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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.

Forbes / June 6, 2015 A new exhibit, "Fruehauf: The First Name in Transportation," opens on June 7 at the Detroit Historical Museum, telling the story of an automotive company that changed the transportation landscape. Growing up with the last name “Fruehauf” made Ruth Fruehauf feel responsible for her family’s legacy. “When people recognize my last name, they always ask me what happened to the company,” she said. “When I start telling them little nuggets of what happened, they are always on the edge of their chair, and they always say, ‘My gosh, this should be a book.’” Now it is a book called “Singing Wheels: August Fruehauf & The History of the Fruehauf Trailer Company.” And starting on June 7, 2015, a display of Fruehauf artifacts and innovations will open at the Detroit Historical Museum, 5401 Woodward Avenue in Detroit, Michigan. The exhibit, entitled “Fruehauf: The First Name in Transportation,” runs through June 2016. Ruth Fruehauf will appear at the exhibit’s opening on June 7 at 2:00 pm to present “a historical overview of the display exhibition.” In a phone interview, Fruehauf described the origins of the book, and of the company itself. “When my mother died, I found thirty boxes of my father’s office archives just stored in her attic that probably hadn’t been gone through since he died in 1965,” she said. Those archives revealed a remarkable history of engineering innovation, including many firsts in the transportation industry. “There were over 1,000 patents for Fruehauf Trailer Company, but there are over 150 Fruehauf patents for military inventions alone. I had no idea that Fruehauf was so involved in defense work.” Heavy-duty Fruehauf trailers were designed for World War II and the Korean War, many with special purpose provisions. “Completely armored trailers wore radar units. Trailers wore anti-aircraft missiles and served as command centers,” said Fruehauf. “There were even trailers designed to go out into the front lines and tow back disabled tanks.” A big discovery in the archives surprised Fruehauf. “We traced the invention of the shipping container to Fruehauf Executive VP Keith Tatlinger,” she recounted. “Malcolm McLean, a customer, came to my dad with a problem in 1956. Everyone was pilfering booze from his shipments.” Tatlinger developed the enclosed shipping container in standard dimensions, an innovation that revolutionized and simplified global shipping. “My dad actually financed Sea-Land, so that was a huge discovery for us,” said Fruehauf. (After a series of mergers and acquisitions, Sea-Land was operated as Horizon Lines, Inc. The company is currently in the process of ceasing operations.) Fruehauf has compiled the information that she discovered in her father’s archive, as well as numerous other materials relating to the family business, on a website, http://www.singingwheels.com. The companion book, “Singing Wheels,” is a 130-page collection of images and history about the business, and is available for $29.95 (softcover)/$39.95 (hardcover) at the Fruehauf Trailer Historical Society website. Related reading: http://detroithistorical.org/detroit-historical-museum/exhibitions/special-exhibitions/fruehauf-first-name-transportation http://www.forbes.com/sites/jasonfogelson/2015/06/05/fruehauf-the-first-name-in-transportation-exhibit-opens-at-detroit-historical-museum/?slide=1

Forbes / June 7, 2015 In the late 1990s, Allentown, Pennsylvania native and former Chrysler CEO Lee Iacocca handed more than $10 million to Massachusetts General Hospital (MGH) scientist Denise Faustman and instructed her to transform an ancient tuberculosis vaccine into a cure for type 1 diabetes. Today, Faustman announced the latest milestone in that project—FDA clearance to launch a large trial in people based on what her lab learned from that early research. And the 90-year-old auto magnate continues to fund her studies through the Iacocca Family Foundation, which he founded in 1984 in memory of his late wife, Mary, who died of complications from diabetes. The trial, announced at the American Diabetes Association conference in Boston, will investigate whether treating patients with the vaccine, bacillus Calmette-Guérin (BCG), will improve natural insulin production in adult patients whose pancreases still produce small but detectable levels of the hormone. If it works, BCG might one day be used to essentially reverse the disease in some patients—even adults who have suffered from diabetes from childhood—says Faustman, director of MGH’s immunobiology laboratory and the study’s principal investigator. And it wouldn’t cost much, either, since BCG has been around for nearly a century and is available in generic form. “We’re not only going for something cheap and safe, but also trying to figure out a good treatment that might reverse the most severe form of the disease in people who are 15 or 20 years out,” Faustman says. Here’s how BCG works: The vaccine prompts the immune system to make tumor necrosis factor (TNF), a protein that destroys the abnormal T-cells that interfere with the pancreas’s ability to make insulin. That elevation of TNF has already been well-proven to be quite therapeutic in some settings—BCG, in fact, is approved by the FDA not only to prevent tuberculosis but also to treat bladder cancer. Faustman’s lab spent years doing basic science experiments to show TNF can temporarily eliminate the abnormal T-cells that cause type 1 diabetes. Iacocca’s foundation, which had been supporting some of that work since coming across the lab’s earliest studies, invited Faustman to present the results of her research at a board meeting in 1999, she recalls. Iacocca asked Faustman why she wasn’t using BCG to cure diabetes in mouse models of the disease. “I said, ‘It’s too early. We need to do more basic science,’” Faustman recalls. “He looked at me and said, ‘You know, it’s my money.’ We made a deal that if I would aggressively go forward in the mouse he would support me. He gets the credit for supporting the basic science that led to the discovery that TNF is needed in type 1 diabetes.” With continued funding from the foundation and other supporters, Faustman launched a small phase 1 clinical trial in people designed to prove that BCG would kill the bad T-cells and stimulate good T-cells in a way that would restore insulin secretion. It worked, though the positive effects were transient. So Faustman started planning a larger phase 2 study to prove that regular injections of BCG, followed by periodic booster shots, would produce a sustained response, and to determine whether that response might improve over time as the pancreas regenerates. Still, Faustman’s team had to overcome one big hurdle before the FDA would approve the phase 2 trial: a massive shortage of BCG. Two of the biggest producers of the vaccine, Merck and Sanofi , have suffered production problems, leading to huge manufacturing delays. The issue has left some bladder cancer patients in the lurch, as reported recently in the Wall Street Journal. Faustman and her colleagues, who had been using Sanofi’s vaccine, had to go looking for an alternate supplier. So MGH collaborated with a division of the Bill & Melinda Gates Foundation and the World Health Organization to secure the vaccine for the trial from a drug manufacturer that’s run by the Japanese government, Faustman says. “We had to get the FDA to certify that [the manufacturer's] processes are up to U.S. standards so the BCG can be used for trials,” she says. “This is not something that academics normally do, but we were determined.” Faustman’s team has raised $19 million of the $25 million needed to complete the phase 2 study, thanks largely to the Iococca Family Foundation, which continues to be the project’s biggest source of support. “I made a promise to my late wife to find a cure for type 1 diabetes,” Iococca said in a statement. “Now my family and I look forward to the continued progress and are proud to support this effort to get closer to that goal.” Faustman’s plan is to enroll 150 adults with diabetes, some of whom will receive BCG, with the others getting a placebo. The patients will have two injections four weeks apart and then annual injections over four years. They will continue to take insulin, though the research team will be watching closely to see if the BCG reduces the amount of insulin needed to maintain blood-sugar control, Faustman says. “We expect the metabolic effect to occur gradually over five years,” she says. However it turns out, Faustman says, she will always be grateful to Iacocca for having the patience to continue funding the BCG research. “Many other people support us now, but the Iacocca Foundation makes a huge contribution to these trials,” she says. “He sees the big picture and is willing to look for ways to change the paradigm.” .

Heavy Duty Trucking / June 5, 2015 Terminal tractor manufacturer Kalmar Ottawa hosted a number of industry journalists for a tour of the company’s Ottawa, Kan., facility and some time behind the wheel of the T2, its newest terminal tractor introduced last year. “Given our relatively small industry, common sense suggested that a more hands-on research approach would be in order, with a lot of personal contact with our end customers themselves,” explained Dave Wood, vice president of sales and marketing, discussing the development of the T2. That research began with bringing Kalmar Ottawa customers out to Kansas and into a “white-walled” idea room which had a full-scale cab mock-up and a 50% scale chassis model. The team interviewed 60 drivers, as well as maintenance technicians, safety directors, and fleet managers from more than 25 companies. The T2 is exclusively being built at the Kansas plant, which was also redesigned to improve workflow and productivity. While the frame for the original terminal tractor arrives preassembled to the plant, the T2 frame is built on-site. According to Production Supervisor Mark Wright, the process, which initially took more than an hour to complete, now only take approximately 25 minutes. After a look at the build process, editors were given some time behind the wheel of the T2, which is now in full production and has already pushed out 625 units, with 800 more on order. “The T2 accounts for about half of our daily build in our transition, which means we’re currently building about seven T2 trucks each day,” said Wood. “We expect to be at virtually 100% T2 production by year end.”

Today's Trucking / June 5, 2015 Despite still dealing with financial problems, the truck and engine manufacturer Navistar International Corp. is rapidly gaining market share in the North American medium-duty market. That was one of several nuggets the company discussed in a conference call with analysts on Thursday. According to Troy Clark, president and CEO, Navistar’s medium duty market share increased six percentage points in its fiscal second quarter over the first quarter to 27%. “In fact one of our major leasing customers recently shared some data with us that shows that DuraStar chassis and ISB engine combination delivers the best fuel economy and lowest cost of ownership across their entire fleet,” he said. “Our leasing and rental customers are increasingly happy with our performance. Our share is growing with these very important buyers. Notably we've also seen a significant increase in dealer wide sales. That's key to our success in the medium-duty segment.” Growth for Navistar, compared to a year ago, is also happening in the heavy-duty truck market arena with dealer led sales up 36% year-over year, which has also resulted in the company taking in more used trucks. “We expect that we'll continue to manage our higher than normal used truck inventory over the next few years. That said, our used truck team continues to create opportunities to address the issue,” Clark said. “One way is through our Diamond Renewed program that provides a new truck experience to used truck buyer. Diamond Renewed sales are growing and were up 150% [in the second fiscal quarter compared to the first quarter.]” He noted in addition to this, its dealers are increasing their activities in used trucks. “We've also been successful finding some new markets for these vehicles globally. Its just a fact the faster we sell or turn our used truck inventory more used trucks we can take unlocking more market share and we're encouraged by our progress,” Clark said. According to Navistar, it held US$375 million in gross used truck inventory at the end of the second quarter, US$10 million more than in the previous quarter, though its used truck sales increased 26% during the comparable time periods. It expects this level of used trucks held in inventory to go higher, peaking next year. Despite this better news, Navistar still is in the red, reporting a net loss of $US64 million, but that’s down considerably from US$297 a year earlier, while revenue fell slightly to just below US$2.7 million. In releasing these figures before the conference call, in a statement Clark said the results reflect continued progress in and positive momentum in the North American industry “Revenues from the truck segment grew 4% compared to a year ago,” said Walter Borst, executive vice president and chief financial officer, during the conference call “The growth was primarily driven by a 14% increase in our core truck markets which included a 1,700 unit increase in chargeouts. Upsetting the growth in the core markets were lower sales in our export and Mexico businesses.” He said the results of Navistar’s truck segment profit improved by US$78 million compared to last year. “Contributing to this improvement were higher truck sales in North America, lower warranty expenses and cost reduction,” Borst said. “These improvements were partially offset by losses from our used truck operations.” Also helping improve Navistar’s numbers, according to Borst, is the quality of new products has improved significantly along with warranty expense, the latter of had been much higher due to a high number of warranty claims by customers. “For the second quarter of 2015 warrant expense excluding preexisting adjustments as a percentage of manufacturing revenue was 2.9% compared to 3.1% in 2014,” he said. “The decrease reflects quality improvements and more recent model years and continued efforts to reduce overall repair costs.”

Owner/Driver / June 5, 2015 When he couldn't get a T409 made to order, James Aquilina decided a custom K200 8x4 was the way to go. It’s hard to miss James Aquilina’s blue Kenworth K200 8x4. It’s not only purpose-built but an eye-catching rig as well. James, who hauls scrap metal as a sub-contractor to Sims Metal Management, was in the market for a new cab-over, so he went for a Kenworth. Initially, he spotted a T659 8x4 at last year’s Melbourne Truck Show and made a few inquiries to Kenworth salesman Steve Connally. "I was told it was going to NZ [New Zealand], so I went to the Steve and told him that I wanted a T409 with a 21 IT sleeper with 550hp [410kW]. I thought I had found my new truck," James says. However, a chat with Kenworth’s engineering department revealed that the T409 would be too long. "I went back to Steve and asked him what my options were. It was either lose the sleeper or change to a K200," James says. "I was told that the Kenworth cab-overs had changed a bit from what I remembered, so I went for a drive and was quite impressed." Kenworth built James’ custom K200 truck in seven weeks. "The salesman Steve Connally had been selling Kenworths for over 10 years. The truck was his first 8x4 K200, as most of the 8x4s either go west or across the ditch to New Zealand. This one is something different," he says. James opted for a sleeper cab on the K200 due to the large amount of country work he does. He also had the Kenworth specced with an 18-speed, double overdrive gearbox with 4.11 ratio, which keeps the engine speed down while returning good fuel consumption figures. "I go as far west as Terang, Ballarat, Nhill and a couple of jobs in Horsham that I do, so I get around," he says. James says he would have loved to add some bling to the K200, but he adds that it was bought to work. When it gets down to the job, shiny bits don’t count. But he remains proud of his fleet. "Each truck is washed every week and we look after them," James says. Related photographs: http://www.ownerdriver.com.au/industry-news/1506/custom-kenworth-k200-hits-the-right-note-for-james-aquilina/