kscarbel2

Mack "body-bound" bolts remain the best fastening system (for medium and heavy trucks). But rivets can loosen......not my favorite. Huckbolt is okay, but let's be clear.......it was invented to save the manufacturer money and time in chassis assembly. It is NOT superior to Mack's "body-bound" bolt fastening technology.

World’s first electric road opens in Sweden Scania Group Press Release / June 22. 2016 The world´s first electric road is being inaugurated near the city of Gävle in central Sweden, the result of a unique partnership demonstrating the path towards fossil-free transportation. Scania is supplying with the electrically-powered trucks, which will operate under real traffic conditions. Opening today, 22 June, the two-kilometre strip on the E16 motorway sees electrified trucks from Scania driven in open traffic, using conductive technology developed by Siemens. The beauty of the new technology, which is the result of several years of cooperation between the Swedish Government and the private sector, is that it permits the trucks to operate as electric vehicles when on the electrified road and as regular hybrid vehicles at other times. All the Scania trucks on the road are hybrid and Euro 6-certified, running on biofuel. Scania’s head of Research and Development Claes Erixon, says, “The electric road is one important milestone on the journey towards fossil-free transport. Scania is committed to the success of this project and is committed to sustainable transport solutions.” The truck receives electrical power from a pantograph power collector that is mounted on the frame behind its cab. The pantographs are in turn connected to overhead power lines that are above the right-hand lane of the road, and the trucks can freely connect to and disconnect from the overhead wires while in motion. When the truck goes outside the electrically-powered lane, the pantograph is disconnected and the truck is then powered by the combustion engine or the battery- operated electric motor. The same principle applies when the driver wants to overtake another vehicle while on the electrified strip of the road. Scania´s sees the electric road as being a key component in achieving Sweden’s ambition of an energy-efficient and fossil-free vehicle fleet by 2030. It can also help to strengthen Sweden’s competitiveness in the rapidly-developing area of sustainable transport. Nils-Gunnar Vågstedt, who is responsible for Scania’s research into electrification, adds, “The potential fuel savings through electrification are considerable and the technology can become a cornerstone for fossil-free road transport services.” The investment in the Electric Road E16 programme in Gävle is a result of a programme for the public procurement of innovative solutions that was launched by Swedish authorities. The programme consists of about SEK 77 million in public money, with about SEK 48 million in co-financing from the business community and the Gävleborg regional authority, which administers the area of Sweden where the electric road is situated. The Swedish transport authority Trafikverket, the Swedish Energy Agency Energimyndigheten, innovation agency Vinnova, Scania and Siemens are the main funders of the technology, while Region Gävleborg is the project coordinator. The electric road is only one of several pioneering technologies that Scania is working on to help the spread of sustainable solutions within both urban and long-haul transport. The company is also developing technologies for alternative fuels, hybridised and fully-electric vehicles, and autonomously and wirelessly-connected transport in parallel with its work to further enhance and refine the products of the future. Technical parameters of the Scania vehicle: Truck model: Scania G 360 4×2, weight 9.0 ton Powertrain: Parallell hybrid, integrated in the gearbox (GRS895) Engine: 9-litre, 360 hp (runs on biofuel) Electric motor: 130kW, 1050Nm Battery: Li-Ion 5 kWh (gives a driving range up to 3 km when not running on the e-way) System voltage: 700V For additional information, please contact: Hans-Åke Danielsson, Press Manager, Scania, tel + 46 70 346 88 11, e-mail hans-ake.danielsson@scania.com Nils-Gunnar Vågstedt, Head of Electric and Hybrid Powertrain Technology, tel +46 70 551 59 87, e-mail nils-gunnar.vagstedt@scania.com

Continental engines, both gasoline and diesel, were typical Brockway components.

I call a spade a spade. I have zero respect for Sweden's cowardly, selfish actions in World War II. A spineless Sweden allowed the German Wehrmacht (army) to transit thru their country and attack Norway at their back door. Norway was shocked that their Scandinavian neighbor would stab them in the back. THAT is how Germany was able to capture Norway. Second, Sweden was a principal supplier of iron ore to Nazi Germany. Had Germany been deprived of this iron ore, Nazi Germany's war production machine would have been severely crippled, from the production of U-Boats to tanks. In my opinion, the actions of Sweden during World War II are eternally unforgivable. Thousands of American soldiers died from weapons produced with Swedish iron ore. Sweden was an accomplice to Hitler's war machine. Related reading: https://en.wikipedia.org/wiki/Transit_of_German_troops_through_Finland_and_Sweden

Sweden inaugurates its first electric road Green Car Congress / June 22, 2016 Sweden inaugurated a test stretch of electric road on the E16 in Sandviken, thus becoming one of the first countries to conduct tests with electric power for heavy transports on public roads. The test stretch on the E16 is two kilometers long. The technology is similar to light rail, with contact lines 5.4 meters over the roadway. The truck has a pantograph on the roof that feeds 750 VDC to the truck’s hybrid electric system. The current conductor can connect automatically at speeds up to 90 km/h (56 mph). The test stretch is equipped with posts 60 meters apart that hold up the electric lines over one of the lanes. At a rest area, there is a transformer for low-voltage direct current of the same type as in the light rail network. Other traffic on the road will not be affected. Electric roads will bring us one step closer to fossil fuel-free transports, and has the potential to achieve zero carbon dioxide emissions. This is one way of developing environmentally smart transports in the existing road network. It could be a good supplement to today's road and rail network. —Lena Erixon, Director General of Trafikverket, the Swedish Transport Administration An electrified road is one in which the electricity supply for vehicle propulsion is continuously supplied in order to keep the vehicle moving and to avoid recharging requirements. There are three possible techniques known today: An overhead conductive technique from above (e.g., like a trolley); An inductive technique installed under the pavement; and A conductive technique from a rail in the pavement. The technologies for electric roads have developed rapidly over the last few years, and are now mature enough that some of them can be tested. Last year, the Swedish Transport Administration, in consultation with Vinnova and the Swedish Energy Agency, decided to give support to two test facilities. The two systems differ as to how electric power is transferred to the heavy vehicles. The test on the E16 in Sandviken is being carried out by Region Gävleborg, and involves a pantograph on the roof of the truck cab feeding the current down to a hybrid electric motor in the truck. Outside Arlanda, the eRoadArlanda consortium company will test a technology that involves an electric rail in the roadway charging the vehicle during its trip. For the time being, the work will take place on a closed-off road, but the plan is that the technology will be demonstrated in actual traffic next year. The tests will continue up through 2018. They will provide knowledge of how electric roads work in practice, and whether the technology can be used in the future. The experiment is based on the Government’s goal of energy efficiency and a fossil fuel-free vehicle fleet by 2030, and will contribute to strengthening Sweden’s competitiveness. Three government agencies are partially funding the project, and the participants are paying for the rest of the funding: Swedish Transport Administration: Responsible for roads and railways in Sweden. Swedish Energy Agency: Works for the use of renewable energy. Vinnova: Develops Sweden’s capacity for innovating sustainable growth and societal benefit.

If the truck's components (engine, ect.) are all original, then all you should need to provide the dealer is the model and serial number off the vehicle identification plate on the driver's door. Are they asking for a GBA number stamped onto engine parts?

Why don't you post it for sale here.............http://www.bigmacktrucks.com/forum/58-trucks-for-sale/

Steve, glad you have it sorted out.

The Guardian / June 22, 2016 Federal prosecutors are investigating whether a Department of Homeland Security employee with top-secret clearance was planning an attack at the agency’s Washington headquarters when he entered the building with a gun, a knife, an infrared camera, pepper spray and handcuffs. Court documents filed by the federal government state that investigators have probable cause to believe Jonathan Wienke, an analyst in the Office of Intelligence and Analysis, “was conspiring with another to commit workplace violence, and more particularly may have been conspiring or planning to commit violence against senior DHS officials in the building”. Wienke was charged on 10 June with carrying a pistol without a license and was released on 13 June [???] pending further court proceedings. The case remains under investigation. email. Wienke has been placed on administrative leave. The FBI searched Wienke’s home in Martinsburg, West Virginia, a 75-mile commute from the office. In the affidavit for the search warrant, Department of Homeland Security Special Agent Eric Mann described the series of events that led the government to suspect Wienke was potentially plotting an attack. At 7.30am on 9 June, Wienke entered the building, which has a security level on par with the White House and the Pentagon. Security measures include random screening at the door; Wienke was selected and his backpack was placed in a screening machine. Security officers found a folding knife with a three-inch blade, two handheld radios, pepper spray, an infrared camera and a set of handcuffs. The officers seized the knife and spray. At 9am, Mann and another officer followed up with Wienke at his cubicle, directly across from where senior officials were meeting. Wienke gave them permission to search him and denied he was carrying any additional weapons. Mann patted Wienke down and discovered a five-shot revolver loaded with .22-caliber hollow-point rounds in the front pocket of his pants. He then heard Wienke “utter an audible expletive”. In his affidavit for a search warrant, Mann listed the potential crimes as attempt and conspiracy to assassinate, kidnap or assault a member of the executive branch of the government, false impersonation of a federal officer and possession of a firearm in a federal facility.

Steve Skinner, Trade Trucks AU / June 22, 2016 The small Scandinavian country punches well above its weight as a manufacturer, and not just of trucks and buses How does a country at the top of the world, with less than half the population of Australia, manage to produce the second biggest heavy-duty truck builder on the planet? Sweden’s achievement with Volvo is all the more remarkable when you add that other great global brand of heavy vehicle, Scania, now majority owned by Volkswagen. TradeTrucks recently traveled to Sweden courtesy of Volvo Group and interviewed Claes Nilsson, global president of Volvo Trucks, at the company’s Gothenburg training centre. I asked Claes Nilsson to put brand rivalry aside in explaining the big Swedes’ secrets to success, achieved without government subsidies or protection. He reckons there are many factors but three main ones. "First of all we are a small country of just 10 million people," Nilsson says. "We have to be export-oriented from the start, because the domestic market is so small compared with the Germans, or the French, or the Americans or whatever, who have a big domestic market, which we don’t have the luxury of. "Secondly … the healthy competition between the two of us (Volvo and Scania) I think has been very good for both companies. "The respectful internal domestic rivalry between the two of us has really forced us to be on our toes all the time and try to beat the other one." Thirdly, in being neutral during World War II, Sweden didn’t have its industry destroyed. "So when the market came back up Sweden was very fortunate to have the machinery up and running immediately, and we and other companies definitely benefited from this," Nilsson says. He includes there several other high-tech Swedish companies: Sandvik (tools and engineering); Atlas Copco (industrial tools and equipment); and SKF (bearings, seals, lubrication systems and more). Marketing innovation too Meanwhile over recent years Volvo has been putting a big effort into marketing as well as manufacturing. A lot of us have seen the popular Volvo "stunt" online commercials, highlighting various advanced pieces of technology – for example the one featuring Jean-Claude Van Damme doing the splits between two travelling trucks, to highlight the precision of Volvo’s dynamic steering. This sort of viral internet publicity has come as a bit of a surprise to some long-time observers of what seemed like a staid, old-fashioned and even secretive company. "Maybe that’s also a bit back to the Swedish culture," suggests Nilsson. "We are a rather quiet, conservative culture, not very much about bragging and things like that, so I think we’ve actually in the last 10 years or so tried to pay much more attention to how we communicate … and maybe started to be a bit more daring in our communication." .

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Kenworth Truck Company Press Release / June 20, 2016 Incorporating the latest advancements in Paccar [DAF] engine technology, the new 11-liter MX-11 engine is allowing Kenworth customers to reap productivity benefits. That’s the word from Kurt Swihart, Kenworth marketing director. “The new MX-11 engine is a great example of an engine that provides our customers with a substantial weight savings, while also driving up fuel economy across a wide range of applications,” he said. “That offers immediate payback for customers in weight-sensitive vocational applications where additional payload can significantly enhance revenues.” The MX-11 engine can be spec’d between 355 and 430 horsepower with up to 1,550 lb-ft of torque, while the larger PACCAR MX-13 engine has a range between 380 and 500 horsepower and up to 1,850 lb-ft of torque. “There is overlap between the two when it comes to horsepower, so customers have flexibility to optimize their spec when they have a requirement between 380 and 430 horsepower,” said Swihart. “Torque curves vary, so depending on the application and terrain covered, it can make great sense to select an 11-liter platform. Often, drivers can’t tell the difference in power, but fleet owners can tell the difference in another metric – adding 400 more pounds of payload. That can mean additional concrete for a mixer or additional fuel or grain for a bulk hauler, maximizing the earning power of the vehicle.” Still, it’s not a cut-and-dried solution, noted Swihart. “If you’re loading up to 66,000 pounds gross, an 11-liter engine is ideal in many applications. For applications grossing between 66,000 and 80,000 pounds, the choice between 11- and 13-liter allows for a greater level of optimization.” Both 11- and 13-liter engines can be spec’d with the same transmissions. “So there are no trade-offs there,” Swihart said. But at the end of the day, it’s productivity that carries the day. “That’s why careful evaluation of performance and life-cycle costs need to be considered,” said Swihart. “It’s penciling out the number and working closely with your dealer to determine the spec that’s best for your operation. With the new MX-11 platform there are numerous opportunities for productivity enhancements, which is truly exciting. We have a MX-11 mixer customer who spec’d a Kenworth T880 with a set-back front axle and added a pusher axle for weight distribution. With the gain in payload over a mixer with a 13-liter engine, each truck is averaging more than $300 in additional revenue daily. That adds up fast and offers a competitive advantage, not to mention the opportunity for a healthier bottom line at the end of the year." Photo gallery - http://www.kenworth.com/news/news-releases/2016/june/mx-11-vocational/

Scania Group Press Release / June 21, 2016 Outside Gävle in central Sweden, the last preparations are being made at the test strip for an electrically powered truck from Scania operating under real traffic conditions. “It’s amazingly quiet,” says test driver Therése Persson. Just a couple of days before the official inauguration of the world’s first test strip for electrically-powered trucks under real traffic conditions, the test site is bustling with activity. Power has just been switched on in the overhead lines above the two-kilometre stretch on the E16 motorway outside Gävle in central Sweden, where a green-painted electrically powered truck from Scania is running silently back and forth. “It feels fantastic that the electric truck is now up and running, operating under real traffic conditions,” says Christer Thorén, Technical Project Manager at Scania’s Hybrid Systems Development unit. Able to connect and disconnect During the two-year test period, the electric truck will perform normal transportation assignments for Ernsts Express, a mid-sized logistics company in central Sweden. The truck can connect to and disconnect from the overhead wires while in motion. When the truck goes outside the electrically-powered lane, the pantograph (the mechanism which connects the truck to the overhead wires) is disconnected and the truck is then powered by the biodiesel fueled engine or battery-charged electric motor. Without greenhouse emissions ”The first time I drove the electric truck I didn’t feel much difference when it comes to the actual driving. But in electric mode it gets totally quiet in the cab, that’s amazing,” says Therése Persson, one of Ernsts Express’ drivers. Roger Blom, CEO for Ernsts Express, adds: “For us at Ernsts Express this is a fantastic project to be part of, to drive a truck without any emissions of greenhouse gases. So far the technology works really well. It’s amazing to glide along in this truck in complete silence.” Developed by Scania and Siemens The electric truck has a pantograph power collector that is mounted on the frame behind its cab. This so called conductive technology has been developed by Siemens in collaboration with Scania. Pia Nilsson, Project Manager at Siemens Sweden, says: “Our proven technology from railways, together with Scania’s innovative solutions for the transport sector, means that we together can find new exciting solutions such as this electric road and our own eHighway concept. One of the major benefits of the technology is that it can be implemented on roads that already exist.” Scania’s Christer Thorén says he is pleased with Siemens cooperation on the project: “Short term, our expectation is that during the two year test period we will be able to show that this is a good and reliable technology, and that it works under real-life conditions, 24-7, summer and winter.” Related reading - https://www.scania.com/group/en/electrification/ .

New Stralis XP: The Emotional Birth of a Truck Our TCO2 Champions wear the colors of the greatest champions of all time, thanks to airbrush artist Ivan Ventimiglia. .

Transport Topics / June 21, 2016 Cummins is recalling nearly 5,500 heavy-duty diesel truck engines due to an electrical issue. The recall affects ISX12 and ISX15 engines produced between March 7 and April 12 because of possible water infiltration in the engine control module connector. "During the identified time period, defective masking caps allowed wash water to enter certain ECMs. The wash water and/or the subsequent residue may create an internal short circuit on the printed circuit board that could possibly cause a blown fuse in the ECM’s electrical supply circuit," according to the National Highway Transportation Safety Administration recall notice. A blown fuse would cause the engine to stall without warning and not restart until the control module and fuse are replaced, according to NHTSA. The recall is expected to begin on July 7.

Global Auto Sources / June 21, 2016 [Volvo Group brand] Dongfeng Commercial Vehicle held a cadre assembly on June 20th. Chairman of Board and Communist Party Committee Secretary Zhu Yanfeng headed the meeting and made an important announcement. Mr. Tong Dongcheng, Party Standing Committee member and assistant general manager of Dongfeng Motors Group, hosted the meeting. Mr. He Wei, Personnel Manager of Dongfeng Motors, outlined the upper management team change at the meeting. Mr. Yang Qing was appointed as the new general manager of Dongfeng Commercial Vehicle. Mr. Zhang Zutong was appointed Communist Party Committee member and secretary of Dongfeng Commercial Vehicle. Mr. Sun Zhenyi was appointed vice general manager. The former executives, Mr. Huang Gang, Mr. Li Jingqiao and Mr. Xu Tianqiao have been reassigned. Dongfeng Commercial Vehicle, founded by Dongfeng Motors and Volvo, was officially established in January, 2015. Zhu Yanfeng said, “The decision of the management team adjustment was made by full research and cautious thinking. During the 12th five-year plan in which commercial vehicles face shrinking growth, our management team responded to the market change proactively, improved business quality and made steady growth. In the process of promoting cooperation with Volvo, we are establishing an international management system step by step and lifting our international impact.” Related reading - http://www.volvogroup.com/group/global/en-gb/_layouts/CWP.Internet.VolvoCom/NewsItem.aspx?News.ItemId=149008 http://www.volvogroup.com/GROUP/GLOBAL/EN-GB/WHATWEDO/OUR_BRAND/DONGFENG_TRUCKS/PAGES/DEFAULT.ASPX

Werner Enterprises’ forecast for sharply lower profits has stoked investor fears that the trucking industry’s downturn is deepening The Wall Street Journal / June 21, 2016 Trucking stocks swooned Tuesday after one of the largest U.S. trucking companies predicted sharply lower profits amid a downturn in the freight market. Werner Enterprises, Inc., one of the largest long-haul carriers, said weak demand from shippers, rising driver pay and other factors would cut the company’s second-quarter earnings to between $0.21 and $0.25 per share. Wall Street analysts had an average estimate for the quarter of $0.40, according to FactSet. Late Tuesday, Covenant Transportation Group Inc. announced after the stock market closed that it was lowering its second-quarter profit outlook as well, from a range of $0.28 to $0.33 per share to a range of $0.17 to $0.23 per share. The company cited a weak freight market, lower fuel surcharges and higher costs, among other factors, for the revision. The trucking business has been plagued by overcapacity and weak demand since early 2015. Although most large trucking companies have stopped expanding their fleets, forecasts like Werner’s raise concerns that it will likely take months or even years for supply and demand to come back into balance. The second quarter is typically the strongest for trucking companies, so Werner’s negative outlook is particularly worrying, analysts said. It also points to weakness in the spot market is spreading to long-term freight contract rates, where large trucking companies generate the bulk of their profits. That could signal a prolonged slump for the industry. “We hadn’t really seen that same weakness in the contracted rates for the big truckers, and now we’re seeing those rates come down too,” said Brandon Oglenski, an analyst with Barclays. “Our fear is that for the back half of the year. projections are too rosy. The reality is pricing is coming down now.” Shares of Werner fell 9.6% to $22.31 in New York trading. Covenant fell 5.3% to $21.97 per share. Other truckload carriers, which handle shipments for single customers in each truck, tumbled as well. Celadon Group Inc. ’s stock dropped 9% to $10.02, Swift Transportation Co. shares were down 6.9% at $15.74 and Knight Transportation Inc. shares fell 4.3% to $26.66. Derek Leathers, Werner’s chief executive, said that contract negotiations with shippers this year have been the most aggressive he can remember. “We’ve seen shipper negotiations that have demanded in excess of 10% in rate reductions,” Mr. Leathers said. “They’re essentially asking folks to operate their business at a loss. Carriers will do that for a period of time, but there are negative long-term outcomes to that.” Spot market rates – or the price to haul freight on a one-time basis – have been falling since early 2015. But until this year, long-term contracts, which are used by truckload carriers, were stronger. Also on Tuesday, Cass Information Systems Inc. reported that long-haul freight rates fell 1.2% in May compared with the year-earlier month, the third consecutive month of price declines. Historically, trucking companies report higher earnings and positive outlooks in the second quarter, as high costs and route disruptions caused by winter weather recede. Analysts at Deutsche Bank called the timing of Werner’s earnings outlook downgrade “particularly disturbing.” Covenant said it has removed trucks from operation because of the soft market, and expects to operate about 2% fewer trucks during the second quarter than it did in the same quarter last year. Marc Althen, president of Penske Logistics, said there appeared to be as many as 80,000 more trucks on U.S. roads than needed to handle shipping demand. “It’ll probably be the fourth quarter or into next year to work its way out,” he said.

Uniformed police arrived within minutes....told not to pursue Orlando shooter.....15 or 20 halt until SWAT arrived The Washington Post / June 21, 2016 After an initial burst of fire between Omar Mateen and a security guard at the Pulse nightclub, a group of five to six police officers arrived on the scene within minutes, broke through a large glass window and entered the club as the killing of 49 people was underway inside. Belle Isle police officer Brandon Cornwell, 25, said the ad-hoc team spent the first seconds inside “trying to locate exactly where the shooter was — we kept hearing people scream and shots fired.” Cornwell said they never saw Mateen; he said the shooter had vanished inside the dimly lit club as Cornwell and the other officers followed the sounds of screams and echoing gunfire to the bathroom area where they presumed the gunman was now holed up. They aimed their assault rifles toward that area as the sounds of gunfire stopped. Then, they followed orders to hold their position for what he described as “15 or 20 minutes” until the SWAT team arrived. Cornwell didn’t say if the officers spent that time inside the club, or were instructed to withdraw to the outside of the club before SWAT arrived, leaving Mateen time to move freely about the club. Cornwell declined to clarify this point. He did not second-guess the decision. “We just basically stayed there, waited for movement, and we just held our position until SWAT got there,” said Cornwell, 25, who never fired his weapon. “Once SWAT got there, they told us to retreat, that they’d take over because we were not really in tactical gear — we were just in our police uniforms.” Cornwell and his fellow officers’ early standoff with the shooter — the second of three encounters between law enforcement and Mateen over more than three hours Sunday morning — is being scrutinized by the Florida Department of Law Enforcement’s Public Integrity Squad along with the other police encounters with the shooter. Cornwell, a second-year police officer who served with the Army National Guard in Iraq, said he was helping with a traffic stop when he heard the call on his radio that shots had been fired at Pulse. He said he arrived “in 38 seconds.” “It was a straight shot there and I hit every green light,” said Cornwell, who spoke with The Washington Post at Belle Isle’s City Hall in the presence of the Belle Isle police chief, who occasionally stopped him from offering too much detail. Cornwell was one of the first seven or so police cars to arrive on the scene, where officers were getting out of their cars with their assault rifles, he said. “Some ran towards the building, some stayed back with people running out,” he said. “There was tons of people running out of the club. I grabbed my assault rifle and ran toward the club. At this point the shooter is still actively shooting inside.” Cornwell converged on the south side of the building near the main entrance with perhaps five other officers, all from the Orlando police department, which he referred to as OPD. “There happens to be an OPD lieutenant commander who was there, and he says we’ve got to go in,” said Cornwell. “No one disagreed. One of the officers busted out one of those side windows” — it was approximately 10 feet tall — “and we just went in and went from there.” He estimated that “no more than two minutes” had elapsed since they arrived, and they were now inside the club. Cornwell said Mateen was nowhere to be seen. The club was dim — lit with a disco ball and colored lights — and quiet except for the sound of the shooter’s gunfire, screams and cries for help, Cornwell said. “He was actively shooting,” he said. “I can’t say if he was targeting us. But he was still shooting in that location where he was at. There were bullet holes in the wall, so he had shot through the wall. But I couldn’t tell you if he was shooting at us.” Cornwell and the other officers immediately began “clearing rooms” one by one — not knowing if there was more than one shooter — and trying to locate the source of the gunfire. The sound of the shots echoing all around the club made it difficult to tell exactly where it was coming from, he said. But fairly quickly — Cornwell said “within minutes” — officers located Mateen in the bathroom area. At that point, he said, “we took up a tactical position by the bar standpoint in the middle of the club.” As he aimed his AR-15 assault rifle toward the bathroom door, he said, the shooting stopped. And it was then that the “15 or 20 minute” holding pattern began, he said. Though Cornwell cannot recall exactly how he received his orders (?????) — whether it came via the radio or verbally in person — his clear understanding was that he and his fellow officers were to hold their position rather than attempt to go into the bathroom after the shooter. Minutes passed as he kept aiming toward the bathroom, he said. He could hear people scream. There were people lying all over the floor of the club. He kept aiming, waiting for SWAT. More screams. He and the other officers held their position, focused on the bathroom, where he could see “some movement inside,” he said. Asked whether he felt an urge to pursue the shooter at that point, Cornwell said, “I couldn’t tell you. I was following lieutenant’s command.” At some point during the 15 to 20 minutes — it is unclear exactly when (?????) — Cornwell and the others in the group of first responders withdrew to the outside of the club, he said. “We got word from higher up, and it was communicated to the OPD lieutenant that we needed to withdraw,” he said. “So we came back outside. And waited for SWAT. SWAT arrived. SWAT handled everything from there.”

Paul, what kind of reputation did the Ford Falcon XB GT have down under ?

In March 1999, Navistar acquired a 50% stake in Brazilian diesel engine maker Loschpe-Maxion S.A..*, creating the Maxion International Motores S.A. joint venture. The Maxion-Navistar joint-venture immediately launched construction of the new Canoas engine plant at a cost of $25 million, which would produce 7.3 liter Powerstroke engines for South American, North American and other global markets. In early 2001, Navistar bought out Maxion’s stake in the joint venture, and renamed the operation International Engines South America (ISEA). In May 2005, International Engines South America purchased MWM, creating MWM International Industria da Motores da America do Sul Ltda. In summary, the Canoas plant was constructed as an engine plant. Note the low roof. If originally for truck assembly, the roof would be two to three times higher. The video shows engine production at Canoas, but as mentioned above, that activity was just relocated to Sao Paulo on the coast. * ArvinMeritor sold its wheel business to Loschpe-Maxion in 2009 for US$180 million. Today, Loschpe-Maxion is the world’s largest wheel maker for trucks, buses and agricultural machinery. It also produces automotive components, and complete vehicle chassis, frame rails, and cross-members for commercial trucks and buses)

Factory views.......... .