kscarbel2

CAT Trucks Australia / Navistar Auspac Press Release / September 8, 2015 Cat CT630 stands tall in family logging company In a proud family-owned business where reputations evolve on the ability to endure the tests of time and toil among the hardwood forests of Western Australia’s southwest, Cat trucks have emerged as the modern-day truck of choice. Based at Manjimup, 300 km south of Perth, South West Haulage is a timber harvesting and haulage company which has been an integral part of the West Australian logging industry for around 60 years. For more than 50 of those years, Greg Smeathers has lived and breathed every aspect of the business. “This business, the bush, the trucks and the machinery, everything about it has been so much a part of my life since I was a kid. Even my father worked here,” says the sharp 68 year-old, born and bred in Manjimup who first joined the company as a 15 year-old apprentice mechanic in March 1962. In fact, so ingrained is South West Haulage in the life of Greg Smeathers that just three years ago, at an age when most men are contemplating retirement, Greg and sons Peter and Shawn invested everything they have to buy the company outright. “I’d had a limited financial interest in the company since 2007,” Greg explains, “and I’d been running the whole operation for years on behalf of the owners. Anyway, when the opportunity came up a few years ago to take full ownership of the company, and the boys were keen to be involved, we bit the bullet and threw everything we had into it. “At my age it wasn’t easy convincing the banks,” he smiles, “but we got there eventually. Apart from the financial aspects, the thing that got us across the line was that I’ve been totally involved in this company and this industry for well over 50 years. Plus the fact that the three of us are equal partners, and Peter and Shawn have spent most of their lives growing up around the business. “This company is now their future.” Meantime, growth has been significant since father and sons took total control. The winning of a major logging contract in early 2014 saw the size of South West Haulage almost double as annual tonnages increased to around 400,000 tonnes. A vast equipment inventory of harvesting machines, trucks, trailers and service vehicles today includes 24 prime movers with most coupled to trailer sets configured as ‘pocket’ roadtrains, operating on approved routes with overall length to 27.5 metres and gross weights up to 79 tonnes. South West Haulage operates in two divisions with Peter in charge of blue gum plantation timber and Shawn controlling the harvesting and haulage of native timbers, while Greg applies his vast experience to the overall operation. Like their father, Peter and Shawn Smeathers are highly experienced heavy equipment mechanics who know what it takes for machinery to succeed midst the constant demands of harvesting and hauling tall timber from forest to mill. “If there’s one thing for sure, I’ve certainly seen some big changes in equipment over the past 50 years,” Greg reflects. When it comes to equipment choice, father and sons take a long-term view. “We look for things to last,” says eldest son Peter. “We maintain all our own equipment and have a big workshop with mechanics and maintenance people who know how to build and rebuild things, so unlike a lot of companies we don’t have the need to replace trucks every four or five years. “The biggest thing for us is durability. The ability to just keep doing the job day in and day out. If the wheels aren’t turning, we’re not earning. It’s as simple as that.” In a business where equipment is invariably expected to deliver the full extent of its viable service life, Cat trucks are a comparatively new arrival. The first CT630 model joined the South-West fleet in 2011 when Greg was quick to recognise the advantage of a truck with a C15 engine and vitally, no AdBlue or EGR emissions controls. Since then, however, the performance and durability of Cat trucks have established the brand’s operational credentials to the point where there are now seven Cats in the fleet. In fact, all new prime movers bought since 2011 wear the Cat badge. “The business case for Cat definitely stacks up,” Peter says firmly. “There’s no question we all have a strong regard for Cat products but if the first truck didn’t stand up to the job, there would never have been a second Cat truck let alone another four or five of them. “It has become the truck of choice basically because it has done no wrong and it’s a good value-for-money proposition,” he confirms. As Peter quickly adds though, there’s more to the liking for Cat than mechanical matters. “It’s about the whole package; performance, reliability and service. We have a good relationship with the people at WesTrac, particularly Peter Calligaro (Cat Trucks manager) and when it’s all boiled down, everything revolves around the quality of the people you’re working with.” The Cats primarily operate in the blue gum operation, hauling up to 54 tonnes of sawn logs to a woodchip mill at Bunbury, 130 km from Manjimup and as far as 250 km from the furthest harvest sites. “On tare weight the Cats are at least as good as anything else we run,” Peter remarks, “but the big thing for us is that they’re showing all the signs they’ll live a long time in the job without any major issues. “The C15’s a proven engine, the gearbox and diffs are proven components, and the cabs and chassis are holding together really well. “They’re doing everything right and when it comes to equipment of any sort, that’s exactly what we’re after.” For Greg Smeathers, the Cat preference is honed on more than half a century of hard work and enduring performance. “I’ve been working with Cat gear since I was a 15 year-old apprentice, so the liking for Cat isn’t a recent thing. It’s something that has been built over many decades. The simple fact is I know it’s good gear.” On the experience with Cat trucks, a resolute Greg Smeathers concludes, “There’s no doubt that when it comes to anything with a Cat badge, we have high expectations. “The Cat trucks are certainly no different and they’re doing everything to live up to those expectations. “Better still, I can’t see any reason why they won’t keep doing it.” Photo gallery - http://www.cattrucks.com.au/cat-trucks-shine-in-was-south-west/

Transport Engineer / September 9, 2015 Italian-owned logistics specialist Transmec has taken delivery of nine new Stralis Hi-Way 6x2 twin-steer tractor units to its 100% Iveco fleet in the UK. Transmec UK general manager John Simkins says the new tractor units (all AS440S48TX/P) were specified with the 11 litre Cursor 11 480bhp engine, with its HI-SCR (selective catalytic reduction) technology and no EGR (exhaust gas recirculation). They also have the Fuel Efficiency Package, designed to reduce operating costs, with technology including Iveco’s Eco-Roll. When cruise control is active, the system evaluates downhill inclines and puts the vehicle in neutral. At the end of the slope, the system selects the optimal gear and re-establishes normal vehicle operation. Other features include Iveco’s engine oil management system, claimed to reduce energy consumption by the oil pump and to enable faster engine warming. Coupled with this is an initial fill of 0W-20 low viscosity engine oil – a fully synthetic lubricant designed to release low volumes of sulphated ash at high temperatures, protecting both the engine and diesel particulate filter. The arrival of the distinctive blue and yellow-liveried vehicles comes shortly after the delivery of eight new Stralis trucks late last year (2014) via dealer Guest Truck & Van on a three year contract hire and maintenance agreement. “Our Iveco trucks have always delivered excellent performance,” comments Simkins, adding that the new vehicles are now operating from its Bradford depot. “The new vehicles have Iveco’s latest technology, in terms of performance and fuel economy, and we are looking forward to the benefits these will bring to our business.” .

Owner/Driver / September 9, 2015 Ken Dillon has made the transition from company driver to small fleet livestock haulier. Ken Dillon has done his fair share of driving for other operators. Today, however, Ken and his wife Rhonda own a small fleet under the name of Clermont Livestock Transport. Located in central Queensland, the three trucks in the fleet are all Kenworths: a T909, a T904 and a T908. The newest, the T909, is powered by a 600hp (447kW) ISX E5 Cummins. "The 909 is definitely the best yet…It’s a real driver’s truck, I’m rapt with it," Ken says. The T909 is in stark contrast to the truck Ken started with when he was 17. "The truck was an [international] S-Line that I drove for my cousin, a tractor, doing singles and then on to road trains," he recalls. After going bush for a while, Ken came back to Clermont. He drove for McIver Transport for 18 months before spending 11 years with VJ & J Appleton. "It was hard yards back then. There was so much work and there was never any downtime. It was just go, go, go, which for a young bloke was all a big adventure and very exciting," Ken says. "You learnt a great deal, the roads weren’t what they are today and it was a case of using your initiative and solving the problems as they presented themselves." Ken entered into a business partnership with a colleague, Dan Mayes, in 2005 and purchased a new Kenworth T904 and a set of Haulmark crates. Ken subsequently bought Dan’s share of the business and now operates as Clermont Livestock Transport. Ken believes there are more cattle within the 500km radius of Clermont than the rest of Australia. "Let’s put it this way, it’s a good place to be if you want to cart cattle as it’s a very productive area," he says. While the majority of Ken’s work is in Queensland, he is happy to travel wherever the cattle need to go. "I do avoid the southern states, our gear is a bit big and heavy but we do work up into the territory and gulf," he says. Ken makes no secret he is a Kenworth man through and through. He recalls a recent encounter when he was heading into town and came across two blokes taking photos of his truck. The men were there for a photoshoot of a new Mack Super-Liner but decided to take a few shots of Ken’s truck as well. He recalls one of the photographers commenting the Kenworth looked so good coming towards them that they wanted to turn the Mack around and do the same thing. "I piped up and said: ‘you’ll never make a Mack look anything like a Kenworth’." Photo gallery – http://www.ownerdriver.com.au/industry-news/1509/living-the-livestock-game/ Kenworth T909 Info - http://www.kenworth.com.au/trucks/t909/ https://www.youtube.com/watch?v=yReyurRd_RM

"this is a situation that calls for governments and their military to take the action to correct the conditions that are causing these people to flee" A key point, and yet there is no dedicated effort by the powers who can successfully accomplish such a mission to see it thru. Given the Russian connection with Assad, they must be involved in a military solution. And the fact is, they have one of the best military capabilities. ISIS is as much of a problem for Russia as it is for the US and the rest of the world. If we worked together on common goals once in a while, we could get along better the rest of the time. Note what I posted above, that MANY of the immigrants (refugees) are not from Syria. No one can blame people for seeking a better life in a higher-life-quality country, but the EU simply can't accommodate the staggering numbers we're seeing.

Lockheed Martin Protests JLTV Contract Award to Oshkosh Bloomberg / September 8, 2015 Lockheed Martin Corp. has filed a protest seeking to overturn the U.S. Army’s choice of Oshkosh Corp. to build a new vehicle replacing the Humvee, a program potentially valued at as much as $30 billion. Oshkosh was awarded an initial $6.75 billion contract for about 17,000 vehicles last month. The challenge pits Lockheed, the No. 1 U.S. government contractor, against Oshkosh, which ranked 99th in 2014, according to data compiled by Bloomberg. “After evaluating the data provided at our debrief, Lockheed Martin has filed a protest of the award decision,” spokesman John Kent said Tuesday in an e-mail. “We firmly believe we offered the most capable and affordable solution for the program. Lockheed Martin does not take protests lightly, but we are protesting to address our concerns regarding the evaluation” of the company’s offer. The Army plans to purchase about 55,000 of the multipurpose Joint Light Tactical Vehicle for its troops and the Marine Corps through 2040 as a better-armored replacement for the aging Humvee. AM General The announcement came the same day that AM General LLC, the other losing competitor and the maker of the Humvee, said it wouldn’t file a challenge with the Government Accountability Office that handles protests. The most famous case in the last decade of a successful protest was GAO’s 2008 decision supporting Boeing Co.’s challenge of an Air Force award to Northrop Grumman Corp. for its aerial refueling tanker. It cited “a number of significant errors that could have affected the outcome.” Boeing won the rebidding. Few Sustained Only 2.4 percent of protests over Defense Department contract awards have been sustained from fiscal 2010 through fiscal 2014, according to an analysis of GAO data by Bloomberg Government analyst Jorge Uquillas. “The government is aware of the protest” by Lockheed and “will fully cooperate in required processes,” Army spokesman Michael Clow said in an e-mail. “We remain confident that the JLTV program is well positioned to provide our soldiers and Marines a substantial capability improvement while remaining affordable for America’s taxpayers.” December Deadline The GAO has until Dec. 17 to render a decision, according to spokesman Charles Young, who confirmed that Lockheed filed a protest. If it wins the challenge, Lockheed would manufacture the vehicles at a Camden, Arkansas, facility. Oshkosh has its plant in the Wisconsin town of the same name, where it’s based. The Humvee entered service in 1985, when “improvised explosive devices (IEDs) and other anti-vehicle explosive devices were not a major factor in military planning,” according to a March 9 report by the Congressional Research Service. The Army required that its Humvee replacement be able to survive the most destructive improvised bombs, be mechanically reliable and maintainable with onboard diagnostics, all-terrain mobility, and linked into current and future tactical data networks, according to the CRS. Separately, AM General has just received a six-year, fixed-price contract valued at as much as $428 million to supply the National Guard with 654 of its new M997A3 Humvee Ambulance Chassis Vehicle designed for domestic disaster relief efforts, company spokesman Jeff Adams said in a statement. The Lockheed JLTV (with video) - http://www.lockheedmartin.com/us/products/jltv.html

The Clinton campaign has reached the end of the road. Hillary is actually grovelling. After saying for weeks that she would not apologize, refusing to admit that she was wrong, she is now saying that she's sorry and her action was a mistake. Only a last ditch effort can cause this arrogant woman to humble herself before the public. http://www.foxnews.com/politics/2015/09/07/clinton-says-no-email-apology-what-did-was-allowed/ http://www.msn.com/en-us/news/politics/clinton-says-sorry-for-using-private-email-at-us-state-dept/ar-AAe4NkW

These latest TGXs to support the Cologne plant are of course left-hand drive (Germany). But as for the right-hand drive TGXs operated in the UK, no, the Ford Otosan Cargo is not available in right-hand drive. The logical markets would be India and Pakistan, but India has too many players as it is and trucks must be engineered to be very cheap, and Pakistan isn't worth the trouble. The other big RHD markets, like the UK, Thailand Malaysia, Indonesia, HK, Japan, Australia and New Zealand also already have too many players in their truck markets.

Multiple pages here of Mack trucks operating in Iran. http://www.besttruck.ir/category/%DA%A9%D8%A7%D9%85%DB%8C%D9%88%D9%86/%DA%A9%D8%A7%D9%85%DB%8C%D9%88%D9%86-%D9%85%DA%A9%D9%85%D8%A7%DA%A9-%D8%A2%D9%85%D8%B1%DB%8C%DA%A9%D8%A7%D9%BE%D9%88%D9%84%D8%AF%D8%A7%DA%AFmack/ Related reading: http://www.bigmacktrucks.com/index.php?/topic/30411-when-mack-ruled-the-roads-of-iran/?hl=when+mack+ruled+the+roads+of+iran http://www.bigmacktrucks.com/index.php?/topic/33150-when-mack-ruled-the-roads-of-iran-part-2/?hl=iran

There are so many angles to this. As always, it is the innocent children that truly suffer. Within five years, the new immigrants in Europe are going to be complaining that: 1. You’re not taking good enough care of us 2. You don’t really like us 3. You don’t provide us with good paying jobs 4. You’re discriminating against us Western Europe is a wonderful place to exist, not unlike the US. Great climate, ect. However, it’s not rationally possible for everyone to go live there. The glass is full. I’ve no clue what Merkel is trying to prove. Though Germany has a relatively low 4.7 percent unemployment rate, that’s much due to Germany’s government supported unions which are making Germany less and less competitive. The EU as a whole for 2015 has a 9.7 percent unemployment rate (the US is allegedly at 5.3 percent). Another issue is the easy infiltration of terrorist cells into the EU countries. With the normal security mechanisms presently turned off, as though going online with your anti-virus software disabled (something you'd never do), terrorist groups can easily mix hordes of operatives in with the vast ocean of immigrants. None of their backgrounds can be vetted.......the EU countries are just taking names. Knowing how badly the radical Islamist look for opportunities to commit terrorism in the Western countries that are their sworn enemies................It's a scary possibility for Western Europe. If the US had given in to Russia on Syria and allowed Assad to remain in power, we could have in return seen a US-Russian joint military force stomp ISIS out of existence (Give Putin an opportunity to hold his head high and he'll do almost anything for you). ISIS is headed by former Chechnyan rebels and ruthless Hussein era Iraqi military that both Russia and the US would like to annihilate. With the Russians beginning a sweep from the west, and the US sweeping from the east, and with no modern-times restrictions on the military commanders, they could carry a big stick (as former “can-do” U.S. Presideent Teddy Roosevelt would say) and remove ALL elements of ISIS from this earth, relocating them to the infernal region (as George S. Patton would say). This unprecedented cooperation between the two major super powers that so often disagree would send the strongest of messages to all evil elements remaining in the world that the US and Russia will no longer hesitate to cooperate and eradicate evil, utilizing a “no holds barred” iron fist approach (the nice guy approach having failed, we will fight as ruthlessly as they do.....also without mercy)

Europe's Refugee Crisis by the Numbers European leaders are proposing extra funding to deal with the immigrants (aka. refugees). German Chancellor Angela Merkel today announced an extra $6.7 billion in spending on refugees in Germany next year including temporary housing for 150,000 people, with half going to the nation's 2016 federal budget and the other half to states and municipalities. Now trying to turn down the massive flow, Germany and Austria are advocating for quotas for each of the 28 members of the European Union. European Commission President Jean-Claude Juncker is expected this week to propose relocating 120,000 migrants now located in Italy, Greece and Hungary to other EU nations. That plan may include offering 6,000 euros per refugee in funding (about $6,700) for the host country and 500 euros per migrant (about $558) to the E.U. nation where they enter. The Numbers: Number of displaced people internally after Syrian conflict: More than 6 million Registered refugees to other countries after Syrian conflict: More than 4 million Mediterranean Sea crossings by refugees and migrants so far this year: 300,000 Mediterranean Sea crossings by refugees and migrants for all of 2014: 219,000 Cap of refugees United States to accept in fiscal 2015: 70,000, unchanged from the previous year Expected asylum seekers in Germany this year: 800,000 Prime Minister David Cameron said Monday that the UK would be willing to take in 20,000 Syrian refugees from camps near the war-torn country's borders over the next five years. French President Francois Hollande said on Monday, dismissing opinion polls showing public opposition to the move, France is ready to take in 24,000 refugees over the next two years. Polls showing 55 percent of the French people oppose admitting more refugees or easing asylum procedures to cope with the EU's migration crisis. Far-right, French National Front leader Marine Le Pen leading opposition to opening the borders. "Our country has neither the means, nor the energy, nor the desire to be more generous than it can be toward the world's misery," she said Sunday. "We can no longer take in anyone. That's the reality," said Le Pen, whose party opposes immigration and EU membership. She also accused Germany of seeking to recruit low-wage migrant "slaves" to replace its aging workforce. “Germany is probably thinking of its moribund demographics, and it is probably trying to lower salaries again and to continue to recruit slaves via massive immigration.” Ex-president Nicolas Sarkozy, leader of the conservative opposition Republican party, called at the weekend for detention camps to be set up in neighboring countries under EU control to filter refugees before they crossed the Mediterranean. He also repeated past calls for an end to the EU's Schengen zone of open border travel. Pressure is mounting on Germany and other nations to scale back their generous policies welcoming refugees, with opponents, including some of the region’s most influential leaders, arguing that the promise of aid is enticing more and more asylum seekers to make a break for ­Western Europe. Some European leaders and domestic critics blame Germany, as well as similarly generous nations such as Sweden, for offering benefits so lucrative that they had become an incentive for asylum seekers to risk their lives over land and sea. The criticisms came as the pace of arrivals accelerated Monday. In Greece, the refugees’ first port of call, authorities requested emergency European Union assistance as islands received asylum seekers faster than they could be ferried to the mainland. Greece’s coast guard said it had rescued more than 2,000 asylum seekers in the Mediterranean Sea since Friday. And hundreds of migrants scuffled with Hungarian authorities on the border with Serbia before pushing into the country on foot. Germany responded to the criticism Monday by announcing a reduction in cash handouts for asylum seekers during their initial months of processing, instead saying it would offer them more food stamps and in-kind aid. Berlin also said it would push to have western Balkan countries such as Kosovo declared “safe” in a bid to weed out the many thousands of migrants now claiming asylum from countries not at war. The move in Germany to reduce cash handouts for asylum seekers came as the country is also seeking to rapidly expel those who do not qualify. During the first six months of this year, for instance, about 45 percent of people seeking asylum in Germany were Europeans from the Balkans. The German maneuvers reflected the complex nature of Europe’s migrant crisis, in which desperate Syrians and Iraqis are searching for sanctuary in the wealthy countries of Europe’s core along with a host of economic migrants pouring in from countries as far-flung as Pakistan and Bangladesh. “We want to reduce the number of pull factors, and I think it’s a big step forward that we have consensus in our government to reduce the monetary benefits for those seeking asylum,” said Stephan Mayer, a German national lawmaker and home affairs spokesman for the Christian Social Union, part of Merkel’s ruling coalition. Referring to criticisms by European leaders including Britain’s David Cameron and Hungary’s Viktor Orban, he said, “I can’t say that Orban or Cameron are completely wrong.” In the crowded refugee centers across this nation of 81 million, asylum seekers admit they have come to Germany because it’s offering more help than other nations in the region. Mohammed Mazher Alkilany, 28, a former PR consultant for the Damascus tourism board who is living in a temporary shelter in east Berlin, said his family of three is living on 233 Euros a month provided by the German government — a sum he described as too little to cover the cost of warm clothes and blankets for the coming winter. But they are also living in free temporary housing in a building outfitted with a playground and rooms with shared kitchens, bathrooms and washing machines. He insisted, though, that he did not come to Germany simply for its generous benefits. “I came here because Germany is safe; there is no war,” he said. “Germany is the best in Europe. France is no good, you cannot get language classes there, but in Germany you can learn the language for free.” Although Sweden is offering similar aid, he said it was “too far away, it is very cold, and it is always night there.” A few European nations have been willing to set up operations to legally and safely bring, for example, Syrian refugees directly from bordering nations such as Turkey and Lebanon. But they have put strict limits on numbers, with all 28 E.U. nations offering just over 53,000 such spots since 2013, according to U.N. figures. That number pales compared with the more than 4 million Syrian refugees. Instead, European nations have preferred to deal with ­asylum seekers only at the point when they are politically forced to — after the refugees physically cross their borders. Cameron says Britain is acting with “head and heart” by accepting refugees only from camps around the Syrian border, while seemingly taking a jab at nations such as Germany for encouraging illegal trips by accepting so many. The debate over whether Germany is being too generous came as more European politicians are questioning the open-door approach. “The problem is not a European problem. The problem is a German problem,” says Hungarian Prime Minister Viktor Orban. --------------------------------------------------------------------------- The situation has also led to calls for the U.S. to take a greater role in the crisis by expanding its refugee program and making it easier for desperate immigrants to navigate the cumbersome and time-consuming process. How Many Refugees Does The U.S. Accept? The government has authorized 70,000 refugees to be resettled in the United States in fiscal year 2015, which began Oct. 1. The cap is set by the White House, which works with Congress and takes into account funding and the potential social and economic impact of refugees in the country. About 51,000 refugees from all over the world have been resettled here through July, according to data compiled by the Refugee Processing Center. The State Department says the U.S. will likely reach or come close to meeting the 70,000 cap. Iraq, Bhutan, Burma, Somalia and the Democratic Republic of Congo comprise the largest makeup of refugees accepted in the U.S. Meanwhile, only about 1,000 Syrians have been resettled in America this fiscal year. People from countries like Egypt, Libya and Eritrea have been accepted into the U.S. at even smaller rates. --------------------------------------------------------------------------- Wealthy Gulf nations face questions over Syria refugee As hundreds of thousands of Syrian refugees languish in camps or risk their lives to reach Europe, questions are being asked about why wealthy Gulf states have accepted so few. By the end of August, more than four million Syrians had fled their country but very few if any refugees have been officially accepted by the six countries of the Gulf Cooperation Council (GCC). Bahrain, Kuwait, Oman, Qatar, Saudi Arabia and the United Arab Emirates have donated billions to help refugees, but are facing increasing scrutiny for their apparent unwillingness to accept migrants. Why, as one of the greatest migration crises of modern times unfolds, are fellow Arab countries, with similar cultural and religious values and a relative proximity compared to Europe, doing little to help resettle people? That That criticism is being voiced not just in the West, but within the region itself. The Gulf nations have hardly stood on the sidelines during Syria's conflict, providing significant financial assistance to refugees in Lebanon, Jordan and Turkey. However at the same time, they have been among the most ardent opponents of President Bashar al-Assad, backing the mainly Sunni rebels who have risen up against his regime, which is supported by their Shiite regional rival Iran. GCC countries have also provided funds and weapons for rebel groups fighting Assad -- leading to some accusations that they are backing shadowy extremists. But when it comes to allowing in refugees, domestic concerns seem preeminent, even though many of the refugees are Sunni Muslims like the majority of people in the Gulf. Smaller Gulf countries like the UAE and Qatar, where millions of foreign workers already vastly outnumber local citizens, fear being overwhelmed by refugees. Security concerns are also paramount for countries like Saudi Arabia that have been targeted in attacks by the jihadist Islamic State group operating in Syria and Iraq. And an influx of large numbers of refugees could upset stability in countries with little grassroots political activity. Hundreds of thousands of Syrians live among the millions of foreigners lured by work opportunities to the Gulf states -- prompting some to argue that they are already helping those fleeing the conflict. As one anonymous Syrian wrote recently on Facebook: "Saudi has no refugees but it hosts a million Syrians on visitor visas, in addition to the Syrian residents, and they get their health care and schools, and in some cases their rents from charities." For some in the Gulf, the criticism should be directed instead at Western governments, saying it is their failure to fully back and arm those fighting Assad that is behind the refugee crisis. "European and American officials facing their short-sighted policies must welcome more Syrian refugees," said former Qatari diplomat Nasser Al-Khalifa. --------------------------------------------------------------------------- Five families of Syrian refugees granted asylum in Uruguay last year protested outside the president's offices on Monday, demanding they be allowed to leave the South American country in search of better jobs, even back in the Middle East. Uruguay accepted the 42 Syrians fleeing civil war in October 2014, but the families said they felt the leftist government had failed to deliver on a promise of good incomes. "I am not afraid to go back to Lebanon," said 36-year-old Aldees Maher, whose family had initially sought safety in a refugee camp across the border from Syria. "I want a place that guarantees me, my family a life." In Uruguay, a secular country with a tiny Muslim population of about 300, the refugees receive housing, health care, education and financial support from the government. Even so, they have struggled to settle in and relations with locals have been strained. "I don't have any way of getting a job to earn enough money and look after the family. Before we came, the embassy told us we could earn $1,500 a month," said Maher. Maher and his family returned to Uruguay after spending 20 days in Istanbul's airport in August after immigration officials refused them entry to Turkey. "If they want to go, they can. But it is not up to us whether another country allows them entry," said Javier Miranda, head of the human rights secretariat inside the presidency. One 22-year-old Syrian who identified herself as Sanaa said she felt deceived by Uruguay's treatment of the refugee group. "It's not what they said it would be like here. We want to leave," she said. Another group of 80 Syrian refugees is expected to land in the country before the end of the year. --------------------------------------------------------------------------- Iraqi, Syrian and Afghan immigrants at the Hungarian-Serbian border are complaining and fighting with Hungarian police. At being prevented from leaving a holding site and heading on to a transit camp near Roszke, Hungary, where they can register as refugees and continue their journey, they’re asking "Why are they treating us like this?" One Hungarian nonprofit was on site handing out biscuits, fruit and water, and a medical tent was erected Monday. Meanwhile, Austria and Germany warned they can't keep up with the influx of refugees and said they must begin to slow the pace. More than 16,000 migrants have streamed into Austria since Saturday. Virtually all continued to Germany, where the city of Munich had received more than 17,500 people. "We must now, step by step, go from emergency measures to a normality that is humane and complies with the law," Austrian Chancellor Werner Faymann said. The United Nations' refugee agency, UNHCR, estimates that more than 366,000 refugees and migrants have crossed the Mediterranean Sea to Europe this year. At least 2,800 have died or disappeared during the journey. Not every European country is opening its arms. Denmark, for instance, paid for ads in Arabic in four Lebanese newspapers to get the word out about its own new, tightened restrictions -- such as reducing social benefits -- to try to prevent refugees from getting into the Scandinavian nation. "We cannot simply keep up with the present flow," Immigration and Integration Minister Inger Stojberg, a member of the right-wing Venstre Party, said on Facebook. "In light of the huge influx to Europe these days, there is good reason for us to tighten rules and get that effectively communicated." Many of the migrants arrive with harrowing tales of crossing the Mediterranean, then walking from Greece through Macedonia, Serbia, Hungary and finally into Austria. Austria's border with Hungary remains open to potential refugees, Austrian Interior Ministry spokesman Alexander Marakovits said Sunday, as packed buses and trains continued to arrive. One man who recently arrived in Austria talked of the family's difficult journey through Hungary. "We went through a torture," he said, standing next to his two daughters. "We walked 110 kilometers (70 miles) with the children. They didn't allow us to take cars or trains." But he said the Hungarian people "were very nice" and the situation got better when the family arrived in Austria. "We are comfortable here, and we like the people and the government of Austria." Of the thousands who arrived in Austria this weekend, a dozen or so have opted to apply for asylum there, the country's Interior Ministry said. Many want to go farther, particularly to Germany. Attacks against refugees on the rise But the dangers don't stop once refugees reach Germany. At least 340 attacks have taken place on refugee camps in Germany this year, the Interior Ministry said. Most of the incidents are believed to be fueled by radical right-wing, anti-immigrant sentiment. The attacks include vandalism, hate speech and arson, as well as violent attacks on people. At least 38 violent assaults have been recorded this year, up from 28 last year. On Monday, another suspicious fire broke out at a house for asylum seekers in Rottenburg am Neckar, police said. Five people were injured -- three by smoke inhalation and two by jumping out of the building's first and second floors. European Union countries have an open-border policy that allows the free movement of people between member states. While Germany, France and other countries are opening their doors to more migrants, countries such as Hungary and Austria are clamping down on the flow. Hungary's right-wing government, trying to stop the flood of migrants, has erected a barbed wire fence along its more than 160-kilometer (100-mile) border with Serbia to prevent them from crossing there. Serbia is not an EU country.

Ford Motor Company has put 58 new MAN TGX 18.400 Ultra tractor units into service. The new trucks will be used in the vehicle manufacturer's production logistics unit. The particularly low height of these semi-trailer combinations with full air suspension is worthy of mention: The low fifth wheel height in combination with specialized trailers allows for three pallet cages to be stacked vertically for greater transport efficiency, while at the same time remaining in compliance with the statutory height limit of 4.00 metres. Typically, an internal height of 3.00 metres is required in the automotive industry. This height is taken from the material being transported - either stacked pallet cages or transport racks, produced at this height, for engines or vehicle body parts. MAN offers a special range of Ultra tractor units for this purpose. The new and particularly 315/45R22.5 drive axle tyres enable a fifth wheel height of 920 mm to be achieved. A special air suspension function ensures that the truck-trailer combination does not exceed the 4.00 metre mark, even when unloaded and with tyres under fully extended suspension: the truck is able to lower the driving height by approx. 20 mm when unloaded. Fully equipped for maximum safety and driving comfort The trucks are equipped with all available assistance systems, TipMatic with intarder, navigation, fixed cab phone and Bluetooth hands-free system. The emergency brake assistant permanently monitors the traffic ahead and triggers emergency braking in an emergency. The LGS lane guard system alerts the driver if, for example, he unintentionally leaves the lane. The ACC system (Adaptive Cruise Control) keeps to the speed required by the driver while at the same time maintaining the correct safety distance. The system independently controls the brake system of the truck for this purpose. In order to provide drivers with optimal comfort for tours involving occasional overnight stops, the vehicles are equipped with spacious XLX cabs. The trucks will be maintained by MAN under a service contract. MAN impresses Ford Since 2012, MAN has already been providing Ford Motor Company with 370 trucks under a five-year long term lease agreement including 185 TGX 26.440 6x2 tractors received in 2013 for transporting engines, transmissions and components between Ford's Dagenham, Halewood, Bridgend and Southampton operations in the UK. Ford says it made the selection because MAN Truck & Bus put together an attractive package that met its requirements. Attention to detail and the service provided by MAN's sales team were also factors in the decision, as was the positive feedback Ford received from its drivers, in terms of handling and comfort. .

From 1975 until 1998 (when Ford exited the heavy truck segment), Ford produced right-hand drive Louisville heavy trucks in Brisbane. Note that Brisbane was turned on the same year that the Ford Transcontinental entered production in Europe..........Ford planned to become a global heavy truckmaker. The Brisbane (Eagle Farm) plant in the state of Queensland was originally built in 1926, and produced landing craft for the Australian Navy during WW2. I wouldn't be surprised if the aerodynamic side fairings were locally sourced to help reduce costs. (Ford had three heavy truck plants: Amsterdam, Brisbane and Louisville)

The one thing I will say is these people do not have military training, weapons or the money to buy weapons. They stand no chance against ISIS, which is composed of many of Saddam Hussein's best trained, experienced and most ruthless military heads. This is why it has been a slaughter. It takes a professional army to stand up to ISIS. Syria has one, but it's been preoccupied fighting western-supported rebels. The rebels are fighting amongst themselves, as much as they are with Assad's government troops (depends which day it is), and will be the next source of headache if/when ISIS is dealt with. Where is the United Nations, or the Arab League, when it's time for them to perform their duties? If UN soldiers are finished raping 12-year-old girls and murdering families in the Central African Republic, perhaps these ruthless SS-like troops could head up to Syria and occupy their time killing members of ISIS. Related reading: http://www.thedailybeast.com/articles/2015/04/21/what-saddam-gave-isis.html http://www.theguardian.com/world/2015/apr/20/former-saddam-spy-masterminded-the-rise-of-islamic-state-says-report Be sure to read these tales of our success with rebels (your tax dollars at work for a more peaceful tomorrow) http://www.wsj.com/articles/covert-cia-mission-to-arm-syrian-rebels-goes-awry-1422329582 https://www.washingtonpost.com/world/syrian-fighter-group-that-got-us-missiles-dissolves-after-major-defeat/2015/03/01/286fa934-c048-11e4-a188-8e4971d37a8d_story.html http://www.telegraph.co.uk/news/worldnews/middleeast/syria/11203825/Syrian-rebels-armed-and-trained-by-US-surrender-to-al-Qaeda.html

Yes Paul, the Aeromax name was applied to a first generation of aerodynamic models prior to the all-new HN-80 carrying forward the name. ---------------------------------------------------------------------------------------------- As a response to the aerodynamic Kenworth T600, for 1988, Ford introduced its own aerodynamic heavy truck. Designated AeroMax L9000, the new design was an extensive upgrade of the L-9000. While sharing the same cab and the hood of the medium hood LS-9000, the Aeromax used a set-back front axle to add a form-fitting front bumper with swept front fenders. For the first time in a North American truck, automotive-style composite headlights were used. Other aerodynamic enhancements included skirted fuel tanks and a specially designed "Aero Bullet" sleeper unit. Following its introduction as a semitractor, the AeroMax line expanded into the vocational truck lineup alongside the rest of the Ford L-Series. A later LA-8000 was introduced for "Baby 8" intra-city delivery. 1992 saw the introduction of the extended hood, set-back front axle Aeromaxes designated LLA and LTLA-9000. These featured optional full-length chassis skirting, along with the same aero headlights and bumpers of the older medium hood LA series. Related Photograph - http://3.bp.blogspot.com/-w0HhzSfOaro/UMtVQlsXFUI/AAAAAAAGNhc/l1Nxmhsjer4/s1600/NATIONAL+SCIENCE+CENTER+AUGUSTA+GEORGIA+FORD+Aero+Max+Sleeper+Cab+Truck+Drop+Deck+Trailer,US+Army+The+National+Science+Center+Augusta+GA..JPG .

.

Sterling Trucks launched with three models Fleet Owner / March 1, 1998 Less than two months after Ford transferred ownership of the tooling for its HN-80 line, Sterling Trucks Corp., the newest subsidiary of Freightliner Corp., has begun production at its plant in St. Thomas, Ont., Canada. The conventional L-Line, formerly known as the Ford Louisville, is being offered in truck and tractor versions for a broad range of vocational and "urban distribution" applications. The Sterling A-Line tractor, which Ford called the AeroMax, is available in three over-the-road configurations, including the SilverStar premium sleeper version. Both models will be sold through 156 Sterling dealers in the U.S. and 60 in Canada, all former Ford Heavy Truck dealers. The new company says it plans to add another 80 dealers to that network by the end of the year. Approximately 130 Sterling dealers will also get a third cabover model purchased from Ford. The Cargo, which will also be sold under the Freightliner name, will be built on the Business Class chassis and offered in Class 6 through 8 truck and tractor versions. Sterling is being positioned as a builder of "high-tech, high-end, premium Class 7 and 8 vocational trucks," according to James Hebe, president and CEO of Freightliner, who forecasts that the L-Line will account for 80 to 85% of Sterling's initial sales. The first L-Line model available is the L/LT7500, featuring a 101-in. BBC and short sloping hood. Targeted at urban distribution applications, the truck version is offered with either single or tandem axles with GVW ratings ranging from 21,000 to 66,000 lb.; a tractor configuration is rated 80,000 lb. The standard engine is the midrange Cummins ISC diesel rated at 215 hp., with options including other Cummins and Caterpillar engines with ratings ranging from 175 to 300 hp. The standard transmission is a 5-speed manual; options include10-speed manuals and both mechanically and electronically controlled automatics. Heavier L/LT8500 and L/LT9500 trucks and tractors will be offered for construction, refuse, tanker, municipal, utility, and other vocational applications. The A-Line tractor will be offered in 113- and 122-in.-BBC versions with either Flat Top or AeroBullet bolt-on sleepers, or in a daycab configuration. The premium SilverStar will carry an integral 77-in. stand-up sleeper compartment. Power choices include 10- to 14.6-liter diesels from Cummins, Caterpillar, and Detroit Diesel matched with a wide range of direct and overdrive transmissions. Interior and suspension choices are similar to the L-Line. The Cargo combines the familiar Ford-designed low-forward cab with Freightliner's Business Class chassis. The standard engine is the Cummins ISB electronically controlled diesel with ratings from 175 to 215 hp. In production since January, it can be spec'd with single or tandem drive axles and air or spring suspensions in GVWs ranging from 25,500 to 52,000 lb. Later this year, dual-steer and right-hand drive options will also be added. Designed for severe on/off highway applications, the new (Mercedes-Benz) TufTrac parabolic taper-leaf tandem-axle suspension offers generous articulation with uniform wheel loading, as well as a smooth on-road ride. Features of the new heavy-duty suspension include parabolic taper-leaf springs, maintenance-free rubber-isolated pivot points, and protected brake chambers. Offered in three capacities (40,000, 46,000, and 52,000 lb.), the proprietary suspension will be available for Sterling, Freightliner, and American LaFrance vocational truck models later this year. American Isuzu Motors Inc. (AIMI) recently introduced the NQR, a 16,500-lb.-GVW-rated low-cab-forward. The vehicle is designed to be more economical to operate than the 18,000- and 19,500-lb.-GVW FRRs, and thus should appeal to parcel deliverers, auto retrievers, construction companies, and others that prefer to operate vehicles that just make it into Class 5 territory. Available in four wheelbase lengths -- 109, 132.5, 150, and 176 in. -- and capable of accommodating 12- to 22-ft. bodies, the NQR fills a GVW niche that had been vacant since 1991. The NQR is built around a 33.5-in. channel ladder-type frame with clean upper flanges to facilitate body mounting. With yield strength of 44,000 psi, section modulus of 7.2 in.3, and RBM of 316,800 lb./ft./in., the frame provides a strong backbone. The truck is made with generous gross axle weight ratings -- 6,830 lb. in the front and 14,550 lb. in the rear. The beefy underpinning and relatively lightweight engine and chassis, explains AIMI, combine to allow the vehicle to offer 10,592 lb. of body/payload capability. The NQR is powered by a newly developed 4-cyl. 4HE1-TC turbocharged diesel that generates 175 gross hp. at 2,700 rpm; it develops 347 lb.-ft. of gross torque at 2,000. The engine is said to be highly durable. According to AIMI, testing showed that the engine's roller rocker arm assemblies, alloyed cast-iron liners, nitride piston rings, and durable crankcase will enable it to outlive most medium-duty 6-cyl. engines. In comparison to the earlier NRR, which rode on 17.5-in. tires and wheels, the NQR rides on bigger 19.5 tires and wheels. However, low-profile 225/70R19.5s give the Class 5 additional load carrying capability, enhance its handling, and offer the potential for longer tire life. The NQR comes with a choice of two transmissions: a newly developed 4-speed O/D Aisin 450-43LE automatic with lockup torque converter, and a 6-speed manual O/D. Both boxes have PTO provisions. Expanding options for its Fleet Advisor logistics management system, Eaton Corp.'s Trucking Information Services Div. (TISD) has introduced satellite communications hardware and two-way satellite data communications services for the U.S. and Canada. Marketed under the name FleetCom, the satellite service will be carried over new packet-switched data systems operated by NORCOM Networks in the U.S. and TMI in Canada. Like the circuit-switched satellite systems used by many fleets, the packet data service provides complete communications coverage, but offers higher data transmission speeds and lower cost, according to Eaton. TISD also resells land-based packet data service from RAM Mobile Data under the FleetCom name. Hardware for the new satellite system will be available with and without an integrated GPS receiver for vehicle tracking. Both models of Eaton's new Satellite Communications Module (SCM) will allow fleets to remotely exchange large amounts of data with the Fleet Advisor on-board computer, doing away with cable connections, driver data cards, and other hardware data collection systems. Although circuit-switched satellite service also handles data, it takes the lower cost and higher speed of satellite packet data to make wireless transmission of driver logs, fuel tax records, customer information, and other high-volume data practical, according to a TISD spokesperson. The SCM transceiver and FleetCom satellite service use the common X.25 communications protocol, making it easier to integrate with existing information management systems, according to Eaton. The first customer for the new Eaton satellite service is the private fleet operation for Harley-Davidson Motorcycle, which is currently using the Fleet Advisor OBC with a driver data card. Consolidated Metco has a new option for trailer operators -- a PreSet wheel end with inner and outer bearing cones that are packed with Mobilith SHC 220 grease. This alternative comes on the heels of the oil bath and semi-fluid lubed PreSet wheel ends that the company introduced two years ago. The PreSet wheel end, which is available through trailer OEMs and dealers, has a lightweight cast-aluminum alloy hub, Timken bearings with special tolerances, a precision-machined bearing spacer, and an optional stamped-steel ABS tone ring. An Eaton Outrunner seal protects cavity integrity. According to Mark Wagner, ConMet product manager for hubs, PreSets are available in hub-piloted or ball seat mounts. Non-vented to the atmosphere, they contain factory pre-adjusted bearings. Wagner stresses that there is a major distinction between PreSets and unitized hub/bearing assemblies. "PreSets are field-serviceable; if unitized hubs are damaged, they must be replaced as assemblies," he says. At 500,000-mi. brake-service intervals, the ConMet products can be taken apart for inspection and re-lubing, as well as for installation of new seals. Jeff Barr, vp-sales, says that the greased PreSet wheel end will help operators further decrease trailer life-cycle costs, since the grease virtually eliminates the chance of lube leakage past the seal and onto the brakes. The greased PreSet package saves approximately 40 lb./axle in tare weight and is covered by a 500,000-mi./5-yr. warranty. Webasto Thermosystems Inc. says its new Thermo Cooler auxiliary climate-control system is a "first" for trucking. The frame rail-mounted unit consists of a fuel-fired heater and a cool-storage reservoir. The Thermo Cooler is designed to be plumbed into a truck's existing coolant lines with no need to break into refrigerant lines. The initial model can produce heat output of 17,200 Btu/hr. and cooling of 15,000 Btu. For heating, fuel is drawn directly from the truck's fuel tank to the diesel-fired heater, which heats coolant flowing through it to about 160 deg F. The heated coolant then flows to the rear heat exchanger. Air blown over the heat exchanger is carried through existing ducts to heat the cab and sleeper areas. Cooling starts with driving the truck with the air conditioner on, which chills air through the rear evaporator. This air is blown through the heat exchanger to chill circulating coolant. The coolant is then pumped through the cool-storage unit, where coldness is retained by freezing a special medium contained within 500 small vacuum tubes. In addition, the Thermo Cooler runs "overflow heat" from the rear heat exchanger to the engine, keeping it warm enough for a safe start. The engine then returns the coolant to the heater and the cycle repeats itself. When cool air is needed for sleeping, the driver activates a sleeper-mounted control panel. Chilled coolant is circulated back to the heat exchanger and chilled air is sent through existing heating ducts to cool the bunk area. "With the Thermo Cooler," said Greg Koziel, director of sales and marketing, Truck Products Group, "drivers can maintain a comfortable cab interior throughout a sleep period, regardless of the exterior temperature, using an economical all-in-one heating and cooling system." The Thermo Cooler, which will be built at Webasto's new 30,000-sq.-ft. facility in Lapeer, Mich., will be introduced to select OE dealers later in the year. Franz Neumeyer, general manager and vp, says Webasto will also offer such accessories as programmable timers and diagnostic systems. Carrier Transicold debuts reefer for 53-ft. trailers In response to the growth in thin-walled 53-ft. trailers in motor carrier refrigeration operations, Carrier Transicold last month introduced a new refrigeration unit. Dubbed the Ultima 53, the unit features a combination of deep-frozen, frozen, and perishable capacity; improved fuel economy; rapid pulldown; tight temperature control; and higher reliability. "Before developing Ultima 53, we worked closely with 53-ft. trailer users to ascertain their refrigeration requirements and trailer usage patterns," said Guy Colglazier, director of marketing and dealer development. "Based on their input, we sought to match the unit's performance to their needs." The unit is based on Carrier Transicold's Ultra trailer platform but achieves 15% more airflow, thanks to a larger condenser with 20% more surface area, a 300-rpm increase in compressor speed, and a fan that is located further away from the condenser. A redesigned grill that features a 30% increase in air inlet and a new, eight-blade condenser fan also aid cooling. Carrier says the increased airflow moving across a larger condenser improves heat transfer, increases capacity, and improves high-ambient performance. Running on 404a refrigerant, the Ultima 53 delivers 3,000 cfm of air flow and 25,000 Btu of capacity at a -20 deg F set point and 100 deg F ambient. The unit operates in ambient conditions up to 135 degrees F. Other benefits include: * Fuel economy. A thicker evaporator pod with more insulation is said to reduce unit heat leakage by up to 60%, thus lowering fuel consumption by up to 33% over competitive offerings. * Improved reliability. For the first time, Carrier deviated from its zero-protrusion evaporator design, extending the evaporator by four inches. That, along with a thicker pod design, offers increased structural strength. Also, the fan clutch has been repositioned on the fan shaft to reduce clutch load. * Fast pulldown. Testing in customer fleets has demonstrated that Ultima 53 reached set point faster than other systems, saving both time and operating costs. * Temperature control. The new unit achieves its deep-frozen capacity without compromising temperature control in the frozen and perishable ranges. That's because the unit features Carrier's UltraFresh 2 capacity control system as a standard feature. Tests confirmed that 53-ft. trailer temperatures held within 2 deg of set point, and supply air temperatures varied to within only 2 deg . The Ultima 53 is available with RoadCare Extended Major Component Coverage for up to eight years of 16,000 operating hours. Stemco is offering a new wheel-end system for trailer axles. According to the manufacturer, the Platinum Performance system is designed for long life and is available both for OE specification and aftermarket retrofitting. The package is built around Stemco's new Guardian High Performance wheel seal. The company says this seal will last four times longer than other long-life seals on the market. The seal is combined with a Pro-Torq advanced axle spindle nut and a Sentinel maintenance-free hub cap "to create a fully comprehensive solution to wheel-end performance problems," says Stemco. The Platinum Performance system carries a three-year limited warranty. The terms are applicable to both new-equipment installations and field retrofits, as long as all three products are installed at the same time. The Power Fleet 967 is Kumho Tire's latest steer position tire, designed for regional and longhaul applications. Casing durability and treadwear have been improved through a mold cavity shape configured to produce low inflation/deflection stresses, according to Kumho. In addition, decoupling groove geometry minimizes uneven shoulder wear. Shoulder and rib groove width is proportioned so that a uniform wear rate is maintained. Better ride and easier tire mounting have been addressed through improved molded bead spacing. The Power Fleet 967 is offered in the following sizes: 11R22.5, 11R24.5, 295/75R22.5, and 285/75R24.5.

U.S. Justice Dept. Approves Freightliner/Ford Deal Fleet Owner / July 1, 1997 The U.S. Justice Dept. has given tacit approval to the Freightliner Corp. purchase of Ford Motor Co.'s heavy-truck business by not filing an anti-trust objection under the Hart-Scott-Rodino Act. The Canadian government has also approved the acquisition. The two companies are now free to move ahead with the sale of Ford's technology, tooling, and assembly equipment for the Louisville/AeroMax (also known as the HN80 series), as well as Ford's service parts business, and the tooling for Ford's L-Series and Cargo trucks. The transfer should be completed by March, according to Freightliner president and CEO James L. Hebe. Freightliner will set up a new company headquartered in Cleveland, Ohio, to market the HN80. A name for the new company is expected later this month, followed shortly by a new name for the HN80. With production scheduled to start early next year, the HN80 will be built across the Canadian border at Freightliner's St. Thomas, Ontario, plant, which is currently producing Freightliner's FLD Series. Cabs for the truck will be built in Norwalk, Ohio, by Mayflower Corp*. Freightliner will invest $5.6 million in that plant to relocate a robotic cab assembly system now housed in Ford's Kentucky Truck Plant in Louisville. Ford heavy-truck dealers have also been contacted about the transition, according to Freightliner. It's not yet known how many of the approximately 250 current Ford dealers will sign on to distribute the renamed heavy trucks. While Ford is getting out of the heavy-truck business, it will continue building medium-duty F-Series conventionals and is expected to continue marketing those popular models through its current truck dealership network. Although Ford had suspended North American production of the Cargo, Freightliner says it will revive the low cabover model for distribution in the U.S., Canada, and Mexico through "select Ford and Freightliner dealers." The Class 6 through 8 Cargo will be built at Freightliner's Mt. Holly, N.C., plant, which is currently producing medium-duty Business Class models. * Mayflower also produced the Mack CH cab during the 1990s. FYI, connecting the dots to the current Mack cab supplier CVG (Commercial Vehicle Group), Sheller-Globe purchased UK-based Motor Panels and then put the Norwalk cab plant under its new Motor Panels division. Then, that division was sold in 1989 to UK-based CH Industrials, which was sold in 1991 to UK-based Mayflower Vehicle Systems, which was sold in 2005 to CVG.

Freightliner to base new truck line near Cleveland Bloomberg / June 30, 1997 PORTLAND, Ore. - Freightliner will locate the regional headquarters for its newly acquired line of Ford heavy trucks in the Cleveland area. The company plans to employ about 100 people at the new headquarters. In addition, Mayflower Corp. was chosen as the supplier of truck cabs for the HN80 truck series purchased from Ford Motor Co. Freightliner will invest $5.6 million in the Norwalk, Ohio, Mayflower plant for an expansion. Mayflower expects to add 40 to 50 new jobs as a result, according to Mayflower CEO John Wise. Freightliner will relocate a $15 million robotic cab assembly system to the Mayflower plant from Ford's Kentucky Plant in Louisville later this year. 'We selected Cleveland in part because of its proximity to the St. Thomas, Ontario, manufacturing plant where the HN80 will be located,' said Freightliner CEO James Hebe. In May, Freightliner and Ford signed definitive agreements that enabled Freightliner to buy Ford's technology, unique tooling and assembly equipment for Ford's heavy trucks.

Ford Shows Clout in Class 8 Automotive News / April 28, 1997 They may be lame ducks, but Ford's heavy trucks still pack some punch. During 1996, Ford could only muster a 9 percent market share - dead last among the seven largest truckmakers. But during the first quarter of 1997, Ford launched a comeback of sorts. Ford had 3,777 Class 8 sales during the first three months, up 8.2 percent over the first quarter a year ago. Ford sales rose 50.2 percent in March, compared to the same month a year ago. Ford's first-quarter share of the Class 8 market this year was 9.7 percent, good enough to spring ahead of Volvo GM Heavy Truck Corp., which held a 9.1 percent share. Ford's good fortune is good news for Freightliner Corp., the king of Class 8 sales in the United States. Freightliner has agreed to buy Ford's heavy-duty truck business and is waiting for government approval. Freightliner will rename the Ford AeroMax and Louisville heavy-duty trucks, build them in a Freightliner plant, and sell them with a new and separate sales team. Overall, Class 8 industry sales of 39,102 during the first quarter were off 5.7 percent. March sales of 15,279 units were virtually unchanged from the March 1996 figure of 15,290. Peterbilt Motors Co. was the only other maker of heavy-duty trucks with first-quarter sales greater than a year ago, up 9.2 percent. Peterbilt vaulted over Mack Trucks Inc. into the No. 3 spot. Peterbilt had a first-quarter share of 11.2 percent. Navistar International Transportation Corp. took a step during the first quarter toward its goal of 20 percent market share. Navistar, which ended 1996 with 16.7 percent of the Class 8 market, grabbed a 17.8 percent share during the first quarter of 1997. Navistar's first-quarter sales were down 2.3 percent. But March was a good month for Navistar, with sales up 4.7 percent. Freightliner remained secure at the top with a commanding 28.9 percent first-quarter share, despite a loss in sales of 9.1 percent.

Dealers Protected as Ford Quits Big Trucks Automotive News / February 24, 1997 Ford Motor Co. is bailing out of the heavy-truck business, but its dealers will still have products to sell. About 257 Ford dealers in North America are affected by Ford's decision to sell its heavy-duty truck business to Freightliner Corp., a subsidiary of Mercedes-Benz AG. Freightliner will take over Ford's heavy-truck franchises. The dealers will operate under a separate sales division, yet unnamed, that will peddle the products acquired from Ford. In effect, the dealers will take on a separate franchise for those products. Most of the 257 will continue to sell Ford products smaller than heavy trucks. The deal will give Freightliner, already the U.S. heavy-duty truck leader, nearly 40 percent of the U.S. Class 8 truck market. Ford -stung by dwindling sales, tiny market share and marginal profitability - will now focus on what it does best - light trucks and medium-duty commercial trucks. 'This is a case of us reallocating resources to what we're good at and where the future growth and performance is,' said Jim Donaldson, vice president in charge of Ford's Truck Vehicle Center. 'We're sticking to our bread and butter. We have had only average performance with heavy-duty trucks.' Even with Ford's departure, the Class 8 heavy-duty market is still crowded, with six major players. Ford becomes the last of the Big 3 to flee the heavy-duty segment. General Motors is involved only through a 13 percent interest in Volvo GM Heavy Truck Corp. Keys to the Deal Here's how the deal works: Freightliner will buy Ford's technology, unique tooling and assembly equipment for Ford's heavy trucks. The heart of the deal is the Ford AeroMax and Louisville heavy trucks currently assembled at the Kentucky Truck Plant. Ford will end production of the AeroMax and Louisville late this year or during the first quarter of 1998, Donaldson said. Freightliner will set up the AeroMax and Louisville assembly line elsewhere, probably in an existing Freightliner plant, and Ford dealers then will sell them. They no longer will be called the AeroMax and Louisville. Freightliner also gets the tooling for the former L-series heavy trucks, which were dropped last year, and the Cargo tilt-cab, a medium-duty truck that Ford planned to drop this spring. Ford's service parts business for those trucks also goes to Freightliner. Neither would reveal terms of the agreement, which is subject to federal regulatory review. Ford probably will receive about $300 million, estimated John Casesa, an automotive analyst with Schroder Wertheim & Co. Inc. in New York. The price would have been higher if a plant had been involved, he said. Ford approached Freightliner, and a deal was completed quickly. 'There wasn't much sense in dancing around,' said James Hebe, Freightliner president. 'Ford wanted to sell, and we want to grow.' Concern for Dealers Hebe, in an interview, said that Ford was adamant that Freightliner use Ford's heavy-truck dealers. 'You've got to give Ford a hell of a lot of credit,' Hebe said. Ford was deeply concerned about the welfare of its dealers.' The 257 Ford dealers are qualified to sell the AeroMax and Louisville, also known as the HN80 platform. Of them, 176 are in the United States and 81 are in Canada. Among the U.S. dealers, 98 sell only commercial trucks. The other 78 U.S. dealers sell both cars and trucks. Dealers figured that this day would come eventually, said Jerry Turnauer, owner of Bayshore Ford in New Castle, Del., and Ford line representative for the American Truck Dealers. While Ford has been developing excellent products, like the AeroMax and Louisville, the company has not been as energetic in the heavy-duty truck service and parts arena, Turnauer said. Freightliner, known for its long-haul tractors, probably will build strongly on Ford's vocational truck business, said Bill Boyte, owner of Mid-Tenn Ford Truck Sales Inc. in Nashville, Tenn. That segment includes construction site, oil delivery and fire trucks as well as snowplows and tankers. Perfect Timing Freightliner had been brainstorming on how to delve deeper into vocational truck markets when Ford came looking for a deal. The AeroMax is Ford's aerodynamic Class 8 over-the-road tractor. The Louisville is a truck and tractor designed for vocational customers. Most are Class 8s, but some versions fall into the Class 7 gross-vehicle-weight rating. Both were redesigned in 1995. 'We get several unique opportunities here,' Hebe said. 'We get brand-new products that are strong in vocational niches, and we pick up 257 dealers in North America. It's a complete in-place distribution network.' Analyst Casesa called the sale 'one of those rare deals where it's terrific for both the buyer and the seller. From Ford's standpoint, it takes them out of a business where the company was not making any money. This was just a distraction to Ford.' Fitch Investors Service Inc. of New York estimates that Ford's heavy-truck profitability was marginal, even at cyclical peaks. Freightliner had $5 billion in revenue in 1996. The deal will add slightly more than $1 billion to its sales, and Freightliner has been profitable, according to Fitch. About 53 percent of Freightliner's revenue is derived from Class 8 truck sales. Heavy-Truck Leader Freightliner had a commanding market share of 29.4 percent in 1996. Ford had 9 percent, the smallest share among seven major heavy-duty truckmakers. Freightliner sold 49,922 heavy-duty trucks in 1996. Adding Ford's heavy-duty sales would give Freightliner nearly 40 percent of the Class 8 market. Ford sold 15,308 heavy-duty trucks in 1996, down from 19,395 in 1995. Production of Ford's tilt-cab Cargo truck will end this spring, and production of the F-700, F-800 and FT-900 trucks and B-series school bus chassis will be discontinued by the end of this year. All are assembled at the Kentucky Truck Plant. Ford will roll out at least three new medium-duty tucks in 1998. Ford will replace its F-Super Duty truck next January with all-new Class 4 and Class 5 trucks, called the 450 series and 550 series, and it will replace its F-800 with new Class 6 and 7 trucks, designated the 800 series, in late summer next year.

Ford to Trim Medium Trucks Automotive News / July 29, 1996 Ford Motor Co. will end production of three medium-duty truck platforms in 1997, but the company vows that it will remain in the medium-duty segment. Production of Ford's tilt-cab truck, called the Cargo, will end in spring 1997, the company told its dealers. Production of the F-series (F-700, F-800 and FT-900) trucks and B-series school bus chassis will be discontinued by the end of 1997. Ford seems intent to replace them with models built off a single platform. Ford has 225 dealers who sell medium- and heavy-duty trucks. Any of Ford Division's 4,200 light-vehicle dealers may sell the gasoline versions of Ford medium-duty trucks, and about 300 of those dealers are certified to sell the diesel-engine versions. A month after being notified of the changes by memo, some of Ford's medium- and heavy-duty truck dealers say they are still concerned that Ford may be bailing out of the medium-duty business. Dealers say the memo leaves them in limbo, uncertain whether they ever will see a replacement for the popular F-series medium-duty trucks. So far, Ford suppliers do not seem too concerned about the change, partly because of the moderate volume involved. All three platforms are assembled at the Kentucky Truck Plant. The F series is the most popular of the three platforms, with 24,200 trucks built at the plant in 1995. Production of the three platforms totaled 33,545 last year, up nearly 12 percent from 1994. They were sold in the United States, Canada, Mexico and export markets. John Merrifield, general sales manager of Ford's Commercial Truck Vehicle Center, denies Ford is leaving the medium-duty segment. But he is vague about how - or when - Ford will continue to serve it. Once the Ford strategy plays out, dealers will be pleasantly surprised, he said. 'We are not retreating from the segment,' Merrifield said. 'When we are done, there will be more (gross vehicle weight) ratings from Ford in that segment than we have today. Ford has a long heritage in the medium-duty business.' Class 4 Involved Merrifield said Ford wants to reduce the number of medium-duty truck platforms, a move that is in line with the cost-cutting goals of the Ford 2000 strategy. 'We all get concerned with change,' Merrifield said, 'and this is a change for (the dealers).' Ford, according to the memo, is considering a number of product offerings based on other platforms, including an expansion of the F Super Duty Series, an existing Class 4 pickup truck. The Class 4 is in the lower range of the medium-duty trucks, carrying a gross vehicle weight rating of 14,001 to 16,000 pounds. Dana Corp., which supplies Ford with clutch and driveline components for medium-duty trucks, said there has been no panic. 'We don't know where Ford is going with this yet,' said Gary Corrigan, a Dana spokesman. 'I don't know their strategy.' Dana's medium-duty business with Ford is small compared with the hot light-truck business. Dana provides the frame for the 1997 Ford F-150 and the Expedition sport-utility. Ford isn't going to walk away from the medium-duty market, said Jerry Turnauer, a Ford dealer in Delaware and Ford line representative for the American Truck Dealers. He believes new medium-duty models are forthcoming. It would be foolhardy for Ford to announce to the competition what it has in mind this far in advance, Turnauer said. Curiously, the memorandum states that a previously planned replacement program for the F-700, F-800 and FT-900 has been suspended. Replacement for L Series The Kentucky Truck Plant also assembles the L series, the single largest production category at the plant. The L series is an aging line of Class 7 medium-duty and Class 8 heavy-duty trucks and tractors. Ford will phase out the L series by October and will replace it with the new HN80 platform - the Class 7-8 Louisville trucks and tractors used for regional hauling, and the Class 8 AeroMax long-haul tractor. A New Jersey dealer predicted that Ford dealers will be forced to dual with other makes, offering medium-duty trucks made by competitors if Ford does not replace the F series and Cargo platforms. Navistar, the leading manufacturer of Class 5-7 medium-duty trucks and school bus chassis, doesn't see Ford abandoning a market that is expected to grow. Other serious medium-duty competitors include Freightliner Corp., GMC, Chevrolet and American Isuzu Motors Inc. 'We don't see this as a declining market,' said Jay Hacker, Navistar vice president of medium-truck business. 'Ford has been a very strong competitor. I expect them to continue to be a strong competitor.' While Class 8 heavy-duty truck sales were down more than 14 percent during the first half of this year, the medium-duties fared better, down less than 1 percent from 1995. Through June, 100,289 medium-duty trucks, Class 4-7, were sold in the United States.

New Ford truck features composite door Design News / April 22, 1996 Inkster, MI--The latest addition to the Ford Aeromax Series truck line will, for the first time, highlight an all-SMC (sheet-molded composite) door with steel reinforcements in critical high-stress areas. The door will be used on 30,000 of the 1996-model trucks. Eagle-Picher Automotive's Plastic Div. makes the doors. "This is a chance to show that composites can compete very successfully with steel," says Jim Grzelak, sales engineer for the E-P division. The impetus for changing the door came from a Ford survey of truck drivers. One conclusion from that research, Grzelak reports, is that drivers wanted a door that was stylish, but still durable, without the corrosion issues associated with steel. The SMC door was subjected to the same durability tests as a steel door, "and passed with very few problems," Grzelak adds. "In addition, the door is dent- and corrosion-resistant and has sound abatement. It also requires fewer parts than a steel door, which reduces assembly time and helps make the entire project very cost effective." Eagle-Picher produces the two-piece inner and outer door using state-of-the-art processing, including robotic adhesive application and water-jet cutting. Although not done in this project, the door could incorporate the window mechanisms so they are mounted on an SMC insert fastened to the door. Another benefit of using SMC: the door is 20% larger than its predecessor, but it weighs about the same. In all, the new Aeromax trucks incorporate about 450 lbs of SMC. Beside the door, the SMC parts include: front and fender extenders, hood, wind-deflector package (optional), and chassis side faring (optional). "Historically, SMC was used for horizontal panels, such as hoods," Grzelak notes. "But, with fenders and now doors, a lot of design people are realizing that SMC can be used to make vertical panels." Ford introduced its "Louisville" as a 113-inch bumper-to-back-of-cab length, medium conventional truck and tractor, with a body-side steel cab. It will complement the L-Series lineup, not replace any existing product at this time. Thanks to "material-transparent" construction techniques, Ford can build the Louisville cab in corrosion-resistant, weight-saving aluminum, using the same gauge of metal, the same dies, and the same assembly tools used to construct the all-steel cab. The aluminum cab will be phased in as an option on highway-model Louisvilles. The lightweight, durable, corrosion-resistant composite doors will continue to be used on both steel and aluminum cabs.

New Ford Commercial Trucks Designed To Set New Industry Standards Ford Press Release / March 8, 2015 DEARBORN, Mich. -- Two new truck lines from Ford Motor Company are designed to set new industry standards for durability, reliability and driver comfort. The new entries -- which will go into production in late 1995 -- include a new class 7 & 8 vocational truck called the "Louisville," and a new class 8 over-the-road tractor called the "AeroMax." "The design and engineering teams got to know our customers -- as well as customer wants and needs -- better than ever before during this program," said Ken Dabrowski, vice president of Ford's newly established Commercial Truck Vehicle Center. "The results will be apparent in the finished product. These new trucks will offer roomier cabs, increased driver comfort, more ease of serviceability, and attention to underhood quality and detail -- all of which were major features desired by the heavy truck customer." The trucks, while created with the design and engineering assets of the world's leading full-line truckmaker, began with the involvement of, and input from, more than 5,000 truck drivers, owners and mechanics -- creating what is believed to be the largest heavy-truck ergonomics and feature-preference database in the world. "We knew we'd not only have to build on the values that made the L-Series a success -- we needed to completely redefine these trucks to meet the evolving needs of current and future users," Dabrowski added. "And we've reached deep within the extensive resources of Ford Motor Company to do just that." The design and engineering process for the Louisville and the new AeroMax included the use of Cray supercomputers, extensive full-scale wind-tunnel testing, and other advanced technology. But the process was highlighted with on-the-road and in-the-studio time with professional drivers who participated in an instrument-panel design exercise which involved placing gauges and controls on an adhesive surface in a study intended to determine optimum instrument-panel design. "It was obvious from the beginning of this project that world class reliability and durability would be the price of admission in building a truck for the 21st century," Dabrowski said. "But there is one thing we couldn't design and engineer -- and that is the drivers themselves. Thus perhaps for the first time ever, drivers will find everything where they like it -- because they put it there." Both the Louisville and the AeroMax will initially be available in 113 inch bumper-to-back-of-cab (BBC) lengths. Additional models will be available later. The present Ford L-Series family will remain in production during the transition period to assure full product coverage for Ford Heavy Truck franchised dealers and their customers. Both truck lines will be built at Ford's Kentucky Truck Plant near Louisville.