kscarbel2

Transport Engineer / September 13, 2016 Uckfield-based K2 Transport has updated and extended its HGV fleet with eight more trucks from Mercedes-Benz, in the wake of joining the Pall-Ex network. Six are Actros 2545 "BigSpace" tractor units, while the other two are 18-tonne Antos 1824s with curtainside bodies by Lawrence David. “The contract hire deal put together by Rossetts was attractively priced, while Mercedes-Benz trucks suit our business admirably,” states co-director Kim Brand. “Not only are they fuel-efficient, reliable and popular with the drivers – those with the Actros tractors particularly like their spacious, flat-floored cabs – but they also help us to convey the upmarket image of quality we have sought to project from the outset.” All the new trucks are the subject of contract hire agreements with Rent-a-Merc – like supplying dealer Rossetts Commercials, a member of the Northern Ireland-based Inspired Business Investments Group. They are now being inspected and maintained at Rossetts’ Eastbourne workshop. “We get on very well with the dealer’s Eastbourne team, who provide an excellent level of support,” continues Brand. “Our trucks go into the workshop on Friday nights for inspections and maintenance, and we pick them up again the following morning.” .

Seriously though, there is no safer truck, for all concerned, than a Scania.

Transport Engineer / September 13, 2016 Recycling business Brocklebank & Co Demolition has taken delivery of its latest batch of Thompsons Loadmaster tippers, citing durability and reliability as the key selection criteria. The six new Loadmasters are the single-skinned Lite version, built in Hardox 450 premium grade steel and mounted on 8x4 Scania 410bhp chassis. “Loadmaster is just incredibly strong,” says company owner Nick Brocklebank. “Our tippers have to carry everything from concrete and demolition rubble to soil and muck, and often do at least eight loads a day. The body floors can take a real hammering when being loaded, then have to withstand enormous levels of abrasion when the loads are tipped out. “But the fact is that whatever the job, our Loadmasters always come out on top.” Brocklebank’s preference is for either Scania or Volvo chassis. Matched with either of these, he says, “Loadmaster gives us the optimum tipper formula”. “Loadmaster” tipper bodies are a product of Thompson of Carlow - http://www.thompson.ie/tipper-bodies-division/standard-steel-tipper-bodies/loadmaster/index.htm. .

Major contract for Swedish-owned Northstar Goteborgs-Posten / September 13, 2016 Battery manufacturer Northstar, owned by the Swedish private equity company Altor, has signed a seven-year contract with truck manufacturer Daimler which is estimated to be worth the equivalent of 4.2 billion kronor. Northstar has so far mainly been supplying batteries for mobile operators' base stations for back-up in case of power failure. More recently, the company's batteries have been tested in buses in American public transportation. “That is why Daimler was willing to start talking to us. Over the last two and a half years, our batteries have undergone rigorous testing which demonstrated that our products are much better than those of competitors,” says Northstar group President Hans Lidén. “Our products have a higher price tag than the competitors. But if you look at the entire life-cycle costs, it becomes much lower for truck owners,” he adds. Fridges and microwaves When drivers of heavy trucks stop for rest periods, they need power for everything from refrigerators to air conditioning and microwave ovens. According to Lidén, a traditional battery can only power everything for about an hour, while Northstar’s batteries can last an entire night. This means drivers do not need to run their engines at idle in the absence of external power. The batteries also charge faster and have longer life than traditional lead-acid batteries. “It provides great environmental benefits,” says His Lidén. “Primarily, we have worked with Daimler to jump-start our entrance into the truck business. When you are approved supplier to one of the world's largest truck manufacturer, it is much easier to knock on the door of the other," says Hans Lidén. Northstar and Altor Northstar is wholly owned by the Swedish private equity firm Altor Equity Partners AB. The battery manufacturer has about 500 employees, including 50 in Sweden. Battery manufacture takes place in Springfield, Missouri, United States. Altor's business focuses on medium-sized companies in the Nordic countries and a total of nearly 30 companies with Altor has approximately 60,000 employees.

Green Car Congress / September 13, 2016 Daimler Trucks North America (DTNA) has entered into a 7-year agreement with Stockholm, Sweden-based energy storage manufacturer NorthStar as the supplier of Ultra High Performance Pure Lead AGM batteries as part of the improvements being made to the next-generation Cascadia truck. NorthStar is also available as an extended life option on the majority of DTNA platforms creating a strategic partnership valued at up to $500 million. The agreement with Daimler makes NorthStar batteries a standard on all ParkSmart-optioned (Bergstrom factory-installed no-idle system) trucks as well as a standard option on most other Freightliner, Western Star, Freightliner Chassis and Thomas Bus factory orders. NorthStar is now also available from DTNA’s extensive network of dealers throughout North America. DTNA is the first to market in offering its customers an Ultra High Performance Pure Lead AGM power solution as a standard offering for ParkSmart models, potentially reducing down time and operating costs. DTNA claims that customers trading in trucks every four years may never have to replace a battery during the ownership cycle of the truck. NorthStar received worldwide approval to supply batteries to Daimler Original Equipment platforms.

Scania Group / September 13, 2016 Scania has significantly enhanced both the active and passive features of its vehicles as part of the new truck range. The company is now the first to introduce rollover curtain side airbags to protect drivers against serious rollover accidents. The most serious types of accidents for modern truck drivers are when their trucks rollover either at high speed on corners or in conjunction with running off the road, or when they drive into the truck in front when a queue suddenly pops up. Scania has enhanced both its active and passive safety through the new truck generation, with a series of measures aimed at protecting both cab occupants and other road users. Scania’s new generation of cabs can be equipped with rollover curtain side airbags, a security system integrated into the ceiling, and never before used in trucks. Together with seatbelt use, the rollover curtain airbags are a crucial safety feature in preventing one of the most common types of accidents with serious consequences for trucks: the driver being trapped beneath the cab if the truck overturns. In addition to the mandatory auto-braking function, the majority of the trucks purchased by customers in Europe are also equipped with a range of other active, safety-enhancing driver-support systems. Regardless of how well things like the different electronic systems work, really good basic material is needed in order to create optimum levels of safety performance. Thanks to a generous use of high tensile steel and modern assembly technology, the engineers have created an extremely robust cab structure. “Belt-use and the new rollover curtain side airbags reduce the risk of injury significantly for passengers in case of a roll-over accident,” says Dan Loftén, Team Leader of Scania Accident Investigation team. “Rollover accidents correspond to 45 percent of all accidents with severe and fatal injuries. The potential to come out well from such an accident has never been better.” . .

Scania Group / September 13, 2016 Safety has always been a part of Scania’s DNA. The new generation of trucks has undergone five years of advanced crash testing, with technologies and equipment never before used for heavy vehicles. A total of some 40 trucks had to give up their lives during the development phase of the new truck generation. Every single crash test is planned for over a year, takes six to eight weeks to prepare for – and is over in half a second. To prepare for these brief but important moments, a large number of sensors and other test equipment is rigged in and around the test vehicle and crash test dummy. Because the crash process goes so incredibly fast, dozens of high-speed cameras are used so that the crash can be studied in detail. “We test the truck’s crash safety in a number of different ways,” says Dan Loftén, who is responsible for all crash tests on Scania’s new trucks. “We drive it into different obstacles: poles, passenger cars, concrete railings and a variety of different barriers. The most advanced and risky crash tests are conducted outdoors with loaded semi trailers driven by a robot. We use this method to conduct things like rollover accidents.” One of all these tests, with the working title ’trailer back’, aims to calibrate the sensor that deploys the truck’s airbags. At a crash facility at Helmond in the Netherlands, ­Scania’s crash test team is preparing for a collision where one corner of the new truck will be driven straight into a trailer in front of it. “Driving into a trailer in front of you is one of the most serious accidents that you can encounter as a truck driver,” says Loftén. “With the new generation of trucks, we have made a major investment in improving safety in these types of accidents.” Sofia Sandin, the engineer leading one of the crash tests, explains, “For the best results, we work with scenarios that are as much like real-life as possible and with data that’s of an extremely high quality.” Sandin ensures that all the sensors and measuring equipment in and around the truck are working properly ahead of the controlled crash. The data from the test will be used in the calibration of the truck’s safety system. Alongside her in the building is the result of yesterday’s test – a new truck that’s now ready for the scrapyard. 1. The truck and a passenger car are prepared for the crash test. 2. Time for the actual test. In a fraction of a second it’s over. 3. After the test bits and pieces are collected for the analyses of the test. .

Scania Group / September 13, 2016 He is as ugly as he is expensive. ‘Thor’ is the new-generation crash test dummy that played a crucial role in Scania’s development of the world’s safest trucks. Each new Thor dummy costs as much as five new trucks, but contributes to saving more lives than any previous dummy. Scania is the first manufacturer of commercial vehicles in the world to use Thor in its safety work. ”One of the biggest advantages with Thor is that he’s built more like a human being than the ordinary crash-test dummies in use today,” says Dan Loftén, who is responsible for all crash tests for Scania’s new trucks. Thor has more sensors in his body than other dummies, a body that can be turned sideways, and a more human torso featuring the same number of ribs as a real human being. “Thor moves more like a human being during the crash, which is extremely important in our development work,” says Loftén. “The more human-like movement pattern and the advanced measurement-capabilities give us a better basis for our analysis and evaluations, which contributes to an even higher level of safety in the truck.” Nor can any other crash test dummies measure injuries to the upper body as well as Thor. The dummy’s torso is constructed in a more human fashion, and even the force on each individual rib can be measured. Thor also has a more human-like spine and pelvis, making it possible for the test dummy to adopt the four most common seating positions during testing. The spinal column is filled with sensors, accelerometers and other devices to measure the event, forces, and acceleration that the back is exposed to during a crash. “He may not be the best-looking guy in town, but he is extremely valuable,” says Loftén. “Not only for us who are developing Scania’s new generation of trucks but also for all truck drivers and other road users! . .

Western Star Trucks (USA) / September 13, 2016 .

Volvo’s High-Tech SuperTruck Exceeds Program’s Freight Efficiency Goals Volvo Group Press Release / September 13, 2016 Volvo Trucks North America today unveiled an innovative SuperTruck demonstrator whose combination of advanced aerodynamics, vehicle and powertrain technologies achieved a freight efficiency improvement of 88 percent – exceeding the 50 percent improvement goal set by the U.S. Department of Energy (DOE) program. From the top-of-cab solar panels powering its battery and interior lights, to its ultra-light aluminum frame and highly advanced 425 horsepower 11-liter proprietary engine, the SuperTruck concept vehicle allowed Volvo engineers to push the boundaries of heavy truck efficiency. The sleek tractor-trailer combination boosted fuel efficiency by 70 percent – exceeding 12 miles per gallon, with some test runs showing more than 13 miles per gallon – in road tests, and powertrain brake thermal efficiency reached 50 percent. "With the support of DOE's SuperTruck program, Volvo Trucks has presented an exciting vision of trucking's future," said Göran Nyberg, president of Volvo Trucks North America. "Even more impressive is the fact that these tremendous gains were made against a base model Volvo that already in 2009 averaged 7 miles per gallon." The SuperTruck program was a five-year DOE research and development initiative to improve freight efficiency – meaning more payload carried while burning less fuel – by 50 percent compared to 2009 base model trucks. The DOE recently selected the Volvo Group to participate in DOE's SuperTruck II program, which will target a 100 percent improvement on a ton-mile-per-gallon basis, and a powertrain capable of 55 percent brake thermal efficiency. Volvo's aerodynamic SuperTruck has a shorter front end than conventional trucks on the road today, and the hood has a sharper downward slope. Lightweight fairings run the length of the tractor and trailer, and cameras have replaced rearview mirrors. Its redesigned chassis is made almost entirely of aluminum, which halved the chassis weight and contributed to an overall tractor-trailer weight reduction of 3,200 pounds. An enhanced version of Volvo's I-See, a new feature that memorizes thousands of routes traveled and uses that knowledge to optimize cruise speed and keep the I-shift automated manual transmission in the most fuel-efficient gear possible, was an integral part of the fuel efficiency gains seen during SuperTruck on-road testing. A key part of the overall efficiency gain is the downsized 11-liter Volvo engine, featuring advanced fuel injection, cooling, oil and turbo-charging systems, as well as new "wave" pistons and other improvements. The SuperTruck powertrain includes a complex Rankine waste-heat recovery system, which converts heat normally wasted in exhaust into torque, boosting fuel economy by helping to power the vehicle. "The order of magnitude efficiency leap achieved by our SuperTruck is a testament to the outstanding work done by our team and our partners," said Pascal Amar, principal investigator for the project. "We started by rethinking everything, and we discovered that with every layer you peel back, you uncover new opportunities." While not every technology demonstrated in the Volvo SuperTruck will be commercialized, three of the engine advancements developed through SuperTruck research – the wave piston, turbo compounding system and common rail fuel injection system – are already featured in Volvo Trucks' 2017 engine line-up. Likewise, a number of SuperTruck-derived aerodynamic improvements – like flared chassis fairings improving air flow around the drive wheels, a redesigned bumper and turbulence-reducing deflectors – can be found on today's Volvo VNL tractors. "Our work through this program is paying dividends for today's customers through the SuperTruck innovations we've already integrated into our products," said Nyberg. Not every idea made it to the concept vehicle. Working with suppliers and academic partners, the team explored the performance and safety of a number of lightweight materials. While some of these, like recycled carbon fiber, were not used in the SuperTruck, the knowledge gained in material science will be applied to future programs. Volvo used computer-aided engineering to reimagine nearly every part of the tractor and trailer without costly prototyping. While the VNL "body in white" was mostly maintained in order to save time and ensure structural integrity, everything else – including the front end, the cab exterior pieces, the chassis fairing and the roof – were completely redesigned to maximize the aerodynamics of the tractor-trailer combination. . .

Volvo hits 13 mpg with SuperTruck Truck News / September 13, 2016 Truck maker exceeded goal to improve freight efficiency by 50% Many of the improvements built into the newest Volvo trucks and powertrain can be traced back to the US Department of Energy’s US$20-million SuperTruck project. Volvo made the revelation when it took the wraps off its SuperTruck at a press event this morning in Washington, D.C. “Knowledge gained from the SuperTruck product is benefiting our customers today,” said Goran Nyberg, president, Volvo Trucks North America. Examples of enhancements that were developed on the SuperTruck and carried over to Volvo’s production vehicles include: a new aerodynamic bumper; flared chassis fairings on the VN 630 and 670; and an aerodynamically enhanced roof for the 670. Airflow through the engine compartment has also been optimized. As for the powertrain, Volvo’s new patented wave piston design was validated on the SuperTruck, as well as its new common rail fuel injection system and turbo-compounding, which Volvo is rolling out on its D13. The US Department of Energy gave Volvo $20 million to work with and the truck maker matched the funding, and then some. The goal was to improve freight efficiency by 50%, but Volvo exceeded that, bettering it by 88%. It also reduced vehicle weight compared to a 2009 model year VN by more than 3,000 lbs, reduced drag by 40% and improved fuel economy by 70%. Nyberg said testing routinely showed the SuperTruck achieving more than 12 mpg while loaded and with some additional tinkering it has now surpassed 13 mpg. “We thought we had a tough goal of 50% improvement when we started the project but the project has delivered 88%, which is quite impressive,” Nyberg said at the unveiling. Volvo has secured an additional $20 million in funding for its SuperTruck II project, which targets a 100% freight efficiency improvement compared to that same 2009 baseline. However, Nyberg explained the second project requires truck makers to demonstrate a one- to two-year payback on technologies used to get there, so it will have to eliminate some of the costlier systems that were deployed on the first SuperTruck. Pascal Amar, senior project manager with Volvo Group North America, was in charge of overseeing the first SuperTruck project. “SuperTruck was a chance to look into the future as a truck manufacturer,” he said. “It gave us the possibility to look at what was coming and really start analyzing some of these trends we’re picking up on.” Amar said the project began from the rear, with an analysis of the trailer and how the tractor interacts with it. Volvo chose to work with an existing trailer design rather than something more futuristic such as a teardrop-shaped trailer. “We didn’t want to go too crazy and design something that wouldn’t be realistic,” he noted. Volvo worked with Ridge Corp. to design an aerodynamic gap fairing, side skirts and tail fairing. “Once we had the most aerodynamic trailer we could find, we went on to what that meant for the tractor,” Amar explained. A lesson learned along the way was that the relationship between the tractor and trailer was more complex than first thought. “We found things that we thought would help the tractor be more aerodynamic but they would only help if the trailer was a certain way,” Amar explained, citing a lower front bumper fairing as one example that didn’t pan out. Volvo maintained its existing steel cab structure, but repositioned it. The cab sits about three inches higher and eight inches further forward and has a shorter hood. The rear cab wall was widened to better direct air around the trailer. The front grille was rounded slightly, the bumper made curvier. With truck aerodynamics addressed, changes to the powertrain were required. The sleeker truck sliced through the wind more easily and as a result, required less power to push it down the road. Volvo opted for a D11 engine. “It’s really about right-sizing the powertrain,” Amar said. “Picking the size of engine that is just right for this truck so we can operate the engine where it’s efficient in the sweet spot.” The Volvo powertrain achieved 50% brake thermal efficiency, compared to the baseline of about 42%, meaning about 50% of the fuel used is now converted to usable power. Weight was reduced through the use of lighter-weight materials. The aluminum frame, for example, is 45% lighter than the 2009 production steel frame. But designers didn’t just swap out steel for aluminum, Amar stressed. “The novelty is in how they used the material,” he said. “They designed the frame to take advantage of the properties of aluminum.” The frame alone shaved 900 lbs out of the vehicle. A total of about 4,700 lbs was taken out, but the installation of new technologies put back about 1,500 lbs, resulting in a net weight savings of 3,200 lbs. While carbon fiber is known for its lightweight characteristics, it’s also known for its high price tag. Volvo sought alternative materials that were less expensive than carbon fiber. The company also considered the driver. It designed a fully-integrated hotel load power system that provides temperature control and power for 14 hours without idling or depleting the batteries. Volvo studied telematics-derived data to see how its trucks are being operated over the road and tailored its system to reflect these realities. Two belt-driven alternators engage when the truck is travelling downhill, is accelerating and slowing down and use this energy to keep the batteries fully charged throughout the drive cycle. When the driver stops, a full 14 hours of power and climate control are available. The bunk windows were scrapped, because Volvo found they were a source of heat or chill loss. But a solar panel on the roof powers LED lights inside the cab that give the appearance of natural daylight. A hot air extractor on the roof also spits out hot air from inside the cab, keeping the inside temperature comfortable. The SuperTruck was shown to US Energy Secretary Ernest Moniz, who seemed genuinely impressed by the result. But despite exceeding the goals laid out through the project, Amar said Volvo isn’t calling it a day. “Testing hasn’t stopped,” Amar said. “Our contract with SuperTruck 1 ended in June, but we haven’t stopped working on it. We keep finding new improvements and keep testing things. We have a lot of ideas we want to throw at it for SuperTruck II.” The second SuperTruck project will build on lessons learned during the first project, but will result in a completely new truck. And because all technologies used must demonstrate a quick payback, it’s likely the second project will also see improvements carried over to production trucks.

Commercial Carrier Journal (CCJ) / September 13, 2016 . .

Overdrive / September 13, 2016 .

Volvo SuperTruck achieves at least 12 mpg Today’s Trucking / September 13, 2016 Volvo Trucks has unveiled its truck of the future, and it’s already applying many of the underlying lessons on the trucks of today. The SuperTruck – developed through a five-year research project with the U.S. Department of Energy – boasts an astounding 12 miles per gallon (19.6 liters per 100 kilometers). After a few tweaks to the design, company engineers have even seen it exceed 13 miles per gallon (18 liters per 100 kilometers) in selected tests. Compared to a 2009 Volvo VNL tractor, the new design is 3,200 pounds lighter, produces 40% less drag, and boosts freight efficiency by 88%. The latter measure reflects the tons of freight that are moved to the fuel that is burned. The project’s original goal was to improve the freight efficiency by 50%. “That is a big number that we did not anticipate when we started the project,” says Pascal Amar, senior project manager, Volvo Group North America. But rather than building a concept vehicle alone, Volvo says it focused on making changes that could come to the market in the short term. Unlike SuperTrucks from other manufacturers, this one did not rely on hybridization. Costly carbon fiber materials were shelved as well. “We looked at the SuperTruck project as kind of a knowledge accelerator,” says Goran Nyberg, president of Volvo Trucks North America. That means bringing new technology to the marketplace more quickly. The engine’s wave piston, turbo compounding, and common rail fuel injection systems have already been introduced in the company’s 2017 engine lineup, boosting fuel efficiency by up to 6.5% in the process. Flared chassis fairings, a redesigned bumper, and air deflectors have also been incorporated into Volvo VNL tractors now on the market, improving their fuel efficiency by up to 3.5%. Of course, the SuperTruck also offers insights into technology to come. Cameras, for example, have replaced mirrors in the search for better air flow. One of the most prominent of the futuristic features is a Rankine waste heat recovery system, mounted above the transmission and in front of the battery box. That achieves a 50% brake thermal efficiency, which means half the energy in the fuel actually makes it to a dyno. Inside the cab, hotel loads are powered using a solar panel incorporated into the roof line, and a pair of belt-driven alternators that captures kinetic energy as a truck rolls down the road. “We trickle charge the batteries when the truck is driving,” Amar says. Together, they offer 14 hours of power for things like air conditioning. And while the reshaped roofline and solar panel eliminates the skylight, the space inside the cab is now lit with a virtual skylight that’s powered with LEDs. The truck’s shape itself is also decidedly futuristic. “You don’t get 40% less drag with just a few fairings,” Amar explained. The truck builds around a traditional VNL steel cab, but sits three inches taller and moves forward eight inches, ensuring a straighter flow of air up the front of the truck. A wider back wall also creates a wedge that directs air around the tractor and to the back of the trailer. Meanwhile, the trailer itself includes a boat tail, side skirts, and reshaped front end. By mounting the air conditioner’s condenser at the back of the cab, engineers were also able to introduce a smaller grill at the front of the truck. Other gains were realized by “right-sizing” the engine, and opting for a 425-horsepower D11. “You operate the engine where it’s efficient, in the sweet spot,” Amar says, referring to the change that can be made without sacrificing performance. Meeting and exceeding targeted weight savings (the original goal was to be 40% lighter, but the SuperTruck weighs 45% less) was made possible in part with an aluminum frame that is 900 pounds lighter than its predecessor. The weight savings were also realized despite new technologies that were added to the truck. About 4,700 pounds were removed, but 1,500 pounds had to be added. Still, there were some curves to address along the way, and not simply in the form of reshaped fairings. “The interactions between the trailer and tractor were much more complex than we thought,” Amar says, referring to how that led engineers to abandon plans for a lower front bumper. Fuel cells to power the hotel loads were replaced with the system that uses solar panels and captures kinetic energy. Plans for an adjustable fifth wheel were abandoned altogether because they simply wouldn’t generate the expected returns. And while carbon fiber was researched, it was left to future projects. “When a truck becomes this much more efficient, this much more aerodynamic, a lot of assumptions need to be revisited,” he added. The idea of capturing a truck’s kinetic energy, for example, could be at odds with systems like predictive cruise control that are also designed for fuel economy. “Do you disengage the driveline and coast, or do you charge the batteries?” Engineers have little time to rest in the search for answers to questions like that. Volvo is among manufacturers that will also participate in the second phase of the research known as SuperTruck II, leveraging US $20 million in federal funds with the goal of doubling ton miles per gallon when compared to the 2009 baseline, and creating a powertrain with a brake thermal efficiency of 55%. “We will make sure that this program will be successful and we will bring more value to our end users,” Nyberg says. Partners in the project include Michelin Americas Research Company (tires), Wabash National (trailer), Metalsa (lightweight frame), Johnson-Matthey Inc. (exhaust aftertreatment system catalysts), Oak Ridge National Laboratory (exhaust aftertreatment system testing / analysis), Peloton Technology (connected vehicle / platooning), Pennsylvania State University (connected vehicle testing), Knight Transportation (long-haul fleet), and Wegmans Food Markets (regional-haul fleet). “We have a lot of ideas we want to throw at SuperTruck II,” said a clearly excited Amar. “We generated so much more innovation through the project. It just keeps going.” .

Volvo’s SuperTruck Exceeds EPA Freight Efficiency Goals Heavy Duty Trucking / September 13, 2016 Volvo Trucks North America’s SuperTruck demonstration rig combined advanced aerodynamics, vehicle and powertrain technologies to achieve a freight efficiency improvement of 88%, exceeding the 50% improvement goal set by the U.S. Department of Energy SuperTruck program compared to a base model 2009 Volvo VN. From the top-of-cab solar panels powering its battery and interior lights, to its ultra-light aluminum frame and highly advanced 425 horsepower 11-liter proprietary engine, the SuperTruck concept vehicle allowed Volvo engineers to push the boundaries of heavy truck efficiency. The sleek tractor-trailer combination boosted fuel efficiency by 70%, exceeding 12 mpg consistently in testing, with some test runs showing more than 13 mpg. Powertrain brake thermal efficiency reached 50%. Göran Nyberg, president of Volvo Trucks North America, noted that the base model Volvo in 2009 averaged 7 mpg. The SuperTruck program was a five-year DOE research and development initiative to improve freight efficiency – meaning more payload carried while burning less fuel – by 50% compared to 2009 base model trucks. Volvo’s aerodynamic SuperTruck has a shorter front end than conventional trucks on the road today, and the hood has a sharper downward slope. Lightweight fairings run the length of the tractor and trailer, and cameras have replaced rearview mirrors. Its redesigned chassis is made almost entirely of aluminum, which halved the chassis weight and contributed to an overall tractor-trailer weight reduction of 3,200 pounds. An enhanced version of Volvo’s I-See, a new feature that memorizes thousands of routes traveled and uses that knowledge to optimize cruise speed and keep the I-shift automated manual transmission in the most fuel-efficient gear possible, was an integral part of the fuel efficiency gains seen during SuperTruck on-road testing. A key part of the overall efficiency gain is the downsized 11-liter Volvo engine, featuring advanced fuel injection, cooling, oil and turbo-charging systems, as well as new “wave” pistons and other improvements. The SuperTruck powertrain includes a complex Rankine waste-heat recovery system, which converts heat normally wasted in exhaust into torque, boosting fuel economy by helping to power the vehicle. “The order of magnitude efficiency leap achieved by our SuperTruck is a testament to the outstanding work done by our team and our partners,” said Pascal Amar, principal investigator for the project. “We started by rethinking everything, and we discovered that with every layer you peel back, you uncover new opportunities.” While not every technology demonstrated in the Volvo SuperTruck will be commercialized, three of the engine advancements developed through SuperTruck research – the wave piston, turbo compounding system and common rail fuel injection system – are already featured in Volvo Trucks’ 2017 engine line-up. Likewise, a number of SuperTruck-derived aerodynamic improvements – like flared chassis fairings improving air flow around the drive wheels, a redesigned bumper and turbulence-reducing deflectors – can be found on today’s Volvo VNL tractors. Volvo used computer-aided engineering to reimagine nearly every part of the tractor and trailer without costly prototyping. While the VNL “body in white” was mostly maintained in order to save time and ensure structural integrity, everything else – including the front end, the cab exterior pieces, the chassis fairing and the roof – were completely redesigned to maximize the aerodynamics of the tractor-trailer combination. Not every idea made it to the concept vehicle. Working with suppliers and academic partners, the team explored the performance and safety of a number of lightweight materials. While some of these, like recycled carbon fiber, were not used in the SuperTruck, the knowledge gained in material science will be applied to future programs. The DOE recently selected the Volvo Group to participate in DOE’s SuperTruck II program, which will target a 100% improvement on a ton-mile-per-gallon basis, and a powertrain capable of 55% brake thermal efficiency. Watch for a more detailed report from HDT Equipment Editor Jim Park, who was there for the unveiling of the SuperTruck in Washington, D.C. .

Transport Topics / September 13, 2016 Volvo Trucks North America unveiled its version of SuperTruck for inspection here by Energy Secretary Ernest Moniz on Sept. 13, saying its VNL 670 highway tractor demonstrates an 88% gain in freight efficiency and an extra 70% in fuel efficiency. On the same day that VTNA showed off its results from SuperTruck Phase 1, the original equipment manufacturer also said it has been selected to receive another $20 million for Phase 2 of the Department of Energy research program. DOE spends the money, which must be matched dollar-for-dollar by OEMs, to develop heavy-duty trucks that are more fuel efficient, thereby conserving energy and reducing diesel emissions. “I’m very excited about this SuperTruck initiative. . . It’s important for the United States, but this is drawing international attention as well,” said Moniz, who has been secretary since May 2013. Moniz, who knew that 81% of U.S. freight, as measured by revenue, travels on trucks, said doubling fuel efficiency “is a big deal.” He said the most complex systems, such as waste-heat recovery, “are going to take longer to be part of the commercial offerings. But we want to see these technologies entering, not as, like, one SuperTruck from any of the vendors, but as a set of technology lessons incorporated with time as the costs come down.” VTNA President Göran Nyberg led Moniz on the inspection tour, along with several of the OEM's engineers. “This is a knowledge accelerator,” Nyberg said of SuperTruck at a press briefing prior to the DOE event. He said the research produced a 6.5% increase in fuel efficiency through powertrain optimization and an additional 3.5% gain through better aerodynamics. Using a 2009 Volvo as a baseline, miles per gallon rose to 12, on average, from 7 mpg. By changing some steel components to aluminum and introducing carbon-fiber materials, the Volvo SuperTruck dropped 3,200 pounds in net weight, helping to increase fuel efficiency — ton-miles traveled per gallon of fuel used — by 88% over the 2009 baseline. While SuperTruck 1 focused on linehaul applications, Phase 2 will offer more for regional applications, VTNA Senior Vice President Susan Alt said. The DOE grant to Volvo, which must be funded by Congress to become official, calls for the company to increase fuel efficiency by using alternative engine designs and lightweight tractor-trailers. Volvo must match the $20 million it gets from DOE. The OEM will work with truckload carrier Knight Transportation and grocery chain Wegman’s Food Markets to test new systems for SuperTruck 2. The research program coincides with federal regulation of greenhouse-gas emissions of heavy- and medium-duty trucks by the Environmental Protection Agency and the National Highway Traffic Safety Administration. Nyberg said VTNA’s 2017 powertrains, which comply with Phase 1 of GHG rules, include several components that were developed as part of SuperTruck 1, specifically, wave pistons that minimize unburned fuel; a common-rail, fuel-injection system; and turbo compounding, an elementary form of waste-heat recovery. In August, EPA and NHTSA released their final version of Phase 2 of GHG regulation, a rule that will tighten emission standards on trucks in 2021, 2024 and 2027. More technology developed in SuperTruck 1 and 2 will help the manufacturer meet those standards, Nyberg said, but he declined to specify which innovations are closest to introduction. “There’s enough meat on this,” Nyberg said of the research results. .

ATA, OOIDA ask for more time on speed limiters Fleet Owner / September 13, 2016 Trucking groups cite NPRM's complexity, 'significant' impact The two largest trucking trade associations each have asked the Dept. of Transportation for more time to study the recently published truck speed limiter proposal, citing the rule’s complexity, changing industry dynamics, and the “significant” impact of such a regulation. In Sept. 9 letters to Transportation Secretary Anthony Foxx, the American Trucking Assns. (ATA) and the Owner-Operator Independent Driver Assn. (OOIDA) made their respective cases for an extended public comment period. “The rule, as proposed, would have a significant impact on the whole of ATA’s membership and many more industry participants,” writes ATA, which had petitioned for a speed limiter mandate 10 years ago. The organization and its state affiliates, along with the Truckload Carriers Assn. (TCA), note that “much has changed in vehicle and motor carrier safety” over the decade. The letter points to the development and adoption of safety technologies, the greater scrutiny of carriers under the Compliance, Safety, and Accountability program, and electronic logs as examples. “These developments, along with new state laws and speed limits, have changed the way motor carriers view and respond to safety concerns,” ATA says. Additionally, ATA points to the proposed rule’s “dramatic departure” from the initial petition, in terms of tamper proofing protections, the lack of a retrofit requirement, and the DOT’s reluctance to specify a governed speed. ATA requests an additional 30 days “to reengage its membership” on the matter. OOIDA, which represents small business truckers, asks for a 60-day extension of the comment period, citing the “wide range of issues” related to limiting truck speed and noting that the proposal is “based on complex research that in some instances is being used in an unconventional way.” “This is one of the most significant NPRMs in decades as it relates to the safety of the traveling public, roadway efficiency, and the livelihood of our nation’s professional truck drivers,” OOIDA writes. “One way or another, the outcome of this NPRM will impact everyone.” The comment period is currently scheduled to run through Nov. 7. Comments may be filed at regulations.gov.

. .

Not my bus. I posted another gentleman's comments in italics (with a link to that web page), because he was very informative on the subject.

The Australian vocational market is shaped quite differently from the US market. Refuse has similarities, but you have the superb Acco, and also Dennis Eagle competing.

Bob, the Australian on-road CAT truck effort was/is unaffected by the discontinuation of the U.S. market vocational trucks. Alike Detroit Diesel (the 2-strokes and 60 series) the CAT name carries a lot of weight in Australia. They have a fantastic and deep-pocketed distributor in WesTrac too. http://www.bigmacktrucks.com/topic/41154-all-systems-go-for-cat-trucks-australia/#comment-298395 http://www.bigmacktrucks.com/topic/41412-cat-reinforces-commitment-to-australian-market/#comment-300632

BBC / September 13, 2016 Three Syrian men have been arrested in Germany on suspicion of being sent by ISIS to launch attacks. The men - aged 17, 18 and 26 - were detained after a series of pre-dawn raids in the states of Schleswig-Holstein and Lower Saxony on Tuesday. Police have seized "extensive material". Investigations so far indicate the three men came to Germany in November 2015 with the intention of "carrying out a previously determined order [from ISIS] or to await further instructions". The men traveled through Turkey and Greece on false passports. Investigators believe the men volunteered for the mission, and the 17-year-old was trained in handling weapons and explosives. They were arrested when 200 police and security officers raided several premises including three refugee shelters.

If you're going to compound and polish a truck, you owe it to yourself to make the task considerably easier and faster, while also getting a better result, by buying a Meguiars dual-action MT300 buffer. After washing and claying the truck, you can start out with Poorboys SSR 2.5 or 3 (compounding), depending on how bad it is, and then apply SSR 1 (polishing/swirl removing), using the appropriate buffer pads. Last, apply a long-lasting Menzerna Power Lock Polymer sealant (synthetic wax) by hand. https://www.amazon.com/Meguiars-MT300-Pro-Power-Polisher/dp/B00OTK5JHG/ref=sr_1_2?ie=UTF8&qid=1473754268&sr=8-2&keywords=meguires+buffer https://www.amazon.com/Meguiars-DBP6-6-Backing-Plate/dp/B00PYCXGQE/ref=pd_sim_263_6?ie=UTF8&psc=1&refRID=711GG8MNMW2ZANBC4MSZ

UK Department for Transport (DfT) may extend longer semi-trailer trial as benefits mount Commercial Motor / September 12, 2016 The government is considering extending the longer semi-trailer pilot, despite the latest annual report revealing that the full allocation is still not running on UK roads. According to the fourth annual report, 1,674 of the full allocation of 1,800 longer semi-trailer permits were in use as of July 2016; an increase from the 1,511 at the end of 2015. The DfT said another 100 longer semi-trailers have either been issued with their vehicle special orders, required to use a longer trailer on the public highway, or are currently in build. With the full trial allocation almost reached, the DfT has also started “consulting trade associations and participants on whether to increase the number of vehicles in the trial”. It is also seeking views on whether the trial should be extended. Since December 2015, the number of operators with longer semi-trailers on the road has increased from 151 to 163, and the report predicted that operating longer semi-trailers had saved up to 10.6 million vehicle km since the trial began in 2012. The report added: “There is no evidence that the safety risk from longer semi-trailers is worse than that of normal HGV trailers.” Transport minister John Hayes said: “Lorries are the engine of our economy and this pilot scheme is helping hauliers deliver the day-to-day goods we need more efficiently.” “Road haulage efficiency is vital to the economy and keeping the UK competitive,” said RHA director of policy Jack Semple. “After the Brexit vote, there is an increased awareness that we should be embracing every opportunity for productive innovation, where it is safe to do so.” “This report confirms the value of longer semi-trailers,” Jack Semple continued. “It also confirms the RHA’s prediction that there would be no great rush for the new lengths and that take-up would be gradual, with 15.65 metre trailers much the more popular length. “There are now 151 operators in the trial. But it is clear from our members that both existing longer semi-trailer operators and other hauliers could make good use of more of these trailers, and the government should release more permits to allow them to do so. It should allocate permits, as before, in a way that gives equal opportunity to smaller firms.” .