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The upcoming all-new Scania heavy truck range will see the legendary (Mack) Scania V-8's top power rating increased to 780 horsepower. The engine variant, designated DC16-106, delivers 3,600 N.m (2,655 lb/ft) of torque, and conforms with Euro-6 (EPA2010) emissions regulations. The legend continues............stay tuned.

Owner/Driver / August 17, 2015 Political opponents join forces to demand better payment terms for Australian trucking operators. Big businesses may be dragged before a federal Senate inquiry or face calls to comply with new regulations if they don’t stop screwing over trucking operators on payment terms. Nationals Senator John Williams and Labor Senator Glenn Sterle – both former truck drivers – have put aside their political differences to demand faster payment terms for operators. Both are currently looking at ways to ensure payments to operators are made within 30 days of work being completed, similar to requirements the Road Safety Remuneration Tribunal (RSRT) introduced for sub-contractors and owner-drivers. In a joint statement, Williams and Sterle say options including an inquiry are being "actively considered". Williams says he was shown a memo a company sent a transport operator saying payment would be made 90 days after the month in which the invoice was generated. Williams says the payment terms mean work carried out on August 15 will not compensated until December 15. "This is outrageous. The transport company has to pay its drivers and staff in seven days, it has to pay its fuel bill in 30 days, plus parts suppliers and finance payments at the end of each month," Williams says. "But they are being asked to extend credit to much bigger businesses for up to 120 days." Sterle says lengthy payment terms are having a terrible impact on transport operators and their workers. "If one of these companies fails and cannot pay their suppliers, the transport company can be hundreds of thousands of dollars out of pocket. This can only lead to dangerous cost cutting and a lowering of industry safety standards," Sterle says. "The intent of the Road Safety and Remuneration Tribunal’s first order is for transport companies to be paid in a timely manner, but this is obviously being ignored." Earlier this year, FBT Transwest boss Cameron Dunn told a road safety conference that 120-day payment terms were becoming more common.

Yet another example of American companies being acquired by overseas aggressors. Once upon a time, America led the world in innovation and industrial might. But as a result of government casting a blind eye to the fast declining state of American industry, a significant portion of U.S. industry is now under foreign ownership. In order for a major country like the United States to regain its position as a world leader, we must have a solid economy, which inherently requires a solid industrial foundation. Today, we no longer have that. Much has been allowed to go abroad, while the meager remnants remaining is being sold to foreign companies. - Germany’s Mann+Hummel buys Affinia Group, producer of Wix, Napa and other brand filters - Germany's ZF has acquired TRW - Italy's Fiat owns Chrysler, Dodge and Jeep - China's Wanxiang has acquired over 20 U.S. businesses including U.S. government-funded battery maker A123, Dana’s coupled-products business, Neapco and D&R Technology. - Germany's Daimler acquired Freightliner, Western Star, Detroit Diesel and Thomas Built Buses - Sweden's Volvo acquired White, Autocar, GMC heavy truck and Mack Trucks - Germany’s Knorr-Bremse owns Bendix Commercial Vehicle Systems - Sweden’s Haldex acquired Anchorlok and the Neway suspension control valve business - Germany’s SAF acquired Neway air suspensions, and 5th wheel makers Holland and Simplex - Prestolite Electric, which includes the Leece-Neville brand, was acquired by Zhongshan, China-based Broad Ocean Motor Company and Beijing-based Ophoenix Capital. - Nexteer Automotive aka GM Global Steering Holdings LLC (formerly Delphi Steering and GM’s Saginaw Steering Division) was acquired by Chinese government-owned Pacific Century Motors - Germany’s Mahle acquired Delphi’s automotive air conditioning division, Delphi Thermal - Korea's Doosan owns Bobcat - Aircraft and industrial engine maker Teledyne Continental Motors was acquired by Chinese government aircraft maker AVIC - Canada's Bombardier acquired Learjet Corporation - Mexico's KUO Group acquired Borg-Warner and Spicer transmissions - Italy's Fiat thru subsidiary CNH Global owns Case-IH and New Holland - Sweden's Volvo acquired the road construction equipment division of Ingersoll Rand - Japan's Bridgestone owns Firestone - France's Michelin owns Uniroyal and BF Goodrich - China’s Beijing West Industries acquired Delphi’s brake and suspension divisions - Netherlands-based Mittal Steel acquired (asset holder of Bethlehem Steel, LTV, Weirton Steel, Georgetown Steel and US Steel) - Mexico's Metalsa S.A. acquired 10 Dana plants that produce structural components for chassis and body structures in light and commercial vehicles - Germany's Siemens acquired Houston-based Dresser-Rand - China's Shuanghui owns Smithfield Foods - Belgium's InBev owns Anheuser-Busch - South African Breweries (SAB) acquired Miller Brewing - Germany's Merck KGaA acquired St. Louis-based Sigma-Aldrich - Switzerland's Nestle owns Gerber baby foods and Purina - Sweden's Electrolux owns the Frigidaire, Kenmore and Tappan brands - South Korea's LG owns Zenith - Netherlands-based Philips acquired Magnavox, Philco and Sylvania - China's Lenovo acquired IBM's personal computing division - Japan's Seven & I Holdings owns 7-Eleven - The UK's InterContinental Hotels Groups owns the Holiday Inn and Crowne Plaza hotel chains, and Candlewood Suites - China's Wanda Group owns the AMC cinema chain - The Venezuelan government owns Citgo - Mexico's Bimbo Group acquired Sara Lee's bakery business and the following brands: Arnold, Ball Park, Boboli, Brownberry, Cinnabon Bread, EarthGrains, Entenmann’s, Francisco, Freihofer’s, Marinela, Milton’s Bread, Mrs Bairds, Oroweat, Roman Meal, Sara Lee, Stroehmann, Sun-Maid Bread, Thomas’ and Tia Rosa. - The British-Dutch conglomerate Unilever owns Ben & Jerrys, Vaseline, Hellmann’s, Best Foods, Ponds, Good Humor and Breyers - Germany's Henkel owns Dial soap, Loctite, Orbseal and Bergquist - Germany's Bayer acquired Miles Laboratories and Cutter Laboratories (including Cutter insect repellent, Alka-Seltzer, One-A-Day, Flintstones vitamins and Bactine), and the consumer care business of Merck & Co. which included the brands Claritin (allergy), Coppertone (sun care), MiraLAX (gastrointestinals), Afrin (cold) and Dr. Scholl’s. - Bayer CropScience acquired biological company AgraQuest - Thailand’s Thai Union Frozen Products owns Chicken of the Sea and Orion Seafood International - South Korea’s Dongwon owns StarKist - The UK’s Lion Capital owns Bumble Bee Foods - Giant Carlisle (Martin's Food Markets, Ukrops), Stop & Shop and Giant-Landover supermarkets are owned by Dutch retailer Koninklijke Ahold N.V. - Food Lion and Hannaford supermarkets are owned by Belgium-based Delhaize Group - Colombia's Cementos Argos has acquired the cement and ready mix producing assets of Vulcan Materials and LaFarge - UK-based Tarmac PLC acquired the cement and ready mix producing assets of Stamford, Conn.-based Lone Star Industries (for many years the largest U.S. cement maker) - Two-wheeled electric people mover Segway has been acquired by China’s Ninebot The list, sadly, goes on and on.

Reuters / August 17, 2015 German industrial filter maker Mann + Hummel is buying U.S. peer Affinia Group to boost its annual sales by $1 billion - or by more than a third - and gain access to the American market for heavy-duty and hydraulic filters. Privately-held Mann + Hummel said it would not disclose the terms, but a regulatory filing by Affinia showed the purchase price was $513.1 million. The German firm will also take on debt from Affinia, which stood at $822 million at the end of June. Automotive-parts suppliers have stepped up consolidation efforts over the past two years as many of them have cash in hand and are seeking greater size and global reach to give them more pricing power when negotiating with car and truck makers. This is the third deal within a year in which a U.S. auto supplier has been bought by a German counterpart, following ZF's takeover of TRW and Mahle's acquisition of Delphi's air-conditioning unit. The private equity owners of Affinia will get the proceeds from the sale of its Latin American operations, which were excluded from the acquisition. Affinia makes oil, air, fuel, cabin air, transmission, hydraulic, and coolant filters for vehicles and machinery ranging from race cars to excavators and wind mills under the WIX, NAPA and other brand names. Related reading - http://www.bigmacktrucks.com/index.php?/topic/39995-filters/?hl=affinia#entry291618

Ford Motor Company Press Release / August 16, 2015

Denver man robbed and beaten in broad daylight at light rail station ABC 7NEWS / August 14, 2015 Surveillance video shows the brutal beating and robbery of a victim in broad daylight at a light rail station. Video shows the victim walking away from the Knox Station on West 12th Avenue and North Knox Court at around 2 p.m. on Aug. 6, when a man in an orange-colored t-shirt pulls something from his back pocket and starts beating the man on the head with it a couple of times before the victim falls to the ground. A shirtless man walking behind them is seen walking around as the beating is taking place. At one point, as the victim is trying to escape, the shirtless man runs to block his path. The man with the orange t-shirt is then seen beating the victim repeatedly a second time, using some sort of white stick that the victim was carrying before the beating took place. Both the robber in the orange t-shirt and the shirtless man are then seen running away from the RTD Knox Station. Denver Police say the victim was hospitalized because of the beating. Video - http://www.thedenverchannel.com/news/front-range/denver/brutal-beating-at-rtd-light-rail-station-leaves-1-injured-dpd-looking-for-2-robbers

Navistar Trail Magazine

Land Line / March 14, 2015 A Pennsylvania trucking company is suing Volvo after its CNG-powered truck exploded in January, destroying a truck and loaded trailer only 3,000 miles into its lifespan. Fortunately, the driver was able to pull over and exit the truck in time to watch it explode. Kane Freight Lines is suing Volvo Group North America LLC; Cummins Westport Inc.; and Agility Fuel Systems Inc. The suit was filed in U.S. District Court for the Middle District of Pennsylvania and seeks an unspecified dollar amount. The company is suing for negligence, breach of warranty, breach of implied warranties, and spoliation of evidence after representatives of Volvo, Cummins and/or Agility recalibrated, tested, altered and/or modified sensors in the damaged CNG trucks. Plaintiff’s attorney John Campbell, of Yost and Tretta LLP in Philadelphia, said their case hinges on the belief that the equipment manufacturers have failed to honor both the express and implied warranty on the vehicle. “We think on a new truck, (the warranty) should be paid,” says Campbell. “It had 3,000 miles on it when it burnt up.” According to the lawsuit, a 2014 Volvo compressed natural gas-powered tractor owned by Kane Freight Lines caught fire while headed southbound on Interstate 81 in Harford Township, Penn. The fire started in or around the truck’s exhaust system below the truck’s passenger door, quickly spreading to the truck’s entire cab. The fire engulfed the truck cab rapidly, destroying the truck and an attached trailer full of cargo. The truck was one of seven 12-liter Cummins-Westport ISX 12 G engines powered by CNG that Kane Freight Lines received in July 2014 at the company’s Scranton, Pa., facility. The trucks reportedly can go 425 miles before refueling. Immediately following the January fire, the company refused to operate the other CNG-powered trucks in its fleet until Volvo made clear it had addressed the problem. Campbell said the suit also references a 2014 voluntary recall involving 2013-2015 model year Volvo VNL and VNM tractors equipped with Cummins ISL G and ISX12 G engines. According to documents on the National Highway Traffic Safety Administration’s website, the voluntary recall was issued after reports of ice buildup in the exhaust system increased the risk of fire or burn injury. “Now a year or so later, we have a fire in the exhaust area, which Volvo says it can’t explain,” he said. “We’re still exploring whether it’s related to the recall. Volvo says it’s not, but we’re not so sure.” The lawsuit blames “inadequate design of the exhaust sensors, exhaust insulation and/or the improper installation of insulation around the exhaust piping.” Kane Freight Lines believes Volvo, Cummins Westport and Agility Fuel Systems knew about the fire risk from the CNG engines’ high levels of heat. The suit points out defendants participated in a voluntary recall with the National Highway Safety Administration after previous fires started in and around earlier CNG truck engines. “To date, Volvo has failed to satisfactorily warrant the safety of these remaining tractors,” the lawsuit states. A representative of Volvo said the company believes the claims in the lawsuit “are without merit.” Volvo spokesman Avery Vise said neither the engine nor the fuel tanks were manufactured or installed by the company, and that they worked with both Cummins and Agility to review the incident. In addition, he says Volvo kept both Kane Freight and NHTSA “fully updated” throughout the proceedings, and provided Kane with rental units at no cost to support their operations during the investigation. “After extensive investigation, we were unable to identify any defect in the design, materials, or manufacturing in any of the components installed by Volvo,” states Vise. “Our testing found no support for the cause of the fire suggested by Kane. “Safety is a core value for Volvo, and we worked closely with our supplier partners to thoroughly examine the vehicles Kane decided to park. This investigation convinced us that the vehicles should be returned to service,” Vise said. The lawsuit also says Volvo asked Cummins technicians to examine Kane Freight Lines’ other CNG trucks after the January fire. “Subsequent to the fire, examination of the undamaged subject units revealed similar burn and heat patterns to those observed on the fire consumed tractor,” the lawsuit states. On June 1, Volvo took one of the Kane Freight Lines CNG trucks for testing at a New York facility and found the truck’s exhaust system heated “in excess of 500 degrees Fahrenheit after only one half-hour of operation,” the lawsuit states. Even with the testing, court documents allege, Volvo and Cummins didn’t honor written warranties for both the fire-ravaged truck and the other six CNG-powered trucks. The spoliation of evidence charge stems from an incident that Campbell says happened sometime this spring, when representatives of either Cummins or Agility contacted Kane and requested to look at the trucks to check the calibration of the exhaust sensors. “They concluded that (the sensors) were fine; they weren’t an issue,” he said. “But we’ve asked for information as to what they did with those units, whether they touched them, recalibrated them, and we haven’t gotten any information. So at this point, to the extent that we may or may not be able to determine how those were originally calibrated and whether they were similar to the recalled vehicles, we put that allegation in there.” Campbell stated the charge isn’t necessarily the same thing as tampering with evidence, however. “There are various levels with that,” he said. “There are times when people actually intentionally tamper with evidence. There are times when people try to work on something, and in doing so, change the evidence – not intentionally, not to conceal anything – but it’s lost permanently, whether it’s intentional or not.” Because of the extensive nature of the fire damage, Campbell says there’s no way for Volvo or the other defendants to determine whether or not the sensors in the destroyed vehicle were operating normally. “That’s another reason why we think if you can’t disprove that this was not that same problem, you should pay (the warranty claim),” he said.

Trailer/Body Builders / August 23, 2015 The National Highway Traffic Safety Administration is considering new rules that would require underride guards on straight trucks, part of a series of new proposals aimed at commercial trucks and trailers (globally termed SUP - side underrun protection, aka. lateral protection). The agency published an advance notice of proposed rulemaking (ANPRM) July 23 seeking comment on its plans to require conspicuity tape on straight trucks in addition to the extension of underride guards. The ANPRM is part of series of plans NHTSA has to place additional regulations on commercial trucks and trailers. The agency also said it is planning changes to existing safety standards that would set more stringent regulations for all types of guards, including those mounted on trailers. NHTSA said it will publish a separate notice of proposed rulemaking that would spell out plans for more demanding standards for “all guards, including guards now required for heavy trailers and semitrailers.“ For a copy of the July 23 proposal, click here. The agency is encouraging public comments. Comments can be sent to the Federal eRulemaking Portal: http://www.regulations.gov or mailed to: Docket Management Facility, M-30 U.S. Department of Transportation, West Building Ground Floor, Rm. W12-140 1200 New Jersey Avenue SE. Washington, DC 20590.

Associated Press / August 16, 2015 Trump says he will push to end the constitutionally protected citizenship rights of children of any family living illegally inside the U.S. "They have to go," Trump said, adding: "What they're doing, they're having a baby. And then all of a sudden, nobody knows...the baby's here." Native-born children of immigrants — even those living illegally in the U.S. — have been automatically considered American citizens since the adoption of the 14th amendment of the U.S. Constitution in 1868. The odds of repealing the amendment's citizenship clause would be steep, requiring the votes of two-thirds of both houses of Congress and support from three-fourths of the nation's state legislatures. Republicans in Congress have pushed without success to repeal that provision since 2011. "They're illegal," Trump said, describing native-born children of people living illegally in the US. "You either have a country or not." Trump's remarks came as his campaign website posted his program for "immigration reform." Among its details: Making Mexico pay for a permanent border wall. Mandatory deportation of all "criminal aliens." Tripling the force of immigration officers by eliminating tax credit payments to immigrant families residing illegally in the U.S. He said that families with U.S.-born children could return quickly if deemed worthy by the government. "We're going to try and bring them back rapidly, the good ones," he said, adding: "We will expedite it so people can come back in. The good people can come back." Trump said a tough deportation policy was needed because "there's definitely evidence" of crimes linked to immigrants living in the country illegally. Trump said he would waste little time rescinding President Barack Obama's executive actions aimed at allowing as many as 3.7 million immigrants living illegally in the U.S. to remain in the country because of their U.S.-born relatives. Obama's November 2014 actions were halted by temporary injunctions ordered by several federal courts in rulings challenging his executive powers to alter immigration policies without Congressional approval. The cases could lead to the U.S. Supreme Court. "We have to make a whole new set of standards," Trump said. "And when people come in, they have to come in legally." Trump's plan was endorsed by Sen. Jeff Sessions, R-Ala., who chairs a Senate subcommittee on immigration. "This is exactly the plan America needs," said Sessions. "Crucially, this plan includes an emphasis on lifting struggling minority communities, including our immigrant communities, out of poverty, by preventing corporations from bringing in new workers from overseas to replace them and drive down wages." On Sunday, Ohio Gov. John Kasich echoed Trump's call to finish construction of an incomplete system of barriers on the nation's southern border with Mexico. There are still gaps in the barriers, which have been under construction since 2005. Speaking on CBS' "Face the Nation," Kasich said he would "finish the wall" but would then work to legalize 12 million illegal immigrants now living in the U.S. (Another Obama-like plan to let illegals stay........No, the illegals all need to go! ) Kasich said he would "make sure we don't have anybody — any of the criminal element here." He would also revive the guest-worker programs that previously brought in temporary workers to aid in farming and other industries hobbled by labor shortages. Former Florida Gov. Jeb Bush supports an eventual plan to legalize the status of immigrant families. (Yet another plan to let the illegals stay........No, the illegals all need to go! ) Florida Sen. Marco Rubio worked with senators from both parties to develop a comprehensive plan in 2013 that would have legalized the status of many immigrant families. (And yet another politician who wants to let the illegals stay........No, the illegals all need to go! )

Agreed, our policy of U.S. citizenship through birth should be immediately revised. Children can not be entitled if the parents are illegal aliens. The policy, when created, was not intended to accommodate this situation. The loophole must be closed.

You should take note of what's been going on in Europe over the last 15 years. They are overflowing with both immigrants AND illegal aliens..........there systems are overloaded, never having been intended/designed for the burden they have now due to these masses. Look at Europe, which should shock you, and you can see where we'll soon be. Why are illegal aliens allowed to remain here, draw benefits and put their children in school............rather than being thrown back over the fence and forbidden from ever returning to the US - the penalty for intentionally throwing our immigration procedures to the curb and entering our country illegally?

Reuters / August 16, 2015 Republican presidential contender Donald Trump would deport all undocumented immigrants and rescind U.S. President Barack Obama's executive orders on immigration if he is elected to the White House, he said in an interview with NBC News. "We're going to keep the families together, but they have to go," Trump told NBC's "Meet the Press." Asked by host Chuck Todd about illegal immigrants who might have nowhere else to go, Trump said: "We will work with them. "They have to go ... we either have a country, or we don't have a country," he added. Trump, 69, also said in the interview he would need to rescind Obama's executive orders on immigration, including one that protects from deportation the children of parents who came to the country illegally. The real estate mogul and television personality, who has rocketed to the top of opinion polls among the 17 Republican contenders, has aroused controversy with his provocative comments on illegal immigration, including describing some undocumented migrants from Mexico as criminals and rapists. There are an estimated 11 million illegal immigrants in the United States.

When the authorities are collaborating in organized corruption, it obviously gives the disrupting elements in today's society an unwelcome argument, and pushes away the ability of our country to get back on the right track. http://www.dailymail.co.uk/news/article-3199013/Three-cops-two-liquor-store-owners-prominent-attorney-wife-daughter-nine-arrested-murder-small-time-California-crook.html

I personally have noticed, since the mid-nineties, a growing number of arrogant "power-trip" minded and/or low caliber, low integrity individuals are successfully entering our nation's police forces, as if the filtering mechanisms within the hiring process had been drastically revised downward. Based on this report, it appears the police officer planted the "evidence" on the boy. http://www.dailymail.co.uk/news/article-3199507/Parents-unarmed-teen-shot-dead-police-South-Carolina-claim-cops-celebrated-death-lifting-dead-hand-high-five-it.html A witness '…states that the officer who opened Zachary's door and pulled his dead body from the vehicle then went 'to the trunk of his police car and pulled (SIC) something out. 'The officer walked back over to the man on the ground rolled him over to his side, put something underneath his body, and then rolled him back.' A police officer with a neighboring police force has confirmed to SLED that the Seneca Police Department celebrated the killing of Zachary by desecrating his corpse. 'After Zachary had been shot and killed, member(s) of the Seneca Police Department lifted his dead hand and 'high fived' Zachary Hammond.' The officer who shot Hammond claims he shot him dead through the driver's side window because he 'feared for his life' as he was driving towards him during an undercover drug operation. Hammond's death was later ruled a homicide following two autopsies - one by local officials and another private. One revealed the shots came from the back and the car was not moving at the time - questioning the theory from police that the officer was in fear of his life. Seneca Police department have refused to name the officer involved in the shooting. Seneca Police chief John Covington, whose son has previously been arrested on drug charges, has stood by the account and insists the boy wasn't shot from behind. Adam Covington, the son of Seneca's police chief was arrested and charged with misconduct in office and theft of a controlled substance after stealing 30 hydrocodone pills from a woman at the Oconee County Detention Center. The family's attorney Eric Bland told The Washington Post: 'The shots were so close in proximity to each other that it would be physically impossible unless the car was stopped and the officer came up very close to an open window.' He also commented on the lack of outcry following his death, suggesting recent police-related shootings have received more press coverage. 'It's sad, but I think the reason is, unfortunately, the media and our government officials have treated the death of an unarmed white teenager differently than they would have if this were a death of an unarmed black teen. 'The hypocrisy that has been shown toward this is really disconcerting.'

Trouble runs downhill. From the EPA's incompetent head Gina McCarthy, rivers of incompetence run down the EPA hill. The EPA's governance over the last 20 years would be comical.....................if not for it being our reality. http://www.bigmacktrucks.com/index.php?/topic/40614-your-epa-people-who-made-the-new-truck-fuel-efficiency-regs-possible/?hl=gina+mccarthy

Are we going to take bets on which day Hillary throws in the towel? http://news.yahoo.com/ap-exclusive-top-secret-clinton-emails-drone-talk-071308584--election.html#

What a mess. Ten air marshals have committed suicide since 2002, and that's just the tip of the iceberg due to yet another incompetently implemented and managed government program by the employees who dictate down to us. http://us.cnn.com/2015/08/13/us/federal-air-marshals-investigation/index.html

Reagan didn't get our hostages out of Iran. Rather, the Iranians were willing to let them go at that point on purpose, their way of trying to make Carter lose face. Carter didn't care about their childish thought process on that, he only cared that the American hostages were finally released. Watch the video in my first post.

CBS News / August 13, 2015 Three Australian tourists visiting New Jersey this week raced to the rescue of a truck driver who was on fire. Two semi-trailer trucks crashed on the New Jersey Turnpike in East Brunswick on Wednesday night. The explosion made Simon Byrne slam on his brakes. Bryne was traveling with his sister Jacqui Wilson and brother-in-law Anthony Wilson. Anthony didn't think anyone could have made it out - but then they all realized they were witnessing a miracle. "Even just to see him coming out of the truck is amazing," said Byrne's sister, Jacqui Wilson. "When we first saw the truck in flames we thought someone has just died." One of the trucks exploded in a spectacular fire that engulfed the runway, that did not stop the Wilsons from shouting and running to truck driver Dale Miller, running across the Turnpike with his pants literally on fire. PHOTOS: Truck Explodes On New Jersey Turnpike “I was saying get his pants down, which has caused a big stir back home, because they’re all saying: ‘Here’s an Aussie running down the New Jersey Turnpike yelling at a trucker to get his pants down,’” said Jacqui Wilson. But the situation was no laughing matter. Wilson and her husband were visiting her brother, and were on their way back from a trip to Washington, D.C., when they witnessed the trucks collide just before 8 p.m. Wednesday near Interchange 9 in East Brunswick. While other motorists panicked and kept driving, the Australian tourists stopped to help. “It’s right in front of you. You’re 20 feet from it — what do you do?” said Wilson’s brother, Simon Byrne of Maplewood, New Jersey. “It’s not like, you can’t just sit there.” Wilson and her brother ran to the truck driver, pulled off his burning jeans, and put the flames. The driver appears dazed afterward as he walks toward them with his belt in his hand. “The truck driver was just holding my hands and he was just saying: ‘I have nowhere to go, I have nowhere to go,’” Wilson said. “So he was obviously in shock.” “How he got out of the cabin not completely on fire is a miracle itself, because there was nothing left of that truck within seconds,” Jacqui Wilson said. "He's a very lucky man." As the explosions got louder, Byrne yelled for the driver to move away from the fiery wreck toward the ambulance. "We are still in shock it was pretty horrific in a close call but like Jacqui said, that's what you do you don't think twice you jump in and help," said Anthony Wilson. Driver Dale Miller, of Claymont, Delaware, was at St. Barnabas Medical Center in Livingston, New Jersey in serious condition late Thursday afternoon. The Wilsons hoped he would make a full recovery, and refused acknowledge that they did anything heroic. “I would just like to think that if it was someone that I knew, that somebody would get out and help them and pay it forward,” Wilson said. The rescue has already won the Good Samaritans recognition back in Australia.

Washington / August 13, 2015 U.S. Transportation Secretary Anthony Foxx was paid nearly a half-million dollars by a bus manufacturer while acting as mayor of Charlotte, North Carolina, even though he performed no work for the company, according to a lawsuit filed in U.S. Bankruptcy Court. Foxx now serves in President Barack Obama’s Cabinet as U.S. Secretary of Transportation. He was appointed to the post in 2013. Before becoming a Cabinet secretary, Foxx spent four years at DesignLine as deputy general counsel. DesignLine, which made hybrid electric buses, struggled financially and filed for bankruptcy protection in 2013. The lawsuit was filed in North Carolina by Elaine Rudisill, a trustee for the bankrupt bus company, DesignLine USA. The suit seeks the return of $421,000 that Foxx was paid over four years as the company's deputy general counsel. The company's records do not reflect any work performed by Foxx, according to the lawsuit. The suit alleges that there was no general counsel for the company, and no evidence that Foxx was in contact with outside lawyers employed by the company. It contends that Foxx spent little or no time at the company's offices. Foxx resigned from the company on July 1, 2013, the day before he became transportation secretary, the lawsuit says. Note: Foxx has a degree in law, but no qualifications whatsoever (e.g. experience) in transportation, making his appointment as secretary of transportation puzzling........and troubling. .

Fleet Owner / August 13, 2015 New Proposed Category 11 heavy duty specification oils are on their way and before long will be in use at a fleet shop near you. Should fleets expect anything different in terms of oil and oil filter maintenance when they make the switch? Yes, says Edward Covington, vice president of global quality for WIX Filters, at least theoretically, “but you’ll have to watch it.” He shares some considerations for fleets as the new-spec oils approach their market debut, which is now anticipated as early as December 2016. As a starting point, PC-11 oils are being designed to tougher standards, like higher shear and oxidation stability and better resistance to aeration, adhesion wear and thermal breakdown, Covington points out. The main drive to develop oils with upgraded performance is so they can maintain effective protection at lower viscosities in hotter-burning, more fuel-efficient, lower-emissions diesel engines on the way. Thinner viscosity oil means less resistance on the engines' moving parts, and thus less fuel that'll need to be burned to move them. "What we've seen over time is that oils and filtration have improved along with engines as new specifications, technologies and additives have come out," Covington says. Oil filtering media also have evolved considerably over time to better protect against wear, he adds. "So generally, we expect that the new PC-11 oils are going to be more robust and resistant to breakdown," so the question is whether the oils, with proper filtration, will mean longer usable maintenance intervals. Covington notes that the oils' formulations are proprietary and still under development by a number of oil companies. One of those is Chevron, whose Shawn Whitacre, senior engineer for engine oil technology, also recently became chairman of ASTM International's Heavy Duty Engine Oil Classification Panel. There, according to Whitacre, "We're responsible for establishing the spec itself — particularly the new tests and limits that will be associated with those tests, and incorporating that into the official ASTM spec that defines oil quality. "The thinking of the industry is that these are going to be higher quality products than those they replace," he continues, agreeing that compared with the current CJ-4 heavy duty oils, "I think there's a lot of merit to the thought that these new oils will have the capability to go longer." Ultimately, however, engine makers will have to make their own recommendations about oil and filter maintenance intervals with the new oils, Whitacre notes. "It's the OEMs' decision how they intend to leverage this expected performance improvement in terms of the recommendations they make for their new products," he says, "as well as for their existing and older products." In addition to following OEM engine service recommendations, Covington suggests that fleets monitor and test their oil to determine what the optimal maintenance intervals should be for their specific engines, oil, fuel type and operating conditions. "If you look at it, some fleets are probably changing [trucks' oil and oil filters] too soon now and they could be going longer, and others are probably going too long now and they should be changing oil and filters more frequently," he contends. Regardless of PC-11 oils' potential performance, Covington notes that environmental and operating conditions play a big role in (e.g., can shorten) usable oil life — things like lots of dust or moisture in the air or frequent stop-and-go traffic backups. "How and where a vehicle is being run is a significant part of it," he says. Proliferation effect The WIX exec has a few recommendations particularly for when a fleet makes the switch to a PC-11 oil, noting that two subcategories of PC-11 oils are expected. "PC-11A" oils will be available in the same types and viscosities as current-spec oils, just with upgraded protection against wear and breakdown, and will be compatible with older vehicles. It's not known yet how compatible the "PC-11B" special lower viscosity oils will be with older engines — those are being designed to work in 2017 diesel engines and help deliver better fuel economy and lower greenhouse gas emissions. That leads to what Covington calls "a proliferation effect" when the variety of PC-11 products arrive. There will be more oils available — those that meet or don't meet the PC-11 standards, different viscosities of both those, two separate categories of PC-11, etc. — making it easier to fill a truck with the wrong one. If that happens, "the filter itself can handle the wrong oil, but higher wear on the mechanical parts of the engine, higher oil consumption or 'wash down' [of fuel into oil] may result in premature filter plugging due to oil breakdown or related concerns," Covington says, noting that PC-11 oils also are being designed to accommodate biodiesel. "The harsher the duty cycle, the more likely wash down may occur when switching oil types — brands, base stocks, chemistry," he explains. "Oil analysis will aid in determining if the viscosity, wear metals or soot levels change to an unacceptable point." Covington recommends that fleets run oil analyses prior to using a PC-11 oil and right after the switch on the same vehicle to establish their effective oil and filter drain interval. "Then monitor oil usage (top off), make sure the correct viscosity is used for the specific engine and use a backward-compatible version of PC-11 as needed for older engines," he adds. Whitacre agrees oil analysis can help. "That would be a good approach to really be methodical about understanding how the oil performs and if they might be able to take advantage of these new [performance] properties," he says. "That's one approach that fleets take — especially those that are trying to utilize oil analysis to optimize their drain intervals." The bigger performance leap: PC-11B For vehicles currently on the road, Whitacre notes that the PC-11A category oils will offer the simplest transition. "Those products will be able to be used quite transparently with products that are made and sold today, and they'll likely have the broadest applicability across fleet owners, off-highway equipment and so on," he says. While the PC-11A products are targeting better performance and perhaps could offer longer maintenance intervals, Whitacre points out that fleets will likely wish to consider the PC-11B products that promise higher fuel economy as well. "It certainly isn't too early to begin discussions with their suppliers — whether that's their oil supplier or engine maker — about what options are going to be available to them, particularly in getting the OEM position on [using] the new viscosity grades," he says. Again, the PC-11B oils may not be backwards-compatible with older engines, but assuming a fleet could use them, what about oil and filter maintenance intervals then? "We expect they'll also be very robust products, but it's a little hard to tell at this point whether they'll offer opportunity for drain interval improvements," Whitacre says. Roma Fatima, lube filtration product manager at Cummins Filtration, offers some additional thoughts on the matter. The company announced its new filtration product aimed specifically at PC-11B oils earlier this year, as other filter companies no doubt will in the months to come. "Advanced filtration technology is certainly an essential part of a successful relationship between these improved engines and lubricants," she tells Fleet Owner. "The goal of the lube filter is still to protect internal engine components based on the engine's filtration requirements . . . however, the nature of the lower-viscosity oils can change some aspects of how the filter is able to do its job." Fatima also emphasizes that regardless of any performance claims of oil filter products designed for PC-11B oils, the oil filter doesn't determine maintenance intervals — OEMs will have to make their recommendations for specific engines. Still, if PC-11B oils should offer longer usable life, from her company's perspective at least, she contends that Cummins Filtrations' new filter could support it. "If the condition of the oil warrants a longer service interval, then Fleetguard lube filters featuring NanoNet media are suitable for those extended service intervals and will provide improved performance," she says. Related reading: http://www.bigmacktrucks.com/index.php?/topic/35713-test-development-proving-tricky-for-new-pc-11-engine-oil/?hl=pc-11 http://www.bigmacktrucks.com/index.php?/topic/32540-lower-viscosity-pc-11-and-oils-role-in-fuel-economy/?hl=pc-11 http://www.bigmacktrucks.com/index.php?/topic/40417-shell-says-backwards-compatibility-for-pc-11b-fuel-economy-oils-not-ruled-out/?hl=pc-11 http://www.bigmacktrucks.com/index.php?/topic/39540-separate-oils-for-newer-and-older-engines-being-developed-for-heavy-duty-trucks/?hl=pc-11 http://www.bigmacktrucks.com/index.php?/topic/33481-new-oil-choices-thick-or-thin/?hl=pc-11 http://www.bigmacktrucks.com/index.php?/topic/35731-shell-engine-teardown-compares-protection-of-experimental-oil/?hl=pc-11

Hillary..........what a piece of work. I wonder what color the sky is in her world? http://www.dailymail.co.uk/news/article-3197093/Tech-company-maintained-Hillary-s-secret-server-sued-illegally-accessing-databases-creating-chaos-stealing-White-House-phone-numbers.html http://www.dailymail.co.uk/news/article-3196774/Hillary-s-emails-contained-secret-CIA-intelligence-satellite-info-panic-hits-Democrats-campaign-issues-4-000-word-explanation-s-innocent.html

Japan’s longest day: plot that nearly prevented war from ending The Financial Times / August 13, 2015 On the night of August 14 1945, as Japan prepared to surrender to the Allies, a group of rebel officers launched a coup d’état and seized control of Tokyo’s Imperial Palace. Determined to fight on, even if it meant the annihilation of their country, the plotters ransacked the palace looking for the prepared recording of Emperor Hirohito’s surrender message and very nearly prevented the end of the Second World War. The events of that night — symbolising a loss of political control over the military — have come sharply into focus on Friday’s 70th anniversary as Prime Minister Shinzo Abe, seeks to reinterpret Japan’s pacifist constitution and make it easier for its armed forces to fight. The main actors from that August night are long dead, but one man still living spoke with almost all of them. In the mid-1960s, Kazutoshi Hando interviewed the protagonists for his book Japan’s Longest Day , a classic account of the hours leading up to the surrender. “Even 20 or 30 years later the plotters still thought it was wrong for Japan to capitulate,” he said in an interview with the Financial Times. The book — remade as a film for the 70th anniversary — is almost unbearably tense. The fanatics plead with the head of the army to lead their coup, only for him to commit ritual suicide instead, while gangs of students roam the streets seeking to assassinate the prime minister. It is often assumed that Japan’s surrender was inevitable after the atomic bombing of Hiroshima and Nagasaki, but even after the devastation of those cities half of the cabinet refused to accept the allies’ terms. The deadlock was only broken when the prime minister in an unprecedented step asked the Emperor, a constitutional figurehead, to decide whether to surrender. The surrender came as a shock to a military that was planning to fight to the last man. A successful coup was plausible. “The plotters probably thought they had a 50:50 chance,” says Mr Hando. The moment of greatest danger came on the morning of August 14 when the rebel officers knew the cabinet would meet at the prime minister’s residence. They planned to confine all members of the peace faction then install a military government. If that had happened, says Mr Hando: “There would have been no way to form a new cabinet with the power to surrender. It would have ended as it did in Nazi Germany.” The Allies would have invaded Japan to be met by waves of suicide attacks. But the prime minister got wind of the danger and had his colleagues meet at the Imperial Palace instead, The plotters seized the palace later in the night in a desperate attempt to prevent the Emperor’s broadcast of surrender. In the book it is striking just how little the atomic devastation of two cities seemed to play on the minds of the politicians planning surrender and the officers trying to stop them. Years after writing Japan’s Longest Day, Mr Hando says he came to think the atomic attacks were more significant: they shocked Japan’s top brass, who had been told such weapons could not be ready in time for the war, but now feared an atomic attack on Tokyo. But he says Japan’s leadership had a sketchy understanding of what nuclear weapons really meant: it took until three days after Hiroshima, for example, to confirm the weapon used was atomic. “The leaders understood better than the general public, but there were still many who didn’t comprehend it fully,” says Mr Hando. The author, now aged 85, is part of the dying generation with personal memories of the war. He remembers feeling deeply moved when Japan adopted its pacifist constitution in 1947, and while he says an old man has no right to decide, he clearly opposes Mr Abe’s changes. Japan’s greatest assets is the international trust its post-war pacifism has earned, says Mr Hando. “To throw that away on a needless national security law . . . I think is completely unnecessary.”