 4. Scania 1-series 5. Volvo FH 6. MAN TGA 7. Leyland Roadtrain 8. Mercedes-Benz Actros 9. Bedford TK 10. ERF EC (11. Scania R-series) (26. Scania-Vabis LB 76) Source: Commercial Motor, 7 May 2015 Additional photographs - http://newsroom.scania.com/en-group/2015/07/16/scania-3-series-is-the-greatest-truck-of-all-time/ .

Daimler Press Release / July 16, 2015 With 40 new Mercedes-Benz Actros 1843 tractors in the corporate colour of orange, Sostmeier Transport is modernising and enlarging its exclusively Mercedes-Benz fleet. Based in Lotte, near Osnabrück in the German state of North Rhine-Westphalia, the transport and logistics contractor has been a Mercedes-Benz customer for over 30 years. The company has a fleet of 220 tractors and 355 semi-trailers. “The Actros impresses with its high standards of quality, durability and technical innovation, complimented by excellent after-sales service,“ said Wilfried Sotta at Sostmeier when he took delivery of the new trucks at Mercedes-Benz’s Wörth plant in July. The Actros sets standards in comfort, driving dynamics and efficiency. The Sostmeier trucks are spec’d with fuel efficient 10.7 litre OM 470 engines rated at 315 kW (428 hp). Thanks to Predictive Powertrain Control (PPC), which enables the Mercedes PowerShift 3 transmission to use GPS map data to match the shift points and cruise control speed to the topography, Sostmeier's new Actros will be even more fuel-efficient and eco-friendly in operation. Equipped with the “Safety Pack Top” package, the 40 tractors are equipped with every available safety system including Stability Control Assist (ESP), Lane Keeping Assist, Proximity Control Assist, Attention Assist and Active Brake Assist 3. “We in our industry bear a great responsibility for both human safety and the environment. I feel this obligation at all times to make sure that our vehicles are safe, efficient and economical on the road,“ says Wilfried Sotta. Wanting to provide his drivers with an ideal work and living environment, Sotta spec’d the largest Actros cab configuration (GigaSpace), along with auxiliary air conditioning, premium level seating, premium bedding, refrigerator and many other extras designed to offer the best possible conditions for life on the road. All future Sostmeier drivers will also be given induction training by professional Mercedes-Benz instructors when the trucks are picked up from the plant in Wörth, in order to familiarise them with their vehicle and its technology and to enable them subsequently to utilise it to optimum effect. “We need to invest in training and comfort, because happy drivers who are loyal to our company are part of the Sostmeier philosophy,” says Sotta. Record-setting Actros with two million kilometres on the clock is indicative of highly positive experience with the Mercedes-Benz brand What exceptional mileage a committed and motivated driver can get out of a high-quality, long-living vehicle is demonstrated by a company record that has just been set at Sostmeier: two million kilometres have been completed by a long-serving Mercedes-Benz Actros 2, model 1841, built in 2005 – with a remanufactured engine, but without any other notable failures. This feat was achieved by the two professional drivers Udo Kefrig and Ralf Anacker, who have been employed at Sostmeier for 38 and 17 years respectively. A long-established two-man team, they take care of special transport tasks with weekly round trips between northern Germany and Switzerland. “Sostmeier normally replaces its vehicles between 900,000 and a maximum of 1.2 million kilometres, depending on use. However, our remarkable duo were agreed that they could better that and bet me they could pass the two-million mark,“ says Wilfried Sotta with a grin. Having won the bet, the two colleagues have also switched to a brand-new Actros and are, of course, aiming to set the next mileage record for their company. Sostmeier's new Actros tractors will be used predominantly on long-distance routes throughout Germany. The company specializes in “just in time“ shipments for the automotive, steel, paper, plastics and chemical industries, and has branches in Germany, France, Italy, Luxembourg, Poland, Romania, Russia, Switzerland and Hungary. .

DAF Press Release / July 16, 2015 DAF now also supplies the Euro 6 CF with the PACCAR PX-7 engine in a number of models with three axles. These combine a higher payload with the efficiency of the 6.7-litre six-cylinder engine. The CF range with the PACCAR PX-7 engine firstly includes a new model featuring a single mounted 7.5-tonne trailing axle behind the 13-tonne rear axle. This increases the net payload to almost 19 tonnes and allows for combined weights of up to 32 tonnes. A number of variants equipped with a dual mounted trailing axle is also available for more heavy-duty use. The new models with a trailing rear axle are ideal for more demanding applications in urban and regional distribution, including the transportation of food products, building materials, chilled goods and livestock. Maximum manoeuvrability Specially designed for applications requiring a higher payload coupled with maximum manoeuvrability, DAF has now upgraded the CF with the PACCAR PX-7 engine to include a steered trailing rear axle (7.5 tonnes). This version is ideal if the truck frequently needs to manoeuvre in confined spaces. All the new models with the trailing rear axle are available with Day Cab, Sleeper Cab and Space Cab. 6.7-litre PACCAR PX-7-engine What the new variants have in common is the 6.7-litre six-cylinder PACCAR PX-7 engine that has power ratings of 208 kW/283 hp or 231 kW/314 hp. A manual transmission with nine gears is available as standard and an AS Tronic automated 12-speed gearbox is available for an additional charge. For even higher payloads, the CF three-axle models are, of course, still available with the 10.8-litre PACCAR MX-11 engine and the 12.9-litre PACCAR MX-13 engine. Production of the new models with the PX-7 engine will start in early November but they can be ordered now. Additional photographs - http://www.daf.com/en/news-and-media/articles/global/2015/q3/16-07-2015-cf-with-px7-engine-now-available-with-three-axles# .

The Renault Kerax is a superb civilian vocational chassis. However, it's not a ground-up military-oriented design. And obviously, Renault Truck does not have a sales and after-sales service network in North America. If Canada wanted to throw its relationship with America to the curb and purchase European trucks, they should have accepted the Rheinmetall bid for the HX77 8x8. Over 50 countries operate the HX series including allies Australia, Denmark, Germany, New Zealand, Norway, Sweden and the UK. Related reading - http://www.bigmacktrucks.com/index.php?/topic/32063-rheinmetall-man-military-vehicles-and-haulmark-trailers-win-158-billion-adf-contract/?hl=rheinmetall http://www.rheinmetall-defence.com/en/rheinmetall_defence/systems_and_products/vehicle_systems/military_trucks/hx_10x10/index.php FYI - One of the goals of Navistar forming a partnership with TATRA in 2010 was to win Canada's MSVS 8x8 contract. .

Buying Oshkosh’s HEMTT A4 8x4 would have been a wise decision, proven vehicles that would have allowed interoperability with U.S. armed forces, Canada’s key ally. ---------------------------------------------------------------------- Oshkosh Defense Canada Delivers MSVS SMP Bid with Next-Generation Capabilities for Canadian Armed Forces Oshkosh Press Release / January 8, 2014 The Canadian Government is taking important steps in modernizing its logistics vehicle fleet by advancing the Standard Military Pattern (SMP) component of the Medium Support Vehicle System (MSVS) project. Oshkosh Defense Canada, Inc., a subsidiary of Oshkosh Corporation, responded to the Government of Canada’s MSVS SMP Request for Proposal (RFP), offering a high performance, low risk solution to meet the Canadian Department of National Defence’s (DND) mission requirements and protect Canadian Soldiers for decades to come. “Working closely with our Canadian industry partners and a growing network of Canadian suppliers, our Oshkosh MSVS SMP offering provides superior vehicle performance, sustainment across six continents, and ultimately, the best overall value for Canada,” said John Urias, Oshkosh Corporation executive vice president and president of Oshkosh Defense. “The Oshkosh MSVS SMP family of vehicles is the next generation of the world’s most trusted, battle-proven military platform in the field today. We are proud to present the Government of Canada with our MSVS SMP bid that meets or exceeds all project requirements, and most importantly, provides Canadian Soldiers with the modern logistics vehicles they need to perform their missions.” The Best Value for Canada Oshkosh, in collaboration with its Canadian team members and suppliers, will return 100 percent or more of the MSVS SMP contract value to the Canadian economy. Oshkosh’s strategic team members for the project include DEW Engineering and Development, General Dynamics Land Systems – Canada, and Link Suspensions of Canada – Raydan Division. “Our MSVS SMP team aligns core Oshkosh design, production and sustainment strengths with Canada’s finest technology, manufacturing and services capabilities,” said John Lazar, senior director of Global Strategic Initiatives for Oshkosh Defense. “We are committed to supporting MSVS SMP and future Canadian vehicle modernization programs by working with companies across Canada and creating new economic value in the process.” Exceptional Performance, Without the Risk Oshkosh designed, extensively tested and built its MSVS SMP solution to bring the latest ground vehicle technologies to the Canadian Armed Forces. The Oshkosh MSVS SMP vehicles and trailers are built to serve a full range of logistics missions from disaster recovery at home to major conflicts abroad. Key vehicle subsystems, including a high-performance drive train, advanced suspension and braking systems, and a state-of-the-art armour protection system, allow the Oshkosh MSVS SMP to achieve a 70 percent off-road mission profile and a 98 percent mission reliability rate – both of which will enable Canada’s ground forces to more safely operate in a vast array of threat levels, climates and terrains. The Oshkosh MSVS SMP builds upon decades of in-theatre experience around the globe and more than one billion real-world operational kilometres accumulated on the Oshkosh Heavy Expanded Mobility Tactical Truck (HEMTT) platform. The acclaimed HEMTT platform is a purpose-built military vehicle that has been chosen by the United States Department of Defense and more than 20 allies worldwide – consistently outperforming commercial vehicle derivatives in competitive scenarios. Canada’s MSVS SMP RFP also includes five years of In-Service Support (ISS). With Canadian troops more frequently mobilized around the world for defence and humanitarian missions, complete life cycle sustainment is increasingly important to ensure mission readiness. The Oshkosh team’s ISS offering leverages decades of performance based contracting and major repair/overhaul programs experience to minimize MSVS SMP life cycle costs while maximizing reliability and readiness rates. “Our ISS plan is based on a robust global supply chain and a mature logistics system that spans six continents,” added Lazar. “By applying our logistics supportability analysis methodology to manage fleet health, Oshkosh has helped reduced military vehicle fleet life cycle costs as much as 70 percent.” https://oshkoshdefense.com/news/oshkosh-defense-canada-delivers-msvs-smp-bid-next-generation-capabilities-canadian-armed-forces/

Diesel News Australia / July 17, 2015 It takes a lot of provocation, but the truckies of Australia have, on several occasions, been driven to block the major highways to make their point. This video celebrates the most famous, the Razorback Blockade in 1979. When the original five drivers blocked the Hume between Camden and Picton, they didn’t even have a list of demands, they were just bloody angry! The confusion led to violence between truckies and police, but after some initial flurries the situation calmed and negotiations began. It took nine days to finally get the promises out of the NSW Government and the trucks started rolling again. Razorback was followed by a similar event with the Yass Blockade in 1988. Again the Hume ground to a halt and the politicians came down to negotiate. More demands and more promises were made. Events the following year like the Grafton Truck and Bus crash, and the consequent government crackdown, provoked another blockade, this time in Albury, in February 1990. Fortunately, there have only been sporadic and short-lived blockades since. Does this mean the situation for trucks has improved? Or has the the truck industry structure changed, with fewer owner drivers and more, larger trucking firms? Similar issues to those the truckies on Razorback were protesting about have raised their heads in China recently. The results seem to also have been similar, with some violence and a negotiations to get improved conditions. Again, many of the protesters are owner drivers.

Owner/Driver / July 16, 2015 NTC supports significant increase in penalties for those who breach chain of responsibility Owner-drivers may face fines of up to $600,000 and five years in prison under a proposal to significantly increase penalties for chain of responsibility (COR) breaches. The National Transport Commission’s (NTC) recently released discussion paper on reforming COR has flagged adopting the penalty framework contained in the Work Health Safety Act (WHS Act), which all businesses already need to comply with. The NTC also wants to ditch COR’s existing prescriptive requirements in favour of the WHS Act’s primary duties approach, which provides an overarching responsibility a party must meet but gives them the flexibility to determine the approach they will take to comply. The proposals are designed to align COR requirements within the Heavy Vehicle National Law (HVNL) with the WHS Act to remove duplication and inconsistencies, but it also may mean implementing harsher penalties. "The maximum court-imposable fines under the HVNL ($20,000 for an individual) are significantly lower than the maximum court-imposable fines under the Model WHS Act," the NTC’s discussion paper says. "Maximum penalties for breaching the primary duties could be amended to be better aligned with the maximum penalties available under the national safety laws, including adoption of hierarchy of penalties based on the nature of the actual harm or damage caused." The WHS Act splits penalties into three categories based on the severity of the offence. The maximum fine for an individual – such as an employee – in the highest offence category is $300,000 and/or five years behind bars. The penalty for an individual running a business – such as a contractor or owner-driver – is $600,000 and/or five years in prison. Even the maximum fines for the lowest offence category are significantly higher than what exists under the HVNL. An employee can be fined up to $50,000, while someone running a business faces up to a $100,000 fine. Depending on the offence, body corporates can be fined from $500,000 (lowest category) up to $3 million (highest category). The NTC says it recognises a final determination on penalties cannot be made until the structure of primary duties is finalised, but it also makes clear that the existing penalties for COR offences are not good enough. "Significant risks to road safety remain because the way the law is structured does not encourage CoR parties to proactively identify and prevent risks, and does not provide sufficient deterrent effect because appropriate penalties are not provided for," the discussion paper states. It adds that the penalties and the threat of imprisonment for breaches of the WHS Act are seen as essential to providing a level of deterrence. "The maximum penalties reflect the level of seriousness of the offences and have been set at levels high enough to cover the most egregious examples," the NTC says. The discussion paper is currently open to industry feedback until August 7. A final version will be prepared for transport ministers to consider in November. The NTC has recommended amendments to the HVNL be drafted in May next year and then implemented shortly after. "It is anticipated that amendments to the HVNL will commence in late 2016 or early 2017," it says. PRIMARY DUTIES SHOULD BE A PART OF COR: NTC A key feature of the NTC’s discussion paper is a proposal to alter how the industry complies with its COR obligations by introducing primary duties for operators, prime contractors and employers. Primary duties are a feature of the WHS Act. They outline a party’s responsibilities in broad terms and allow a company flexibility to determine how to meet them. "The flexibility inherent in a primary duties approach allows for innovation and adaptation in risk management, tailored to the circumstances of the party to whom the duty applies, their role within the chain of responsibility, the nature of the risk to be addressed, and the reasonableness of the party’s use of resources to meet the risk," the NTC says. It says the HVNL as it is currently drafted features detailed prescriptive requirements and does not encourage parties within the chain to proactively identify and prevent risks. "Likewise, a large percentage of offences under the HVNL are dependent upon some harm or incident or injury having had occurred (i.e. permitting the use of an unsafe vehicle), rather than a proactive approach to enforcement where failing to ensure that a vehicle is safe triggers the offence," the NTC says. "Unlike many of the current prescriptive requirements under the HVNL, a failure to discharge primary duties should be considered a breach of the law in itself that is not dependent on the occurrence of some harm, incident or injury having already occurred. Accordingly it is considered that a failure to discharge (or breach) the primary duties should be an offence under the HVNL." The NTC says aligning the HVNL with the WHS Act will reduce inconsistencies but will not lead to a greater compliance burden on the transport industry. "These primary duties will not increase the compliance burden on these parties, but instead seek to clarify the intent of existing obligations and ensure a more flexible outcomes-based approach to compliance," the discussion paper says. It goes on to say that a primary duty, if slotted into the HVNL, will identify the party with the responsibility, the duty they owe and how they must comply. "It is proposed the key obligation of a primary duty holder should be to ensure the safety of road transport operations, vehicles, drivers and the general public," the NTC says. The agency also recommends the addition of role-specific duties for other parties in the transport supply chain, such as consignors and consignees, loaders, loading managers and packers. Furthermore, it says primary duties should also extend to executive officers of transport operators, prime contractors and employers and that the addition of a due diligence duty should be looked at. "A due diligence duty would hold officers and senior managers accountable for managing and influencing behaviour without the corporation first having to commit an offence as is the current requirement under the HVNL," the discussion paper says. "The due diligence duty would also provide clarity to executive officers as to their responsibility to be aware of the hazards and risks associated with the business and provide safe work practices, ongoing compliance and continual improvement." The discussion paper also advocates changes to COR prosecutions by requiring defendants to prove their innocence. It says the onus of proof for all executive officer liability offences should rest with the prosecution. NTC CEO Paul Retter says the NTC’s proposals are an opportunity to restructure and consolidate existing obligations and to ensure all parties bound by COR take a proactive approach to meeting their responsibilities. "These reforms also provide an opportunity to remove existing more prescriptive obligations and to better clarify the roles and responsibilities of all parties in the chain of responsibility, and executive officers," Retter says.

Mack Defense wins $560M Canadian military truck contract The Morning Call / July 16, 2015 Mack Defense has won a pair of contracts to provide standard military pattern trucks and equipment to the Canadian Armed Forces, the company announced Thursday. Mack said the contracts have a combined value of $725 million in Canadian dollars, which translates to about $560 million in U.S. dollars, according to the Bank of Canada's daily currency converter. The contracts, awarded by the Department of Public Works and Government Services Canada on behalf of the Department of National Defense, call for Mack to deliver more than 1,500 [re-badged Renault Kerax] 8x8 trucks, 300 trailers and 150 armor protection systems for the vehicles. Mack will provide an initial five years of in-service support for the truck fleet. Deliveries will begin in summer 2017 with completion slated for fall 2018. For the contracts, Mack Defense will work with its Canadian partners including Volvo Group sister company Prevost; Dumur Industries Ltd.; EODC Inc.; and Link Suspensions of Canada (Raydan Division). System assembly will take place in Prevost's plant in Sainte-Claire, Quebec. Canada's Industrial and Regional Benefits Policy requires companies that win defense and security contracts with the Canadian government place business activities in Canada at the same value of the contract. "Mack has supplied the Canadian Armed Forces with trucks since World War II and we are honored to continue to support Canada's domestic and international missions for years to come," Ryan Werling, president and CEO of Mack Defense, said in a statement. While none of the assembly will be done at Mack's Lower Macungie Township plant, where 1,950 employees work, that facility will see work through another Mack Defense contract win announced earlier this month. That deal, from the General Services Administration, calls for Mack Granite model chassis, which will be modified with wrecker and carrier bodies from a separate agency. Mack Defense LLC, created in 2012, is a wholly owned subsidiary of Mack Trucks Inc. Mack Trucks is part of the Sweden-based Volvo Group.

Trailer/Body Builders / July 16, 2015 Mack Defense has been awarded two contracts by the Department of Public Works and Government Services Canada on behalf of the Department of National Defense to deliver more than 1,500 [re-badged Renault Kerax] 8x8 trucks for the Medium Support Vehicle System (MSVS) Standard Military Pattern (SMP) program and to provide an initial five years of In-Service Support (ISS) for the SMP fleet operating in Canada and throughout the world. Mack Defense (www.mackdefense.com) will also provide 300 trailers and 150 Armor Protection Systems as part of the two contracts valued at $561 million. Deliveries will begin in the summer of 2017 with completion in the fall of 2018. “We are extremely proud that the Canadian government has chosen Mack Defense to provide the Canadian Armed Forces with our MSVS SMP solution,” said Ryan Werling, president of Mack Defense. “Mack has supplied the Canadian Armed Forces with trucks since World War II and we are honored to continue to support Canada’s domestic and international missions for years to come.” The vehicle systems will include multiple variants such as cargo, material handling cranes, load handling systems (LHS), and mobile repair trucks (MRT). Mack Defense will work with key strategic Canadian partners including Volvo Group sister company Prevost; Dumur Industries Ltd; EODC, Inc.; and Link Suspensions of Canada (Raydan Division). System assembly will take place in Prevost’s Sainte-Claire, Quebec, plant. The Volvo Group’s global supply chain, with a strong presence across Canada and in 42 other countries worldwide, serves as the foundation of the In-Service Support program. Related Reading - http://www.renault-trucks-defense.eu/Defense/KERAX/RIGID .

EPA Suing Navistar Over 2010 Engines Transport Topics / July 16, 2015 The U.S. Environmental Protection Agency on July 14 filed a lawsuit against truck maker Navistar International Corp. alleging that the company in 2009 began the manufacture of 7,750 heavy-duty diesel engines it offered for sale in calendar year 2010 that did not meet emissions standards applicable to 2010 engines. “None of the subject engines were covered by a certificate of conformity [nor exempt from the prohibition against selling, offering for sale, introducing or delivering for introduction into commerce engines not covered by a COC] when they were sold, offered for sale, introduced or delivered for introduction into commerce by defendants,” the EPA said. “Additionally, each and every delegated assembly engine was ‘fully assembled, except for aftertreatment devices’ in 2010 and is therefore not a model-year 2009 engine.” A certificate of conformity verifies that a heavy-duty diesel engine meets EPA’s standards limiting the emission of oxides of nitrogen and non-methane hydrocarbons. Navistar could face penalties of up to $37,500 per day for each violation of the Clean Air Act. “We dispute these allegations,” Navistar spokesman Steve Schrier told Transport Topics. “We believe our 2010 engine transition was appropriate, and we intend to aggressively defend our position going forward.” In its complaint, EPA said that on Nov. 3, 2010, the EPA sent Navistar a request “seeking certain information as part of an EPA investigation into Navistar’s compliance with the emissions standards.” “EPA generally sought information from Navistar relating to the names, build dates, model years, vehicle information numbers, serial numbers, engine classes, dates of installation and assembly, and other information related to engine and vehicle manufacturing operations of Navistar,” the lawsuit said. On Feb. 4, 2011, Navistar provided an initial response to EPA claiming the information being sought was confidential. The EPA said it has determined that some, but not all, of the information submitted to the agency in a spreadsheet deserves “confidential treatment.”

Transport Topics / July 16, 2015 Less-than-truckload carrier Con-way Freight is purchasing 875 new trucks to update its fleet of linehaul and pickup/delivery vehicles. In a July 16 statement, the LTL carrier, the largest subsidiary of Con-way Inc., said the vehicles are made by the Freightliner division of Daimler Trucks North America. Con-way ranks No. 4 on the Transport Topics Top 100 list of U.S. and Canadian for-hire carriers. Ann Arbor, Michigan-based Con-way said it will take possession of the trucks this year. Of the total, 450 will be Class 8 Cascadias for linehaul work and the rest will be Class 7 M2s for pickup and delivery. The carrier also is buying 1,750 new trailers made by Con-way Manufacturing, formerly Road Systems, another unit of Con-way Inc. “The new power units will provide greater fuel efficiency, as they are designed with better emission controls and features,” said Tim Killilee, senior director of maintenance at Con-way Freight. “Most importantly, we have listened to our drivers and incorporated their feedback in the process, including features they’ve identified as being critical,” Killilee said. The Cascadias will have automated manual transmissions, and the M2s will have fully automatic transmissions. The company said managers made that choice because “without the need to operate a clutch and manually shift through the gears, drivers are able to place additional focus on traffic and road conditions as well as proactive defensive-driving techniques. ” The linehaul tractors also will have forward-looking, adaptive radar for front-collision avoidance, lane departure warning and rollover-stability control systems. The parent company also owns a major carrier, Con-way Truckload.

Prime Mover Magazine / July 16, 2015 In preparation for the commercial launch of the International ProStar in early 2016, Navistar Auspac said the new model is currently undergoing a “detailed component analysis” to ensure a smooth roll-out. In a media statement released yesterday, the company said the launch at the Brisbane Truck Show was but one of many steps in the process of rebuilding International’s presence. “From here on a major focus is confirming ProStar’s engineering credentials for this market before it goes on sale early next year,” said says Glen Sharman, Director of Sales, Marketing and Business Development at Navistar’s Australia/Pacific division, Navistar Auspac. “This is certainly no quick ‘tick the box’ exercise,” said Navistar Auspac Chief Engineer Adrian Wright (pictured). “Between now and ProStar’s commercial availability next year, every component and assembly will be assessed, evaluated and ultimately validated for Australian conditions.” He added, “At the same time we’ll be verifying the aerodynamics and fuel efficiency which are such big assets for ProStar in the US. So while dealership and service structures continue to be negotiated and developed, engineering appraisal and on-road testing of ProStar is now running at full throttle.” While Australia may be a relatively low volume market in the global context, Navistar engineering executives are well aware of this market’s highly competitive and often demanding character. Consequently, Navistar engineering teams have adopted a ‘high volume’ approach which effectively works to avoid small problems becoming big issues on high volume production lines, said Wright. “For a major manufacturer like Navistar, a small issue can have dramatic flow-on effects for the company and worse, its customers,” explains Adrian Wright. “This exercise is all about avoiding those issues.” Wrigth said there were “hundreds of components” under evaluation still, with well over 2200 parts and assemblies making up the bulk of the right-hand-drive ProStar’s ‘bill of materials’.

Fleet Owner / July 16, 2015 C.R. England has introduced 2016 Western Star 5700 XE tractors into its fleet, the company announced. Starting in July and then over the next several months, almost 200 new units will be put into service in the C.R. England fleet, with tenured solo and team drivers and million miler drivers the first to receive the Western Star vehicles, the company said. Tenured independent contractors with lease availability will also be offered the option on new units. "The adaptive cruise is so innovative and makes it easier to focus on being safe," said Zach England, chief operating officer, after a recent trip driving one of the vehicles. "We are pleased with this new addition to our fleet and expect it to be quite popular with our drivers." The tractors feature woodgrain and leather interiors and a Detroit Powertrain, which the company said combines the DD15 with the direct drive DT12 automated shift transmission. In addition, these trucks come with safety features including forward collision mitigation, adaptive cruise, and hill-start technologies. The Western Star 5700 XE has been designed to increase efficiency and to reduce the total cost of ownership, the company said. "Over the course of the last 12 months, we've been working with our valued partners at Warner Truck Center and Western Star Corporate to procure these state of the art tractors," said Brandon Harrison, co-chief operating officer. "We're thrilled to be in a position to offer our professional driver force some of the best and safest equipment on the market."

Glider Kit Amendment Stalls with House Bill Heavy Duty Trucking / July 16, 2016 An amendment limiting the EPA’s ability to regulate glider kits under Phase 2 greenhouse-gas and fuel-economy rules has stalled in the U.S. House of Representatives, as its underlying bill was pulled from further consideration by House leaders because of an unrelated controversy. The amendment was offered by Congresswoman Diane Black (R-Tenn.) in response to concerns by constituents who assemble and sell glider-kitted trucks, and some fleets that buy and use them, reports the American Truck Dealers and its parent, the National Automobile Dealers Association. The amendment to House Resolution 2822, an appropriations bill funding the Environmental Protection Agency and other government operations, passed by voice vote on July 8. However, the bill became snarled in the controversy over the Confederate flag, and it now appears unlikely to pass in this session, making the amendment’s fate uncertain, says ATD-NADA. Under the amendment, EPA couldn’t use appropriated funds during fiscal year 2016 to require most gliders to use diesel that meet current exhaust emissions limits. That is one of the many provisions in the proposed Phase 2 standards requiring better fuel economy and lower emissions beginning with model-year 2018.

Senate Panel Reverses Course on Rentals of Recalled Vehicles Bloomberg / July 16, 2015 A Senate panel killed a proposal to permit companies to continue renting vehicles that have been recalled, a measure criticized by consumer groups, automakers and even some rental-car companies. The Commerce, Science and Transportation Committee instead voted Wednesday to require cars be repaired before they’re rented. The change resulted from an amendment by Senator Claire McCaskill, a Missouri Democrat. It modified a bill, introduced last week by Senator John Thune, a South Dakota Republican, that would have allowed rentals with known safety defects as long as companies disclosed the open recalls to customers. “When consumers and families drive a rental car off the lot, they should be able to do so with the confidence that car is safe to drive, and we’re one step closer to that peace of mind today,” McCaskill said. The panel approved the overall bill, which sets policy for automotive, trucking and rail regulators, on a party-line 13-11 vote. Democrats objected to the measure, saying it failed to include needed auto-safety provisions. In the past week, Honda Motor Co. joined General Motors Co. as the second automaker to back the Democrats’ push for a ban on rentals with safety defects. Consumer Protection The American Car Rental Association, a trade group that includes Hertz Global Holdings Inc., Avis Budget Group Inc. and Enterprise Holdings, described the original Republican bill as a “significant step back in consumer protection” compared with current industry practices in a July 13 letter to committee leaders. The National Automobile Dealers Association and the Alliance of Automobile Manufacturers aired objections about the Democrats’ proposal, saying it would have the unintended effect of harming consumers because dealerships would be forced to repair rental cars before their customers’ vehicles. Thune said the overall bill would increase funding for National Highway Traffic Safety Administration investigations and double civil penalties for automakers to $70 million. Those changes would be directly tied to the agency adopting changes recommended by Transportation Department inspector general, he said. “The bill before us today makes a host of important improvements when it comes to motor vehicle safety,” Thune said. Jail Time Democrats introduced an amendment that failed on a party-line vote to give NHTSA more funding and allow jail time for executives who hide auto-safety defects. Some critics said the legislation failed to reflect safety lessons learned from faulty ignition switches in General Motors Co. vehicles and Takata Corp. air bags that exploded and killed motorists. “This is a tragic and neglectful assault on consumer rights in favor of the auto and trucking industries,” said Senator Richard Blumenthal, a Connecticut Democrat. “Sadly, the majority failed to learn the lessons of the GM ignition-switch cover up and Takata’s exploding air bags.” The legislation approved by the panel would force the Federal Motor Carrier Safety Administration to overhaul one of its primary enforcement tools, a publicly available listing of safety violations of trucking and bus companies, which compares individual firms with industry averages. The agency would have to remove scores from public view while it responds to critiques from the Government Accountability Office and the Transportation Department’s inspector general. That change has been backed by the trucking industry. For railroads, the measure would allow the Transportation Department to adjust deadlines for implementing crash-avoiding train technology on a case-by-case basis. Thune said the action was needed because few railroads were going to make the existing 2015 deadline. Installations would be delayed to no later than 2018.

The New Ford Everest: Engineered for Extraordinary Ford Press Release / July 15, 2015 The new Ford Everest is exceptionally versatile, equally at home in busy urban traffic and the most extreme off-road terrain. A bold exterior and spacious, modern interior complement advanced technologies that make it one of the smartest SUVs in its segment. Related reading: http://www.bigmacktrucks.com/index.php?/topic/39398-2015-ford-everest-global-debut/?hl=everest http://www.bigmacktrucks.com/index.php?/topic/39373-ford-everest-taming-the-terrain/?hl=everest http://www.bigmacktrucks.com/index.php?/topic/37730-ford-introduces-all-new-mid-size-everest-suv/?hl=everest .

Automotive News / July 16, 2015 Ford Motor Co. has begun offering discounts that can exceed $10,000 on its new aluminum-bodied F-150 pickup, which has been losing sales and market share this year as the automaker works to build inventory on dealer lots. The company's website offers "up to $10,029 in total savings" on a 2015 F-150 XLT SuperCab 4X4 with the luxury chrome or sport package in some U.S. regions. That model comes with a discount of $7,050 in other areas, according to Ford.com. U.S. sales slid 8.9 percent last month for Ford's F-Series pickups, its top-selling line and most profitable vehicles. The truck's share of the big pickup market fell to 28 percent in June from 33 percent a year earlier, according to Autodata Corp. Ford blamed tight inventory caused by the conversion of two plants to build the trucks, the first mass-market vehicles to use lightweight aluminum so extensively. “The truck hasn’t sold up to expectations for the most part,” said Akshay Anand, an analyst at auto researcher Kelley Blue Book. “This may be a hint that in certain parts of the country, the issue might just be more than supply.” Improving inventory of F-150 is allowing Ford to offer more competitive incentives as part of its Summer Sales Event promotion, Erich Merkle, the company’s sales analyst, said Wednesday. He said overall incentive spending is down from a year ago and that the truck is selling for $44,100 on average, the highest transaction price in the segment. “What will be more telling is whether the incentives start to go out nationwide,” Kelley Blue Book’s Anand said. “If limited to higher end trims and packages, this may not have a huge effect for the moment, as a truck still makes plenty of profit.” Ford cut spending on marketing promotions per vehicle 16 percent in this year's first half to an average $2,736, according to Autodata, which found smaller increases by General Motors Co. to $3,427 and Fiat Chrysler Automobiles NV to $3,277. Some dealers began advertising discounts of $10,000 to $11,000 off the new F-150 in June, Automotive News reported on July 1. Asked about the dealer ads touting $10,000 discounts on F-150, Ford's top U.S. sales executive said the incentives were being offered by individual dealers. "I can tell you that that number of $10,000 is commonly used by our competition," said Mark LaNeve, vice president of U.S. marketing, sales and service. "So you've probably seen a competitive response by a given individual dealer." Sales of GM's Chevrolet Silverado truck jumped 18 percent last month, as its share of the full-size pickup market grew two points to 25.9 percent. Sales rose 0.6 percent for Fiat Chrysler's Ram pickup and gained 4.3 percent in the first half.

Bloomberg / July 15, 2015 Former U.S. Transportation Secretary Ray LaHood discusses the state of America’s infrastructure as the lack of funding for transportation. Video - http://www.bloomberg.com/news/videos/2015-07-15/america-is-one-big-pothole-ray-lahood

Truck News / July 15, 2015 Ontario-Canada-based Titanium Group has announced it’s adding 240 new Volvo VNL 670 trucks to its fleet. The first shipments have already arrived, with the company scheduled to take delivery of 140 this year and in early 2016. Titanium has also secured build slots for an additional 100 trucks scheduled for delivery next year, the company announced. “The increase in the size of our fleet is a direct response to our customers needs in our core markets where access to freight capacity has become limited,” announced Ted Daniel, Titanium Group CEO. The company currently operates 350 power units, including 30 Volvo trucks that have already been delivered in 2015.. A portion of the new trucks will be used to replace equipment obtained through future acquisitions and some will replace existing power units. The trucks will be financed through Volvo Financial Services, the company announced.

New bill mandates driver duty-time pay, doubles insurance minimum Fleet Owner / July 13, 2015 Just a couple of days after raising a ruckus about truck safety in a Senate subcommittee hearing, and about year after trying to block the hours-of-service restart rollback on the Senate floor, Sen. Cory Booker (D-NJ) has introduced legislation containing a list of items “to modernize truck safety standards,” ranging from equipment mandates to operations management. According to the summary and commentary provided by Booker’s office, the Truck Safety Act (S. 1739) provisions address: Minimum insurance. Increases the minimum levels of insurance trucks must carry from $750,000 to $1.5 million. Insurance minimums have not been raised since the 1980’s and the current amounts do not provide adequate compensation for victims. The bill also increases insurance levels to keep pace with inflation, and gives the Secretary of Transportation discretion to raise minimum levels if deemed necessary. Collision Avoidance Systems. Requires a rulemaking for commercial motor vehicles to have crash avoidance systems, such as forward collision warning systems and lane departure warning systems. The National Transportation Safety Board found that these advanced systems are critical to preventing rear-end collisions, thus saving lives and reducing injuries. Speed Limiting Devices. Requires the Secretary of Transportation to finalize regulations requiring commercial motor vehicles to have speed limiting devices to prevent speeding. Safety advocates have estimated that the rule could prevent more than 1,000 fatal crashes. Driver Compensation. Requires the Secretary of Transportation to mandate that employers compensate truck drivers for hours worked. Unfortunately, standard industry practice is for truck drivers to be paid based on miles driven and not hours worked, causing truckers to be overworked which creates perilous safety conditions on the nation’s roads. Excessive Commuting. Would require a study on the effects of excessive commuting. There are concerns that far too often, truck drivers commute several hours to and from their base of operation, only adding to the grueling schedules many of them already work. “Truck drivers work extremely long days to deliver the goods we depend on and keep our economy moving, but too often this comes at the expense of their safety and the safety of other drivers,” Booker said in statement. “We can significantly reduce the number of accidents on our nation’s highways by harnessing new technologies, and better protect victims of truck accidents by raising insurance minimums for trucks that haven’t changed in over 30 years. The Truck Safety Act will protect all drivers and make our nation’s highways safer.” Booker is the top Democrat on the Commerce committee’s transportation subcommittee, which has jurisdiction over truck safety. The full committee is scheduled to meet Wednesday on the Senate’s proposed highway bill, a six-year program that contains a number of trucking-related provisions.

Fleet Owner / July 15, 2015 In its formal report regarding the investigation of a horrific truck-motorcoach collision last year that killed 10 people outside Orland, CA, the National Transportation Safety Board (NTSB) is again recommending that event data recorders (EDRs) be installed on commercial vehicles. “With access to event data recorders, we might have been able to determine why the truck crossed the median, which could have enabled us to make recommendations to prevent it from happening again,” NTSB Chairman Christopher Hart in his remarks at agency’s crash briefing yesterday. “Much of the reason that aviation is so safe today is that we have required such recorders for decades so that we can learn the lessons of accidents,” he added. “But they are still not required in commercial trucks or motorcoaches despite more than a decade of recommendations by the NTSB.” Mark Rosenker, who served as NTSB chairman from 2005 to 2009, stressed a similar point during a presentation at the 2015 ALK Transportation Technology Summit back in May. “Accidents never involve only one thing; they are a chain of events that come together for a catastrophic result,” he explained. “Thus the NTSB’s mission is to establish what happened, how it happened, determine the probable cause, and make sure it never happens again. And that’s where data can make a really big difference.” In the Orland crash that occurred on April 10, 2014, NTSB determined that a 2007 Volvo truck-tractor operated by FedEx Freight crossed a 58-foot-wide median, struck a 2013 Nissan Altima four-door passenger car, and then collided head-on with a 2014 Setra motorcoach. Both the truck and the motorcoach drivers were killed, along with eight motorcoach passengers, while 37 motorcoach passengers and two occupants of the passenger car sustained injuries. NTSB said its Investigators were unable to determine why the truck crossed the median, but they ruled out both truck and motorcoach driver inexperience, licensing and training, as well as alcohol and drug use, mechanical factors, and weather as causes of the crash. Likewise, the agency said it found no evidence that the truck driver suffered from distraction, fatigue, or that he intentionally crossed into opposing traffic. Along with its renewed call for mandatory EDRs on trucks and motorcoaches, NTSB offered several other recommendations: That motorcoach interiors be designed with improved flammability requirements;That current motorcoach safety standards lack adequate requirements for emergency lighting and signage and should be beefed up to require independently powered lighting fixtures, use of photo luminescent material to mark emergency exits, and windows that remain open after being opened for emergency evacuations;That motorcoach companies provide a pre-trip safety briefing or video concerned safety and evacuation procedures;That a secondary door be installed on motorcoaches for use as an emergency exit to expedite evacuations and reduce the potential for injuries caused by jumping from window exits.

Fleet Owner / July 15, 2015 According to data collected by Equipment Watch Intelligence, Freightliner holds the top two spots for day cab tractors in the Class 8 market. However, 2012 models dominated the Class 8 sleeper market. Based on 26,650 monthly sales records that power Truck Blue Book, the top five heavy-duty models on the commercial truck resale market for June 2015 – for Class 8 day cab tractors, Class 8 sleep tractors, and Class 7 – are: Class 8 day cab tractors: 2007 Freightliner M2 106 2010 Freightliner C12042T 2015 Kenworth T800 2016 Peterbilt 348 2007 International 8600 Class 8 sleep tractors: 2012 International ProStar 2012 Freightliner CA-125-SLP 2012 Kenworth T700 2012 Kenworth T800 2012 Volvo VNL-64-T-670 Class 7: 2006 Sterling Acterra 2006 International 7400 2006 Chevrolet KODIAK C7500 2006 GMC TOPKICK C7500 2008 International 7300 .

Article - http://blog.caranddriver.com/rule-the-beach-with-this-classic-off-roader/ Picture gallery - http://www.caranddriver.com/photo-gallery/rule-the-beach-with-this-classic-off-roader#1

Please remember, the arrogant Ustian aside, the Massive EGR (MEGR) system used by Navistar was designed and funded by the EPA (with your tax dollars). Your EPA decided that MEGR (EGR levels from 35% to 50%) was the optimum technology, but they needed at least one truckmaker to run with their ball........and a politically correct Ustian agreed to do it (because the EPA was paying most of the tab).