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Go Auto Australia / April 14, 2015 Big, tough, full-size American-built Ram pick-up trucks are coming to Australia in September this year, with Fiat Chrysler New Zealand striking a deal to import and convert the hulking utilities to right-hand drive for the Antipodes. While Ram pick-ups are currently converted to RHD by a number of operators in Australia, the deal struck between Fiat Chrysler NZ and the Ram brand’s global parent Fiat Chrysler Automobiles (FCA) is for full Australian volume compliance. This means the vehicles will meet all relevant Australian Design Rules (ADRs) and that there will be no limits on the number of trucks the importer can convert and sell in Australia, whereas if the company was granted low-volume compliance it would be restricted to 200 vehicles per year. Fiat Chrysler NZ is an independent joint-venture company set up two years ago by former Fiat Chrysler Australia CEO Clyde Campbell and Ateco Automotive owner Neville Crichton, with the entity responsible for distributing many of FCA’s brands including Chrysler, Dodge, Jeep, Fiat and Alfa Romeo. Mr Campbell is confident there is a market for the big Ram pick-ups in Australia and that negotiations were underway with prospective dealers. He would not confirm that the Walkinshaw Group in Melbourne has been contracted to handle the conversions, as media reports have suggested, saying only that Fiat Chrysler NZ would be responsible for the operation. The factory-run FCA Australia is not involved in the conversion deal, but has an interest in the program given its dealer network is expected to be heavily engaged. Mr Campbell highlighted his own personal experience as a reason to set up the Ram business. “I’ve always believed in vehicles of this size and nature as having a genuine place in our culture and I guess it comes from having a farm of my own and looking at things that farmers might use them for, then saying: ‘Well, there is not much else that can do what these things do. From a towing perspective, there is nothing that can do what the super-utes do.” Mr Campbell questioned the quality of some RHD conversion outfits in Australia, adding that the increasing number of operators presented an opportunity to start a new outfit with support from FCA in the US. He also claimed Fiat Chrysler NZ would be the only Ram converter that has the backing of the manufacturer. “Being an authorised general distributor for Fiat Chrysler network (in New Zealand), obviously it suits me to have only authorised product in the market. So where there are converters operating, you have such wild and varying standards that it’s not good for the brand,” he said. “I have got a large capital commitment on the brand; the brand needs to be good otherwise my bank manager’s not happy. I had a look at the product out there and said: ‘Gee, if someone was to do this properly, it could be a good proposition. And by properly, I mean don’t use any fibreglass. I don’t know any converters that don’t have a fibreglass-free car.” While the new operation has only received approval in the past year, Mr Campbell said he was pushing for RHD production for Ram trucks as far back as 2010 when he was the CEO of what was then Chrysler Group Australia. “As soon as I left the employ of the organisation to become the general distributor here in New Zealand, where I am now, I immediately said ‘I think there is an opportunity here’ because the converters are selling nearly 1000 vehicles a year across both countries.” FCA Australia president and CEO Pat Dougherty has previously stated that he is actively pushing the US to change its left-hand-drive-only policy for the next-generation Ram, due about 2018. However, Mr Campbell said this has been accounted for in the business case for local conversions. “We have always borne that in mind in terms of economics of business case. We have a great working relationship with Pat and his team and all the guys at Auburn Hills (Michigan HQ). We know they are actively looking towards the next-gen Ram truck for factory right-hand drive – it hasn’t had a business case completed or passed for it yet. Ultimately they are the manufacturer and at this stage we are their appointed representative in Australia for Ram. We have a very close working relationship with them, albeit that nothing is forever.” The trucks to be sold in Australian will be sourced from factories in Warren, Michigan, and Saltillo in Mexico. Media reports have suggested that the Walkinshaw Group will be responsible for the conversions, but a spokesperson from the Melbourne-based operation would not comment. Walkinshaw – the British-owned company founded by former Scottish racing champion Tom Walkinshaw and now controlled by his son Ryan – turns out Holden Special Vehicles (HSV) models at its production facility in Clayton, south-east of Melbourne, and manages the distribution of Indian brand Tata via its Fusion Automotive subsidiary. Mr Campbell said the conversions would be done in-house with a number external agencies involved, and it would likely be in Australia, although this was yet to be confirmed. “We will be conducting the conversion. We will certainly use a number of external engineering firms to get us to where we want to be but for all intents and purposes it will be a Fiat Chrysler NZ-converted product,” he said. While he did not name any engineering firms specifically, there is a chance Walkinshaw could be involved as it shores up new business in the lead up to Holden’s withdrawal from local manufacturing in 2017. While FCA Australia is not involved or linked to the venture in any way, Mr Campbell said the network could eventually include some retail sites that already sell Fiat Chrysler products, although not exclusively, and that dealers were yet to be appointed. “Obviously where it makes sense for both parties, that would be the preferred route, but we have got to look on that at a case-by-case basis together with Pat (Dougherty) because obviously he doesn’t want to give up workshop capacity, for example,” he said. “So it has to be a dealer that can prove we can do this without impacting his business and do the job I want them to do. We are in the early stages of that. We haven’t ruled anybody out but we haven’t appointed anyone either.” Mr Campbell said Fiat Chrysler NZ has not got a specific target in mind for volume, but added that it would be “quite conservative”. He said the model range was yet to be determined, but that it would feature a number of variants from the Ram truck range that includes the light-duty 1500, all the way up to the heavy-duty 5500, but with initial focus on the 2500 and 3500. The 1500 has a 500kg carrying capacity, which means it would not necessarily be competitive against high-selling one-tonne utes, such as the Toyota HiLux, Ford Ranger and Holden Colorado. Last year, more than 170,000 4x4 and 4x2 utes were sold in Australia, which is seen globally as a lucrative market for light-commercial vehicles. Mr Campbell also said Fiat Chrysler NZ is not targeting a specific market or buyer, but acknowledged the appeal of Ram trucks to the mining sector, as well as buyers utilising horse floats, boats and other heavy-duty towing, given the 3.5-tonne towing capacity on some variants.

Transport Topics / April 13, 2015 Goodyear Tire & Rubber Co. has added a retread option for its Fuel Max line of truck tires the company started rolling out in the fall. The replacement tread will fit on the company’s drive-axle Fuel Max tires for regional fleets, according to an April 13 announcement from Goodyear’s commercial tire systems division. The designation for the SmartWay-verified retread is G682 RSD Fuel Max. The retread now is available in a 225 millimeter width. Widths of 215 mm and 235 mm will be available in June, said Norberto Flores, a Goodyear marketing manager. Akron, Ohio-based Goodyear introduced Fuel Max steer-axle tires in September and followed with drive tires in January. Trailer tires are scheduled to be available by the end of the year. Flores said the Fuel Max tires incorporate fuel-saving compounds and tread designs to lower rolling resistance, thereby promoting greater fuel efficiency. They also feature scrub-resistant compounding to help extend tread life by resisting excessive wear, chunking, cracking and chipping. They have a 24/32-inch tread depth for longer tread life. http://www.goodyeartrucktires.com/pdf/resources/publications/047683gytrk2015RetreadBrochure_SnglPg_Vnc.pdf

Mike, I barely have time to write what I do (being unable to sleep on flights helps). My motivation is simply my passion for the trucking industry.

Northern Trailers (Trailers del Norte, S.A.) of Monterrey, Mexico was a manufacturer of heavy trucks sold under the Pena brand. Headed by brothers Ricardo, Américo and Marcos Pena, they also produced trailers and buses over the years. The company produced its first semi-trailers in 1958, and Pena brand heavy tractors from 1960. In a bid to better compete with Dina, Ramirez and FAMSA, the truckmaker launched the new Cummins-powered Pena 350 tractor in June 1978. I regret that I have little more knowledge to share about the history of Pena Motor S.A., yet another portion of North American trucking history. Related reading: http://www.bigmacktrucks.com/index.php?/topic/32420-dina-trucks-sa/?hl=dina http://www.bigmacktrucks.com/index.php?/topic/39437-those-ramirez-heavy-trucks/?hl=dina .

Has International Imploded Locally? Auto Forum / June 4, 2014 It’s still around in the USA trying to make a positive spin on a difficult ‘return’ to profitability and technical acceptability, but has International imploded on the African continent? The current silence and total lack of retail sales would seem to indicate it’s the end of the line for International here. International truck operators feel abandoned and have too many alternatives to turn to – so why worry about Navistar’s commitment to this truck market? It is all so sad. As a young person growing up in the second half of the last century, I perceived International to be a mighty brand that dominated Southern African roads, agriculture and construction equipment. An International Paystar was a ‘Meneer Lorrie’! In addition, an International pick-up truck was a hallmark of business success (back then the word bakkie was not even invented). International even stayed for the ADE ‘party’ when – and most have forgotten this – if trucks were retailed in South Africa they carried a 40% duty, if not fitted with a locally manufactured ADE engine. International survived with ADE engines. Brand confusion And perhaps that’s part of the problem – Navistar, NC2 or International. What has become of the International brand from all the corporate changes and failed mergers? The combination of Navistar and Caterpillar was supposed to make a success of NC2. Truck operators also speak fondly of an ‘Eagle’ in their fleet, the shiny emblem of the very old International 9800 cabs still seen on our roads’ – to quote one operator: “Yes, I still have Eagles in my fleet!” There was also a stage in the seventies when International owned DAF and replaced the DAF badge with that of International. Brand fiddling and badge engineering had started. Compare this with Mercedes-Benz, which has never been anything else but Mercedes-Benz to SA truckers. The ‘Cummins-Fuller-Rockwell’ legacy The cab fitted to International 9800’s may be old – more than 30 years – but over the years had undergone many small upgrades, to make it more driver-friendly. This still did not place it on a par with modern European truck cabs that are super-driver-friendly. So what was the appeal of a 30-year old looking truck that is regarded as ‘hard’ on a driver? The secret is in the USA driveline componentry – Cummins engine, Eaton transmission and Meritor axles – that have the latest modern technology and software. Ask any Freightliner owner; the ‘Cummins-Fuller-Rockwell’ legacy is what makes a USA driveline tick, where engine and transmission are a well-mated pair that ‘talk’ intelligently to each other. This all now plays straight into the hands of Freightliner, who are currently perceived as the sole provider of a genuinely-sourced USA driveline in an extra-heavy, line-haul truck. A genuine USA driveline is solid comfort to International owners. Internationals will not lose as much value in the local disappearing act as would be the case if the driveline was Navistar’s own internal branded driveline. Cummins must feel the threat of Freightliner’s dominance in the USA driveline segment. It’s no secret that Daimler Trucks North America want to push vertical integration with their in-house Detroit brand engine, minimising the share that Cummins have in Freightliner sales. On the other hand, this could only be good for truckers wanting Cummins power - as the only survival-lever left to Cummins is outstanding service in every aspect of operating a Cummins engine. Strategic failure at the top – in Chicago The current withdrawal from the SA market is a direct result of a strategic about-turn in the USA. Chasing the wrong engine technology to arrive at stringent exhaust emission standards, International got into a penalty situation with the Environmental Protection Agency (EPA). Other major truck manufacturers, notably Mercedes and Volvo, cried foul – how could International be allowed to pay penalties when they, the other OEMs, were complying with the new engine technology demands? The EPA was sued over this issue and lost the case. In changing course to comply with exhaust emission standards, International’s top management people were ‘relieved’ of their duties. Everything now focused on SCR (selective catalytic reduction) clean exhaust technology in a very expensive turnaround. The company also needed every bit of spare cash to operate – all overseas investments were liquidated and, of course, the globally small operation in South Africa was also drained of any cash and growth opportunity. All of this has lost International market share in the USA, which they are trying to desperately to regain. International is very oriented towards normal control cab models. This is one of many reasons why International’s forward-control 9800 model has not changed cab design for so many years – no time, money or effort to advance a forward-control model. The concept of a new forward cab shown at the Brazilian truck show, Fenatran, died in the scramble for cash and projects that would ensure survival. International Paystar and other normal control models may have suited the SA truck market of the sixties, but forward cab trucks rule the day on the African sub-continent today. So International’s attempts to locally entrench normal control models did not succeed. One USD for the whole outfit? Companies that endure similar profiles to International’s current situation are usually regarded as being ripe for a takeover – the merger/acquisition climate is improving in the USA. Hidden liabilities are what would scare big investors. An item such as pension liability would be most unattractive to any investor seeking to buy Navistar. A recent example is the total acquisition of Chrysler by Fiat. According to a 24 February 2014 Fortune Magazine article: “The new Fiat Chrysler faces a rougher road than most think” Columnist Allan Sloan points out that: “Because Fiat now owns 100% of Chrysler, there’s no question that all of what will become Fiat Chrysler Automobiles is jointly and severally liable for pension shortfalls if Chrysler’s plan has to be terminated”. The article summarises: “This liability, $5.5 billion by US accounting standards, exceeds the $4.9 billion that Fiat paid for Chrysler”. Pensioners under company care are a massive lurking responsibility in the USA. General Motors was crippled by medical expenses – every vehicle off their production lines carried a huge medical bill to care for pensioners who had lived beyond their expected time frame, when the Union agreement was signed in the nineties. So what’s the bill for taking on Navistar’s pensioners, as surely there must be many of them? Furthermore, Navistar’s current staff have been whipped into survival mode where taking leave could be dangerous. That’s another item often overlooked in mergers and acquisitions, the hidden cost of outstanding leave pay. In all, anyone bidding for Navistar would probably wait for bankruptcy to lay down one Dollar for the business without all the liabilities. Rumours of a deal linger in the SA truck market for what remains locally. But after so many months of silence and no trucks to sell, will anyone really believe that International wants to stay in Africa? The crisis in Chicago dominates and the small take-off of componentry for around 700 trucks annually into the African sub-continent will not make an important agenda item. Editor's Note Following our requests for comment from local distributors, we were informed that the local sales and technical people received their ‘Easter gifts’ from International’s HQ in Chicago – retrenchment notices. Sadly this really does look like the end for International – in SA anyway. Soon after followed a press release by the company, officially explaining the new ‘focus’ on parts and service. The release quotes SA Operations Managing Director David Loakes as saying: “We remain committed to our customers and dealers in South Africa and we continue to focus on parts and service support for International trucks as well as all-makes in the region. Our parts distribution center and technical service support will remain in full operation. We will also continue to explore other business options as we complete the wind down of truck production.” “We recognize the impact this may have on our people and we will treat our employees fairly and with respect as we shift toward an all-makes parts and service business.”

Green Car Congress / April 10, 2015 As part of its approval of more than $83.7 million in grants and loans for 46 projects covering transportation, energy storage, biogas and efficiency programs, the California Energy Commission awarded nearly $9 million to three companies to encourage the manufacturing of heavy-duty electric commercial vehicles and components in California. The three manufacturing projects awarded funding under solicitation PON-14-604 are: Proterra, Inc.: A $3,000,000 grant to design, develop, and operate a state-of-the-art manufacturing line for battery-electric public transit buses in the City of Industry in San Gabriel Valley, California. The project will provide a high-tech manufacturing plant in the heart of the Los Angeles region, the largest bus market in the United States. TransPower: A $2,999,880 grant to manufacture electric heavy truck components for Class 8 trucks in Poway, California. Manufactured components will include an inverter-charger unit, battery management system, automated manual transmission, and power control and accessory subsystem. In December 2014, TransPower showcased a Class 8 pure battery-electric heavy truck which gets 60 to 120 miles of drive time under normal operating conditions, with a hauling capacity of up to 80,000 pounds (http://www.transpowerusa.com/on-road-trucks/). Efficient Drivetrains, Inc.: A $2,990,900 grant to purchase equipment and modify a manufacturing facility in Milpitas, California. The equipment and modifications will allow for the production of powertrain components for hybrid and battery-electric vehicles, as well as the conversion of conventional vehicles into hybrid and battery-electric vehicles. In March, Efficient Drivetrains announced the availability of a Class 3 utility truck based upon its plug-in hybrid (PHEV) drivetrain that reduces emissions and fuel use by up to 80%. EDI’s utility solution set now spans Class 3 light-duty, Class 4-6 medium-duty, and Class 7-8 heavy commercial trucks. Related reading on TransPower: http://www.bigmacktrucks.com/index.php?/topic/38865-transpower-electruck/?hl=transpower http://www.bigmacktrucks.com/index.php?/topic/35887-transpower-unveils-their-latest-generation-electric-heavy-truck/?hl=transpower

Engineering News / April 10, 2015 UD Trucks Southern Africa (UDTSA) has launched its new Quester heavy truck range onto the domestic market, with the vehicles to be assembled at the company’s plant in Rosslyn, Pretoria. Vehicles will be assembled from semi-knocked down (SKD) kits imported from Thailand. The Quester range will also be exported to the south-east Africa region, which encompasses 18 countries. “We were fortunate that the plant did not require a major investment – R4.5-million – to produce the Quester,” says UDTSA Managing Director Rory Schulz. The Rosslyn plant’s capacity is around 6 000 vehicles a year, as a one-shift operation, with current output between 3 000 and 3 500 trucks a year. Schulz notes that it is UDTSA’s “longer-term ambitions for the plant to produce a model for the global market, or at least for Africa”. This will allow the company to increase local content on the vehicles assembled at Rosslyn. The Quester product line-up has been specifically designed and developed for growing markets like Southern and East Africa, notes Schulz. The range includes 13 derivatives, “exceptionally robust vehicles made to withstand even the harshest of environments”. The Quester range includes freight carriers, truck tractors, rigids, as well as trucks for specific construction applications, such as tippers and mixers. For the first time, UD Trucks will also offer an 8 × 4 model option. UD Trucks’ products have traditionally been designed with the company’s home market – Japan – in mind. However, Japan is a small, highly efficient, technologically minded island with heavy traffic, notes Schulz. Up to now, this meant that Japanese products had to be adapted to suit the conditions prevalent in many other global markets. However, the Quester has been developed, from the ground up, with emerging markets in mind, ensuring a more robust vehicle. “UD Trucks aims to give Quester customers everything they want, but not more than they need,” says Schulz. “But no compromises were made in terms of uptime and fuel consumption.” The Quester is viewed as UD Trucks’ most cost-efficient truck yet, in terms of price and operations. The price positioning on the Quester range is between 8% and 15% less expensive than UDTSA’s other extra-heavy truck range, the Quan. The long-term plan set out by UD Trucks in Japan is to merge the Quan and Quester platforms, with the Quester as the base, says Schulz. The Quester range also offers a telematics system as standard with all the new models, as well as a free, three-year/150 000 km UD Basic service contract. Fuel consumption on the Quester is around 30% lower than other comparable products in developing markets, he adds. Part of UD Trucks’ drive to cut the Quester’s fuel costs is the driver guidance available on the vehicle. This system provides information on the best way to drive the truck under current conditions, explains Schulz..

Bloomberg / April 9, 2015 General Motors Co. avoided a recall of about 2 million large pickups and sport utility vehicles over rusted brake lines after a four-year investigation by U.S. regulators. The brake-line corrosion in the 1999- to 2003-model trucks is routine wear and tear that mostly occurs in northern states where salt is often used on roads in winter, a National Highway Traffic Safety Administration official said in a media briefing before the Thursday announcement. The investigation covered 10 Cadillac, Chevrolet and GMC models, including the Escalade, Avalanche, Silverado, Suburban, Tahoe and Yukon. The decision spares GM from another large call-back of its vehicles, after last year’s ignition-switch recall of 2.59 million of its small cars that prompted congressional hearings, a $35 million civil penalty and a criminal investigation. Automakers in the U.S., led by Detroit-based GM, recalled a record 64 million cars and trucks in 2014. NHTSA also is offering safety advice for owners of pickups made in 2007 or earlier. The agency said that those who live in states that use a lot of salt on roads during winter should ensure that the underside of the truck is washed often and that the brakes are inspected. “We may not have identified a defect, but there’s still a safety issue and that’s why we’ve put out our advisories,” NHTSA Administrator Mark Rosekind told reporters Thursday at the New York auto show. “When you look at the data or what was going on at the time, from our perspective, we made the call it wasn’t a defect.” Faster Investigations NHTSA has moved to speed up investigations because the brake-line probe took four years, an agency official said. NHTSA is understaffed given the increase in automotive recalls, which has spurred President Barack Obama to seek more money for the agency in his next budget. “We took our time because if there was something there, we wanted to find it,” Rosekind said. “I don’t think there’s any question that if we could, we’d all want this stuff to go faster.” The automaker said it supports NHTSA’s recommendations. “GM has proactively suggested to consumers that they perform regular undercarriage cleaning and post-winter brake line inspections to check for wear,” Alan Adler, a GM spokesman, said in an e-mailed statement. Since last year, GM has worked to improve quality and its own internal methods of tracking safety problems. Chief Executive Officer Mary Barra has stepped up efforts to shed the company’s reputation for foot-dragging on defective parts. Corrosion Complaints The corroded GM brake lines generated 3,049 complaints, according to documents released by NHTSA. The agency said 2,702 of those were in states where salt is often used and happened more frequently in states that don’t require vehicle inspection. The GM trucks have steel brake lines that owners contended are so rust-prone they fail without notice, spilling brake fluid. The lost fluid means a sudden, sometimes catastrophic loss of braking power, the owners said in complaints. NHTSA said that of the 94 fires or crashes and 26 injuries reported regarding the trucks, none was severe or resulted in the deployment of an air bag. GM successfully made the case that the trucks would still stop even if one brake line fails and that the corrosion was part of routine wear and tear on models that were at least eight years old when the investigation began in January 2011. Expired Warranties GM argued that the trucks were long out of factory warranty and that owner’s manuals urge customers to have the brake lines inspected. More than 20 states require brake-line inspections at one- or two-year intervals or when stopped for a violation. The automaker developed a repair kit that should cost about $500 to install. NHTSA conducted its own tests and found that GM’s trucks took longer to come to a full stop if a brake line failed but still met government safety standards. The agency said that while more vehicle owners complained about GM’s trucks, other brands had similar rates of problems. Automakers have since moved to nylon-coated brake lines to protect them from corrosion, with Toyota Motor Corp. adopting them first, followed by Ford Motor Co., Fiat Chrysler Automobiles NV and then GM.

I can understand CNG in the package car application*, however LNG is better than CNG in a tractor application (http://www.agilityfuelsystems.com/lng-vs-cng.html). UPS's issue with LNG is that CNG is taxed on a per GGE (Gasoline Gallon Equivalent) basis, while LNG is taxed on a per liquid gallon basis. When both are converted to diesel gallon energy equivalents, CNG is fairly taxed but LNG is not. LNG has a tax rate of approximately 41 cents per gallon, while CNG has a 24 cents per gallon tax rate. The 17 cent disadvantage to using LNG users is ridiculous. Washington claims they want to promote clean air, and yet they make LNG truck operators pay more. UPS has also ordered 445 model 160 DGE behind-the-cab CNG fuel systems from Agility Fuel Systems (http://www.agilityfuelsystems.com/behind-the-cab.html). Back in the day, UPS used to save money by standardizing to a large degree. But with their natural gas equipment, they have created a maintenance director's nightmare by ordering a bit of everything under the sun. It would be more cost effective to simply standardize on the LNG Cummins-Westport ISX12G. * Freightliner Custom Chassis (Morgan Olson bodies) powered by GM 6.0-liter Vortec V-8 engines converted with Landi Renzo CNG systems.

Mack Defense Awarded General Services Administration Contract Trailer/Body Builders / April 9, 2015 Mack Defense has been awarded an indefinite delivery/indefinite quantity contract from the General Services Administration (GSA) under which Mack Defense will supply Mack Pinnacle, Mack Granite and Mack TerraPro models from now until Oct. 31, 2015. GSA has the option to extend the contract for an additional year through Oct. 31, 2016. The GSA contract also includes natural gas-powered vehicles from Mack. Mack offers the natural gas-powered Pinnacle highway model, which runs on either compressed natural gas (CNG) or liquefied natural gas (LNG). “We look forward to working with the GSA to fulfill our contract with natural gas-powered and diesel-powered Mack vehicles,” said Ryan Werling, president of Mack Defense. “Mack is known for its products, all of which are built in the U.S.A., and we are excited to offer natural gas-powered solutions for our government customers looking for alternative-fuel vehicles. We are pleased that Mack is the only OEM under the contract to offer heavy-duty natural gas vehicles.”

Diesel News Australia / April 10, 2015 This week Navistar Auspac, the company which imports Cat Trucks into Australia. has announced their plans to make an announcement at Brisbane Truck Show. The company will outline its plans for the reintroduction of the International Trucks brand into Australia. Navistar are keeping their powder dry and unwilling to flesh out any details in advance. The comeback for International was revealed in the November/December 2014 issue of Diesel Magazine, at a point when Navistar were still grappling with decisions about which models to bring in and where to sell them. Apparently, those issues are now settled and the company are committed to the new brand. There will be a teaser, and some more information, on the stand in Brisbane, before an introduction of the models into Australia in 2016. There is bound to be a good deal of interest in International from the trucking industry. It is an iconic Australian brand and alongside Ford, dominated the truck market in the late 20th century. The false dawn of the reintroduction of International ten years ago dwindled several years ago, but now the truck manufacturer is back in its own right. The question in many minds is, which models will we see coming off the boat later this year for the 2016 relaunch? The flagship for the brand in the US is the Lonestar, an iconic and instantly recognisable heavy duty prime mover designed for the owner driver. In fact, the model has also sold well into fleets in the US, a truck with plenty of bling helps with driver retention. The chances of this truck arriving in serious numbers is quite low. The cost of redesigning for right hand drive and getting the brittle front grille protected from Aussie roads looks to make the LoneStar an expensive option. However, if you are going to reintroduce the International brand to Australia, the LoneStar is the kind of headliner to bring a big bang to the show. It will certainly turn heads and tell everyone International is back. The ProStar is the go-to prime mover for many large fleets in the US. It is a proven performer, in terms of durability and fuel economy. However, it is also the model from which the current Cat brand on sale in Australia derives. This could create some conflicts for Navistar in terms of brand definition between Cat and International. There can be some differentiation. You can buy the Cat version with a C 15 engine or a 13 litre alternative, or you can go for the International model with the same basic cab, but with a Cummins ISX engine. Back to the old red vs yellow rivalry! The segment of the truck market in Australia where the ProStar would work is where the big sales numbers are. It can be sold all the way from a cheap fleet spec right up to the blinged up fit-out of the owner driver, set up as a single trailer prime mover or, at a higher power rating, as a B-double prime mover. You pays your money…. There is a more rugged vocational heavy prime mover model, with the PayStar, on the US market. The truck is very reminiscent of the 9200 models built and sold in Australia by Iveco ten years ago. Power comes from an International 13 litre or the Cummins ISX platform. This model is probably not modern enough to fit with the image Navistar will be trying to project in Australia. Another contender to be one of the first out of the box is the WorkStar. This is the latest, and much more modern, iteration of the model sold here as the 7600, for a short time. The truck is available in an extremely wide range of configurations and options in the US. It is sold all the way from a 4×2 to an 8×6 model and power options vary from the 13 litre International engine (already sold here as the Cat CT 13) all the way through an 11, 10, 9 litre International or a Cummins ISB. Configurations are set up for tipper, agitator, prime mover, garbage and other applications. Could this model find a home in Australia? Most probably, and the breadth of the specifications possible means Navistar should come up with a few specs ideally suited to our market. There’s also an 8×4 available, but load sharing suspension could be an issue. Getting into the lighter end of the market may be a long term aim for Navistar, but unlikely to be the Americans’ first port of call. There are a couple of models which may come into contention. The DuraStar is normally sold as a 4×2 but can be ordered as a 6×4. Power can either come from a Cummins ISB 7 litre or the 9 litre International engine. The wide range of options available do make this a possibility. It is not the world’s prettiest truck, but does look functional. It remains an outsider for introduction. The International TerraStar is unlikely to see the light of day, as it plays in the area totally dominated by the Japanese trucks in Australia. It is a medium duty truck with a conventional cab designed to look like a smaller version of the heavier ranges. Power comes from the 7 litre Maxxforce engine. This truck can be seen in large number on the streets of US cities but would be unlikely to make much of a mark here. One option sold by International in Mexico is very unlikely to get a guernsey here. The CityStar* is a light duty cabover, made in China by JAC Trucks, as part of a deal between Navistar and the Chinese truck maker. * http://www.internationaltrucks.com/mexico/camiones/citystar .

Press Release / April 9, 2015 Sport and fitness set developed for use in truck cabsMercedes-Benz Trucks actively conducts research for the health and fitness of driversTraining videos free of charge on the web and in the FleetBoard Driver.appTopFit Set suitable for use in all truck brandsHealthy drivers are indispensable for an efficient transport sector Mercedes-Benz Trucks is now offering the “TopFit Set” as a genuine accessory for truck drivers who want to do something positive for their health while on the road. Designed and developed specifically for use in truck cabs, the set enables the parts of the body most subject to stresses in the professional working day of drivers to be strengthened, toned and kept fit. According to a 2012 study by the Robert Koch Institute, around 80 percent of the German population suffer back ailments during the course of their lives, and in many cases these are also chronic. During a health monitoring survey by the research institute in March 2014, some 20.7 percent of adults in Germany reported that in 2013 alone, they had suffered chronic back pain at least once. Chronic back pain is defined as pain that persists for at least three months or longer, on an almost daily basis. Germany has backbone. This is also the subject of a recent 2014 health report produced by the technical health insurance fund, which surveyed back ailments and the resulting absences from work. According to this, younger employees are also frequently afflicted with these ailments, which can seriously affect quality of life and the ability to work. The professional group of drivers of vehicles and transport equipment has an average sick rate of 24.1 days. A top score – in a negative sense. Truck drivers need a fitness package “to go” Ultra-modern trucks such as the Actros already have the best possible features for their drivers. Useful assistance systems, comfortable seats and well-designed beds are just some of them. Nonetheless, sitting for long periods of time is physically highly stressful, even though this often goes unnoticed - after all, all you are doing is “sitting”. However, it is just such a passive physical posture that places great stress on the muscles and spinal column if there is no compensating movement. In that case there is inadequate circulation to the blood vessels, muscle fibres and joints. The vertebral discs lose their elasticity, and the groups of muscles in the neck and in the upper and lower back, which have to support a weakened spinal column, stiffen up and begin to hurt. This is particularly serious for professional drivers, as when they are on a tour they are unable to visit a gym for example at the end of the day as a preventive measure, or seek out a physiotherapist at short notice when acute back pain sets in. The TopFit Set allows a tailor-made fitness programme while on the road The set includes a board of robust plywood to which two metal eyelets are attached. The rubber training straps known as tubes are attached to these with a spring clip. The board also acts as a standing surface. The user puts his/her bodyweight on the board, and with dimensions of 65 x 40 centimetres it fits perfectly on the floor surface between the seats – not only in the Actros, but also in any truck model with a level floor. The board comes with two pairs of tubes with different levels of training resistance. These are made from a special rubber formulation and have a constant rate of elasticity. This means that individuals of different sizes can train with the set, as the effort required remains constant however far the tube is stretched. The set is completed by a pair of flexible, ergonomic handles which rotate to follow the movements and thereby reduce wrist tension, plus a useful carrying bag. In the future there will also be further tubes with different resistances available as additions to the set. “We specifically developed our TopFit Set for use in a truck cab”, says Siegfried Rothe, a customer researcher and developer at Daimler. “Using the fitness board, drivers can exercise in the privacy of their cab – an important factor for many truckers”.The positive effects of this exercise activity are noticeable to the driver as a greater feeling of well-being, less fatigue when sitting at the wheel on a journey, a possible weight reduction and above all a considerable reduction in back pain in the case of existing ailments. Workouts free of charge on the web, and from May in the FleetBoard Driver.app Incidentally, Rothe and his research & development colleagues do not leave purchasers of the TopFit Set to fend for themselves afterwards: he has produced four exercise videos in close cooperation with sport scientists. The workouts “Basic Fit”, “Strong Fit”, “Top Fit” and “Power Fit” each contain six exercises aimed at the relevant areas of the neck, shoulders, upper arms, abdomen and upper/lower back. The training videos are on a DVD supplied with the set, and are also in the so-called “Fitness Coach” as part of the Android-based FleetBoard Driver.app. This also has a great deal of information and hints on the subject of “fitness and health while on tour”. The app will be available free of charge from the Google Play Store from May. Healthy drivers are indispensable for an efficient transport sector With the market launch of the TopFit Set as a Mercedes-Benz genuine accessory, Daimler is actively involving the driver at the wheel as a key factor. Because even the most modern trucks can go nowhere without drivers who are fit, healthy and well-motivated..

Mack produced a 7-speed overdrive Maxitorque transmission designated TRDLG-1070. You split 4th and 5th gears.

The Morning Call / April 8, 2014 Mack Defense of Allentown has won a contract to supply trucks to the U.S. government, the company announced Wednesday. Under the terms of the contract from the General Services Administration, Mack Defense, which is affiliated with Mack Trucks, will provide an indefinite number of Mack Pinnacle, Mack Granite and Mack TerraPro models through Oct. 31. The deal is worth $27 million, according to public records cited by Michael Scheid, a senior analyst with transportation consulting firm SJ Consulting Group in Sewickley, Allegheny County. "It's not insignificant, but it's not huge," Scheid said. The GSA contract, which the administration has the option to extend by a year, also includes natural gas-powered trucks. Mack offers a natural gas-powered Pinnacle highway model, which runs on either compressed or liquefied natural gas. "Mack is known for its products, all of which are built in the USA., and we are excited to offer natural gas-powered solutions for our government customers looking for alternative-fuel vehicles," Mack Defense President Ryan Werling said in a news release. "We are pleased that Mack is the only [supplier] under the contract to offer heavy-duty natural gas vehicles." It is unclear where the trucks will be made. Though Scheid said he believed the trucks will be made in Lower Macungie, phone calls to the company for confirmation were not returned. Mack Defense, created in 2012, is part of Volvo Group, a Swedish company that employs about 100,000 workers worldwide, including roughly 1,000 at its Mack Trucks plant in Lower Macungie. Volvo, which sold its car division to Ford Motor Co. in 1999, is one of the world's top truck makers. In Europe, Volvo trucks also sell under the Renault Trucks brand, and the company's other businesses include buses, construction equipment and engines.

Transport Topics / April 8, 2015 Daimler Trucks North America is recalling some model-year 2015 Freightliner and Western Star trucks due to a possible brake problem, the National Highway Traffic Safety Administration said in a recall announcement. The agency said the affected vehicles may experience brake drag due to an improperly seated diaphragm in the brake chamber. “While traveling at highway speeds, brake drag may cause loss of vehicle control, increasing the risk of a crash,” NHTSA said. The models in the recall include Freightliner Cascadia, Business Class M2, 108SD, 114SD, 122SD, Coronado, Western Star 4700, and Western Star 4900 trucks manufactured Oct. 6, 2014, to Feb.16, 2015, and equipped with Haldex Life Seal brake chambers, NHTSA said. The number of potentially affected trucks is 2,386, DTNA said. DTNA will notify owners, and dealers will replace the brake chambers free of charge. The recall is expected to begin May 25. Owners may contact DTNA customer service at 1-800-745-8000. DTNA's number for this recall is FL676.

FedEx takeover creates tougher competitor for Toll, Australia Post Financial Review / April 8, 2015 FedEx's $6.3 billion takeover of rival courier group TNT Express will create fresh challenges for Australia Post and Toll Holdings as the Australian logistics group finalises its own sale to Japan Post. The US's FedEx plans to complete its acquisition of the Netherlands' TNT Express in the first half of the year if the proposed deal, which was announced in the US and Europe on Tuesday, is approved by regulators. Toll, which agreed in February to be acquired by Japan Post for $6.5 billion, has been planning on taking advantage of the Japanese group's transportation management skills and technology to boost its domestic delivery business, and compete more aggressively with Australia Post in delivering parcels ordered online. But FedEx – which is already the world's fourth largest logistics company behind Deutsche Post, the US Postal Service and UPS – will become an even stronger competitor in Australia if its purchase of TNT Express goes ahead. "Market shares will shift significantly in the next 12 to 18 months," said Ross MacMillan, Asia Pacific head of industrial equities research at Morningstar. "Australia Post has the most to lose but Toll has a real battle on its hands as well." Toll currently dominates the local market for courier pick up and delivery services with an 8.8 per cent market share, ahead of DHL Express, which has a 6.7 per cent market share, according to IBISWorld. The local market, which has $5.3 billion in annual revenues, is highly fragmented, with TNT Australia, FedEx, Star Track Express (owned by Australia Post) and UPS all having shares less than 5 per cent. Market share changes TNT declined to comment on how its proposed merger sale would change its market share. TNT's Australian business made a pre-tax loss of $17.7 million in 2013 while FedEx's Australian business made a pre-tax profit of $48.7 million in the same year, according to IBISWorld. FedEx increased its local pre-tax profit to $72.5 million in 2014. FedEx's US executives have already signalled that they plan to use the TNT acquisition to create a more efficient global network, reducing pickup and delivery costs, particularly with international parcel deliveries acquired through online shopping. "We think there is a tremendous opportunity in cross-border e-commerce," FedEx's global executive vice president of market development and corporate communications, Michael Glenn, told analysts this week. FedEx does not currently provide domestic express services in Australia and is focused solely on the international market. It uses its own aircraft to fly between Sydney and a regional hub in Guangzhou, where packages are sorted for delivery elsewhere to the world, and also uses commercial aircraft. But it operates 250 trucks and vans in Australia, and has couriers in most capital cities as well as Newcastle and Wollongong. FedEx is keen to take advantage of TNT's vehicle network as consumers opt for cheaper forms of delivery via trucks and ships instead of more expensive air services. Toll shareholders are due to vote on the proposed sale of the company at $9.04 per share to Japan Post on May 13. Independent experts Grant Samuel have estimated the full underlying value of Toll at between $8.22 and $9.10 per share.

Trucking Magazine / April 7, 2015 Schmitz Cargobull has supplied four 13.6 m box body trailers to Scania (Great Britain) Ltd for use in its driver training department. The S.KO FP25 trailers are part of a refreshment and expansion programme, bringing the total number of trailers in Scania’s training fleet to six. The SC trailers have been deployed across the UK, with individual assets operating from training sites in Avonmouth, Purfleet, Worksop, Newbridge, Milton Keynes and Glasgow. Scania is using the trailers to train new C+E drivers, which it said is becoming a growth market as more 3PLs seek to invest in ‘warehouse to wheels’ schemes to tackle the industry-wide driver shortage. “We selected Schmitz Cargobull because the build quality is so good and we know we can rely on them for support and maintenance,” said Scania (GB)’s driver development manager, Mark Agnew. “We plan to run these trailers for 10 years, so we need to be able to trust they will last. Plus, we know Schmitz Cargobull trailers have a great residual value, so they are extremely cost-effective for our business.” The box trailers are equipped with a range of standard equipment, including ferry shackles and load-restraint tracks inside the cargo area. Scania (GB) trains around 1000 drivers each year. Training takes place on vehicles in a semi-loaded state – each of the new trailers will carry a payload of up to eight tonnes. .

UPS drops bid to buy TNT Express Fleet Owner / January 15, 2013 United Parcel Service, Inc. (UPS) has abandoned its $6.9-billion (€5.2-billion) attempt to acquire Amsterdam-based TNT Express NV (TNTE). The Dutch firm is the second-largest package delivery firm in Europe and also has operations in emerging markets. UPS initiated the bid last March to better compete in Europe with the continent’s largest-package delivery operation, Deutsche Post’s DHL. UPS wanted to buy TNTE both for its European network and its assets in Asia and Latin America, Reuters reported. UPS announced yesterday that the European Commission (EC) had “informed UPS and TNTE that it is “working on a decision to prohibit the proposed acquisition of TNTE” as it determined the takeover would make the business sector less competitive by reducing the number of players serving it. TNTE stated that on January 11, it and UPS “met with EC’s case team investigating the proposed acquisition… The case team informed the companies that on the basis of UPS’s current remedy proposal it is working towards proposing a prohibition decision.” Responding to the EC’s concern, UPS had offered to sell parts of the company’s small package operations and airline assets, as reported by the Associated Press. Rival firms FedEx and DHL had both lobbied the EC to stop the takeover, a banking source told Reuters. However, UPS and TNTE failed to secure buyers and the planned asset sales were not enough to satisfy European Union officials. “One of the key sticking points to the proposed UPS/TNTE deal falling through was that UPS/TNTE were not able to find a buyer for certain assets that needed to be sold off in order to meet the EC's competition requirements,” pointed out analyst Peter Nesvold of Jefferies & Co. He also said that “UPS, the most likely buyer of those assets, did not get involved and indirectly helped the deal fall through.” Although UPS must pay TNTE a $265.5-million (€200-million) termination fee, the European firm remains on shaky ground. The news caused to its share price to fall at one point yesterday by 50% before closing 42% lower. In a statement, TNTE said it “regrets this situation, having believed the merger was feasible and beneficial for all stakeholders.” The company also said the “protracted merger process has been a distraction for management” and that “management will provide an update on its strategy in due course.” “We are extremely disappointed with the European Commission’s position,” said UPS CEO D. Scott Davis in a statement. “We proposed significant and tangible remedies designed to address the European Commission’s concerns with the transaction. “The combined company would have been transformative for the logistics industry, bringing meaningful benefits to consumers and customers around the world, while supporting growth in Europe in particular,” Davis added.

Fleet Owner / April 7, 2015 In a move that will surely realign the global parcel delivery market, FedEx Corp. plans to buy TNT Express N.V. in a $4.8 billion cash deal. Both firms noted in a statement that they expect to wrap up the acquisition within the first six months of 2016 and don’t foresee any major anti-trust complications. Both FedEx and TNT also agreed to several caveats as part of this deal: Existing employment terms of TNT Express will be respected;.The European regional headquarters of the combined companies will be in Amsterdam/Hoofddorp in the Netherlands;TNT Express’ hub in Liege, Belgium, will be maintained as a significant operation for the group going forward;TNT Express’ airline operations will be sold off, in compliance with applicable airline ownership regulations.“We believe that this strategic acquisition will add significant value for FedEx shareowners, team members and customers around the globe,” noted Frederick Smith, FedEx’s chairman and CEO, in a statement. “This transaction allows us to quickly broaden our portfolio of international transportation solutions to take advantage of market trends – especially the continuing growth of global e-commerce – and positions FedEx for greater long-term profitable growth,” he added. While Tex Gunning, CEO of TNT Express, noted that his company was “fully geared to execute our stand-alone strategy” and “did not solicit an acquisition” proposal, he believes the FedEx deal is a good one for all involved. “We truly believe that FedEx’s proposal – both from a financial and a non-financial view – is good news for all stakeholders,” Gunning said in a statement. “Our people and customers can profit from the true global reach and expanded propositions, while with this offer our shareholders can already reap benefits today that otherwise would only have been available in the longer run.” This deal also follows an aborted attempt by United Parcel Service to acquire TNT Express nearly two years ago; a deal nixed by the European Commission over anti-competitive issues. Both FedEx and TNT Express highlighted several strategic advantages to their dea, should it be approved: Their customers should enjoy broader global access via a “considerably enhanced” integrated global network;Specific advantages include the alignment of TNT Express’ European road platform and Liege hub with FedEx’s operations around the world, especially North America and Asia;TNT Express customers would also benefit from access to the FedEx portfolio of solutions, including global air express, freight forwarding, contract logistics and surface transportation capabilities;FedEx plans to keep strengthening TNT Express with investment capacity, sector expertise and global scope..

Prime Mover Magazine / April 7, 2015 Navistar Auspac has announced that the international truck brand will make its return to the Australian market in 2015. “Bringing International back to the Australian market is a key part of our growth goals for Australia and demonstrates our commitment to this important market,” said Tim Quinlan, Navistar Auspac, Managing Director. “We’re proud to bring the International brand back to the region and look forward to providing customers high quality trucks and deliver industry-leading uptime and fuel efficiency.” Last year, Navistar refreshed its brand in the region, changing from NC2 Global Australia to Navistar Auspac (Australia-Pacific). Navistar Auspac is a wholly owned subsidiary of Navistar, Inc. and sells International and Cat branded trucks in Australia. According to Navistar Auspac, all product plans, distribution details and other specific announcements will be made at the upcoming Brisbane Truck Show in May. Related reading: http://www.bigmacktrucks.com/index.php?/topic/36017-the-legendary-acco-designed-and-built-by-australians/?hl=acco http://www.bigmacktrucks.com/index.php?/topic/30957-those-magnificent-aussie-international-transtar-4670s/?hl=acco#entry182918 http://www.bigmacktrucks.com/index.php?/topic/37103-international-could-make-its-way-back-to-australia/?hl=navistar http://www.bigmacktrucks.com/index.php?/topic/38944-is-the-end-near-again-for-navistar-in-brazil/?hl=canoas

Back in the day, the low-profile Bostrom 905 was the popular option, as it mounted onto the factory seat riser. It's still available today, listed under the T Series, as the TLoPro 905 (http://www.bostromseating.com/). You might look at model number 2340038. Bostrom seats are okay, but you might also see what Sears and Grammer offer in a low-profile unit. http://www.searsseating.com/product-category/truck-seats/ http://www.gramag.com/products.html

Heavy Duty Trucking / April 5, 2015 Switching several major components from steel to aluminum could save up to 2,500 pounds on a typical class 8 truck. Speaking at the Mid-America Trucking Show, Alcoa’s VP & General Manager of Transportation Products Victor Marquez said the company has several products, either in service or development, that could clear the way for more than a ton of additional payload. Alcoa, in collaboration with Metalsa, a global supplier of light and commercial vehicle and chassis structures, showcased several products currently in development, including aluminum frame rails, driveshaft tubes, suspension mounts, door skins and huck bolts. Marquez says form-rolled aluminum frame rails can save 850 pounds over traditional steel frame rail. "That's game-changing weight savings," he said. "On top of that, they do not rust so they will stay stronger longer with minimum maintenance." According to Alcoa, the frame’s increased stiffness will double rigidity, enabling a smoother ride. The aluminum frame also offers superior corrosion resistance compared to steel, prolonging the vehicle’s life span. Marquez says aluminum is about 45% of the weight of steel, so items like aluminum door skins and internal structures can save about 60 pounds per vehicle; an aluminum driveshaft can save about 100 pounds, an aluminum fifth wheel, currently offered by SAF Holland, saves about 100 pounds, and with about 250 huck bolts on a typical truck, count on weight savings of about 45% with no loss of structural integrity. "How much is 2,500 pounds worth to a fleet? Different fleets value the weight savings differently," said Marquez. "Those that cube out before they weight out, probably not so much, but it's big bucks for reefer operators and fuel haulers. This miracle metal could help reshape the industry." .

Fleet Owner / April 6, 2015 Michelin UK is so confident in the durability of its on/off-road X Works vocational tyre range, it has launched a guarantee to protect customers from the financial risk of accidental tyre damage. In the event of a registered X Works tyre suffering accidental damage before it is 50 per cent worn, Michelin will refund the operator. The level of refund will be determined against the tyre’s remaining tread depth, based on a fixed purchase price of £400/€500 per tyre. Michelin says the guarantee covers tyres fitted as replacements and original equipment, providing added incentive to specify X Works tyres on new vehicles operating in the construction, demolition and waste sectors. Guy Heywood, Commercial Director of Michelin’s truck tyre division, explains: “There’s a common misconception that a jagged rock on a construction site or a piece of steel sticking up on a landfill doesn’t differentiate between a £400 premium tyre and a £200 budget one. But that’s simply not true. “A Michelin X Works tyre is far more robust; our on/off-road casings are designed to withstand this type of punishment and deliver superior performance over a long life. It’s a natural result of consistently spending more on research and development than any other tyre manufacturer in the world.” Heywood adds: “We know our tyres offer lasting durability; the guarantee provides owner-drivers and fleets with a risk-free way of putting that to the test for themselves. We believe it is the only truck tyre guarantee of its kind in the sector.” Michelin says budget tyre policies are likely to cost fleets more in the long-term owing to the increased chances of frequent downtime, expensive repairs, reduced tyre life, increased rolling resistance and lower casing acceptance rates for retreading. In comparison, X Works tyres are built to provide total performance, without compromise, across a wide range of performance criteria. X Works fitments are built for vehicles operating both on and off-road, such as tippers, mixers, skip-loaders, hooklifts and refuse collection vehicles. Michelin has engineered the casing, rubber compounds, sidewalls and tread with additional strength to ensure they can better resist cuts and impacts. The new guarantee covers all multi-position and drive tyres in the X Works range, including the X Works XZY and X Works XDY in 315/80R22.5 and 13R22.5 sizes. Also included are the X Works Z and XDY+ as a 295/80R22.5, together with the 385/65R22.5 XZY3. Tyres need to have been manufactured from 1 January 2011 onwards to qualify. Registering tyres for the guarantee is quick and easy via the Michelin MyAccount web portal. Once a tyre has been registered, it only takes four clicks to activate the guarantee in the unlikely event of incurring accidental damage. Accidental damage is defined as impact damage occurring to a registered tyre which makes it unusable. The policy excludes damage suffered through road accidents, acts of vandalism, fire and natural disasters. For full terms and conditions visit http://trucks.michelin.co.uk/ .

Constructed by the Goodyear-Zeppelin Corporation joint venture of Springfield, Ohio, the USS Akron was a massive flying aircraft carrier with an internal hanger designed to carry up to five Curtiss F9C Sparrowhawk fighters. On the evening of April 3, 1933, the USS Akron (ZRS-4) cast off from the mooring mast to operate along the coast of New England, assisting in the calibration of radio direction finder stations. Rear Admiral Moffett was on board along with his aide, Commander Henry Barton Cecil, Commander Fred T. Berry, the commanding officer of NAS Lakehurst, and Lieutenant Colonel Alfred F. Masury, U.S. Army Reserve, a guest of the admiral, the vice-president of Mack Trucks, and a strong proponent of the potential civilian uses of rigid airships. The Akron soon encountered severe weather, which did not improve as the airship passed over Barnegat Light, New Jersey. At 10:00pm, wind gusts of terrific force struck its massive airframe. The airship was being flown into an area of lower barometric pressure than at take-off, which caused the actual altitude flown to be lower than that indicated in the control gondola. Around 12:30am on April 4, the Akron was caught by an updraft, followed almost immediately by a downdraft. Commander McCord, the captain, ordered full speed ahead and ballast dropped. The executive officer, Lieutenant Commander Herbert V. Wiley, handled the ballast and emptied the bow emergency ballast. Coupled with the elevator man holding the nose up, this caused the nose to rise and the tail to rotate down. The descent of the Akron was only temporarily halted, whereupon downdrafts forced the airship down farther. Wiley activated the 18 "howlers" of the ship's telephone system, a signal to landing stations. At this point, the Akron was nose up, between 12 degrees and 25 degrees. The engineering officer called out "800 feet" (240 m), which was followed by a gust of intense violence. The steersman reported no response to his wheel as the lower rudder cables had been torn away. While the control gondola was still hundreds of feet high, the lower fin of Akron had struck the water and was torn off. The Akron broke up rapidly and sank in the stormy Atlantic. The crew of the nearby German merchant ship Phoebus saw lights descending toward the ocean at about 12:23 a.m. and altered course to investigate, with her captain believing that he was witnessing an airplane crash. At 12:55am, the unconscious Commander Wiley was pulled from the water along with three other men: Chief Radioman Robert W. Copeland, Boatswain's Mate Second Class Richard E. Deal, and Aviation Metalsmith Second Class Moody E. Erwin. Despite artificial respiration, Copeland never regained consciousness, and he died aboard the Phoebus. Although the German sailors spotted four or five other men in the water, they did realize their ship had chanced upon the crash of the Akron until Lt. Commander Wiley regained consciousness 30 minutes after being rescued. The crew of the Phoebus combed the ocean for over five hours in a fruitless search for more survivors. The Navy blimp J-3, sent out to join the search, also crashed, with the loss of two men. The U.S. Coast Guard cutter Tucker, the first American vessel on the scene, arrived at 6:00am, taking the airship's survivors and the body of Copeland on board. Among the other ships combing the area for survivors were the heavy cruiser Portland, destroyer Cole, Coast Guard cutter Mojave and Coast Guard destroyers McDougal and Hunt, as well as two Coast Guard aircraft. The fishing vessel Grace F from Gloucester, Massachusetts also assisted in the search, using her seining gear in an effort to recover bodies. Most casualties had been caused by drowning and hypothermia, since the crew had not been issued life jackets, and there had not been time to deploy the single life raft. The accident left 73 dead, and only three survivors. Tragically, aviation was to abruptly and prematurely rob Mack Trucks once again of core talent in 1969. (http://www.bigmacktrucks.com/index.php?/topic/31112-bulldog-airlines/?hl=%2Bbulldog+%2Bairlines) Related reading: http://en.wikipedia.org/wiki/USS_Akron_%28ZRS-4%29 http://www.taringa.net/posts/imagenes/17660117/El-USS-Akron-por-dentro-y-un-poco-de-su-historia.html .