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Transport Topics / July 6, 2015 Volvo Trucks has become the second truck manufacturer to decide against exhibiting at the Mid-America Trucking Show next year. “We evaluate all of our sales and marketing activities when we develop our business plan,” company spokesman Avery Vise told Transport Topics. “As part of that effort, we have decided not to participate in 2016.” Vise said the Greensboro, North Carolina-based truck and engine maker believes a show like Mid-America “would benefit from a biennial schedule” similar to the IAA Commercial Vehicles show in Hanover, Germany. Vise added Volvo Trucks plans to return to MATS in 2017. The comments echo those made in May by Daimler Trucks North America President Martin Daum, explaining to TT why the company had decided not to attend next year’s MATS The show, a massive exhibition of equipment and regulatory information, is scheduled for March 31 to April 2 in Louisville, Kentucky. Mack Trucks, also part of the Volvo Group in North America, has not made any decisions regarding Mid-America, according to John Walsh, Mack’s vice president of marketing. “We evaluate each trade show opportunity every year to ensure that we’re not only getting the best return on investment for Mack, but that we’re doing the right things for our customers, and we continue to move through that process for 2016,” Walsh said in an e-mailed statement. Truck makers Navistar International and Paccar Inc.’s Kenworth Truck and Peterbilt Motors, all of which traditionally have had a significant presence in the South Wing of the Kentucky Exposition Center, did not respond by TT’s deadline. Toby Young, president of Exhibit Management Associates, which owns and operates the show, said he was not surprised by Volvo’s decision. “We figured after hearing from DTNA that any truck OEM that followed their lead would be one with a significant presence at IAA,” he said. Young said he had spoken with the other truck makers about next year’s show, noting that the window to claim exhibit space is from July 15 to Sept. 15. He also said less than 10% of exhibiting companies at MATS take part in IAA, which has led him to believe MATS can continue in an annual format. “We hope other OEMs and suppliers see MATS 2016 as a chance to improve their location and increase their presence to take advantage of the absence” of DTNA and Volvo, Young said. MATS has been held each year since 1972. This year, it convened March 26-28 and had record-breaking attendance of 81,768 and more than 1,000 exhibitors. The IAA Commercial Vehicles show takes place during the fall of even-numbered years. Last year’s show, from Sept. 25 to Oct. 2, saw more than 250,000 visitors and 2,000 exhibitors. Volvo’s European commercial vehicles division, which includes Renault Trucks, had a sizable booth inside the Hanover exhibition center. Claes Nilsson, president of the European division of Volvo Trucks, kicked off the company’s press event by premiering a new television advertisement to promote its I-Shift dual-clutch gearbox. The press conference also included Volvo Buses debuting its model 7900 Electric Hybrid. At IAA in 2012, Volvo made a large splash on the truck side, using the show as the launching point for its updated FH series for the European market. Related reading - http://www.bigmacktrucks.com/index.php?/topic/40008-daimler-trucks-pulls-out-of-mid-america-trucking-show-in-2016/?hl=mats

Autoblog / July 6, 2015 Of all the pressing problems in the world, drivers might assume the manner in which they park their cars would fall pretty low on the priority list of any self-respecting municipality. But many recent news stories have shown otherwise. The latest example of overzealousness in the parking-enforcement realm comes from Jacksonville, Florida, where city council members are mulling an ordinance that would make it illegal for residents to back into their driveways and park facing the street, unless their license-plate information was visible. The proposal is intended to help city inspectors enforce rules that prohibit residents from storing cars that don't work on their property, reports The Florida Times-Union. Right now, the city's efforts to prevent such blight have hit a snag – with cars parked backward, they can't read the license plates and issue the citation. So the current proposal would mandate that car owners either park their cars with their rears showing toward the street or, for cars backed into a driveway, the license-plate information must be displayed in two-inch-tall letters that can be seen from the street. It's only one of several recent parking controversies. Two weeks ago, New Hampshire's highest court upheld the rights of a local group to feed strangers' parking meters before they expired. The city of Keene had argued the efforts of these vehicular Robin Hoods interfered with the city's contracts with meter maids. The group viewed the city's parking enforcement as a "municipal cash grab," writes TheNewspaper.com. Earlier this year, a homeowners association in suburban Syracuse, New York, sued two of its residents who had the audacity to park their Ford F-150 pickup in their driveway. Provisions in the HOA's bylaws stated only "private, passenger-type pleasure automobiles" could be parked in driveways. Homeowner David Orlando said the pickup was a personal automobile and not used for any commercial purposes. In late 2013, two men in Garden City, NY, were admonished by police officers as they prepared to wash their Volkswagen Golf in their home driveway. A local ordinance prohibits the washing of cars in public places. In a video of their encounter, the men tell the officers their driveway is not a private residence. The officer responded, "It's still in public view."

Maryland mother dumps baby on the side of the road Associated Press / July 6, 2015 A Maryland mother is being held on $500,000 bail after police say she left her 6-week-old daughter on the side of a road Saturday. Anne Arundel County police charged 26-year-old Sandra Clara McClary of Baltimore with child neglect and reckless endangerment on Sunday. A resident of Pasadena found the infant in a scuffed carrier before midnight Saturday and called police. Police say McClary called police Sunday morning claiming to be the baby's mother. McClary is scheduled to go to trial this week in a string of robberies. In a 911 call that police released Monday, the dispatcher sounds incredulous when the caller reports that a baby in a stroller is in the road near her house. A baby can be heard crying during some of the call. Caller: I have a problem here. I live at ... And it's a baby in our street, and no one's around and baby's just steady crying. Dispatcher: About how old? Caller: About 2 months old. Dispatcher: And there's no one around? Caller: No one at all. She's in a stroller, we don't want anyone run over her, out in the street. Dispatcher: It's in the road? Caller: In the road.

Mother starved 5-year-old stepson in closet until he weighed just 29 pounds Daily News / October 6, 2014 A Texas woman who kept her severely malnourished five-year-old stepson in a closet under the stairs until he weighed only 29lbs has been charged with felony injury to a child by omission. Tammi Bleimeyer, 34, from outside Houston, was charged with felony child endangerment last year when the disturbing treatment of the boy, Jordan, came to light after his stepbrother spoke out. Jordan was visibly emaciated in March 2014, with bones visible through his skin and bruises, according to authorities. He went to pediatric intensive care before regaining health. A soiled mattress was found in a closet under the Bleimeyer's home along with a lock. Mrs Bleimeyer denied the abuse and said that her 16-year-old biological son was lying because he did not respect his new 24-year-old stepdad, Jordan's biological father, because of the small age difference. The biological mother of seven is now estranged from husband Bradley Bleimeyer, who was also charged with child endangerment. Jordan's biological mother Wendy Hall said the boy told her he was fed just a cup of water and a piece of bread every day. He was also allegedly drugged by his father to keep him quiet when guests were over. Child protective services took custody of Jordan and Mrs Bleimeyer's other children. Ms Hall was granted access to her son while he stayed with an aunt. .

Houston mother starves boys, locking them in closet ABC / July 6, 2015 Houston mother Sandra Anna Gonzalez is facing multiple charges on allegations of child abuse, and authorities described her 10-year-old son as being so malnourished that he looked "like a prisoner of war who had been starved." The case came to light last fall when an employee at Beneke Elementary School reported a boy with multiple visible injuries was sitting on the curb outside the school, and said he didn't want to go home because his mother was abusing him, according to court documents. The boy, who was then 10 years old, told Sergeant E. Gonzales with the Precinct 4 Constables Office that his mother, Gonzalez, was abusing him by "wiping her feet on his and his brother's knees and shooting him with a BB gun." Sgt. Gonzales said when the boy took off his shirt, he could see more bruising and abrasions, as well as the boy's spine and ribs, and the child appeared to be severely malnourished. A deputy interviewed Gonzalez at the family's home, where she lived with her boyfriend and six children. The deputy identified a 12-year-old boy with similar injuries and possible malnourishment, but other children in the home appeared to be in good health. While the brothers were receiving treatment at Texas Children's Hospital, they told authorities they were only allowed one bologna sandwich a day and spent their time locked in the laundry room, while the other siblings ate as much food as they wanted. The 10-year-old said their mother would punish them by shooting them with a pellet gun, and allowing their other brothers and sisters to do the same. He recounted an example of his mother slamming his brother's head into the wall for eating food, and said she later painted her room to cover the blood spots. The boys also say they were forced to kneel on 'seeds' all day as a punishment for stealing food. Records obtained by Eyewitness News show Gonzalez has had a long history with CPS. Some cases date back more than a decade, to 2004, when she lost custody of two kids to her husband. In 2006, she lost custody of four other children to their aunt, but got them back in 2009. Gonzalez's current boyfriend said he had nothing to do with the other children. However, he does admit that he has a newborn with Gonzalez, and that child is also currently in foster care with the other four children. Gonzalez, 35, is charged with two counts of injury to a child. She is currently out on bond.

Maryland boy dies after beating for eating birthday cake Reuters / July 6, 2015 A 9-year-old Maryland boy who was handcuffed and beaten by his mother's boyfriend for sneaking birthday cake has died from his injuries, police said on Monday. The boy, Jack Garcia, died on Sunday after being on life support at Children’s National Medical Center in Washington, a Hagerstown police spokesman said. Robert Wilson, 30, the boyfriend of the boy's mother, handcuffed and beat the 9-year-old boy late on Tuesday after he caught him eating birthday cake without permission at their home in Hagerstown, about 50 miles (80 km) northwest of Washington, police said in a statement. Police arrived around 10:30 p.m. to find Jack suffering severe injuries to his face, neck, back, buttocks, legs and abdomen. He was unconscious and not breathing. Wilson was charged on Wednesday with first- and second-degree assault, child abuse and reckless endangerment.Police will seek murder charges pending an autopsy report. Wilson is being held on a $1 million bond. .

Insurance Journal / July 6, 2015 On a twisty, snow-lined hill that the locals call “Devil’s Backbone,” a 12-ton semi-trailer came loose from its tractor and plowed into an oncoming line of pre-dawn commuters. At 40 miles per hour, the trailer struck the side of one pickup truck and careened head-on into another, killing the drivers of both vehicles. At first the Jan. 24, 2014, crash on U.S. 50 in Cincinnati’s eastern suburbs drew only the attention of Ohio authorities, who faulted the semi driver for not properly inspecting the hitch that holds the trailer to the tractor. But 17 months later, the National Highway Traffic Safety Administration has raised the possibility that the hitch was defective. On June 9, the agency began investigating a potentially high rate of trailer separations for the hitch involved in the crash — the “Ultra LT” made by Fontaine Fifth Wheel of Trussville, Alabama. Fontaine says it is cooperating with the probe. The Ultra LT could be in use on as many as 6,000 semis across the nation. Given the nearly 1 1/2-year gap between the crash and the investigation, the safety agency could face renewed criticism for failing to analyze its own data to uncover a safety problem — the same failure that delayed recalls of defective General Motors ignition switches and faulty Takata air bags. Although the agency’s new administrator says reforms are underway, one frequent critic of NHTSA sees remnants of an old problem. “(The Fontaine case) sounds like an artifact of what we used to see from the agency over time, an inability to connect the dots,” says Sean Kane, president of Safety Research and Strategies. Kane says the agency needs to move quickly given the number of semis using the Ultra LT hitches. The agency says it acted properly, opening the investigation after Fontaine said it wanted to replace all 6,000 hitches for unspecified “non-safety” reasons. The agency investigated the hitches once before, in 2011, after Fontaine issued a service bulletin. NHTSA found 12 complaints about the hitches, plus one crash with no injuries. Truck companies Freightliner, Kenworth, Volvo and Mack recalled 2,400 tractors to replace a bar that locks a pin from the trailers to the hitch. NHTSA said Fontaine made a design change at that time to prevent the problem from occurring in future products. In 2012, Fontaine revealed another problem with the Ultra LTs in a second service bulletin, but the agency decided the issue didn’t warrant an investigation. As required by law, Fontaine notified NHTSA of the Cincinnati-area crash in August of last year, as did the truck’s maker, Navistar. Fontaine subsequently submitted reports that blamed the crash on an improper hookup by the driver, so the agency didn’t pursue the matter further. Once Fontaine said it wanted to replace the hitches, NHTSA decided to act. Agency spokesman Gordon Trowbridge says the investigation will “determine if the service bulletin, the fatal crash and the plan to replace all of the fifth wheels (hitches) have a common safety-related root cause.” Fontaine has until July 24 to turn over communications on the Ohio crash and other information. Steve Mann, vice president of engineering for Fontaine, which is part of Warren Buffett’s Berkshire Hathaway Inc., says in a statement that the company analyzes data to help ensure “safety and reliability.” NHTSA said in documents that Fontaine believes operator error caused the Devil’s Backbone crash. Before he drove on the hill that frigid January morning, Michael Simpson tried to hook his grocery trailer to a tractor at a truck yard north of Cincinnati. Three times, it didn’t latch, he told police. It locked on the fourth try, and Simpson drove a short distance to make sure. He checked again while en route to an IGA store, saying he was “concerned.” Then, about 6:30 a.m., as he was climbing Devil’s Backbone, the trailer came loose. It tore across the side of Michael Brown’s Chevy Silverado, killing the 43-year-old father of three. Then it hit Shawn Wilson’s Dodge Ram head-on, killing the 39-year-old father who had one daughter. “It was a terrible accident. Just so sad,” said Kathy Sabo, who saw it happen while driving to work and tried to help victims. The Ohio State Highway Patrol investigated, finding that the hitch didn’t lock due to a combination of the minus 4 degree temperature and a buildup of frozen grease on the pin and receiver. Days after the crash, tests showed the hitch worked just fine. Sgt. Charlie Scales, a reconstruction expert, says Simpson would have spotted the loose connection if he had properly inspected the hitch. Simpson, now 62, was convicted earlier this year of vehicular manslaughter, a misdemeanor. His commercial driver’s license was suspended for 90 days and he got a year’s probation. His attorney in a lawsuit stemming from the crash wouldn’t comment. Scales says loose trailers and a lack of proper visual inspections by truckers are common. But in most cases, an unhitched trailer stops safely and is re-attached to the truck, he says. Timeline of Probe into Big-Rig Hitches March 1, 2011: Fontaine Fifth Wheel sends service bulletin to customers telling them that the Ultra LT hitch used on semis may not lock properly and trailers can detach from tractors on the road. The bulletin also is sent to the National Highway Traffic Safety Administration.April 15, 2011: NHTSA opens investigation to find out which tractor manufacturers use the Ultra LT.May 13, 2011: Daimler Trucks North America recalls 2,281 Freightliner cabs to replace the locking bar on the hitches.June 27, 2011: NHTSA closes investigation, says it knows other truck manufacturers used the Ultra LT on tractors and will work with Fontaine “to ensure that the remaining vehicles are identified and remedied.”July-September 2011: Paccar recalls 10 Kenworth trucks to fix the problem. Mack Trucks and Volvo Trucks recall a total of 129 cabs for the same issue.April 4, 2012: Fontaine issues a second service bulletin telling customers that the hitches can have a bent lever that also can allow trailers to come loose. Problem is caused by “improper coupling techniques.” NHTSA says it reviewed bulletin but took no action because warnings about proper product use are common.Jan. 24, 2014: Trailer comes loose from International ProStar tractor on U.S. 50 east of Cincinnati. Plows into oncoming traffic, killing two men, each driving a pickup truck. Two others hurt.August, 2014: Fontaine and Navistar report the crash to NHTSA as required by law. No NHTSA action is noted in records, but agency says it asked for more information in September.November, 2014: Fontaine responds with report blaming crash on truck driver error in coupling trailer.May 13, 2015: The company meets with NHTSA safety investigators to discuss a third service campaign to replace 6,000 Ultra LT hitches for unspecified “non-safety” issue.June 9, 2015: NHTSA opens investigation to test the Ultra LT and estimates that 6,000 tractors are on the road with the potentially defective hitches. Fontaine says it will cooperate with the probe.Sources: NHTSA documents, agency and Fontaine statements.

Volvo Press Release / June 30, 2015 Volvo Trucks continues to improve productivity within construction by releasing another five new features, including Volvo Dynamic Steering for dual front axles and increased front axle loads. This further highlights Volvo Trucks’ special attention to the construction segment. The first Volvo FMX from 2010 was followed up with a completely updated version in 2013, including innovative breakthroughs such as Volvo Dynamic Steering. In 2015 Volvo Trucks introduces a new series of solutions that enable trucks and drivers operating in tough conditions to perform their work more smartly and efficiently. "Volvo trucks have a solid reputation for their quality and drivelines. By adding new, innovative features we give our customers access to a broader range of options and unique ways to improve productivity," says Ricard Fritz, Vice President, Volvo Trucks Brand. In addition to introducing a heavy duty bumper for the Volvo FH series and the industry-first Automatic Traction Control function for the Volvo FMX, five more features are now available: Volvo Dynamic Steering for dual front axles: Volvo Dynamic Steering is now also available on trucks with dual front axles, a very common configuration in construction operations. Since such trucks often carry particularly heavy loads or superstructures, the benefits are very noticeable for the driver. In addition to far lower turning resistance at low speeds, the steering wheel returns automatically to the straight-ahead position after full lock, cutting out the need for added effort in close-quarter manoeuvring and saving the driver both time and energy. Volvo Dynamic Steering, which was launched in 2013 and was showcased in for example the YouTube hit "The Hamster Stunt", consists of an electric motor that compensates for vibration and steering wheel movement while minimising the amount of force needed to steer the truck. Increased front axle loads, dual front axles: Volvo's heavy duty trucks with dual front axles increase the maximum technical capacity from 18 to 20 tonnes. Customers benefit from both improved productivity and added flexibility. The extra load capacity translates directly into increased income-earning potential, something that is particularly valuable when transporting heavy materials in construction operations. On a 4-axle truck with a gross weight of 32 tonnes the load bed is also longer and there is greater flexibility regarding where to place a load such as gravel in a tipper body. This means maximum load is reached more quickly when loading and that the driver can be certain about meeting weight limitations. Higher load capacity above the front axles also permits a greater variety of crane configurations and allows other applications with considerable weight on the front axles. Five-axle trucks, 10x4 and 10x6: On many markets, the trend is towards increased gross combination weights of between 50 and 76 tonnes. In order to meet the demand for heavier applications both on highways and in construction, Volvo Trucks is now launching factory-built 5-axle combinations. The two front axles permit up to 20 tonnes maximum load and the three rear axles can handle up to 36 tonnes, resulting in both increased payload and greater flexibility for customers. This solution is also suitable for concrete pumps and large crane trucks that need uniform axle load distribution. By reducing pressure on the axles, many of these vehicles can be transported over longer distances on regular highways, resulting in both faster transportation and increased income potential. Rear air suspension in combination with driven front axle (Volvo FMX): The new possibility of combining an air-suspended rear axle with a driven front axle permits the highest level of comfort even for trucks with all-wheel drive. Whereas leaf springs are generally dimensioned for the heaviest weights, air suspension offers the flexibility of adjustment to suit the weight of the load. This results in a smoother driving experience and less wear on truck, driver and road surface. Thanks to less vibration - especially when the truck is driven without a load - the driver can maintain a higher average speed on bumpy construction site roads and can thus handle more deliveries during each shift. In addition to the enhanced comfort, Volvo Trucks' air suspension also offers ground clearance of at least 300 mm and effective protection for all vulnerable components. Electronic Brake System for drum brakes: Now even customers who specify drum brakes for operation in particularly dusty or wet conditions can benefit from the advantages of Volvo's Electronic Brake System (EBS). The system's electronics give access to a range of intelligent functions such as Hill Start Aid for better control on steep gradients. Safety is also improved thanks to integration of engine braking and retarder function, known as Brake Blending. In addition to improved brake function, EBS in combination with drum brakes also offers access to Volvo Dynamic Steering (not with drive to the front wheels) and more efficient gear changes since I-Shift obtains some of its information from the electronic braking system. "We want to be the leading brand in the construction segment just as we are in long haul. These new features in combination with our completely updated product range clearly sets a new standard for what a construction truck can deliver," says Ricard Fritz, Vice President, Volvo Trucks Brand. The Volvo Trucks construction offer In addition to the Volvo FMX, Volvo FH and Volvo FH 16, the Volvo Trucks construction vehicle range also encompasses the Volvo FL with four-wheel drive and gross weight of up to 18 tonnes, and the Volvo FE with maximum gross weight of 26 tonnes. Together with an extensive workshop network and advanced services for excellent availability, customers benefit from considerable flexibility to create individually tailored and safe solutions. .

The Oregonian / July 3, 2015 The Legislature's big transportation funding package crashed and burned last week. But one special bauble tucked into the bill – a multi-million dollar tax break for Daimler Trucks North America – was quietly salvaged and passed with little notice this week. Call it a stealth tax break. House Bill 2465, passed Wednesday, puts into statute a unique and somewhat convoluted deal that the state struck with Daimler in 2005 to exempt its fleet of research trucks from weight, mileage and fuel taxes. The 2005 agreement has saved Daimler almost $5 million over the last decade. It was originally crafted by the Department of Transportation and the Department of Environmental Quality at the request of Gov. Ted Kulongoski's office, but never publicly disclosed. At the time, Daimler had just completed the installation of a $5 million wind tunnel at its Swan Island factory – the crown jewel of the company's truck engineering and design operation – and was consolidating research operations in Oregon. Daimler planned to run a fleet of some 30 to 40 prototype trucks on area highways – sometimes up to 1,000 miles a day on Interstate 84 between Portland and Pendleton – to test improvements in fuel efficiency, aerodynamics and emissions. The company told state officials the research center would provide engineering, driver and mechanic jobs in Oregon. But the quid pro quo, according to Greg Dal Ponte, administrator of ODOT's Motor Carrier Transportation division, was that Oregon would have to exempt the trucks from the weight and mileage taxes they would otherwise rack up. It was not an easy deal to engineer. ODOT initially couldn't find a way to exempt the fleet, as the testing was for a commercial enterprise, and therefore taxable. Trucks owned or operated by public agencies were exempt from tax, and Dal Ponte said there was some discussion of having Daimler's research trucks take over Metro's hauling of garbage to a landfill in Arlington to fit under that under exemption. When that proved problematic, they asked DEQ whether it had any interest in Daimler's research. In the end, DEQ agreed to specify the routes the trucks would travel, and Daimler agreed to install some emissions tracking equipment in the trucks and share research results with the state. The Department of Justice concluded that exchange of information was sufficient justification to determine that the trucks were actually being operated by the state. ODOT subsequently granted the fleet an exemption from the tax. The 2005 deal was renewed in 2007 and again in 2010. But when it expired in 2014 and Daimler sought another renewal, DEQ told the company it no longer had the same interest in the research. Dal Ponte said ODOT had no basis to grant an exemption, so it advised the company approach the legislature. The company's lobbyist, J.L. Wilson did just that, and quickly had an amendment drafted that was tacked onto an ODOT bill on speed bump studies. It's not clear which Legislator championed the tax break, which was adopted by the Senate Committee on Business and Transportation in early June. But there was no debate after Wilson told members the research program supported 125 jobs in Oregon and was heavily recruited by other states. "This is really a good program," Sen. Chuck Riley, D-Hillsboro, told colleagues on the committee. "I worked out there on contract for a number of years, and I think we need this for the state of Oregon. It's a job creator and we need to keep it." The speed bump bill eventually morphed into the transportation funding measure that died last week. But the Daimler amendment was quickly salvaged and reattached to another housekeeping bill that sailed through both houses this week. ODOT estimates that based on a 30 truck fleet, the original deal saved Daimler an average of $460,000 a year during the last decade, or "less than $5 million." When the Legislative Revenue Office estimated the fiscal impact, however, it was categorized as "minimal." Mazen Malik, the state economist behind the estimate, said Thursday that he never received those figures from ODOT. And he acknowledged that the dollars involved are not "minimal." Chuck Sheketoff, executive director of the Oregon Center for Public Policy, contends that the Daimler break should have been part of the open and contentious debate over tax credits this session, not tucked into an obscure housekeeping bill. He said it was also curious that it didn't include a specific sunset date. "This may be a good thing to do," he said. "I don't know. But that's separate from how it's passed." Daimler spokesman David Giroux said there was never a threat to move the research operation elsewhere if the tax break wasn't passed. Indeed, he said Daimler had demonstrated its commitment to the state of Oregon with the building of its new headquarters on Swan Island, a $150 million project that it says will create 400 new white collar jobs. That project garnered some $20 million in public subsidies. "The continuation of the tax credit will continue to enable (Daimler) to grow its reliability growth fleet to continue to provide even more advanced technologies to the trucking community," Giroux said. That "benefits Oregonians both in terms of additional jobs from (Daimler's) increased sales volume and in terms of the safety and environmental benefits from new technologies." Joy Wiser, head of the advocacy group Tax Fairness Oregon, said it may be Daimler's job to ask for such support, "but it's the Legislature's job to say no." "We've already given them millions to stay here and we need to learn to say no to businesses," she said. "This year the Legislature is ending about seven of the tax breaks that go to individuals, and they're creating more than that many new tax breaks for businesses."

The Daily Mail / July 4, 2015 The British trucker who blockaded the French! And, quelle surprise, they went squealing to the police. A rage-inducing dispatch from the Calais frontline. Doug Wilson told to off-load his cargo when caught Calais ferry protestHe was one of thousands caught in 30 mile queue caused by union strikeTurned tables - parked his own lorry to block workers from leaving meetingTook action at the start of Calais chaos which now shows no signs of improving Stuck in the worst cross-Channel chaos since World War II, one British lorry driver decided he had simply had enough. The port of Calais had been closed by striking French ferry workers who, for good measure, also blocked the alternative route to the UK by setting fire to the entrance to the Channel Tunnel. With queues of trucks up to 30 miles long outside Calais, Folkestone-based driver Doug Wilson, 57, was having a bad week in France. His client had given up waiting for his cargo of beer and had told Doug to off-load it. So he drove to the offices of the union whose members had started the tunnel blaze. The comrades had just gathered for a rally and, in a delicious moment of revenge, Doug parked his truck across the car park entrance and switched off his engine. ‘I blocked them in just like they’d blocked us in,’ he tells me. ‘They threatened me with a jack handle and I got pushed around a bit.’ His one-man blockade was lifted only when, with glorious irony, the strikers called the police. At least Doug had done something — which is more than can be said for the French authorities during a week of deplorable lawlessness bordering on anarchy at France’s busiest ferry port. For several days now, trapped lorry drivers have been besieged by migrants trying to hide on their vehicles and enter Britain illegally. The queue of lorries is stretching out of town and about to reach Belgium. There are feral gangs running everywhere — even though we are on the side of a motorway — and no police to be seen. A well-built Eastern European fumbles with the back of a lorry belonging to Express Trailers Ltd of Malta, pulls open the door and waves to a group of Afghan men squatting in the shade of a nearby tree. Three come running, but there’s room for only one inside. Never mind. He’ll have a crack at another lorry in a minute. One exasperated British lorry driver likens this week’s scenes in Calais to the post-apocalyptic thriller Mad Max. From where I’m standing — near the entrance to the Channel Tunnel freight terminal — I’d say it’s more like a David Attenborough wildlife documentary on the Serengeti. Stretching miles into the distance, vast, lumbering beasts crawl in the same direction while gangs of predators lie in wait, pounce on the more vulnerable prey and then move on. Their audacity is breathtaking — in every sense. They are not just risking life and limb as they leap between the moving parts of 44-ton trucks. They are brazenly breaking the law, sometimes with threats and violence, in broad daylight. And they do so under the gaze of bus-loads of French police. The gendarmes have little enthusiasm for arresting stateless migrants desperate to get out of France and into the promised land of the UK. Too much paperwork, Monsieur, and besides, there are too many to deal with. The police break up the larger gang assaults — and they don’t hold back with their batons — but then everyone is just sent on their way. There is nothing new about the people-smuggling racket in Calais. But this week, it’s busier than ever, thanks to militant French ferry workers objecting to the sale of the MyFerryLink line to Danish rival DFDS. And, just like the migrant gangs, they seem to enjoy immunity from prosecution. The tunnel arsonists received little more than a slap on the wrist, and there was not even a reprimand for another group who clogged the Calais car lanes by driving at a snail’s pace, a popular form of French protest known as ‘Operation Escargot’. As a result of all this, a 25-mile queue of freight traffic has been a sitting duck for ‘les clandestines’ all week. And the unions are promising more trouble to come. When schools break up in a few weeks, disruption and intimidation loom for millions of holidaymakers travelling to and from the Continent. Yet, disgracefully, the only people risking any sort of punishment are the drivers of lorries and coaches who face a fine of up to £2,000 per stowaway. Last week, Laurie Bourne, a coach driver from Essex, whose locked bus was ambushed by a gang of 30 outside Calais last autumn, was fined £2,000 by the UK Border Agency following the discovery of two migrants in a storage compartment. Although he had reported the stowaways to the port authorities, he was still quizzed for three hours and later punished. The migrants were given water and sent on their way. The situation is even more ruinous for lorry drivers with perishable loads. If a stowaway is found in a cargo of food, the whole lot must be jettisoned. A Home Office spokesman says the number of cross-Channel stowaways caught through security checks last year was 39,000 — more than double the number for the previous year and three times more than 2012-13. But officials refuse to divulge the number of fines issued. In this week’s chaos, there wasn’t time to check every load anyway. At one point, I watched a trio of French policemen wave a lorry through to the freight terminal with a man’s head clearly peeking out above the cab. Though the blockade has been lifted (for now), it will take days to return to normal. Until then, Britain continues to lose £250 million a day, according to the Port of Dover. Little wonder hauliers are demanding military intervention. ‘The UK and French governments must acknowledge their responsibilities and act,’ said Richard Burnett, of the Road Haulage Association, which represents 6,000 firms and 100,000 trucks. ‘If this means deployment of the armed forces, then so be it.’ Most of us will remember this week for the hottest start to July in history. Mr Burnett and his members will remember it for the worst blockade in living memory. ‘It’s not just lorry drivers who are suffering,’ he tells me. ‘There are supermarkets without food supplies and production lines on hold as they wait for components.’ He points out that on the British side of the Channel, Operation Stack — the emergency queuing system for lorries heading for Dover — went off the scale. Kent Police had never previously had to deal with a queue halfway back up the motorway to London. If that wasn’t bad enough, he explains, the migrant situation in Calais is now endangering the lives of hauliers as well as stowaways. Doug Wilson agrees: ‘People have been trying it on for years, but now they’re all armed — knives and worse.’ The smugglers’ usual tactic for slowing down lorries is to throw rubbish across roads — and even throw bricks at windscreens. In this sort of gridlock, they don’t need to. It’s a free-for-all for the marauders. Driving along the western approach to Calais, I am struck by the discipline of the lorry drivers. They form an orderly queue down the outside lane of the motorway, leaving the other lanes open for cars. Paul Joy, 49, from South London, is stuck here with 15 tons of German meat destined for a famous British supermarket chain, and says the whole lot will be worthless unless he gets it to his depot in the next 48 hours. Of all the places he drives to, he says Calais is by far the worst. ‘I reckon a few firms will go bust after this week,’ he adds. One Oxfordshire haulier has announced that he is giving up cross-Channel operations altogether. ‘There were always stowaways at Calais but now it’s a serious problem and it has cost us thousands,’ says Sir Adrian Cooper, 54. Arguably Britain’s poshest trucker, the 6th baronet delivers crops in a pair of 44-ton trucks. ‘Every time a gang cuts through the cover, it’s another £150 repair plus all the delay,’ he says. ‘These strikes have been the final straw. I’m sticking to the UK for now.’ Back outside the Calais freight terminal, the police are nowhere to be seen as an African gang crack open a P&O Ferrymasters container on the back of a Dutch lorry. Next, we stumble across an Afghan gang opening up a Romanian lorry operated by Vos Logistics. Another stowaway pops inside. A police car whizzes by without even slowing down. I find a party of Sudanese migrants sitting in the back of a Polish lorry carrying two German diggers. The door is wide open and they leap out when Mail photographer Mark Large starts taking pictures (a risky business, as the dents in his car testify). The driver, Jan Hajdecki, climbs from his cab and laughs. ‘All under control,’ he says, explaining that he deliberately leaves his truck wide open until he reaches the port. Only then does he bother clearing out any stowaways. He’d much rather they climbed in through the door than cut holes in his expensive curtain around the sides. Things are only going to get worse. As more migrants flee the horrors of IS and civil wars in the Middle East and Africa, more overcrowded boats are landing in Italy. From there, many will make their way to Calais where they will keep trying their luck. They may not be in mortal danger any more. But Britain, not France, is where they want to be. ‘Look, this is my home town,’ says Jamal, 32, a former garden centre manager from Daraa, Syria, producing his mobile phone to show me a picture of a pile of rubble. He has been sleeping in a tent on a Calais industrial estate for 45 days and has tried to jump on many lorries. Jamal wants to go to the UK because he has family there and because France is increasingly unpleasant. ‘I won’t go to the Jungle. It is not safe,’ he says. The ‘Jungle’ is the local name for the main campsite housing some 3,000 migrants in the dunes to the east of Calais. Jamal talks of drugs and gang wars. When I arrive mid-morning, most residents are sleeping after a long night of lorry-jumping. French charities provide a meal at 5pm every day and there is a standpipe and a row of grisly-looking portable loos. But the situation is not sustainable. Here I meet Masaret, 20, a business student from Keren, Eritrea. He speaks excellent English and explains that he has spent more than £3,000 getting this far, via Libya and a perilous voyage to Italy. ‘I have seen 15 people killed by IS and my home is a war zone. But there is nothing for us here in France. We want to go to Britain where there is potential. You have services for immigrants.’ His trousers are torn in several places after a botched attempt to climb under a train. ‘I am going to die or I am going to reach England.’ It is a tragic situation with no easy answers. But I can think of a few. After all, if I can stand here in broad daylight watching the smugglers at work, why can’t the French and British authorities have spotters doing the same? And the next time French militants set fire to the Channel Tunnel, is it too much to ask for them to be put on trial? This week, their leader, Eric Vercoutre, likened Tunnel security to ‘a sieve’ and has said he might do it again. If so, one thing is certain. The people who will really pay the price for this bedlam will not be the militants or the people smugglers. It will be the hauliers and coach drivers going about their work, the tourists heading off on holiday — and, ultimately, the British consumer. Photographs and video - http://www.dailymail.co.uk/news/article-3148953/The-British-trucker-blockaded-French-quelle-surprise-went-squealing-police-rage-inducing-dispatch-Calais-frontline.html .

Navistar Trail Magazine

General Motors Research Laboratories outlines the history of the diesel engine, including an explanation on how diesel engines work, and a comparison to gasoline-powered engines. https://www.gmheritagecenter.com/docs/gm-heritage-archive/historical-brochures/Innovation_and_Technology/Diesel-The-Modern-Power.pdf

Transport Topics / July 2, 2015 Rassini, a Mexico-based supplier of suspension and brake components, said it has expanded its offerings to include leaf springs for the North American commercial-truck market. The move extends the company’s reach beyond its established business in the North American light-truck and South American heavy-truck markets. “Entering the commercial truck market in North America was a natural progression for us, and we are already experiencing early success,” Rassini President Eugenio Madero said. The supplier said Ford Motor Co. recently awarded it a contract to supply the front suspension technology for the next-generation F-650 and F-750 work truck series built at Ford’s Ohio assembly plant. Rassini said it expects to provide heavy-duty suspension components for many North American truck brands. The marketing and sales operations for Rassini’s North American heavy commercial truck business are based in Plymouth, Michigan. Production, manufacturing, research and development are housed at the company’s facility in Piedras Negras, Mexico.

Daimler Press Release / July 2, 2015 Mercedes-Benz OM 471 (DD13) – the latest generation: Lower fuel consumption and CO2 emissions, more output and torque Consumption reduced, driving dynamics increasedNew: five output ratings up to 390 kW (530 hp)New: latest generation of the X-Pulse injection systemNew: high torque even from the bottom of the rev rangeNew: patented solution for exhaust gas recirculationNew: customised asymmetric turbocharger manufactured in-houseNew: even more robust thanks to the omission of sensors and pilot-controlled operation1100 litres of fuel savings a year and about three less tons of CO2 – two of the key benchmark figures for a long-haul tractor-trailer fitted with the latest-generation OM 471 13-liter engine from Mercedes-Benz, assuming an annual mileage of 130,000 km (80,778 miles). Four years on from the debut of the revolutionary OM471, the next evolution is here – and will allow the Mercedes-Benz Actros to broaden its lead in operating efficiency. Mercedes-Benz engineers have succeeded in squaring the circle, as fuel consumption has been reduced again, this time by up to 3%, while driving dynamics have been further enhanced by an increase in torque. The OM471 is spearheaded by a new 530 horsepower (390kW) power rating delivering 2600 Nm of torque. OM 471 in-line six-cylinder engine: a new era in engine manufacturing A perfect blend of economy and ecology: in spring 2011, in anticipation of the upcoming Euro-6 emissions standard and new Actros, Antos and Arocs heavy truck ranges for heavy-duty long-distance transport, short-radius distribution and construction, Mercedes-Benz unveiled an all-new generation of engines. The first member of the new engine family was the OM 471 (DD13). With its technical features and the resulting capabilities and qualities, the OM471 took engine manufacturing for heavy trucks into a new era. The 12.8-litre in-line six-cylinder unit made its mark with a robust design and technical innovations with significant benefits for the customer. Key features included the twin overhead composite camshafts, the singular common-rail injection system with X-Pulse pressure booster, the asymmetric exhaust gas turbocharger, the powerful engine brake and emission control based on SCR technology, exhaust gas recirculation and particulate filter in order to meet the stringent Euro VI emissions requirements. The engine left both business owners and drivers impressed The impressive fuel savings of the OM 471 caused a sensation from the outset with operators and drivers alike, further helped by outstanding aerodynamics. The OM 471 series sets new standards for heavy truck engines worldwide. Businesses benefit first and foremost from the low costs: low fuel and oil consumption, extremely long maintenance intervals of up to 150,000 km, as well as the engines' robustness and durability. Drivers, meanwhile, appreciate the spontaneous response from standstill, the tremendous pulling power even from low revs, as well as the drive units' refined operation and powerful engine brake. The OM 471 series engines have now built up a proven track record in practical operation in both the trucks and the buses and coaches from Mercedes-Benz and Setra. Including the closely related engines for overseas markets, production numbers have now reached the 250,000 mark – no other heavy-duty engine platform surpasses this figure or has proven itself so often. Systematic focus on low costs for the customer The engine development team has built on all the great qualities of the OM 471 with a raft of individual measures for the latest generation. The overriding goal for the engines' further development was to ensure they are systematically geared towards low operating costs. The latest generation of the OM 471 thereby succeeds in once again underlining the engines' quality. It brings about a further reduction in fuel consumption of as much as three percent, while the engines' robustness, which already verged on the proverbial, has been honed too. In addition to this, the engineers have achieved a substantial increase in torque at low rev speeds and expanded the line-up to a total of five output ratings with the addition of a new range-topping engine variant. New: five output ratings up to 390 kW (530 hp) The Mercedes-Benz OM 471 is now available in the following ratings: Output Torque 310 kW (421 hp) at 1600 rpm 2100 Nm at 1100 rpm 330 kW (449 hp) at 1600 rpm 2200 Nm at 1100 rpm 350 kW (476 hp) at 1600 rpm 2300 Nm at 1100 rpm 375 kW (510 hp) at 1600 rpm 2500 Nm at 1100 rpm 390 kW (530 hp) at 1600 rpm 2600 Nm at 1100 rpm The basic output variants delivering 420, 450 and 475 horsepower are complemented by three "top torque" versions, which offer an extra 200 Nm of torque on tap as required whenever the highest gear of the Mercedes PowerShift 3 automated transmission is engaged. This strategy has the effect of reducing the frequency of gear changes and increasing transportation speed without any negative impact on fuel consumption. This is further helped by the fast torque build-up at very low rev speeds, which has been optimised again in the latest generation of the engine. However the raw figures for the engines' maximum output and torque only tell part of the story: the peak output of all the new-generation engines is available virtually constantly over a wide rev range between 1450 and 1800 rpm. Maximum torque likewise stays at a nearly constant level from around 900 up to 1450 rpm. The result is excellent drivability with an exceptionally wide usable engine speed range. New: the latest generation of the X-Pulse (ACRS) injection system A key component of the new generation of engines is the latest-generation X-Pulse injection system (aka. Amplified Common Rail Fuel System) – the unique common-rail system with pressure booster in the injector and unrestricted flexibility for modelling the injection system. Maximum rail pressure has been increased from 900 to 1160 bar, resulting in a maximum injection pressure of 2700 bar. The injection nozzle is an eight-hole nozzle (previously seven holes), increasing the maximum flow rate by around ten percent. Additional modifications include the piston bowl geometry, the sizeable increase in compression ratio from 17.3:1 to 18.3:1, along with a reduced exhaust gas recirculation rate (EGR rate). All these measures add up to a further improvement in efficiency across the entire engine performance map. This in turn lowers fuel consumption significantly. The optimum values in the consumption characteristic map have followed the new torque curve towards lower rev speeds. Systematically configuring the engine for low fuel consumption means that untreated NOx emissions rise. This is countered by the SCR technology featuring an innovative and efficient SCR catalytic converter. AdBlue consumption is therefore on a par with earlier Euro V engines at around five percent of fuel consumption. The costs work out: the drop in fuel consumption of up to three percent comes at the expense of nothing more than a slightly higher quantity of the far cheaper AdBlue needed for emission control. To put it differently, assuming an annual mileage of 130,000 km in long-distance transport and a consumption of approx. 28.5 litres/100 km on a demanding route covered at full load capacity, every single Mercedes-Benz Actros with the latest-generation OM 471 engine would save around 1100 litres of fuel a year and emit about three tonnes less CO2. New: top-of-the-range engine with 390 kW (530 hp) The latest-generation X-Pulse system with its far higher injection pressure is also a vital prerequisite for the new top-of-the-range version of the OM 471 engine. It generates an output of 390 kW (530 hp) while delivering a sensational peak torque of 2600 Nm. Even from its idling speed of 600 rpm, the new engine produces a mighty 1600 Nm of torque. This takes the OM 471 into the sort of power output and torque ranges that were still the preserve of far larger engines and eight-cylinder units just a few years ago. The OM 471 is one of the most powerful diesel engines in its class. Special mention should be made of both the output of 30.5 kW (41.4 hp) per litre of displacement and the torque of 203 Nm per litre of displacement. Thanks to these exceptional figures, the new flagship engine is perfectly capable of handling even very demanding applications with gross combination weights of 40 tonnes and more. On top of this, operators also benefit from substantial weight and fuel savings when compared to larger engines with similar output ratings. New: high torque even from the bottom of the rev range The new injection system benefits not just the new range-topping version, but all other output variants of the OM 471 too. Although the nominal maximum output and torque figures for the engines remain unchanged, the output and torque curves at bottom-end revs rise far more sharply, endowing the engines with quite different performance characteristics. Now, all engine output ratings already muster up at least 2000 Nm of torque at just under 800 rpm. Depending on the output rating, close to peak torque is now already on tap between around 800 and 950 rpm. Consequently, the output curves of the new engines develop just as favourably. The rated output rev speed is now 1600 rpm, yet even at the previous speed of 1800 rpm, output is just one percent below maximum. Depending on the output variant, 95 percent of maximum output is already being generated at around 1300 to 1400 rpm. What this means in practice is outstanding drivability under all conceivable conditions across an extremely wide usable engine speed range of about 1000 rpm. At low rev speeds in particular, the already powerful engines now rank at least one output category higher than previously. New: longer final-drive ratio lowers engine speed Mercedes-Benz has capitalised on these new performance characteristics and used a longer standard final-drive ratio. A ratio of i=2.533 instead of the previous i=2.611 translates into a rev speed reduction of three percent. When fitted with 315/70 R 22.5 tyres, this results in an engine speed of around just 1150 rpm at a speed of 85 km/h. Thanks to the new output characteristics, this is not accompanied by any loss of performance. On the contrary: the engines now have significantly higher power reserves on uphill stretches. This extra power is not only apparent when driving on the motorway, but also on trunk roads and country highways. This is clearly exemplified by the highly popular Actros 1845. When travelling at a speed of 65 km/h in top gear, its engine speed is not even 900 rpm with the new axle. At this rev speed, the engine already generates close to its maximum torque of 2200 Nm and feels as if it still has plenty of power in reserve. With the previous engine and axle configuration, the Actros 1845 was running at a rev speed of just over 900 rpm when moving at the same speed in top gear, while its torque of just under 2000 Nm was already sloping off. To sum up, this all means that the latest generation of the Mercedes-Benz OM 471 combines notably higher performance with considerably lower fuel consumption. New: patented solution for exhaust gas recirculation The asymmetric turbocharger has been one of the special features of the OM 471 engine from the very start. In order to build up charge pressure fast with an equally brisk rise in output and torque, the exhaust gases from cylinders four to six are channelled straight to the turbine without any detours. A defined quantity of the exhaust gases from cylinders one to three, on the other hand, is diverted for the purpose of exhaust gas recirculation. This serves to reduce the NOx emissions. This fundamental solution has been retained, but the details have been refined to crucial effect. The previous EGR flap in the EGR path has now given way to an EGR flap repositioned much further forwards in the exhaust manifold, some distance before the exhaust gas enters the turbocharger. Whereas the distribution of the exhaust gases between exhaust manifold and turbocharger was previously partly dependent on the shape of the manifold and the geometry of the asymmetric turbocharger, distribution can now be infinitely and very precisely adjusted throughout the entire range of the engine performance map. This results in effective thermal management and a lower EGR rate in general with advantages for fuel consumption. Both the EGR rate and the exhaust gas flow to the turbocharger can be controlled in accordance with the engine's operating characteristics thanks to the flap's new position. This has therefore eliminated the need to monitor exhaust gas recirculation using a sensor in the venturi tube (the exhaust gas recirculation bypass) as well as a downstream EGR control system. The repositioning of the infinitely adjustable EGR flap furthermore opens up a whole new spectrum of asymmetry: the quantity of exhaust gases directed from the three donor cylinders to the combustion process can be varied exactly as required between zero and 100 percent – something which is unprecedented in engine manufacturing. The EGR flap thereby controls not just the flow of exhaust gas for exhaust gas recirculation, but also the turbocharger. New: asymmetric injection optimises emissions quality The asymmetric injection is another new feature. During normal driving, the injectors for all six cylinders in the OM 471 engine are supplied with an identical quantity of fuel. If regeneration of the diesel particulate filter is required at low loads, a high EGR rate of up to around 50 percent is set in order to raise the exhaust temperature. In order to prevent incomplete combustion in this situation which would result in a higher proportion of soot particles in the exhaust gas, the fuel quantity is smoothly reduced in cylinders one to three as the EGR rate rises and increased in cylinders four to six. In extreme cases, the injection quantity for the first three cylinders can be zeroed, while the other three cylinders operate as if at full throttle. Neither power output nor fuel consumption are affected by this reduction in fuel quantity down to complete cylinder shut-off, but emissions quality improves and soot particle levels drop. The asymmetric shift in injection is imperceptible to the driver. The same applies when the engine load is increased by depressing the accelerator and fuel injection becomes uniform for all cylinders again. New: supremely efficient turbocharger manufactured in-house A new asymmetric turbocharger is partly responsible for the swift and substantial increase in power delivery at low rev speeds. It was developed by Mercedes-Benz and is manufactured in the Mannheim engine plant. An in-house turbocharger ensures customised adaptation to the requirements of the OM 471. The turbocharger excels for its outstanding efficiency. Very tight production tolerances are a guarantee of supreme quality and durability. As before, the asymmetric turbocharger features a fixed-geometry turbine. From a technical standpoint, this variant is far less complex and thereby less prone to faults than a VNT turbocharger, for instance. It also does without a wastegate valve, further simplifying the design. This measure reduces the turbocharger's complexity and avoids a potential source of faults, such as leaks – another plus point as far as the robustness and durability of the OM 471 are concerned. New: even more robust thanks to the omission of sensors and pilot-controlled operation Besides a wastegate valve for the turbocharger, Mercedes-Benz has also dispensed with boost pressure control in the latest generation of the OM 471. Together with the elimination of the EGR sensor and EGR control, this means that operation of the engine with its meticulously optimised thermodynamics is purely pilot controlled. Controlling the engine in this way allows it to run even more efficiently. Precision pilot control of all variables results in an optimum efficiency factor without the added complication of individual control systems and their combination. The ingeniously devised emission control strategy, for example, replaces the individual control of exhaust gas recirculation and boost pressure that was customary in the past, and works far more effectively in this way. At the same time, the engine has become even more robust owing to the omission of numerous components and parts. The fundamental idea here is perfectly simple and makes perfect sense: anything that's not fitted in the first place can't cause a malfunction. Instead of using sensors with a linked system of control, Mercedes-Benz relies on various modes to assist with operation with, for instance, a cold engine, cold intake air or a cold exhaust aftertreatment system. Suitable modes have likewise been programmed for operation at medium and high altitudes, as well as for passive and active regeneration or regeneration when idling. With the exception of active regeneration, all the control modes are continuously variable, allowing the engine to be operated in an optimum efficiency range at all times. New: air conditioning saves fuel When it comes to the matter of TCO, fuel consumption and emissions, Mercedes-Benz considers every single vehicle component. The Actros and its siblings have been demonstrating this since 2011 with their regulated ancillary units and innovative fuel-saving air compressors. The latest optimisation measures include a new air conditioning system. Its refrigerant compressor works more efficiently, while the air management system impresses with its needs-based control of fresh air and air recirculation. The air conditioning thereby also helps to achieve the fuel savings in the heavy-duty trucks from Mercedes-Benz. Fuel consumption cut by 13 percent in just four years The advances are remarkable: since 2011, following the introduction of the new Actros with Euro VI emissions rating, the Predictive Powertrain Control (PPC) cruise control system and the new engine generation, average consumption has dropped by 13 percent compared to the predecessor Actros model. And it is important to note that the trusted Euro V Actros already ranked as one of the most economical trucks in Europe. By contrast, long-term improvements in consumption normally average out at around 1.0 to 1.5 percent a year in the commercial vehicle sector, which further underlines the exceptional technical expertise and innovative strength of Mercedes-Benz. Back in 2011, Mercedes-Benz eclipsed the competition when it brought out the first engines with a Euro VI emissions rating. The same is now set to happen again with the latest generation of the OM 471. The new generation of engines combine supreme economy on the one hand with extraordinary performance capabilities on the other. For the time being, they represent the fascinating pinnacle of development. Yet things will keep evolving, as the No. 1 in the heavy-duty truck segment and the No. 1 for fuel consumption never stands still. .

The events taking place in American society today are shocking.......and shameful. Child abuse is rampant across the country. No child brought into this world deserves to encounter such horror. The definition of “socially acceptable morals and values” is clear to any ordinarily prudent individual. However, unlike the automobile and truck which have “evolved forward”, from primitive machines into the highly sophisticated ones we know today, American society appears to be “regressing”, moving away from the signature morals and values that for decades defined America, and made our great country the envy of the world. The American government, I feel, inherently bears significant responsibility in guiding the positive forward development of American society. But just who am I pointing a finger of blame at? As a much admired President Lincoln once said, we are “a government of the people, by the people, for the people.” Daniel Webster said much the same, that the government is “the people’s government, made for the people, made by the people, and answerable to the people.” The American people are the U.S. government...........the U.S. government is the American people. Think about that. Thus, as our own self-appointed stewards, we have to blame ourselves for the decline of American society. Yes, one can argue I am not speaking of our reality. You are so right. Our government often does NOT appear to be functioning as “a government of the people, by the people, for the people.” Again, "we the people" of the United States are responsible for allowing our government to head off course, away from our control, and away from our country’s founding principles. Over the last 20 years, we have observed what to us in our youth was unthinkable. Who on this forum in their teenage years would have walked into a school and taken the life of another human being. The thought never crossed our minds. But the minds of recent generations are clearly different, indicating that we as a people and government combined are seriously failing in our responsibility to lead society. We have a responsibility to effectively raise the bar of morals and values for each new generation of Americans. However, and clearly so, society is plunging to a lawless state that in some aspects is already out of control. And yet, our government of the people does not speak of this crisis, nor address it. When tragic events occur, leadership utters politically correct words like "troubling" and "heartbreaking", and then resumes their normal routine. At some point several decades ago, the values that shaped our morals and values stopped being taught to a sizable portion of the masses, and we’re seeing the effects today in the form of senseless tragedies. Our government refuses to speak of (acknowledge) America’s crisis in society, apparently taboo in Washington, and has taken no steps to address it. An American society with strong moral principles and values is not an option........it is a necessity to safeguarding our future.

Mother tosses son off bridge, killing him KGW-TV / November 4, 2014 A 34-year-old woman is charged with throwing her son off the Yaquina Bay Bridge. Jillian McCabe of Seal Rock, Oregon., called 911 at about 6:25 p.m. PT on Monday to report that she threw her 6-year-old boy into the water. "I just threw my son over the Yaquina Bay Bridge," she told a 911 dispatcher. Before throwing her son to his death, she searched “not guilty by reason of insanity” on Google on her phone. McCabe told police that she heard voices telling her to throw the child off the bridge, which is 133 feet above the bay. She told the dispatcher her son, London, was gone in the water and described him and his clothing in detail. She then described herself as an officer approached her. She told several officers on the scene that she had thrown the boy into the water. The 6-year-old boy's body was found almost four hours later by the Coast Guard floating near a marina. McCabe was charged with aggravated murder, murder, and first-degree manslaughter and second-degree manslaughter and is being held on $1 million bail. Jillian McCabe appeared by video in Lincoln County Circuit Court in Newport, where she entered no pleas on the charges against her, the court reported. Two Portland attorneys were appointed to represent her. The aggravated murder charge, which carries a potential death penalty, was filed because the boy was under 14 years old. --------------------------------------------------------------------------------- Toddler thrown off Allentown bridge dies The Morning Call / May 10, 2015 A 20-month-old boy died Saturday morning, six days after his mother threw him into the Lehigh River from the Hamilton Street Bridge in Allentown. Zymeir Perry of Allentown died at 11:51 a.m. at Lehigh Valley Hospital-Cedar Crest, Lehigh County Coroner Scott Grim said. Authorities say the toddler's 19-year-old mother, Johnesha Perry, kissed her baby before pushing him over the rail and into the water, then jumped from the 52-foot-high bridge herself. Witnesses said Perry managed to walk to shore before collapsing, while Allentown police Officer Joseph Ianetta pulled Zymeir from the river about 700 yards downstream and performed mouth-to-mouth resuscitation. Witnesses told police that Perry said it was her time before she plunged into the water. Allentown police had charged Perry with attempted homicide before the baby's death. District Attorney Jim Martin said Saturday evening that Perry has been released from Lehigh Valley Hospital-Cedar Crest and moved to the Lehigh County Jail. Perry had previously been charged with two counts of aggravated assault and one count of endangering the welfare of a child. She was being held under $100,000 bail. --------------------------------------------------------------------------------- Father tosses 5-year-old daughter off Florida bridge to her death A 5-year-old girl is dead after her deranged father tossed her off a Florida bridge, and then calmly drove off as frantic rescuers tried to recover her body, police said. The girl plummeted some 62 feet to the Tampa Bay waters below while her father Nicholas Jonchuck took off, police said. Rescuers from Eckerd College found the girl in the water nearly two hours after the fatal plunge, about a mile from where she was tossed. She was pronounced dead at a hospital around 2:45 a.m., police said. Jonchuck has previous arrest for domestic violence dating to 2008, online jail records show, and he was busted for DUI and battery in 2013. Despite his checkered past, he had custody of his daughter.

ObamaCare started out as the 2006 RomneyCare Massachusetts health care insurance reform laws. Romneycare was a rationally thought out healthcare plan. But Washington gutted it, created an absolute mess called ObamaCare and dumped it on the masses. Having said all that, the U.S. insurance industry is one of the largest scams in our daily life (followed by the airline industry). The amount of money that Americans pay for all forms of insurance is shameful. For the first time in decades, we had a man qualified to be president running in 2012 - Jon Huntsman. But the establishment had the media keep the spotlight off him. The son of the founder of Huntsman Chemical, he wasn't about money. A Mormon, he had no tolerance for the status quo within the beltway around Washington and wanted to begin fixing America.

As we've all learned in life, tomorrow's challenges more often come from where we least expected. We have a twisted relationship with many countries who are not our friends, Saudi Arabia being one of them. The lawless land directly under the U.S., aka. Mexico, should be a major security concern to all Americans. But note how Washington continuously sidesteps the issue. That our government on not one but two occasions has decided to grant amnesty to thousands of illegal immigrants from Mexico and Latin America is shocking. The U.S. has established immigration laws, which include procedures for legal immigration into the US. So, why does a British national have to endure our immigration process, when a Mexican national who illegally crossed our borders at night can stay and receive a green card, welfare and send his/her children to our public schools. It's all rather mind boggling why an illegal imigrant from Turkey is deported, but Latin Americans are invited to remain.....with benefits. What is the purpose of our immigration laws when our government arbitrarily enforces them? And, allowing illegal Latin American immigrants to stay in the US under amnesty programs, but not individuals desiring to immigrate from other global regions, is blatant discrimination. Last time I checked, the American values our government touts frown on discrimination.

At the behest of the establishment, the media successfully discredited Perot. Yes, Perot was colorful, but he spoke the hard truth. For example, he told the American people the actual truth on NAFTA *. Not having ever heard someone running for government speak bluntly and directly about the issues, the brainwashed masses didn't know what to make of Perot, and were afraid to stray away from the established Washington Show. * The establishment's sales pitch for NAFTA to the gullible masses was a complete fabrication, a brilliantly played out distraction from the truth. NAFTA in fact was the idea of big business, a way for them to produce in low-labor-cost Mexico, and then import to the US without tariffs.

Their isn't one presidential candidate who is truly qualified to be president. As has been for decades, qualified Americans avoid the position. The theatrical Trump tells people the hard truth, but the masses aren't interested in realty. Thinking about our country's stewardship takes up too much time. The thought of Hillary being elected.......is very scary.

Reuters / July 2, 2015 A war between China and America is a favorite subject of armchair military analysts. Why would it happen? How would it play out? Authors have written thousands of pages online and off trying to answer these questions. That’s why Ghost Fleet, a new novel by national-security analysts August Cole and P.W. Singer, is fascinating. The book, set in the near future, is an account of a war between China and the United States written by two men whose day jobs are studying conflict and making policy recommendations. If anyone could get this scenario right, it’s these two military experts. Though it is fiction, the authors have taken great pains to keep their storytelling realistic. The novel particularly shines when the writers depict the failures of the Pentagon’s newest weapons systems. Over the past decade, U.S. taxpayers have poured trillions of dollars into fancy new weapons, such as the F-35 Joint Strike Fighter and the Littoral Combat Ship, though defense experts warned of their many failings. Lockheed Martin, the chief contractor on the F-35, attributes the planes many documented problems to its stage of development and promises that they all will be corrected by the time of deployment or shortly thereafter. Ghost Fleet imagines a war that begins with the Littoral Combat Ship and F-35 and ends with the United States relying on a reserve fleet of older, but more reliable, weapons moored near San Francisco. The Pentagon’s newest toys fail so spectacularly that Washington must fall back on their old, less technologically dependent weapons. The authors could be most prescient when describing the failings of recent U.S. military investments. They are less so when explaining why China picks a fight with the United States. Cole and Singer are so used to citing their military research that they’ve done it in their novel. Ghost Fleet has extensive footnotes. Don’t believe a passage about an emerging technology? The notes direct you to the Pentagon press release about it. Because of this, Ghost Fleet has a certain weight. Cole and Singer are so steeped in future wars that they depict the fighting — on the ground, in space and on the Internet –with an air of indisputable authority. Killer weapons and legacy systems The Pentagon’s current obsession with Swiss-army-knife-style weapon systems, which are able to do many different things, leads it to lose the first major battle against China in Ghost Fleet. In the novel, China kicks off its assault on the United States with an epic redo of Pearl Harbor. Faced with a surprise attack, Washington’s fleet of fancy Littoral Combat Ships and hangars full of F-35s can’t fight off Hainan’s troops. Part of this is due to the surprise attack, but much is due to the technology itself. The LCS and F-35s are largely untested weapon systems beset by ballooning budgets and horrifying problems. Worse, according to the authors, both rely far too much on computers. The F-35, in particular, is considered by many weapons experts to be a laughingstock. Its gun can’t shoot because Lockheed has yet to write the software for it; the $600,000 helmet required to fly the plane has yet to work as intended, and, in at least on case, the jet’s engine has caught fire. Despite these problems, the Pentagon is adopting the F-35 in all of its branches … and getting rid of battle-tested legacy systems. Ghost Fleet shows us the consequences of a U.S. military-industrial complex focused more on selling expensive new systems than on building quality weapons. Cole and Singer’s rendering of Pearl Harbor Two hinges on how shoddy the LCS and F-35 are. They’ve written a fictional version of the nightmare-scenario defense that many military journalists and analysts have long predicted would happen when the F-35 went to war. Following a series of sophisticated cyberattacks, the fancy jets barely fly, don’t carry enough ammo to effectively engage the enemy and are easily destroyed by Chinese fighters. In the end, it’s America’s ghost fleet that comes to the rescue. The Pentagon resurrects ships and planes retired by defense-contractor overreach and technological hubris. The old F-16s and A-10s still fly, and they’re ready and able to beat back America’s enemies. They are simple weapon systems, particularly when compared to the F-35 and the LCS. Better yet, they use outdated and simplistic computers that China can’t jam or hack. In Ghost Fleet, the old planes are the best planes. It’s vastly preferable to see the F-35′s failure in fiction than in real life, where real lives would be lost. Lockheed Martin, the manufacturer, says its product is reliable and able. “Here’s the truth about the F-35,” the company wrote in a recent statement about the jet responding to media criticisms of the weapon. “The jet has flown to the corners of the flight test envelope and it’s meeting or exceeding expectations in performance. There are no insurmountable obstacles to successfully completing the development program on schedule in 2016.” Clashing interests Ghost Fleet is full of wonderful moments. It’s got space pirates, drug-addled hackers out of a William Gibson novel and American insurgents fighting occupation in Hawaii. Cole and Singer make these fantastical elements work, and weave them into the story. But there’s a problem. The reasons behind the conflict feel far-fetched. The motivations of the Chinese antagonists feel more like the schemes of a Bond movie villain than the inevitable outcome of current geopolitics. There is a pernicious myth that the United States and China will never go to war because they are economically interdependent. But a closer look at history should worry everyone. China and America are closely linked economically. China sold the United States almost half a trillion dollars worth of goods in 2014, and Beijing holds trillions of Washington’s debt in U.S. Treasury bonds. But it’s quite possible that, as Ghost Fleet details, it is because of these economic ties — not in spite of them — that the two superpowers might come to blows. The authors debunk the idea that economic interests would prevent another world war within the first 30 pages of their novel. One character explains that imperial Germany was Britain’s largest trading partner before World War One. Japan, he says, was America’s biggest trading partner leading up to World War Two. The economic ties between Japan and America leading up to World War Two are more complicated than that. The island nation relied on U.S. oil imports to keep its military rolling. Washington, however, didn’t like Tokyo’s attempts to expand its territory into China. Congress attempted to sanction and blockade Japan to cut it off from its military’s main source of oil — the lifeblood of its dreams of empire. In Ghost Fleet, after a catastrophe in the Middle East, America becomes the world’s largest energy exporter. China’s Communist Party falls and a more militaristic, capitalist system replaces it. The two nominal allies expand their trading territory, and China imports most of its fuel from America. Then, Chinese scientists discover a massive natural-gas deposit in the Mariana Trench. This new source of energy means China can divorce itself from its old trading partner. Worse, the Chinese military establishment convinces the political leadership that China can no longer expand its trading territory without taking some away from its largest competition — the United States. So China attacks America to assert itself as a global power and establish more control over the Pacific Ocean’s trade routes. It’s an elegant and fictional way to get everyone fighting. But the world is far more complicated and chaotic. According to the Pentagon’s most recent report on China’s military, Beijing’s goals are “defending … territorial integrity, securing China’s status as a great power, and, ultimately, reacquiring regional preeminence.” These goals, especially the first and last, are key to understanding how a war between the superpowers might occur. The United States currently dominates the Pacific, but China has expanded rapidly to defend its increasing interests in the western Pacific. It is there, in the waters off the Chinese mainland, that I believe we’ll see the event that starts a war between the superpowers. It will probably be something ridiculous. Tensions between Washington and Beijing have escalated in recent years as China has asserted itself more and more beyond its borders. Beijing currently claims Taiwan and several islands scattered throughout the west Pacific as its territory, and it’s fielding more ships, planes and even building artificial islands to legitimize its claims. Washington holds treaties with Japan, Taiwan and the Philippines, and the U.S. Navy aggressively patrols the waters in these regions, often coming right up to the perceived border with China. If China ever invades Taiwan or pushes into the wrong island off the coast of Japan, the wronged country may go to war against Beijing. Such a conflict would test the value of a treaty with Washington and may drag it into a larger war. As tensions rise, both sides might also perceive tiny infractions as aggressive behavior. Both Beijing and Washington claim it would never throw the first punch, but we may soon see a day where an act of war is as simple as a U.S. jet crossing into Chinese airspace, or a Beijing drone crashing in Japan. The Chinese leadership in Ghost Fleet is aggressive and arrogant, ready to take what it wants at the edge of a sword. It begins the war for prestige and power. Often, wars begin for sillier reasons, and people later justify their actions as part of a larger scheme that never existed. In 1969, a World Cup qualifying match sparked a four-day war between El Salvador and Honduras. The fighting wasn’t about soccer; the match just ignited existing tensions. In 1914, a Serbian anarchist assassinated Austria’s archduke and set off a tidal wave of events that killed almost 40 million people. Wars often begin this way, when some small event pushes existing tensions to the fore. The United States and China just need another decade of tension and the right spark. It won’t take anything as contrived as a vice admiral’s dreams of a dominant China. Ghost Fleet is written by defense experts with a flair for fiction and a desire to document their sources. Their predictions of how and why the superpowers come to blows may not be plausible, but their vision of how the conflict would play out–in cyberspace and in the Pacific – seems so realistic that it’s frightening. Article - http://blogs.reuters.com/great-debate/2015/07/01/failure-of-new-u-s-weapons-systems-may-be-more-than-science-fiction/

Forget the casting number. When you called your Mack dealer, were they able to cross 8QE44 over to the Wagner number via part number supercession, or their old paper Mack-to-Vendor crossover book?

Yesterday, the Washington Navy Yard campus was placed on lockdown amid reports of gunshots in the same building where 12 people were killed during a shooting rampage in 2013. Gunshots make a distinctive sound. And federal official say a surveillance video showed two people jumping the fence next to the building a couple of minutes before the first report of the gunshots. But 12 hours later, all news of the event has been whitewashed from the headline pages of the online media. (you can google search it) Officials have since issued an "all clear", saying they haven't found any credible evidence of a threat. We are expected to believe that surveillance video showing people jumping the fence next to the building minutes before the first report of the gunshots is not suspicious, much less credible evidence of a threat. Peculiar?.........you be the judge.

Press Release / May 2015 Diamond Specialty Vehicles of Hershey, Pennsylvania, doing business as T-Line Specialty Vehicles, has displayed its new TCS vocational hood configuration and “Driver II” aluminum construction Diamond T cab. Website: http://tlinetrucks.com/ Related reading: http://www.bigmacktrucks.com/index.php?/topic/40010-t-line-successor-to-diamond-t-plans-return-to-market/?hl=t-line http://www.bigmacktrucks.com/index.php?/topic/39977-t-line-announces-summer-launch-for-raider-ii/?hl=t-line http://www.bigmacktrucks.com/index.php?/topic/39126-diamond-specialty-vehicles-announces-all-new-models/?hl=t-line .

Göteborgs-Posten / July 2, 2015 In the election campaign, Prime Minister Stephen Löfven promised an investment in an industry chancellor, who will lead the job of growing Sweden’s industrial base. But it will not be a single chancellor, rather it will be four: Ousted Volvo CEO Olof PerssonLisa Lindstrom, CEO of the digital design company DobermanPia Sandvik, Chairman of the Research Network RISEKarl Gustaf Ramstedt, CEO at embedded system and industrial IT company Prevas The four will support the government's job of developing Sweden into an even stronger industrial country.