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Fleet Owner / June 4, 2015 Goodyear Tire & Rubber Co. and Sumitomo Rubber Industries (SRI) are dissolving their global alliance and in the process Sumitomo will acquire the remaining 75% of Dunlop Tires North America that it does not own. The companies have had a formal alliance since 1999. The agreement includes four joint ventures, one each in North America and Europe, and two in Japan. Under the terms of the agreement, Goodyear will pay SRI $271 million upon closing of the transaction, which is expected in the fourth quarter of 2015. “While we have derived value from the alliance over the last 16 years, Goodyear is well positioned today to pursue our strategy on our own,” said Goodyear Chairman and Chief Executive Officer Richard J. Kramer. “This successful resolution increases our flexibility to grow profitably as we continue to focus on delivering strong performance and sustainable economic value.” The agreement, when closed, would resolve the pending arbitration filed in January 2014. The agreement enables both companies to avoid the cost and uncertainty of the arbitration process. In North America, SRI currently owns 25% of the Dunlop brand. Under terms of the agreement, Goodyear will retain exclusive rights to sell Dunlop-brand tires in both the consumer and commercial replacement markets of the United States, Canada and Mexico as well as to non-Japanese vehicle manufacturers in those countries. In addition to assuming full ownership of the Dunlop motorcycle tire business in North America, SRI will have rights to sell Dunlop-brand tires to Japanese vehicle manufacturers in the United States, Canada and Mexico. In Europe, the changes include: Goodyear (currently 75% interest) will acquire SRI’s 25% interest in Goodyear Dunlop Tires Europe B.V. (GDTE).Goodyear will retain exclusive rights to sell Dunlop-brand tires in both replacement and original equipment consumer, commercial, motorcycle and racing markets in European countries where the current joint venture exclusively serves the market.SRI will obtain exclusive rights to sell Dunlop-brand tires in certain countries that were previously non-exclusive under the global alliance, including Russia, Turkey and certain countries in Africa.In Japan: Goodyear (currently 25% interest) will acquire SRI’s 75% interest in Nippon Goodyear Ltd., which serves the replacement market in Japan with Goodyear-brand tires.SRI (currently 75% interest) will acquire Goodyear’s 25% interest in Dunlop Goodyear Tires Ltd., which serves the original equipment market in Japan with Goodyear- and Dunlop-brand tires.Goodyear will regain exclusive rights to serve the Japanese replacement and original equipment markets with Goodyear-brand tires.SRI will continue to have exclusive rights to sell Dunlop-brand tires in the Japanese replacement and original equipment markets.

Transport Engineer / June 2, 2015 With the Euro 6 R&D drain behind them, truck manufacturers are spending on new technology. Ian Norwell visits Scania’s centre, in Södertälje, outside Stockholm, to gaze at its vision of the future In any industry there are always identifiable trends: currently, the big one in ours is autonomous driving (AD). Research efforts into platooning – where a lead truck takes control of followers – and single-truck AD are being vigorously pursued by, among others, Mercedes-Benz, Scania and Volvo, with different flavours emerging, and a visit to Scania's Södertälje centre shows where this Swedish OEM is heading. Lars-Gunnar Hedstrom, head of systems development at Scania, joined the company as a trainee in 1983, and rose to head of transmission control systems, with responsibility for developing the Opticruise AMT (automated manual transmission). It's been an interesting time to be in this particular hot seat. "Working on automated gear shifting technologies from 1985 to 1990, and retarder integration up to 1993, it was a fascinating journey," he agrees. "My guiding principle was that we would be adding a small extra cost in hardware, but it should deliver much greater savings in cost of operation. And Opticruise achieved that." However, Hedstrom says one of Scania's key development goals for advanced driver assistance systems is now platooning. It's not a new idea, but on-highway trials are planned for 2018 between Sweden and Germany – the far-off date reflecting legislative issues and permissions. The Scania transport laboratory (STL) has already conducted informal proximity driving trails to establish likely fuel economy benefits from closing the gap between convoy trucks. A 2.2 second gap – borderline unsafe at 56 mph – will win a 5% gain, says Hedstrom. Cut it to 1.5 seconds and it jumps to 7%, with a 10% prize waiting in the wings for those capable of reducing the margin to 0.5 seconds. But obviously, only electronically linked vehicles could achieve that. Incidentally, it's important to note that the leading vehicle in any such convoy is also a beneficiary. It may be pushing the air aside for its followers, but the massive reduction in rear turbulence is a win for them too. And on-track, a 0.5 second gap doesn't look alarmingly close. Not in M6 terms anyway. What about drivers themselves? A significant avenue of development at Scania is looking at what drivers do and how they reacts to different stimuli. For this, Scania has engaged the services of senior cognitive engineer Dr Stas Krupenia. "We understand that the driver's job has become more complex, and that stresses have changed," he says. Much of the physical grind has been mitigated by materials handling, and other health and safety-driven interventions, he explains, but the cerebral work load has increased. "Drivers have to process huge amounts of new information effectively to get the best from their vehicles, and it's no easy task," continues Krupenia, adding that traffic densities are forecast to increase 30% in Western Europe by 2050, and that driver assistance systems will need to be much smarter. "There are smart traffic systems [think of M42 congestion-easing], but the real hope is with vehicles using the road infrastructure more effectively, by being more intelligent." Accordingly, Krupenia's cognitive research has been examining which operational tasks (boots on pedals) can be automated, and the tactical operations (for example, route guidance) that might be added. Strategic aspects, such as interacting with other traffic, are the focus for the next chapter. What about taking the driver out of the equation altogether? "It's a long way off," he says. "Although we are aiming at connectivity between vehicles, you can still guarantee that the unexpected will happen." Why? Because the human element is at once our weakest and our strongest suit. A driver doing something stupid on the road in front is the weak spot; the reacting driver's creativity the strength. "Our objective is to make the driver and the truck a better team, and our guiding principle is to represent complexity with simplicity," suggests Krupenia. That may sound trite, but it's being done already in military applications, and Krupenia's ideas seem to have taken at least some inspiration from the pilot's environment in Lockheed-Martin's F-16 fighter jet. Head-up displays (HUD) have been around for nearly 40 years, but Scania sees a big role for them in trucks of the future. The Swedish giant doesn't want drivers spending time working out what's going on: it want them creating solutions instead. That is where automated information systems come good, through refined presentation of data. Hence Scania's latest development: one of the largest HUDs I've seen, occupying most of the windscreen. At first sight, it is intimidating. Not only does it display dashboard data – removing the requirement for drivers to look down for what may be critical fractions of a second – but it also provides visual and auditory reports. Those can include the proximity of surrounding vehicles, weather information, traffic conditions and safety alerts. It also shows an overview of the entire journey, with distances, times, events, topography and an interactive map. And the birds-eye view shows a tactical display of surrounding traffic and its movements, including the driver's own truck, while augmented reality highlights important information in the immediate vicinity, such as lane markings and obstacles. These visual displays are complemented by a customised set of 30 auditory 'displays' set to several urgency levels. Icons will also support platoon driving, including a decision-support tool for selecting or rejecting potential convoy participants. And there is a 'social' area for coordinating rest stops. Incidentally, there's an entertainment and communication section too. And the whole system can be customised to prioritise data according to driver needs. If this all sounds horribly complicated, drivers who have used it don't agree. Trails of a fully automated truck HUD in simulators show that professional drivers take to it remarkably quickly. "For a truck to become fully autonomous, it is assumed that we will have full connectivity between all vehicles involved," comments Krupenia. As far as platooning is concerned, that clearly means more than meets the eye. Expect changes in truck technology way beyond the obvious. Test track Before leaving Scania's R&D labs, a swift demonstration at the test track provided a timely reminder of just how fast technology is progressing. Many in the industry will have seen their first AEBS (advanced emergency braking system) demonstration only a few years ago. My first encounter was on a Mercedes-Benz track in Boxberg, where it seemed highly futuristic. I saw another at the Scania test track, but it had already become a formality, as AEBS will become a mandatory fitment for new trucks this November. With that in mind, think about how soon platooning, AD and HUD systems may become realities. Meanwhile, Scania's test track revealed how the company is ticking big environmental boxes with a range of developments. Bput through their paces were: a 26-tonne parallel hybrid distribution truck, which was virtually silent; and a 10-axle, 35 metre, 72-tonne combination that Scania's transport laboratories has been running on the highway. Sweden always seems to be first to push its national gvw limit in Europe. This month, it is being raised from 60 to 64 tonnes. .

Navistar Q2 Results Reveal Narrower Loss, Big Gain in Sales Heavy Duty Trucking / June 4, 2015 Navistar International Corp. narrowed its loss in the second quarter but missed analyst expectations as its revenue dropped by nearly 2%. Company officials emphasized the truck and engine maker's "continued progress in improving enterprise-wide business operations." The second-quarter net loss of $64 million (or $0.78 per diluted share) is significantly better than the net loss of $297 million (or $0.78 per diluted share) that it incurred for the same period a year ago. It also reflects a 38% increase in sales of Class 6-8 trucks and buses in the U.S. over the first quarter of the year. Revenue dropped from $2.75 billion to to $2.69 billion. Analysts had expected a loss of 18 cents a share and revenue of $2.82 billion. The OEM also stated that in Q2 it was cash flow positive and that it finished the quarter with $784 million in manufacturing cash, cash equivalents and marketable securities. In addition, the company advised that its Q2 2015 EBITDA was $85 million vs. an EBITDA loss of $119 million in the same period last year. In a June 4 conference call with investors, Navistar President and CEO Troy Clarke attributed this $204 million year-over-year improvement to an increase in truck segment sales, having a “favorable product mix” and the continuation of lower warranty expense and cost reductions. "Our results reflect continued progress in improving enterprise-wide business operations and positive momentum in the North American industry," said Clarke. "We continue to make solid improvements in our North American truck and parts businesses and are especially encouraged by the progress in our bus business as well as increased market share in our medium-duty business, where we saw significant improvement in sales to major rental and leasing fleets and strong results in dealer-led sales," he continued. Clarke noted that the 38% quarterly gain in North American truck sales also translated to a 10% year-over-year increase, which he said included a 24% increase in Class 6 and 7 medium trucks and a 9% increase in combined Class 8 trucks. "We continue to take the right actions to improve the business and expect to achieve in excess of an 8 percent EBITDA margin run rate as we exit the year," he added. "We think 2016 will be another strong year for the North American industry and we believe we're well positioned to take advantage of favorable market conditions for our core businesses." Indeed, Navistar said it is “projecting a continued strong North American industry for FY2016 with retail deliveries of Class 6-8 trucks and buses in the U.S. and Canada to be in the same range as FY2015 — 350,000 to 380,000 units — with a stronger mix of school buses and medium-duty trucks.” The company pointed out that it expects to attain more than $13 million in annual savings on fixed costs by “completing its exit from the foundry business as operations in Indianapolis wind down by the end of the summer.” It described the acquisition of a test track and proving grounds in New Carlisle, Ind., as a “key strategic addition to the company's product development operations, allowing for comprehensive testing and validation of new vehicles and innovative technologies.” Navistar also noted that it had announced during Q2 that it would be the first OEM to go to market with the Bendix Wingman Fusion advanced safety system, which it offers on International Class 8 on-highway tractors. Navistar also listed these Q2 segment-specific highlights: Truck. Recorded a loss of $51 million, compared with a year-ago Q2 loss of $129 million. Navistar said the segment's year-over-year improvement was driven by increased sales, improved product costs and lower charges for adjustments to pre-existing warranties— “reflecting quality improvements in recent model years and continued efforts to reduce overall cost per repair.” Parts. Recorded a profit of $133 million, flat compared to Q2 2014. Navistar noted that “sales and margin improvements in North American commercial markets were offset by a decrease in export and Blue Diamond Parts sales.” Global Operations. Recorded a profit of $1 million compared to a year-ago Q2 loss of $162 million. Navistar said the year-over-year gain was primarily due to one-time non-cash asset impairment charges in Q2 2014, noting that “the remaining improvements in segment loss were primarily due to lower manufacturing and structural costs as a result of restructuring and cost-reduction efforts.” Financial Services. Segment. Recorded a profit of $22 million compared to Q2 profit of $24 million. Navistar said this “reflected an increase in revenue that was more than offset by a higher provision for loan losses in Mexico and lower income from intercompany loans.”

Delco? Perhaps you mean York.

Today's Trucking / June 4, 2015 Navistar International Corp. on Thursday announced it narrowed its fiscal second quarter loss while revenue slipped. The truck and engine manufacturer reported a net loss of US$64 million, or US$0.78 per diluted share, compared to a second quarter 2014 net loss of US$297 million, or US$3.65 per diluted share. Revenues in the quarter were US$2.693 billion compared to US$2.746 billion a year earlier. The performance is less than the average estimate of 11 analysts surveyed by Zacks Investment Research, which were expecting a net loss of US$0.17 per share. Seven analysts surveyed by Zacks expected revenue of US$2.88 billion. Chargeouts for Navistar increased 38% over the previous quarter. These are defined as Class 6-8 trucks and buses in the U.S. and Canada that have been invoiced to customers, with the units held in dealer inventory. "Our results reflect continued progress in improving enterprise-wide business operations and positive momentum in the North American industry," said Troy A. Clarke, Navistar president and CEO "We continue to make solid improvements in our North American truck and parts businesses and are especially encouraged by the progress in our bus business as well as increased market share in our medium-duty business, where we saw significant improvement in sales to major rental and leasing fleets and strong results in dealer-led sales." Overall EBITDA (earnings before interest, taxes, depreciation and amortization) was US$85 million versus an EBITDA loss of US$119 million in the same period one year ago. According to Navistar, the US$204 million improvement was driven by an increase in truck segment sales, favorable product mix and the continuation of lower warranty expense and cost reductions. Prior year results included US$149 million in asset impairment charges related to the company's South American engine operations. In this most recent quarter Navistar’s truck segment recorded a loss of US$51 million, compared with a year-ago second quarter loss of US$129 million. The segment's year-over-year improvement was driven by increased chargeouts, improved product costs and lower charges for adjustments to pre-existing warranties, according to the company, which it said reflect quality improvements in recent model years and continued efforts to reduce overall cost per repair. The company provided guidance for its fiscal third quarter with EBITDA of US$125 million- US$175 million, excluding pre-existing warranty and one-time items. It also projects a “continued strong North American industry” for fiscal year 2016 with retail deliveries of Class 6-8 trucks and buses in the United States and Canada to be in the same range as the current fiscal year, 350,000 to 380,000 units, with a stronger mix of school buses and medium-duty trucks.

I like a 4.42 ratio, but 4.17 will accomplish what your want. 3.87 (not 3.86) would be to high (low numerically).

I suggest you head to your Mack dealer with your truck's model and serial number (located on the vehicle identification plate attached to the driver's door). Your dealer can then correctly look up the AC parts you are missing. And, they can probably print out illustrations of the compressor mounting arrangement as well as the AC piping arrangement.

The Economic Times / June 3, 2015 Sweden's Volvo AB is selling 1 million shares in Indian auto firm Eicher Motors in a deal valued at $278 million. Volvo is offering 1,00,5610 shares in a price range of 17,190-18,190 rupees in an open market sale that would result in the Swedish truck maker exiting its investment in Eicher. A Volvo spokeswoman and Eicher spokesman declined to comment. In March, Volvo had sold 1.27 million Eicher shares for around 2.5 billion Swedish crowns ($296.05 million). Sweden's Volvo is under pressure to demonstrate the benefits of years of cost cuts and has in addition to major staff cuts also sold off non-core assets in recent years, including its aerospace division in 2012. Volvo bought the stake in Eicher in 2008 as part of a deal under which the Swedish company also set up a separate truck and bus making joint venture with Eicher in India. Related reading: http://www.bigmacktrucks.com/index.php?/topic/39144-volvo-may-sell-4-stake-in-eicher-motors-to-raise-up-to-300-million/?hl=eicher

Australian Broadcasting Corporation (ABC) / June 3, 2015 A Northern Territory trucking company director says a booming live export trade is pushing up demand for cattle trucks. Audio: James Murphy from Barkly Livestock says his business is running "flat out" because of high demand in the live export cattle trade. (ABC Rural) Cattle producers are trying to fill the 250,000 permits Indonesia has issued for this year's second quarter, which has left transport companies struggling to meet the demand for trucks. Barkly Livestock's James Murphy said some pastoralists were struggling to access transport for their cattle. "Basically for the last two months it's been flat out," Mr Murphy said. "We've pretty well covered our customers but we might be struggling [to supply enough trucks] by the end of the week. "We've got 30 triple road trains working for us at the moment and they are pretty flat out across to Western Australia, South Australia and the Northern Territory." Mr Murphy said some pastoralists had booked significantly ahead of time, but those with cattle heading for live export through Darwin Port depended on the arrival of ships. "Our meatworks cattle that we are doing for Kidman Pastoral Company have been booked for over a month," he said. "Obviously they have got kill dates at the meatworks, so they stick to their schedules. "Boat cattle, that changes day-to-day. "As the boats get slower or quicker, dates come forward, dates go back, which can be a bit of a headache at times." Mr Murphy said while cattle prices and confidence within the industry had been rising he was yet to see many flow-on affects to the trucking industry. "I know producers are pretty happy with what prices they are getting at the moment, but put it this way, they're not giving us price rises."

When you contacted your Mack dealer with your truck's model and serial number, what did they say?

Heavy Duty Trucking / June 2, 2015 McNeilus Truck & Manufacturing has added the Meridian front loader to the company’s lineup of refuse vehicles. The 16,800-pound truck has a 14-ton payload and is rated to lift 10,000 pounds. Its design combines lighter-weight materials with a durable construction for commercial and residential applications. “The Meridian hits the productivity sweet spot our customers need with its reduced body weight, and increased lifting and payload capacities,” said Brad Nelson, president, McNeilus Truck & Manufacturing and Oshkosh Commercial Segment. “It was built by leveraging our proven technology, expertise and most importantly, customer input.” The Meridian features a clear headframe, underbody hydraulics and an electrical sidewall panel for easier access and serviceability. The hydraulic valves have been moved underneath the body rather than on the headframe to hedge against problems caused by leaks and to provide protection from hot exhaust. The electrical components are protected from heat and refuse debris by an enclosed sidewall panel. The Meridian is also available with the McNeilus NGEN Tailgate CNG system offered in 60, 75, 90 and 105 DGE capacities. The truck also includes the McNeilus CODE technology to provide diagnostics and troubleshooting capabilities. The CODE system features an integrated “smart” fuse panel, intuitive display, adjustable parameters and features like pre-trip reminders and vehicle status messages. Other features of the Meridian include: Non-sliding tailgate that means less wear on the tailgate seal and tailgate props that offer easier access between the tailgate and body Flat body floor design to increase payload capacity and allow for easier access and quicker service of underbody componentsLargest hopper access door available for easier cleanouts and curbside location for better accessAngled mid-post to help channel arm force appropriately, contributing to a stronger body designExcalibre packing cylinders that improve reliability and performance and prevent hydraulic contamination“We designed the Meridian by listening to our customers who want improved productivity, safety and serviceability, and validated the front loader through rigorous lab and field testing,” said Greg McCarty, McNeilus director of product management. “The Meridian – like all of our vehicles – also comes standard with our expanding network of customer service centers across North America.” Related information and photographs: http://www.mcneiluscompanies.com/meridian-interactive.html

Owner-Driver / June 3, 2015 The National Heavy Vehicle Regulator’s (NHVR) attempts to woo the Western Australian trucking industry have come to nothing, with the sector still maintaining it does not need national truck laws. NHVR CEO Sal Petroccitto recently emphasised the need for WA and the Northern Territory to follow the rest of Australia by enacting the Heavy Vehicle National Law (HVNL), but WA Transport Association (WARTA) CEO Ian King does not see that happening anytime soon. He says the industry and the Government of Western Australia firmly believe the existing state-based heavy vehicle framework is best and that the NHVR cannot demonstrate why Western Australia should change. "Ain’t going to be on. Our [transport] minister and the shadow minister have both said show us why we should be [part of it] and we’ll support it," King says. "We’re looking at what is happening over there [in the eastern states]. Do we need it in Western Australia since 97 or 98 per cent of the business is intrastate? "We’ve got about 2 or 2.5 per cent that is interstate and about 80 per cent of that is on rail. You don’t see trucks going across from Perth to Melbourne." Petroccitto told this year’s Trucking Australia conference the adoption of the HVNL in Western Australia and the Northern Territory was critical to delivering regulatory consistency and that both jurisdictions would eventually act. "We will get WA into the tent at some point in the future. We cannot have a national regulator without the Northern Territory and Western Australia there. It’s just a matter of time," he told the conference. Petroccitto hopes new fatigue management templates the NHVR has developed will encourage Western Australia and the Northern Territory to rethink their opposition to the HVNL. Both jurisdictions have cited fatigue management and heavy vehicle access conditions as key reasons why they are not prepared to adopt a national regulatory framework.

The Morning Call / June 3, 2015 Efforts at the Mack Trucks plant in Lower Macungie Township have helped Volvo Group North America hit its goal of reducing energy consumption at its U.S. facilities five years earlier than anticipated. Volvo Group's goal, under the U.S. Energy Department's Better Buildings, Better Plants initiative, was to reduce energy consumption at its eight U.S. manufacturing facilities by 25 percent between 2009 and 2020. But by the end of 2014, the group announced Wednesday, it had already reduced its energy consumption by almost 27 percent compared with its 2009 baseline. Volvo Group, the parent company of Mack Trucks, said it is one of only 11 companies to meet its goal early. "Reaching this milestone required the diligence and dedication of all our employees, and we will continue to strive for improved energy efficiency," Rick Robinson, director of health, safety and environment for Volvo Group North America, said in a statement. According to the Energy Department, Volvo Group North America has saved approximately 390,000 MMBTUs since 2009, the equivalent to about $2.3 million in cost savings. In addition to the Mack Trucks plant in Lower Macungie, energy consumption was reduced at Volvo Construction Equipment in Shippensburg, Franklin County; Volvo Group Remanufacturing in Middletown, Dauphin County; Volvo Group Powertrain in Hagerstown, Md.; Volvo Bus in Plattsburgh, N.Y.; Volvo Trucks in Dublin, Va.; Volvo Group Remanufacturing in Charlotte, N.C.; and Volvo Penta in Lexington, Tenn. Reaching energy efficient standards is nothing new for Mack Trucks in Lower Macungie over the last several years. In November 2013, the company announced the Lower Macungie plant was the first U.S. manufacturing facility to receive a platinum-level Superior Energy Performance certification in the Mature Energy Pathway category. The certification acknowledged the plant improved its energy performance by nearly 42 percent between 2002-03 and 2012-13. At that time, the company said plant investments that improved energy performance included lighting upgrades and controls, a building automation system, air compressor management, changes in heat recovery during manufacturing and HVAC system efficiency upgrades. All Mack trucks built for the North American market are assembled at the company's Lower Macungie plant. The facility has approximately 1,950 employees. As demand for Mack trucks has increased, the company has hired about 290 employees at the Lower Macungie plant since January 2014. And deliveries are up so far this year, driven by strong growth in the North American truck market. Through the first four months of 2015, Mack has delivered 8,895 heavy-duty trucks worldwide, up almost 1,070 — or 14 percent — from the same period in 2014, according to the most recent report released in May. The Better Buildings initiative was launched in 2011. According to the Energy Department, more than 250 organizations, including manufacturers, cities and school districts, participate in the program and have saved 94 trillion BTUs and $840 million since the initiative began. Each organization has committed to reducing energy use by at least 20 percent in the next 10 years, the Energy Department said. The program's 2015 progress report states that nine partners, including Volvo, and two financial allies achieved energy and financing goals in 2014. The only companies to post a larger improvement than Volvo were Sprint (36 percent), Ontario, New York-based Harbec (30 percent) and the Camas School District in Washington (28 percent).

NHTSA Issues Truck Electronic-Stability Rule Heavy Duty Trucking / June 3, 2015 The National Highway Traffic Safety Administration has issued its long-awaited final rule to require electronic stability control (ESC) systems on Class 7-8 trucks and large buses. The rule, Federal Motor Vehicle Safety Standard 136, will take effect for “most heavy trucks” in 2017, per NHTSA. The agency said that compliance will be achieved using a “J-turn” test that replicates a curved highway off-ramp. “ESC is a remarkable safety success story, a technology innovation that is already saving lives in passenger cars and light trucks,” Secretary of Transportation Anthony Foxx said upon introducing the new rule on June 3. “Requiring ESC on heavy trucks and large buses will bring that safety innovation to the largest vehicles on our highways, increasing safety for drivers and passengers of these vehicles and for all road users.” According to NHTSA, the mandate was needed because “ESC works instantly and automatically to maintain directional control in situations where the driver's own steering and braking cannot be accomplished quickly enough to prevent the crash.” The agency stated that implementing “ESC will prevent up to 56 percent of untripped, rollover crashes-- that is, rollover crashes not caused by striking an obstacle or leaving the road.” NHTSA estimates the rule will prevent as many as 1,759 crashes, 649 injuries and 49 fatalities annually. “Reducing crashes through ESC in these trucks and buses will save lives-– nearly 50 each year,” said NHTSA Administrator Mark Rosekind. “It will move goods and people more efficiently and reduce the toll crashes take on our economy through traffic delays and property damage. It’s a win for the safety and convenience of the traveling public and for our economy.” The rulemaking effort dates back at least 2011, when the National Transportation Safety Board first issued a recommendation that ESC be required on heavy-duty vehicles. When the current highway bill (MAP-21) was enacted a year later, one of its provisions directed NHTSA to consider an ESC requirement for motor coaches, which are included in the final rule just issued. Also in 2012, a rule requiring light-duty vehicles to include ESC took effect. The American Trucking Associations said it welcomed the mandate. “Ensuring the safety of America’s highways has always been ATA’s highest calling,” said ATA President and CEO Bill Graves, “and we’ve long known the positive role technology can play in making our vehicles and our roads safer. Today’s announcement by NHTSA will reduce crashes on our highways and make our industry safer.” “Last month, NHTSA reported to Congress that truck rollover and passenger ejection were the greatest threats to truck driver safety,” said ATA Executive Vice President Dave Osiecki. “We can save lives by preventing rollovers with electronic stability control technology, and that’s a positive for our industry. Many fleets have already begun voluntarily utilizing this technology and this new requirement will only speed that process.” Bendix Commercial Vehicle Systems LLC has advised that its supports NHTSA’s choice of ESC for its final rule requiring full-stability technology on heavy-duty vehicles. The manufacturer of ESC systems noted that the mandate will be implemented in three phases, starting August 1, 2017, for most three-axle tractors. “At Bendix, we always prefer to let the market be the catalyst to drive safety technology adoption,” said Fred Andersky, director of government and industry affairs. “We believe ESC stands alone in terms of safety, performance, and value. And we have also seen a market acceptance of this technology – over RSC [roll stability control] – at a rate of three to one. This technology is another positive step on the part of our industry toward helping to further improve highway safety.” According to Andersky, full-stability technology,which Bendix markets as its ESP Electronic Stability Program, “fully complies with the NHTSA rule.” He cautioned that it’s “critical for fleets currently equipping their vehicles either with ABS only or with roll-only stability systems to understand three key differences in order to better prepare for the arrival of full stability.” He outlined those differences as follows: “Full-stability systems use more sensors than either ABS or roll-only stability systems, creating a more comprehensive system capable of addressing both roll and directional stability. These additional sensors enable the unit to more quickly recognize factors that could lead to vehicle rollovers or loss-of-control. On dry surfaces, this means the system recognizes and mitigates conditions that could lead to rollover and loss-of-control situations sooner than roll-only options. Full-stability technology also functions in a wider range of driving and road conditions than roll-only systems, including snowy, ice-covered, and slippery surfaces. ABS systems are not designed to react to potential roll or loss-of-control situations.”“Interventions can also differ. Full-stability systems rely on automatic brake interventions involving the steer, drive, and trailer axles, whereas roll-only systems typically apply the brakes only on the drive and trailer axles. Slowing the vehicle quickly helps mitigate rollovers faster, while slowing and redirecting can help the driver maneuver in loss-of-control situations.” “Stability systems are the foundation for advanced active safety technologies. For example, as a collision mitigation system detects a possible collision with a forward vehicle and automatically applies the brakes in order to prevent or lessen its severity, the brake system should help the vehicle maintain its stability throughout the maneuver. This level of performance is best achieved with a full-stability system that is consistent with the new NHTSA rule.”Andersky also pointed to the high degree of market acceptance already in place. “In our view, the market had already made its technology choice known prior to the formal introduction of NHTSA’s rule,” he said. “Industry-wide, full stability is outselling roll-only technology three to one, up from three to two in previous years,” Andersky added. “The increasing adoption of ESC demonstrates the willingness by fleets to invest in the technology because of full stability’s ability to help reduce the number of heavy truck accidents, improve safety records, and deliver the return on investment that fleets need.”

Bloomberg / June 3, 2015 Makers of heavy-duty trucks in two years must add electronic stability-control systems to new vehicles, an effort by the U.S. government to prevent rollover crashes that kill about 300 drivers a year and injure 3,000 others. The technology uses engine torque and computer-controlled braking to help truckers maintain control in emergencies by keeping the wheels on the ground and the trailers from swinging. The regulatory requirement, proposed in 2012, is estimated to cost $585 per truck, the National Highway Traffic Safety Administration said in a statement on Wednesday. The final regulation mostly targets rollover crashes caused by driver error in steering large trucks, particularly on sharp curves and exit ramps. Though they accounted for 3.3 percent of all large-truck crashes, rollovers were responsible for more than half the deaths of drivers and occupants in 2012, the latest available data. Some buses also are affected by the rule. “Reducing crashes through ESC in these trucks and buses will save lives,” NHTSA Administrator Mark Rosekind said. “It will move goods and people more efficiently and reduce the toll crashes take on our economy through traffic delays and property damage.” Installing ESC on new trucks will prevent as many as 1,759 crashes and 49 fatalities a year, NHTSA said. Trucks, Buses The new rules have been recommended by the National Transportation Safety Board since 2011. They’ll apply to new trucks made after Aug. 1, 2017, that weigh more than 26,000 pounds (11,800 kilograms). An extra year is being given for passenger buses weighing more than 33,000 pounds. The trucking industry was split over the mandate. The American Trucking Associations, representing most of the largest U.S. freight carriers, said the action would reduce one of the greatest threats to driver safety. “Many fleets have already begun voluntarily utilizing this technology, and this new requirement will only speed that process,” said Dave Osiecki, the Arlington, Virginia-based group’s executive vice president. The Owner-Operator Independent Drivers Association, which represents 150,000 small-business truckers, said NHTSA’s action was another sign the government is relying on equipment rather than experienced drivers to improve safety. Technology Addiction “Too many have become addicted to technology,” said Todd Spencer, the Grain Valley, Missouri-based group’s executive vice president. “If any of this really improves safety, that should be evident where the rubber meets the road. We simply don’t see it in the vast majority of instances.” NHTSA estimates the industry will need to spend $45.6 million to comply with the regulations. The agency estimated the benefits -- through fewer crashes, injuries and fatalities -- to be far larger, from $312 million to $525 million. Electronic stability control, marketed by companies such as Bendix, a unit of German parts maker Knorr-Bremse AG, will prevent about 56 percent of untripped rollover crashes, NHTSA estimates. Some companies were pushing the agency to permit a less-expensive technology known as roll stability control instead of ESC. Regulators looked at the costs and benefits of requiring roll stability control, which has been sold by Meritor Wabco, a joint venture between Meritor Inc. and Wabco Holdings Inc. While the technology would cost, on average, $194 less per truck, the benefits through avoided crashes would be far lower because the systems don’t prevent nearly as many rollover crashes, NHTSA said. Truck manufacturers will have to demonstrate compliance with the new rules through a road test known as a J-turn, which involves accelerating at a constant speed before maintaining a lane on a curve with a 150-foot radius.

Transport Topics / June 3, 2015 Trucking supplier Stemco is acquiring Continental AG’s Veyance-North America air springs business in North America in an effort to expand in that market. Stemco, a subsidiary of EnPro Industries, in Charlotte, North Carolina, didn’t disclose terms. Veyance makes air springs with the Goodyear brand name and was acquired by Continental from Carlyle Group in January as part of a $1.8 billion deal. “The air springs business carries with it premium product performance,” Stemco President Todd Anderson said in a statement. “Their record of success and growth potential make this an exciting addition to our business.” Ohio-based Goodyear spun off Veyance in 2007. Veyance’s North American business is part of German-based Continental’s ContiTech unit. The U.S. Justice Department last year imposed a requirement that the air springs unit be sold in order to preserve competition in that sector. After agreeing to that step, the Veyance sale was completed. Continental’s statement said Veyance’s North American unit includes 500 workers at a plant in Mexico and 30 at its Ohio headquarters. Stemco, which also makes seals, bearings and other wheel end products, expanded earlier this year by acquiring ATDynamics, which makes aerodynamic equipment for trailers. EnPro Industries said the transaction was subject to regulatory approvals.

Heavy Duty Trucking / June 3, 2015 Navistar has named longtime Paccar executive Jeff Sass as senior vice president of North America truck sales and marketing. Sass will be reporting to Navistar Truck and Parts President Bill Kozek and will serve on the company’s senior leadership team. He joins Navistar after a 20-year career at Paccar in marketing, dealer development, customer service and sales. He was most recently the national sales manager at Paccar Parts. Sass earned a bachelor’s degree in political science and communications from the University of Oregon and an MBA from Seattle University. "Jeff is an experienced and respected leader in the industry and has a strong track record in developing new business, generating sales and supporting customers in the North American truck industry," said Kozek. "I know he'll bring new insights, high energy and excellent leadership to our International Truck sales and marketing team."

I've touched on this subject in the past. The former Allentown-based Mack Trucks for years had the most effective and yet ingeniously simple part numbering system in the global truck industry. The beginning of the part number (prefix) told you what kind of part it was, with P-number suffixes that told you what variation it was. Here are just a few examples of the part number prefixes: 1AX - fine thread bolt 4AX - course thread bolt 36AX - lock washer 37AX - flat washer 62GB - engine bearing 631GC - turbocharger 2ME - muffler 4ME - exhaust pipe 47MO - turn signal lamp 1MR - electrical switch 11MR - circuit breaker 3MT - temperature gauge 2QK - front spring 4QK - rear spring 1QM - hood 301SQ - king pin set .........and so on. The "P" suffixes were equally straightforward, continuing the brilliant simplicity of the Mack system. 2QK3378P1 10,500lb front spring 2QK3378P2 12,000lb front spring An "A", "B" or higher letter between the base part number and the "P" suffix denoted an engineering improvement. For example, 3MT35AP2. 3MT - temperature gauge 35 - R/U/DM A P2 - negative ground or P3 (positive ground) Because of the brilliant Mack part numbering system, the part numbers were very easy to remember, due to the fact that each part of the number had a logical and clear meaning. This is why veteran Mack parts people, in my humble opinion, were significantly better than their peers in the truck industry. With literally thousands of Mack part numbers comfortably in their head, veteran Mack parts people were faster than a New York deli. (Did anyone ever have the nightmare of obtaining parts from a Ford heavy truck dealer?) But now, Volvo has largely replaced Mack part numbers with Volvo global part numbers, randomly selected part numbers that have no meaning whatsoever. This is why the handful of veteran Mack parts people still around can no longer quickly assist you. The Volvo parts system, by design, is immensely time consuming. Not to mention the horrible, inconsistent Volvo Group electronic parts catalog for Mack brand trucks. For Volvo to throw away the staggeringly efficient Mack Trucks parts numbering system, frankly the truck industry's best, and replace it with meaningless Volvo global part numbers so as to meet the demands of their arrogant bureaucracy, is a tragedy for the Mack brand customer. As a Mack veteran, it leaves me totally disgusted. Even though today's Mack brand truck is for the most part a rebadged Volvo, the Swedish truckmaker would have been better off to adopt Mack's superior part numbering system rather than force their often criticized system upon the former Mack dealers. But then, the culture of arrogance at Volvo prevents them from admitting they are inferior at anything.

When the much hated former General Motors purchasing czar Bo Andersson was running GAZ from 2009 to 2013 (he's now at AvtoVAZ), he in 2010 was planning to out-source Ural's much needed new heavy truck cab, and he narrowed his options down to Chinese truckmaker FAW (http://www.themoscowtimes.com/business/article/gaz-teams-up-with-chinas-faw-on-trucks/417202.html). Because that plan never materialized, and Ural is financially challenged (GAZ Group itself has some money), so the Russian truckmaker was forced to get creative and make use of their in-house Next cab. I think they did a nice job of adapting it.

Press Release / June 2, 2015 GAZ Group has introduced the next generation range of its legendary Ural truck brand at the 16th annual construction equipment and technologies exhibition taking place in the Crocus Expo Center from 2 to 6 June. The new Ural heavy truck series will be available for order in the second half of 2015. Offering new levels of fuel efficiency and comfort, the modern looking new “Ural Next” are available with a broad range of specifications to meet varying global requirements. While maintaining the traditional advantages of the Ural brand, a unique cross-country capability combined with high functionality, the new trucks offer improved handling and fuel efficiency. The base powertrain for the Ural Next is a new YaMZ-536 diesel engine offered in 240, 285 and 312 horsepower ratings, paired with either YaMZ or ZF transmissions. In addition to diesel power, both methane and compressed natural gas (CNG) engines are now available. The maximum front gross axle rating has been increased from 5.3 to 6.5 metric tons, while the permissible payload has increased from 12 to 13 metric tons. Allowed gross vehicle weight has increased to 22.5 metric tons, and the gross combination weight rating has risen to 38 metric tons. The redesigned transfer case has a 40 percent higher torque capacity, while a reduction in friction has reduced fuel consumption by 8 percent. Chassis strength has been reinforced on long wheelbase models. Upgraded axles result in longer service life. Redesigned propeller shafts have twice the torque capacity as previous models for significantly extended driveline life. Featuring Wabco brake components, integrated power steering, pneumatically-actuated transfer box and intra-axle differential locks, the Ural Next can easily overcome the most difficult off-road conditions. “The development of Ural Next is the result of successful cooperation between enterprises and design services of GAZ Group,” says Vadim Sorokin, GAZ Group President. “The cab for new Ural Next is based on the GAZelle Next and GAZon Next cab, and the YAMZ-536 engine was developed at our Yaroslavl Motor Plant. Ural engineers used their unique experience for developing vehicles for operation in extreme off-road conditions. The outcome of strong cooperation between GAZ Group’s business units is a new next-generation heavy truck that can exceed the varying requirements of the customers around the world.” “We have an ongoing commitment to keep our Ural series at the forefront of heavy truck development,” says Ural Plant Managing Director Victor Kadylkin. “By focusing on the demands of our customers, we have created a new generation Ural truck that will help to increase our market share worldwide in the heavy truck segment. Ural Next is characterized by its modern look and interior, comfortable cabin, easy drivability and improved performance characteristics including increased maneuverability and durability plus reduced fuel consumption. At the same time, the truck has retained the traditional high off-road capabilities that Ural is known for amongst customers in the construction, oil and gas extraction, forest industry, mining and public utilities segments.” .

The LE was introduced by the former Allentown-based Mack Trucks in 1994. Thus the LE was just 6 years sold when Sweden's Volvo acquired Mack in 2000. It's shocking that Volvo allowed this product to age 21 years before finally giving it an upgrade. LR product page: http://www.macktrucks.com/trucks/lr-series/ LR brochure (Volvo-like, ie. without specs): http://www.macktrucks.com/~/media/files/brochures/mack%20lr%20brochure.ashx?as=1

Must be some mistake on Stephen Roy's part for calling that an LR (then again, what would an ex-loan guy with Volvo Commercial Finance know about Macks). This, in no uncertain terms, is a Mack LR. .

Mack previews new LR refuse truck Fleet Equipment / April 29, 2014 Mack previewed the new Mack LR series of low-entry cabover refuse trucks designed with the driver, customer and demands of the rigorous job in mind. Initially available in three-axle 6×4 configurations and powered either by diesel or natural gas, the Mack LR series will be available in 2015. Mack captured customer input during the design and engineering phases of the new LR series and utilized the feedback to highlight the characteristics core to a refuse truck – outstanding driver comfort, efficient operation and exceptional visibility and safety. “The new cab will be configured to improve driver comfort and productivity, while also maintaining the excellent maneuverability identified with Mack refuse models,” said Stephen Roy, president, Mack Trucks North American Sales and Marketing. Designed with body builders in mind, the LR offers additional access points and mounting locations for wiring, controls, and joysticks. The LR series cab’s enhanced driver environment will include tilt and telescopic steering, power windows and door locks, memory mirrors, in-dash air-conditioning, standard in-cab LED lighting and an instrument cluster with color LCD display. Steering column-mounted main gauge pods for both the right-hand and left-hand driving positions will enhance driver visibility and improve ergonomics. Centrally mounted radio and HVAC controls, accessible from both driving positions, will further contribute to a comfortable, driver-focused cab environment. Initially available in three-axle 6×4 configurations and powered either by diesel or natural gas, the Mack LR series will be available in 2015. The LR series cab also will feature center storage for lunch coolers, two-liter bottles, beverage cups, mobile phones and MP3 players. A rear-wall unit offers two additional levels of storage. The large cab doors will make driver ingress and egress easier. The Mack LR model will be spec’d with a Mack MP7 11-liter diesel engine with 325 to 345 horsepower and torque ratings from 1,200 to 1,280 lb.-ft. The Cummins Westport ISL G natural gas engine will also be option. All LR models are will be equipped with an Allison RDS five-speed or six-speed automatic transmission. The LR series will be available with left-hand drive, right-hand drive, dual-drive and left-hand drive/right-hand stand-up drive configurations. “Refuse vehicle customers and their drivers want a comfortable, safe work environment, great visibility and controls where they need them,” said Curtis Dorwart, Mack refuse product marketing manager. “All of these elements were taken into consideration and incorporated into the design of the new Mack LR series.” .

Truck News / June 2, 2015 At WasteExpo 2015, Mack Trucks introduced the new Mack LR low-entry cabover refuse model. The new model was designed to meet the challenges of refuse customers who require enhanced maneuverability, increased driver comfort and improved visibility. Mack says the truck was built with input from customers, and is available in three-axle 6×4 configurations and can be powered by diesel or natural gas. “The Mack LR model is the latest example of our commitment to application excellence,” said Stephen Roy, president of Mack Trucks North America. “At Mack, we work hard to understand our customers’ needs and build durable, dependable trucks that get the job done. By incorporating customer feedback into the LR design, we’ve built a safer, more comfortable work environment for drivers, boosting productivity and driver retention.” The LR model was also build with body builders in mind, offering many access points and mounting locations for wiring, controls and joysticks. Inside the cab, there are tilt and telescopic steering columns, power windows and power door locks, memory mirrors, in-dash air-conditioning, standard in-cab LED lighting and an instrument cluster with color LCD display. The rear cab windows now wrap around the rear cab corners, improving driver visibility. It also offers centre storage for lunch coolers, two-liter bottles, beverage cups, cell phones and MP3 players. The 11-liter Mack MP7 diesel engine comes standard in the LR model, delivering 325 to 345 horsepower and 1,200 to 1,280 lb.-ft. of torque. The Cummins Westport ISL G natural gas engine is optional. It is also equipped with an Allison RDS five-speed or six-speed automatic transmission.

Heavy Duty Trucking / June 2, 2015 Mack Trucks introduced the Mack LR low-entry cabover refuse model (at WasteExpo 2015) designed for enhanced maneuverability, increased driver comfort and better visibility. The Mack LR model is available in three-axle 6x4 configurations and can be powered by diesel or natural gas. An 11-liter Mack MP7 diesel engine is standard, delivering 325-245 horsepower and 1,200 to 1,280 lb.-ft. of torque. The engine is routed through an Allison RDS five-speed or six-speed automatic transmission. A Cummins Westport ISL G natural gas engine is optional. “The Mack LR model is the latest example of our commitment to application excellence,” said Stephen Roy, president of Mack Trucks North America. “By incorporating customer feedback into the LR design, we’ve built a safer, more comfortable work environment for drivers, boosting productivity and driver retention.” The LR’s cab features a driver centric environment including tilt and telescopic steering columns, power windows and power door locks, memory mirrors, in-dash air conditioning, standard in-cab LED lighting and an instrument cluster with color LCD display. The interior also features column-mounted main gauge pods for right-hand and left-hand driving positions for better gauge visibility and ergonomics. The cab has centrally mounted radio and HVAC controls, accessible form both driving positions. For better outer visibility, the rear-cab windows wrap around the rear cab corners and for easier driver ingress and egress, the LR features large cab doors. The LR also offers center storage for lunch coolers, drinks, food and entertainment devices and an additional rear-wall unit offers two more levels of storage. Designed with body builders in mind, the Mack LR offers additional access points and mounting locations for wiring, controls and joysticks. Mack’s body builder support group is available to simplify the process and ensure better communication with body builders, dealers and customers. .