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Fleet Owner / June 10, 2015 When you're working hard, you want everything else to be easy, which is why Minimizer said it is releasing its newest maintenance line products – the Tandem Work Bench and the Slick Plate. According to Minimizer, while you're busy fixing your truck, the work bench sits securely on tandems and holds up to 300 pounds of parts and tools. "For years, we've had repair shops ask us to make something like the Tandem Work Bench," CEO Craig Kruckeberg said. "They were always having problems with tools falling off the truck, or bolts rolling off the tops of tires. This saves space when you're working on an engine teardown. Now you have room for everything you need." The bench features two removable tops, along with a deep base, and it comes with the company’s lifetime guarantee. "Our new Maintenance Line is taking Minimizer in an exciting new direction. We already have products inside the truck and outside the truck. The Maintenance Line allows you to work on the truck," Kruckeberg said. Get rid of grease with Minimizer's Slick Plate, which is made of poly plastic. According to the company, the Slick Plate removes the need for grease and prolongs the life of the fifth wheel. And, the company said, less friction makes for easier handling and maneuverability. "I wish they would've had this when my father was a truck driver, because every time he'd come home on the weekends, I had to clean the grease off everything!" Kruckeberg said. "The grease gets everywhere, but with our new Slick Plate, there's no need for it." The Slick Plate comes with all necessary hardware, so there's no welding to secure it to the fifth wheel, Minimizer said, adding that it also comes with a five-year warranty. "It's quicker than welding and really easy to put on," Kruckeberg said. "It just makes life so much easier."

Transport Topics / June 10, 2015 The Obama administration is adding crucial elements to its campaign against climate change this month with proposals to limit carbon emissions from trucks and aircraft, two of the heaviest fuel users. Following earlier rules to boost the mileage of cars and reduce coal use in electricity, the initiatives on tractor-trailers and airplanes are key to reaching President Obama’s pledge to cut emissions by 26% by 2025, researchers say. It also lays the groundwork for United Nations climate negotiations set to conclude in Paris in December. With the final rule scheduled to come out this summer, the changes for trucks and aircraft are meaningful too, and do not come with the organized industry resistance that the Environmental Protection Agency is facing on its power-plant standard. Truck and aircraft makers have been working with the administration on how it can structure its plans. For trucks, environmental groups are pushing Obama to set fuel-economy improvements of 40% from 2010, a goal they say is both technologically feasible and long overdue because tractor-trailers average 6 miles for every gallon of diesel. That change alone could cut U.S. oil use by 1.4 million barrels a day and eliminate more than twice the greenhouse gases emitted by New Jersey each year, according to the Sierra Club. In contrast to his first term, when he sidelined climate concerns in favor of an “all-of-the-above” energy strategy, Obama now says combating climate change is a top priority. The U.S. promised to cut greenhouse-gas emissions 26% to 28% below 2005 levels by 2025. U.S. emissions are already down more than 10% from 2005, although the independent Energy Information Administration predicts emissions will increase, not fall, in the next decade. “They appear to be moving on all fronts,” said Karl Hausker, who wrote a report for the World Resources Institute on how the U.S. could achieve its goals. “We’re confident they can meet it. It’s not easy, but it’s doable.” Setting efficiency rules for automobiles and small trucks to boost average mileage to 54.5 miles per gallon by 2025 was a major effort early in Obama’s tenure, and EPA’s plan to curb power plant emissions is the centerpiece of the second-term agenda. EPA said U.S. planes account for 11% of greenhouse gases from U.S. transportation activity and 29% from all aircraft globally, although the agency said a final rule on aircraft isn’t likely until 2018. The EPA also is preparing rules to cut methane leaks from oil and gas drilling, and switch out the use of climate-harming refrigerants. Rules on methane and refrigerants could be issued this summer, said David Doniger, director of the climate program at the Natural Resources Defense Council. “It’s the summer of climate action,” he said.

Car & Driver / June 10, 2015 To venture where no pickup truck in recent times has traveled, GM will soon put a 2.8-liter Duramax diesel engine into the Chevrolet Colorado and GMC Canyon engine roster. The goal is to reach 30 mpg—or better—in the EPA highway mileage test, thereby toppling the Ram 1500 EcoDiesel HFE from its perch as the highest-mpg pickup (with its ratings of 21 mpg city, 29 highway). The GM “mid-size” (actually 7/8-scale) pickups’ new engine is a turbocharged and intercooled DOHC four-cylinder with an iron block and an aluminum head. Expect 181 horsepower at 3400 rpm and 369 lb-ft of torque at 2000 rpm (compared with the Ram 3.0-liter V-6 EcoDiesel’s 240 horsepower at 3600 rpm and 420 lb-ft also at 2000 rpm). GM will import these 16-valve oil-burners from its plant in Rayong, Thailand, where similar pickups are manufactured and sold as Isuzus. To quicken response, the Duramax’s water-cooled turbocharger uses variable turbine-inlet geometry (VGT). Only one transmission, a six-speed automatic, will be offered. Expect EPA city ratings in the low 20s and highway numbers in the low 30s, for a combined figure of 26 mpg or better. The “over 30″ Colorado/Canyon pickups arrive at dealerships this fall. http://blog.caranddriver.com/over-30-thats-the-mpg-goal-for-new-chevy-coloradogmc-canyon-diesel/

Iran to turn into regional Volvo production hub Bloomberg / May 13, 2015 An Iranian automotive industry official has said that the country is going to turn into a regional hub for the production of Volvo vehicles. "We will turn Iran into a regional hub for the production of Volvo, and having in mind the abilities of domestic producers, we will enhance the percentage of the production of this brand inside the country," Said Madani, CEO of Saipa Car Manufacturing Group said. "Considering our situations, our plans must for sure address the regional market with a population of 400 million people, instead of the domestic market with a population of 70 million," he said in a ceremony to unveil the Iranian-produced Volvo FH500 truck, IRIB news agency reported May 12. According to statistics by OICA (Organisation Internationale des Constructeurs d'Automobiles), Iran's commercial vehicle manufacturing rose by 46 percent in 2014 to reach 164,871. Related reading - http://www.irtransit.ir/category/%DA%AF%D8%A7%D9%84%D8%B1%DB%8C-%D8%B9%DA%A9%D8%B3-%DA%A9%D8%A7%D9%85%DB%8C%D9%88%D9%86-%DA%A9%D8%B4%D9%86%D8%AF%D9%87/%D9%88%D9%84%D9%88%D9%88/volvo-fh500-new-series-iran/

Press TV / May 13, 2015 Sweden’s Volvo Trucks Corporation has resumed its production of heavy trucks in Iran, putting an end to four years of absence from the country’s massive market under sanctions. The company marked its return by opening a production line for a new generation of Volvo FH trucks at Saipa Diesel west of Tehran, Press TV reported. It includes production of FH Globetrotter high cab vehicles, with a 500 horsepower engine compliant with Euro 4 emissions standards. The engine is also provisioned with the option to upgrade to Euro 6, CEO of Saipa Za’far Tanhapour said at the inauguration ceremony. Volvo’s absence marked the introduction of Chinese vehicles which have become the subject of criticism for poor quality. Tanhapour said intensified sanctions forced his company to sever ties with Volvo and find a replacement in Chinese products, which involved sales of 5,300 commercial vehicles. “Chinese vehicles possess about 80% of European products in quality but their prices are lower,” he said. As many as 137,000 commercial vehicles are currently plying Iran’s roads, of which 67,000 need to be replaced with new ones, Tanhapour said. The official said Saipa Diesel is in talks with several reputable companies, including Mercedes-Benz and Renault Trucks. “The signing of a joint venture agreement with Benz for production of light, heavy and trailer trucks as well as buses and minibuses is in the works. Moreover, this reputable company has taken some steps for production of electric buses (in Iran),” Tanhapour said. Meanwhile, CEO of Saipa Group Sa’eed Madani said Iran has the capacity to turn into a hub for production of commercial vehicles in the region. “Iran’s cooperation with foreign automakers includes a 400 million-strong market. If we make planning for tapping it, its proceeds could benefit Iran’s population of 70 million people,” he said. The official touched on his company’s negotiations with France’s Renault, saying they were trying to forge a “win-win cooperation” mechanism. French automakers, including Peugeot Citroen, slammed the door on Iran’s face after Europe intensified sanctions on the Islamic Republic in 2012. Many Iranians are advising caution in dealing with the French and call for stronger checks and balances in new trade with them. Madani touched on the deep-rooted malady which Iran’s auto-making industry is suffering from. “We have to admit that certain groups in the country are merely after car imports. We have to put an end to this phenomenon by producing quality cars at suitable prices.” Iran’s auto industry is the Middle East’s largest but it is based on assembling foreign brands. The industry has the full state support behind it and a monopoly on the market which, many critics say, has resulted in a laggard sector with no serious efforts to improve quality despite frequent price hikes. The government also levies hefty customs duties on imports in order to protect the domestic auto industry. Related reading - http://www.bigmacktrucks.com/index.php?/topic/29989-volvo-finds-exit-ramp-from-iran-market/?hl=iran .

Ural Next........The Legend Continues

Owner/Driver / June 10, 2015 Bob East’s unbreakable 1968 Oshkosh didn’t miss a beat during a decade logging in the Barossa Valley or a quarter century carting machinery to opal mines in the Outback. The truck clocked up 4 million kilometres (2,485,485 miles) before East retired in 2012. East, 73, took the Oshkosh for one last run in May when he drove it to Alice Springs and donated it to the National Road Transport Hall of Fame. The bright yellow truck will no doubt be a hit with visitors during the 2015 National Road Transport Hall of Fame Reunion from August 25 to 31. East hopes people will smile when they see the Oshkosh. "It made me happy all my life," he says. East believes his truck was the second Oshkosh imported to Australia. It was assembled in Adelaide and pulled B-doubles between Adelaide and Darwin before he bought it for $10,000 in 1972. Its simple sturdy design and powerful 230hp 1673 Caterpillar engine were exactly what East needed to cart machinery around South Australia for his earthmoving business. East and his wife Bev shifted their operation to Coober Pedy in 1988. Since then the Oshkosh has spent most of its time on dirt roads. It carted machinery and water to opal mines throughout far north South Australia. Bev has been the backbone of the business since RN & BR East began in 1962. She took charge of the office and bookkeeping, leaving her husband to spend his days on bulldozers and in trucks. There is no sleeper on the Oshkosh so East slept in his swag. He carried a barbecue plate with him and lit fires to cook his meals. He plans to return to Alice Springs for the Reunion and has been nominated for induction to the Wall of Fame. Related photographs - http://www.ownerdriver.com.au/industry-news/1506/oshkosh-truck-donated-to-the-transport-hall-of-fame/

Trailer/Body Builders / June 9, 2015 Volvo Group North America’s eight plants have achieved their goal of reduced energy consumption in the U.S. Department of Energy (DOE) Better Buildings, Better Plants Challenge five years earlier than anticipated. Volvo Group’s goal had been a 25% reduction in energy consumption at its eight U.S. manufacturing plants between 2009 and 2020. By the end of 2014, Volvo Group, one of only 11 companies to meet its goal early, had reduced energy consumption by 26.8% compared with its 2009 baseline, the company said. “One of the Volvo Group’s core values is environmental care, so we are pleased to be among a select few companies to achieve our goal under the Better Buildings, Better Plants Challenge early,” said Rick Robinson, director of health, safety and environment. “Reaching this milestone required the diligence and dedication of all our employees, and we will continue to strive for improved energy efficiency.” Volvo Group North America’s record in energy efficiency reflects efforts to reduce consumption at eight manufacturing facilities in the U.S.: • Volvo Trucks, Dublin (New River Valley), VA • Volvo Group Powertrain, Hagerstown, MD • Mack Trucks, Macungie, PA • Volvo Construction Equipment, Shippensburg, PA • Volvo Penta, Lexington, TN • Volvo Bus, Plattsburgh, NY • Volvo Group Remanufacturing, Charlotte, NC • Volvo Group Remanufacturing, Middletown, PA “As the Better Buildings Initiative enters its fourth year, leaders continue to showcase how saving energy saves money, creates jobs, and most importantly, accelerates the nation’s competitiveness in the clean energy economy while preserving our environment for generations to come,” said Energy Secretary Ernest Moniz. Volvo Group North America’s leadership in energy efficiency has been recognized in other ways, the company said. The company announced late last year that, at the time, three of its manufacturing sites – Macungie, New River Valley and Hagerstown – held the top three positions in DOE’s Superior Energy Performance program, recording the highest energy performance improvements among Platinum level partners, according to Volvo.

Ford Press Release / June 9, 2015 The 2015 Ford Ranger Wildtrak, the ultimate model in the Ford Ranger line-up, is ready to take on the world with smart technologies and an even bolder look for one of the world’s toughest and most capable trucks. Related photographs: http://www.caradvice.com.au/wp-content/uploads/2015/06/2015-Ford-Ranger-Wildtrak-Ocean.jpg http://www.caradvice.com.au/wp-content/uploads/2015/06/2015-Ford-Ranger-Wildtrak-River.jpg http://www.caradvice.com.au/wp-content/uploads/2015/06/2015-Ford-Ranger-Wildtrak-Jungle.jpg

The "Twin-Y" air suspension is the Mack-branded version of the Volvo "Blade" air suspension. The former Mack Trucks for many years worked with the pros at Hendrickson for air suspensions, but in this case Volvo decided to do their own. FYI, this suspension is not offered by Volvo in the global market.

The White Sewing Machine Company of Cleveland, Ohio was a versatile organization. It first ventured into the transportation business when it produced roller skates and bicycles. And when the horseless carriage fever swept the United States, the new concept captured the imagination of the three sons of Thomas H. White, Windsor, Walter and Rollin. It was Rollin White, an engineering graduate of Cornell University, who perfected a flash boiler for steam automobiles in 1899, an invention which gave early White steam cars an edge over most contemporaries (as shown on the videos below). Windsor White, also an engineer who had been working in the family sewing machine plant since 1892, teamed with his brother to help design their first steam car. With a degree in law, Walter White’s efforts were directed at establishing a sales and after-sales support network. In 1900, the brothers were endurance testing the first prototype White steam car, and also designing a delivery van for the commercial market. In 1902, a five-ton steam truck was produced. Like other car and truck makers of the time, the White brothers took advantage of public test runs and speed races to prove the capabilities of their products. In England, Walter White won a 650-mile road trial. In 1905, a White racer established a new world’s record for a mile, covering the distance in 48 seconds. In 1906, there were more White steam cars on the roads of America than any other make. Owners included Presidents William Howard Taft and Theodore (Teddy) Roosevelt Jr. From 1909, the White brothers began producing gasoline-powered trucks, and the rest is history. 1907 30hp White steam car video - https://www.youtube.com/watch?v=Lf8miprLH60 1907 20hp White steam car video - https://www.youtube.com/watch?v=LKA4cdAzsco

UK-based Ricardo, like Austria's AVL, is a premier for-hire engineering house. Torotrak (mentioned in the article) is supplying the Flybrid KERS (flywheel hybrid kinetic energy recovery system) for the Nissan GTR LM Nismo Le Mans race car.

Reuters / June 8, 2015 U.S. safety officials called on automakers to begin installing collision avoidance systems in all new passenger and commercial vehicles, saying existing technology could save lives and avoid injuries by reducing rear-end collisions. The National Transportation Safety Board (NTSB) said in a 63-page report on Monday that rear-end crashes kill about 1,700 people and injure half a million annually. It said more than 80 percent of the human toll could be mitigated if vehicles were equipped with collision avoidance systems. Collision avoidance systems use radar, lasers or cameras to detect potential crash situations and either warn the driver or apply the brakes automatically. NTSB, whose recommendations are not binding, wants the technology included as a standard feature in new cars, trucks and buses, and criticized federal auto regulators for taking "slow or insufficient action" to require the innovation. "Currently available forward collision avoidance technologies for passenger and commercial vehicles still show clear benefits that could reduce rear-end crash fatalities. However, more must be done to speed up deployment of these technologies in all vehicle types," the NTSB report said. Only four out of 684 passenger vehicle models in 2014 included a complete forward collision avoidance system as a standard feature, NTSB said. The systems are often made available as options that can make a vehicle more expensive. "You don't pay extra for your seatbelt," NTSB Chairman Christopher Hart said in a statement released with the report. "And you shouldn't have to pay extra for technology that can help prevent a collision altogether." NTSB, which has issued a dozen recommendations on collision avoidance over the past 20 years, called on the National Highway Traffic Safety Administration to include performance ratings for collision avoidance systems in its safety evaluations of new automobile designs. NHTSA welcomed NTSB's recommendations and said it has taken a number of steps to promote advanced safety technologies, including addition of automatic emergency braking as a safety performance measure for new car designs. "We look forward to further discussions with NTSB, industry, safety advocates and others about ways to make advanced safety technologies broadly available," the U.S. auto safety regulator said.

Press Release / June 3, 2015 Relating to a purchasing agreement concluded with Mercedes-Benz last year, Hankook tires are now available as original equipment on the award-winning New Actros. The all-position Hankook AL10 is designed to provide users with excellent durability and prevent uneven wear across the tire’s surface with its advanced tread designs. Maximizing handling and control, the reliable AL10 boasts improved stability for greater cornering performance and will be supplied in two sizes – 295/80R22.5 and 385/55R22.5. The Hankook DL10 drive axle tire prevents uneven abrasion from occurring, all while maintaining an outstanding driving performance. The DL10 provides increased long-term longevity by providing high grip and enhanced traction. This model is released in the sizes 295/80R22.5 and 315/70R22.5. Both the AL10 and DL10 are Euro-6 optimized, providing New Actros operators with higher mileage, extra high fuel efficiency and low rolling resistance. Designed for on/off road service, Hankook’s all-position AM06 and DM03 drive axle vocational tires deliver enhanced toughness, longer tread-life and improved traction under the most inhospitable road conditions. Both the AM06 and DM03 resist cutting and chipping with their split- and bruise-resistant side wall rubber, are designed with a thicker, extended shoulders to prevent sidewall failures and offer outstanding casing durability owing to their computer-optimized construction. AL10 - http://www.hankooktire.com/global/truck-buses-tires/hankook-e-cube-al10.html DL10 - http://www.hankooktire.com/global/truck-buses-tires/hankook-e-cube-dl10.html AM06 - http://www.hankooktire-eu.com/tires/tire-presenter-single-view/view/singleView.html?aoetirepresenter[offset]=20&aoetirepresenter[tire]=88&aoetirepresenter[back]=213&cHash=1053e2b5e924af1d3c4413a48b7f81f1 DM03 - http://www.hankooktire-eu.com/tires/tire-presenter-single-view/view/singleView.html?aoetirepresenter[offset]=20&aoetirepresenter[tire]=90&aoetirepresenter[back]=213&cHash=850ee65253936605be4f0c043cae667b

Press Release / June 8, 2015 The International Exhibition for Rescue, Fire Prevention, Disaster Relief, Safety and Security will be held from June 8 to 13 in Hannover, Germany. TATRA TRUCKS will participate in collaboration with THT Polička, a major manufacturer of fire fighting superstructures on TATRA vehicles. Our stand No. A15 can be found in Hall 24. At the fair we will introduce the TATRA FORCE vehicle in 6x6 version, with the CAS 30 fire tanker, supplied by THT Polička, a traditional manufacturer of firefighting superstructures for the TATRA chassis. The vehicle with the type designation T815-731R32.6x6 is based on a unique concept of Tatra chassis with powertrain consisting of a 12.7-litre, air-cooled, 8-cylinder TATRA engine with a power output of 325 kW at 1,800 rpm and the automatic TATRA-Norgren transmission. The fire superstructure is made up of tanks with a capacity of 9,000 liters of water and 540 liters of a foam extinguisher and a lot of storage space for firefighting equipment, incl. the pump of flow rate 3,000 l/min in the low-pressure mode or 300 l/min in the high-pressure mode. The vehicle is designed primarily for missions off-road - in the forest and difficult to reach terrain. Thanks to its low overall height, it can also be applied in urban and built-up areas where the extinguishing equipment must cope with a number of obstacles in the form of various underpasses or passages. Thanks to the chassis air suspension that provides the crew with comfort and the vehicle with greater speed even in rough terrain, the overall height can be changed further - reduced by 120 mm or, if necessary, on the contrary increased (ride height increase) by 90 mm. These vehicles are very popular among the Czech and Slovak units, which obtained over 260 vehicles in recent two years. The second exhibit will be a TATRA TERRA model series vehicle with the type designation T815-231R55.4x4 with a crew cab for the team of 2+4. Again, the vehicle is based on a Tatra chassis equipped with an 8-cylinder, air-cooled TATRA engine with the power output of 325 KW and TATRA-Norgren transmission. The fire superstructure comprises a 4,000-litre water tank and a 240-litre foam compound tank, and also features a number of storage areas that are accessible, as in the previous vehicle, from the ground without tilting stairs. Also this model enjoys great favor of the Czech and Slovak firefighters. Both vehicles are equipped with the Euro 5 engines based on the exceptions that apply to the fire brigades in the European countries. We believe that the interest comes from Germany and Austria where the TATRA brand is still well known. We have verified this during the presentation in Bad Kleinkirchheim in Austria where we tested TATRA watertenders in hard Alpine conditions. It will be our pleasure to meet you at the stand of THT Polička and TATRA TRUCKS at the INTERSCHUTZ Fair on June 8 to 13. .

Press Release / June 8, 2015 Fire brigades and disaster relief organisations rely on emergency vehicles from MAN. MAN is presenting a wide range of rescue vehicles which meet sector requirements at Interschutz 2015 in Hanover, the world's international trade fair for fire prevention, disaster relief, safety and security. The innovations exhibited by MAN at the trade fair include many sector-specific features: Euro 6 engines for rescue vehicles, integration of Allison automatic gearboxes in the driveline, electronic stability programme (ESP) for rescue vehicles with engageable all-wheel drive, crew cab combined with Euro 6 emission control system and payload optimisation in the TGL series. Details: http://www.corporate.man.eu/en/press-and-media/presscenter/Reliability-in-fire-service-operations-MAN-at-Interschutz-2015-208512.html

“The Department of Transportation’s Federal Highway Administration, having been asked to issue a report on the potential impacts on safety, infrastructure and freight movement if size and weight limits permitted larger, heavier trucks, says in its report that there are “significant data limitations” in finding answers to the questions surrounding a size and weight limit increase, and that thus it cannot make a policy recommendation to Congress until more data can be found. “Importantly, the Department finds that the data limitations are so profound that no changes in the relevant laws and regulations should be considered until these limitations are overcome,” the DOT says in its report summary.” Is one to believe that Federal Highway Administration employees (i.e. employees of the American people) are so supremely unqualified for their assigned job task of federal highway administration that they are actually unable to report on the potential impacts on safety, infrastructure and freight movement if longer and inherently heavier truck combinations are allowed ???

Area Development / June 2, 2015 D & B Trucks and Equipment Sales, which builds and sells truck gliders, plans to invest $575,000 to expand its manufacturing plant in Glasgow, Kentucky. The company plants to add up to 50 new associates to its workforce in Barren County. The company purchases old or wrecked semi-trucks, deconstructs them to the framing and re-assembles them on a new chassis and shell with rebuilt engines, transmissions and clutches. These gliders are also customized with more user-friendly components than brand new trucks, which give them a competitive edge. D & B plans to add 9,600 square feet to its current 15,440-square-foot operation on Burkesville Road. The expansion, which will be completed this fall, will allow to the company to more than double its monthly production. “We are very excited about our expansion and the opportunity to provide more jobs in Barren County,” said Owner Dale Clark. “After construction is completed in late October, we will begin the hiring process. We are grateful of the support we have received from our local and state government and are looking forward to this new venture and continued growth.” To encourage the investment and job creation, the Kentucky Economic Development Finance Authority preliminarily approved the company for tax incentives up to $400,000 through the Kentucky Business Investment program. The performance-based incentive allows a company to keep a portion of its investment over the term of the agreement through corporate income tax credits and wage assessments by meeting job and investment targets. In addition, D & B is eligible to receive resources from the Kentucky Skills Network. Through the Kentucky Skills Network, companies are eligible to receive no cost recruitment and job placement services, reduced cost customized training and job training incentives. Last year, the Kentucky Skills Network trained more than 84,000 employees from more than 4,100 Kentucky companies. “The evolution of D & B Trucks and Equipment in Glasgow is a great success story in south central Kentucky,” said Governor Steve Beshear. “Over the past 14 years, the company has blossomed into a booming truck glider assembly business. I congratulate D & B for this expansion and for creating dozens of jobs in the region.” Related reading: http://migration.kentucky.gov/newsroom/governor/20150602trucks.htm .

Southern California Port Truckers Say Inspection Program Causing Congestion Heavy Duty Trucking / June 8, 2015 The California Trucking Association recently came out against a new chassis equipment inspection process at the Ports of Los Angeles and Long Beach, saying they are causing congestion problems, according to a report in the Long Beach Press-Telegram. The inspections are carried out by members of the International Longshore and Warehouse Union, who approve chassis and trailers at the port for roadability. This step slows down the process for drivers finding a chassis to carry out cargo, causing truckers to have to wait, according to the CTA. The trucking association attacked the practice in a statement saying the inspections inefficient and unnecessary. It called for the ILWU and Pacific Maritime Association to work with the trucking community to resolve the issue. The CTA represents more than 200 trucking companies that service ports across California. "The PMA and ILWU both claim they want to work to resolve congestion, but the implementation of inefficient, unnecessary chassis inspections says otherwise,” said Alex Cherin, executive director fo the Intermodal Conference of the CTA. “Chassis should be repaired and inspected before they are provided to truckers, not after.” Responding to the statement in the Press-Telegram, a representative of the ILWU said that the inspection program was necessary for safety. Chassis inspection and repair was a major point of contention in the labor negotiations between the ILWU and PMA that caused work stoppages at the ports earlier this year, according to an early report. In the meantime, the CTA says it is looking at the legality of ILWU inspections and is seeking input from federal regulators on the matter.

Transport Engineer / June 2, 2015 Flywheels are among the simplest of devices ever considered for storing energy – but not when it comes to running them at 60,000rpm. Brian Tinham reports on technology spinning off into commercial vehicles soon. Often described as mechanical batteries, but with characteristics more closely resembling those of super-capacitors, flywheels are closer than ever to rolling into mainstream road transport. On the face of it, that's a strange assertion: records of flywheels in machines stretch back more than 1,000 years and they have been mainstays of steam engines almost since their invention – and latterly also internal combustion engines, regardless of fuel. So, surely, these are neither novel inventions, nor old technologies condemned to wait in the wings for unforeseen applications? Indeed, but the point is that, to date, flywheels have been exploited almost exclusively for their ability to regulate rotational speed, harnessing what can best be described as their rotational inertia, or, if you prefer, angular momentum. However, the flywheels we're getting excited about today draw upon their complementary property to store – albeit only for short periods – vast kinetic energy, and then release it to vehicles' drive wheels on demand in a controlled fashion to assist with acceleration. We're talking about mechanical, as opposed to electrical, KERS (kinetic energy recovery systems). Granted, the physics remain the same: in the end, all flywheels store kinetic energy in proportion to the square of their angular velocity and radius (the latter determining moments of inertia). But the new function's focus is profoundly different. And so, accordingly, is the mechanical engineering required to deliver it. Hence the observation that flywheels as now conceived are recent in concept, ingenious in execution – and just around the corner for commercial vehicles. So let's take a look at two quite separate developments: those of Torotrak's Flybrid and Ricardo's TorqStor. Both rely on flywheels' fundamental dependence on speed squared to store power, so have been designed to rotate at tens of thousands of rpm. To minimise drag and heat losses, each also runs in a vacuum – which is where much of the ingenuity comes in. And, since mass is not a major contributor to energy capacity (being only linearly proportional), each has been engineered for low weight. That sits well with potential vehicle operators fixated on payload, and it confers the engineering advantages that flow from relatively small, low-torque rotating components – including small gyroscopic forces. But that's where the similarities end. Flybrid first, and Torotrak sales and product development director Jon Hilton is the driving force here, having masterminded the project since he started Flybrid Automotive in 2007. That move followed his exit from Renault F1 after 17 years in motorsport (his formative years were in helicopter engine design with Rolls-Royce Aerospace), in the wake of the 2006 rule change prohibiting engine enhancements. "We were making our engines go 5% faster every year and had been considering KERS. But when all that stopped, Doug Cross and I had a novel idea and started our own business," he recalls. That idea was a fully mechanical direct-drive KERS that, at a stroke, would eliminate any reliance on the cost, complexity and weight that arise from high-power electrics, electric-hybrid technology and batteries. But it wasn't without its challenges. "Among the key issues we had to overcome was how to run the flywheel in a vacuum," states Hilton. "Yes, we could maintain an evacuated chamber using an internal vacuum pump, but we had to prevent air ingress via the spinning flywheel shaft, even at 60,000rpm. So we developed a rotating seal mechanism, which has since joined our list of around 60 patents, along with the vacuum pump, bearing lubrication system, etc." Interestingly, those bearings are off-the-shelf hybrid units, selected for their steel race and ceramic balls. They don't fail, because they run outside the vacuum chamber – not subjected to temperatures and pressures of 100C and 1mbar – meaning Flybrid can also use conventional oils without risk of boil-off. That pragmatic engineering typifies every aspect of this KERS system's development. Hilton is reluctant to provide too much detail, but says: "Everything is designed and manufactured in-house: the gearbox, clutches, even the splined shafts and the rest of the transmission – as well as the pumps, electro-hydraulic controls and the software. And he insists that this approach has been vital to building a system that not only works efficiently and cost effectively, but is also bullet proof. So far, so good. How about TorqStor? David Rollafson, Ricardo's vice president of global innovation and TorqStor project director, explains that this too had its origins in Formula One and at much the same time as Flybrid. It was never used in anger, but Ricardo kept the concept under development and, although faced with precisely the same engineering challenges, two years ago went public with a very different solution to Torotrak's. Its designers had gone for a robust, permanently sealed vacuum chamber containing the flywheel – meaning no pump or rotating seal – with the torque then transferred via close-coupled magnets. "Our flywheel has a set of magnets embedded in the outer edge matched by magnets outside the chamber on the drive cup," explains Rollafson. Making that work has been challenging, he concedes, with much of the effort revolving around materials science and magnetic control. The result: TorqStor's outer casing is fabricated from aluminium, while the vacuum cartridge itself is 10mm rigid composite. Inside the vacuum chamber, static ferrous pole pieces form a central magnetic gear, interacting with the rotating flywheel magnets on the inside and those forming the drive coupling on the outside. "Think of it as a magnetic version of planetary gears in an epicyclic arrangement, with the magnetic flux rotating around the poles," suggests Rollafson. As for the flywheel itself, that comprises two parts – a shaft and hub made from nothing more fancy than high-speed gear steel, and the circumferential magnets, electrically isolated from the steel. Given that the flywheel is designed to rotate at 45,000rpm, the magnets are retained in place by tensioned carbon fibre filaments. Complex? Yes. Esoteric? Actually, no. And by applying industrial design techniques to this prototype, Ricardo has come up with a modular system capable of storing 4.5MJ by the simple expedient of expanding the sealed housing and extending the spinning axle to accommodate a secondary simple carbon fibre flywheel, also in the vacuum. Sizing this latter mass is then about using a software design tool in combination with an assessment of the vehicle application – the point being that you can never recover more than the energy available to harvest. And as for maintenance: the whole capsule is removable as a bolt off/on service replacement item. Moving on to the power transmission method and control system, Rollafson explains that there are several options, depending on duty cycle (constant or variable speed/torque output, auxiliary or drive power, etc) and the drivetrain configuration. That might involve using a variator to mitigate for decaying flywheel speed – in Ricardo's case, a variable displacement pump motor for off-road vehicles, or a CVT (continuously variable transmission) for on road. Alternatively, the company has investigated using motor-generators with power electronics, although that clearly adds to the costs. Whatever the engineering selection, the control system then has to be tuned to the precise requirements. So much for the engineering design. Turning to applications, Ricardo has focused initially on the off-highway and rail industries. "We bought an excavator, disassembled its hydraulics, built in the KERS flywheel and then reassembled it with our own controls to demonstrate a working vehicle. That was important, not only because potential users want to see the real thing and assess real fuel savings, but also because we needed to demonstrate that a hybridised system could maintain its 'feel' for professional excavator drivers," says Rollafson. So Ricardo's excavator has spent the last 12 months digging sand, gravel, etc, and providing evidence that flywheels save money. "Now we're working with Tier One suppliers and OEMs who will hopefully be taking our systems and building them in volume for the off-highway plant market." As for the rail industry, development to date has been under an InnovateUK (formerly the Technology Strategy Board) project with Bombardier and Artemis, together building a rail simulator. "To go further, we'll have to adapt a locomotive with our KERS and implement a new control design – and we may have a few announcements to make shortly," smiles Rollafson. What about Torotrak? Hilton explains that, like Ricardo, interest in Flybrid started in motor racing, with Honda, Jaguar and Volvo among big names signing up to early projects. However, the focus has since shifted to buses and off-road vehicles, with Wrightbus and JCB (the latter also under an InnovateUK project, with £7.3 million funding) going public. Indeed, back in March, Wrightbus announced that its first Flybrid KERS StreetLite bus had gone into full-service trials with Arriva in Gillingham, Kent. That system, developed with Arriva, Productiv and Voith Turbo, was fitted in parallel to the transmission on the driveline and linked directly to the rear axle by an additional prop shaft. It also communicates with the vehicle's transmission to manage shifting and engine torque-down to achieve synchronisation and gain the fuel benefits when the flywheel is providing motive power. Wrightbus engineering director Brian Maybin reveals that this project began two years ago, stating that tests on a retrofitted Arriva bus at the Millbrook test chamber had been "very encouraging". He reckons that "significant" fuel savings are available – enough to give bus operators a five year payback, which is way better than the 12 years typically achievable with diesel-electric hybrids. Is that realistic? Hilton is unequivocal: if the duty cycle involves urban driving, then absolutely yes. "It's not about stopping at bus stops: it's variations in running speed that are most worthwhile, because energy stored is proportional to speed squared. Unlike electric-diesel hybrids, we capture much more energy as vehicles slow from 30 to 25mph under normal driving conditions, than we do from five to zero." That fact alone points to the sheer potential for flywheel-based KERS across other urban vehicles. Another is that the Wrightbus-Arriva system is capable of delivering 150bhp for short periods, yet the flywheel weighs just 8kg. "Batteries will never touch the power to weight ratio of flywheels," enthuses Hilton. "Admittedly, power delivery is short-lived, but if you installed a 25kg flywheel on a truck, you could comfortably get 1,000bhp." Incidentally, reaction times are also extremely fast – from zero to full torque in 12msec and back to zero in 9msec. "So we can easily react to instantaneous throttle demand by ramping up torque ahead of turbo lag, so avoiding fuel-rich spikes on the engine when it's at its least efficient and so minimising tailpipe NOx and particulates." And you can see the scope for remapping engine strategies vehicle-by-vehicle not only to reduce fuel consumption at a macro level but also to slash emissions at the micro level. Hence the existence of several demonstrator vehicles on behind-the-scenes trials now, says Hilton, and not just buses – although he is reluctant to name participants. "KERS packages designed for buses can fit more or less straight into trucks – just outside the chassis rail, and with the KERS prop shaft driving through a pillar bearing into the differential. That would be pretty universal for long wheelbase trucks, such as RCVs [refuse collection vehicles], but also delivery trucks on urban duties." When can we expect series production? Hilton says Torotrak will be shipping Flybrid KERS packages for buses next year and that trucks will be next. "We have been talking to truck manufacturers for some time. This will be a good application behind Wrightbus." http://www.transportengineer.org.uk/article-images/83807/Spinning_wheel.pdf

Fleet Owner / June 8, 2015 The Dept. of Transportation on Friday released the technical reports of its congressionally mandated study on truck and size weight limits to mixed reviews: While the preliminary release comes with a call for peer review and public comment, highway safety groups praised the report and called on Congress to reject any truck size increases; big trucking “lambasted” it and decried DOT’s conclusions as political; and big shippers found the report “neither surprising nor unexpected” and encouraged Congress to support more productive trucks as a solution to truck capacity shortages. The hubbub, essentially, is because the report couldn’t come up with any definitive conclusion due to insufficient data—and, given the insufficiency, DOT recommended lawmakers should not consider changes to the status quo until more research could be done, according to the summary provided in a Q&A posted along with an executive summary and the five “comparative assessment documents,” or the technical reports mandated by Congress in MAP-21, the 2012 highway bill. In a letter to Congress explaining the findings, DOT Under Secretary Peter Rogoff suggested that “a more robust study effort” would be needed to “advance the state of practice.” “At this time, the department believes that the current data limitations are so profound that the results cannot accurately be extrapolated to predict national impacts,” Rogoff writes in a highlighted conclusion. “As such, the Department believes that no changes in the relevant truck size and weight laws and regulations should be considered until these data limitations are overcome.” The Truck Safety Coalition, made up of several highway safety and trucking watchdog groups, encouraged Congress to follow the recommendation and oppose a policy rider in the current DOT funding bill that would permit twin 33-foot trailers on the nation’s Interstates. “Congressional backroom deals that result in policy changes which will increase truck crash deaths and injuries should be based on scientific data and objective research and not generous campaign contributions from powerful corporate interests,” said Joan Claybrook, chair, Citizens for Reliable and Safe Highways. “Congress should not buy a pig in a poke and impose heavier trucks on the American people with no evidence they are as safe as trucks today.” American Trucking Assns. (ATA), which supports permitting the longer trailers, said their safe and efficient use in Florida and North Dakota demonstrate “the obvious benefits,” including saving consumers “billions of dollars.” “Given the timing of the release of this study, it is an obvious attempt to promote administration policy, rather than give Congress the unbiased information it requested,” ATA President and CEO Bill Graves said in a statement. “It is appalling that after years of saying the study would not make recommendations, DOT officials would release this report—and recommend no change in current law—just days after the White House came out opposing truck productivity increases.” A group of shippers organized to advocate for bigger trucks found the policy glass half full, however, and said the findings actually contribute to the “growing list” of research which “debunks several major points of opposition” to six-axle truck weight reform. “U.S. DOT officials began this study process with the intention to only release technical findings and make no policy recommendations,” said John Runyan, executive director for the Coalition for Transportation Productivity (CTP). “The department’s inability to endorse gross vehicle weight reform without a more robust study is neither surprising nor unexpected, especially given the highly charged atmosphere surrounding this study.” The Owner-Operator Independent Drivers Assn. has long opposed bigger trucks, maintaining that increases would not only compromise highway safety and infrastructure, but also lead to significant new cost increases for small-business truckers. .

Customer needs drove design of Kalmar Ottawa T2 Fleet Owner / June 8, 2015 Introduced earlier this year, terminal tractor offers quicker hook-up, other advantages over using tractors. When Kalmar Ottawa decided it was time to develop a new terminal tractor, the company went straight to its customers for help. The company invited a range of customers – 60 drivers, maintenance technicians, safety directors and management people from over 25 companies – to the plant in Ottawa, KS, to discuss what would eventually become the T2 Terminal Tractor. Overall, reliability, serviceability and driver productivity topped customers’ list of musts for the T2. To gain input, the company created a white-walled idea room that contained a full-scale cab mock-up and a 50% chassis model for customers, sales, service and parts professionals, and Kalmar Ottawa representatives to collaborate and exchange ideas. “We wanted them to touch and feel, sit in the driver seat, and talk to us about all of their ideas,” said Dave Wood, vice president of sales and marketing, during last week’s press event and T2 Ride and Drive in Kansas City. “We challenged them to think down the road 10 or 15 years and try to visualize the tractor configuration and the technologies they would need then.” Technical features of the T2 include: A modular frame design with an open C-channel frame rail chassis conceptPowder-coated frames to resist corrosionA steel cab to reduce corrosionA wider rear door opening that is almost 20% larger for easy entry and exitA cab that is 5 in. wider and taller at the front for driver headroom, and 5 in. deeper for driver gear stowageLift cylinders that include standard spherical bushings at the top and bottom of the cylinders to improve durability and performanceFour-inch cylinders lift trailers faster by 18%Added roll-over protectionImproved driver visibilityTwo-year, 6,000-hour warrantyAccording to Jacob Sipple, who works with marketing and dealer operations manager Bob McTernan, in order to enhance serviceability and keep drivers safe, the T2 was designed to keep drivers from climbing on the truck for routine maintenance checks. The T2 allows drivers to check engine oil, windshield washer fluid and transmission fluid while standing on the ground, eliminating the chance of slips and falls, Sipple said. During the event, company representatives also said that “trusted durability” and maximizing uptime also came up as key requests during the research phase for T2. “With our trucks you can move a trailer in about one-third of the time,” according to a company video that compared the T2 to over-the-road tractors. “We put complete control in the drivers’ hands. T2 provides maximum maneuverability and control to move the heaviest loads across challenging terrains. It can provide more than 20% in fuel savings a year.” The fifth wheel allows drivers to control the trailer lift, the company said. And the total time it takes to hook up a trailer is less than 50 seconds, according to the company. “It is about getting more done in less time and meeting your bottom line,” Sipple said, noting that the T2 has made trailer movement and maneuverability easier. Since Kalmar’s T2 market launch in January, it has built 625 T2s and has another 800 on order, selling more than 1,400 of the new tractors. In its newly renovated plant, the company produces as many as 22 tractors a day. “To stay at the head of the competitive pack, our factory production processes and equipment had to be updated,” Wood said. “We invested heavily in factory and process improvements, training and equipment to enable us to increase our production capacity and capabilities – ensuring that we continue to lead the industry for many years to come.”

Transport Topics / June 8, 2015 The Port of Los Angeles, the largest U.S. container cargo facility, announced testing of a load-matching service that is designed to speed container cargo shipments through the port. The agreement was made with Cargomatic Inc., a Venice Beach, California-based company that also is advancing efforts to match package and less-than-truckload shipments after it was launched last year. The initial target is 1,000 container moves per week. Last year, Los Angeles port terminals handled more than 80,000 loads on average each week. Cargomatic markets its highway shipment approach as similar to Uber’s ride-sharing service. The port service, known as Cargomatic “Free Flow,” is designed for participation by any cargo owner, motor carrier or owner-operator. “We’re an operating system,” said Chief Operating Officer Brett Parker, a co-founder of Cargomatic. “We provide the technology and do all the coordination between shippers and carriers so cargo can get where it needs to go.” The new program is being offered at the West Basin Container Terminal, with participation by terminal operator Ports America. Customers served include retailers such as Williams Sonoma. Cargomatic checks drivers to ensure proper licensing, insurance and other qualifications, including compliance with the Uniform Intermodal Interchange and Facilities Access Agreement, which is managed by the Intermodal Association of North America. The port’s statement said a smartphone is used to document the pickup and delivery, with rates set by Cargomatic, which committed to paying the drivers or companies in eight to 15 days. The program also includes other Los Angeles area cargo terminals and the Port of New York and New Jersey, according to the California port’s statement. Steps to speed cargo shipments by private companies and trade groups previously have focused on other portions of the shipping process, including chassis management and gate procedures. Congestion and delays peaked earlier this year during the latter stages of contract talks between the Pacific Maritime Association and the International Longshore and Warehouse Union. Slowdowns preceded labor talks and persisted because of the advent of larger ships and vessel-sharing that has taxed terminal-handling capability. “We have forged an important relationship between Cargomatic and the Port of Los Angeles that will help our city effectively compete in today’s technology-driven marketplace,” said Los Angeles Mayor Eric Garcetti. The load-matching move was announced amid other attempts to improve shipment handling. Earlier this month, Sen. Cory Gardner (R-Colo.) introduced legislation that would give state governors, rather than the president, the ability to help resolve port labor disputes by intervening to impose a settlement. Presidential action wasn’t used to resolve the most recent talks that consumed more than nine months, but a tentative deal was reached after Labor Secretary Tom Perez told the parties to settle or face having the talks moved to Washington from San Francisco. Related reading: http://www.bigmacktrucks.com/index.php?/topic/40220-uber-like-app-cargomatic-bringing-truckers-more-business/?hl=cargomatic

Detroit Exhibit Celebrates Invention of Semi-Trailer Transport Topics / June 8, 2015 An exhibit has opened in Detroit that celebrates the invention of the semi-trailer a century ago. The Detroit Historical Museum on June 8 opened “Fruehauf: The First Name in Transportation.” It recognizes the creation of August Fruehauf, a German blacksmith and wagon maker, who along with Otto Neumann built the first semi-trailer in 1914 for Detroit businessman Frederic Sibley, who wanted a trailer that could be towed behind a Ford Model-T to transport a boat. After that proved successful, Sibley asked for trailers that he could use in his lumber yard. As interest grew, Fruehauf launched Fruehauf Trailer Co. in 1918. Businesses seized on the idea for hauling goods, and for decades, Fruehauf had a thriving enterprise. Wabash National acquired the retail network and other assets of Fruehauf in 1997. The Detroit Historical Museum exhibit features photos and memorabilia from the Fruehauf family's collection, including innovations to the trucking industry. A restored 1916 Fruehauf trailer and matching Ford Model-T are on display. The exhibit, developed in partnership with the Fruehauf Trailer Historical Society, will be open until June 2016.