kscarbel2

Telling data is coming out of Iceland, thanks to its isolated location and sparse population. Iceland has already tested 10% of its population, more than any other country. Half of its citizens who have the coronavirus........are not showing any symptoms. That’s double the CDC’s recent estimate that as many as one in four people with COVID-19 may be asymptomatic.

In my youth, I had always been told the optional 327 engine in the Jeep (SJ) J-Series "Gladiator" pickup trucks was a General Motors unit. However, I see the 230 horsepower 350cu.in./5.7L Buick Dauntless V8 was an optional engine in Jeep pickups from 1968 to 1971. I have vague memory of Buick-powered units. https://en.wikipedia.org/wiki/AMC_V8_engine#327 The AMC 327 is similar to the 287, but displaces 327 cu in (5.4 L) due to the bore increase to 4 inches (101.6 mm). Unlike the 250, the 327 was produced with hydraulic valve lifters. Contrary to some myths, the AMC V8 was not built by Chevrolet, whose own 327 V8 later became better known. The AMC 327 was introduced five years before the Chevrolet 327 engine was manufactured. The AMC 327 engine debuted in a special edition Rambler Rebel, of which 1,500 were made. They were an early American muscle car. All Rebels had silver paint with a gold-anodized "spear" on each side. The 327 was not available in any other Rambler models in 1957 other than the special edition Rebel. The Rebel's engine differs from the 327s installed in the 1957 Nash Ambassador and Hudson Hornet models in that it uses mechanical valve lifters and a higher compression ratio. The Nash Ambassador and Hudson Hornet "Special" models were dropped after 1957, replaced by the 1958 Rambler Rebel with the 250 V8. The Rebel was a Rambler with a V-8 (and necessary mods such as stronger front springs and rear axle). The Rebel name was added to differentiate the standard six-cylinder Rambler from the V-8 model. The big Nash and Hudson cars were also dropped after 1957, replaced by the 1958 "Ambassador by Rambler" — a stretched Rebel with the 327 V8 instead of the 250. The 327 was exclusive to the Ambassador line and could not be ordered in a Rebel (or later Classic) through 1964. For 1965 and 1966 the 287 and 327 were both available in the Classic and Ambassador. The 327 was sold to Kaiser-Jeep from 1965 to 1967 for use in the Jeep Wagoneer SUV and Gladiator pick-up truck. Jeep named it the "Vigilante" V8. Two barrel carburation was standard on these Jeep models, but a four barrel high-compression version was available in the high optioned Super Wagoneer from 1966 to 1968. Kaiser-Jeep switched to the Buick 350 in 1967 after AMC discontinued the 327. The Buick V8 engine option continued through 1971 after which Jeeps returned to AMC V8 engines, American Motors having purchased Jeep from Kaiser in 1970. There were low- and high-compression versions of the 327 starting in 1960. Prior to 1960 all 327s were high compression. All low compression models used a two-barrel carburetor and all high-compression models received a four-barrel carburetor. Low-compression is 8.7:1, high 9.7:1, effected by a difference in pistons.

May your Easter will be blessed with health, love & joy. .

The White House said yesterday that 11% of people under the age of 25, 17% of those in the 25 to 45 age group and 21% of those between 45 and 65 years who presented with symptoms have tested positive for Coronavirus. Among people in the 65-85 age group, they reported 22% positive tests and a slightly higher 24% positivity level among people above 85 years of age.

Financial Times / April 10, 2020 South Korea is desperately trying to find out why scores of cured coronavirus patients tested positive for the disease days later, raising questions over scientists’ understanding of the pandemic. The Korea Centers for Disease Control this week is investigating why 51 people in the city and surrounding areas tested positive again. Health officials do not believe the patients were reinfected or remained infectious. “We say that a patient has fully recovered when he or she tests negative twice within 24 hours. But the fact that some of them tested positive again in a short period means that the virus remains longer than we thought.” The surprise positive tests occurred between two days and two weeks after patients had been released from quarantine. Some had shown symptoms such as fevers and respiratory difficulties, while others were asymptomatic, officials said. “There are just some things that we don’t know. Often when virus infections are waning, you will have intermittent positivity and negativity, particularly at the limit of detection . . . Maybe for infected people the government is going to need to look at that data, and say ‘we need two negative tests or three negative tests in a row over a week’.” “We learn new things in the process of curing patients. At first, we thought that asymptomatic people don’t transmit the virus to others but we found in mid-February that we were wrong."

Associated Press / April 10, 2020 The U.S. Navy confirmed Thursday that 416 crew members onboard the USS Theodore Roosevelt have now tested positive for the coronavirus. The number of confirmed cases jumped by 130 people in one day with more than 1,000 tests still pending.

I've long wanted to buy a Kaiser-Jeep M-715. Even better, I'd like to import the vastly improved KM450 version produced by Hyundai Group's Kia division. . .

Scania Group Press Release / April 2, 2020 With just a few days' notice, staff at the Cummins / Scania XPI fuel injection joint venture switched from manufacturing injectors and fuel pumps for Scania's engine assembly to supplying the severely strained healthcare system with much-needed hand sanitizer. The joint venture designs and produces all XPI fuel systems for Cummins and Scania engines. https://www.linkedin.com/posts/scania_with-just-a-few-days-notice-the-staff-at-activity-6651427154124918784-hswz

Note the planetary hub reduction drive axles.

Kenworth Truck Co. Press Release / April 2, 2020 .

Cummins Press Release / April 6, 2020 As the COVID-19 pandemic spreads across the globe, Cummins and DuPont are helping address the nation’s shortage of N95 respirator masks. Cummins’ NanoNet® and NanoForce® Media technology, which uses DuPont’s Hybrid Membrane Technology (HMT), can typically be found in air, fuel and lube filtration products used in heavy-duty diesel engines to prevent long-term engine wear, but also can be used in the N95 respirator masks worn by healthcare professionals to filter harmful airborne particles that can spread COVID-19. The need for N95 masks has skyrocketed in recent weeks in response to the COVID-19 pandemic. Many of the world’s leading mask manufacturers are in need of the critical materials to assemble the mask and are struggling to meet demand. “Cummins is re-evaluating our supply base and manufacturing capabilities to identify how we can support our healthcare professionals who rely on critical personal protective equipment to do their jobs,” said Amy Davis, Vice President of Cummins Filtration. “Our NanoNet® Media can fill a key supply void and help address the mask shortage facing the United States and other countries around the world.” The first mask prototypes using Cummins’ donated media were assembled by University of Minnesota teams in March as part of an initiative to provide masks to M Health Fairview and other Minneapolis-based healthcare systems. As the COVID-19 outbreak escalated, the University of Minnesota realized their supply of N95 masks to protect healthcare workers would potentially run out in a matter of weeks. To address this challenge, a team of designers, engineers, chemists, surgeons, anesthesiologist and apparel and clothing experts from the University of Minnesota’s Institute for Engineering in Medicine; Medical School; College of Design; College of Science and Engineering; and Center for Filtration Research Consortium (CFR) came together to address this projected shortage of critical personal protective equipment. “The first thing we recognized from our experts in the Center for Filtration Research, who work directly with Cummins, is that not all filtration materials are created equal and that the Cummins material is an excellent alternative,” said Jakub Tolar, Campus Health Officer and Medical School Dean at the University of Minnesota. “We are tremendously grateful for the generous donation from Cummins of their filtration materials toward our mask effort. Since the arrival of the filtration media, we have been able to make rapid progress, and we now believe we have several viable mask options, including both a disposable and re-usable option. These designs show real promise in keeping our healthcare workers safe should standard medical supplies of N95 masks no longer be available,” continued Tolar. The project also aims to provide open source instructions that other healthcare systems and groups can use to create their own respirator masks. While DuPont’s innovative and unique Hybrid Membrane Technology (HMT) is typically integrated with Cummins’ synthetic fibers to protect sensitive engine components, it has multiple other applications that can include filtration media used in N95 respirator masks. DuPont’s Hybrid Membrane Technology goes beyond the limits of traditional semi-porous or nonwoven membranes for air and liquid filtration. Made using a proprietary spinning process, the hybrid technology materials are comprised of continuous sub-micron fibers. The end result is a “membrane-like” sheet structure that balances breathability and high filtration efficiency of particulates. “We are proud to make our advanced technology available to help protect more caregivers on the front lines of this global health crisis,” said HP Nanda, Global Vice President & General Manager, DuPont Water Solutions. “We thank our partner Cummins for transitioning the use of its production line to help address the global shortage of N95 mask materials, and we thank the experts at the University of Minnesota for their leadership in testing and designing several mask options for the benefit of many healthcare systems. By working together—and innovating new applications of existing technologies and materials—we hope to slow the spread of this terrible virus.” The N95 designation means the respirator can block at least 95 percent of particles from entering the wearer’s nose and mouth. When Cummins’ NanoNet® Media was tested using an industry standard testing method, it exceeded the performance requirements for N95 designation. Cummins’ manufacturing facilities have since provided media samples to mask manufacturers across the globe to test its effectiveness. While products featuring Cummins’ media will need to be vetted and approved by the National Institute for Occupational Safety and Health (NIOSH), the company is preparing to do its part to help relieve the burden facing the healthcare industry. “We’re working as quickly as possible with healthcare regulators and other partners to help certify products with our materials, and prepare our manufacturing facilities to meet demand,” said Davis. Mask manufacturers interested in learning more about Cummins’ media technology can visit https://cumminsfiltration.com/respiratormedia.

Lauren Fletcher, Heavy Duty Trucking (HDT) / April 7, 2020 The Ford F-650 was named Work Truck magazine’s 2020 Medium-Duty Truck of the Year. “It is an honor to accept the Medium-Duty Truck of the Year Award for the Built Ford Tough F-650 chassis cab," said Mark Buzzell, director, Ford North American Fleet, Lease, and Remarketing Operations. "This award has special significance to us because we know the winning truck is selected by the folks who rely on it to get their jobs done. They vote for the truck they can count on to perform day in and day out, to stand up to whatever they put it through and then come back for more the next day." Selected from a field of 18 contenders, Work Truck readers chose the Ford F-650 as the truck that best fit their fleet requirements, including application effectiveness, durability, quality, servicing, maintenance, and lifecycle costs. “The fact that fleet managers have chosen Ford trucks to win this award more times than any other manufacturer tells us that our dedication to building and consistently improving our powertrains and trucks is paying off where it matters — at work for our customers,” Buzzell added. Real-World Use With a GVWR range of 22,000 to 37,000 pounds and top GCWR of 50,000 pounds, Ford Medium Duty trucks are used in a wide range of vocational applications, including beverage and propane delivery, car transport, construction, utility, towing, moving, fire and rescue. It is common to see them upfitted as dump trucks, shuttles, wreckers, mechanics trucks, and aerial vehicles. Ford is unique in the Class 6-7 conventional chassis cab segment as the only OEM that builds, calibrates, tests, and supports its engines and transmissions. The Ford F-650 can be serviced by more than 650 Ford Commercial Vehicle Center dealers across the United States. “Our customers never have to worry about where to take their F-650 trucks for service,” said Nathan Oscarson, Ford commercial truck brand manager. “Knowing that service and support are as close as their local Ford Commercial Vehicle Center dealer provides maximum uptime and peace of mind for fleet owners.” Ford is also the only automaker offering the choice of a diesel or gasoline powertrain in the segment [so long as the supplier is Ford – Cummins engines preferred by fleets remain unavailable]. Real-world fleets have taken notice. Sunbelt Rentals operates a fleet of 10,700 vehicles, excluding trailers. The Charlotte, N.C.-headquartered company specializes in nationwide tool and equipment rentals. A little more than 600 of these vehicles are Ford F-650 trucks. These trucks are used in Sunbelt’s rental fleet with water tanks, dump bodies, and traffic safety attenuators. They are also used in the company’s delivery fleet equipped with box bodies, flatbeds, and rollbacks. “The option for a gas engine almost eliminates the unscheduled maintenance and cost experienced with all brands of diesel engine aftertreatment and exhaust systems. Ford’s service network also makes it relatively easy to find a shop when maintenance is required,” said Eric Jahnsen, CTP, director, Transportation Fleet for Sunbelt Rentals, Inc. “The all-Ford powertrain eliminates the experience of being passed back and forth between the chassis shop and the engine shop. And, to top it off, the turning radius is near the top of the class.” F-650 Powertrain Details The current model-year 2021 F-650 and F-750 trucks are available with a choice of the third-generation 6.7L Power Stroke diesel V-8 or available all-new 7.3L gasoline V-8. The diesel engine has a standard power rating of 270 hp/700 lb.-ft. of torque. Also available are 300 hp/725 lb.-ft. or 330 hp/750 lb.-ft. The class-exclusive gasoline engine features an overhead valve architecture that generates power low in the rev range to help get heavier loads moving sooner with greater confidence. It produces 350 hp/468 lb.-ft. Both engines are mated to the Ford TorqShift HD 6-speed automatic with available live-drive power take-off (PTO) provision that includes stationary and mobile modes for diesel and gas engines [Allison automatic transmissions preferred by fleets remain unavailable]. An output PTO gear connects directly to the transmission’s torque converter impeller hub to allow Live Drive to power the PTO anytime the engine is running, whether the truck is moving or stopped. On diesel models, the split-shaft capability allows fleets to install a SplitShaft Gearbox attached to the output shaft of the transmission, which provides torque to two separate PTO outlets for the ability to power two different accessories when the truck is in stationary mode. The Ford F-650 and F-750 trucks and tractors are built in America at Ford’s Ohio Assembly Plant in Avon Lake. Alt-Fuels & Air Power For fleets looking for an alternative fuel option, Ford is offering a gaseous fuel prep package for the new 7.3L V-8 gasoline engine in several current model-year trucks and vans, including the Ford F-650. The package includes upgraded valvetrain components to withstand higher operating temperatures and lower lubricity of gaseous fuels so the vehicle can be converted by a Ford Qualified Vehicle Modifier (QVM) to run on CNG or propane. Looking further into the future, an integrated air compressor will be available for the 7.3L engine for the first time in next year’s Ford Medium Duty trucks. The compressor can be used to power air brakes, air suspension, and other accessories such as air horns or air ride seats. Currently, air brakes are only available on diesel-powered trucks. “We expect this new offering to be popular in several vocational segments including propane delivery, municipalities, utilities, and tree service,” Oscarson explained. “Many customers have told us they’d like to take advantage of the cost savings provided by a gas truck, but they also want the stopping power of air brakes.” Model-year 2022 Ford F-650 and F-750 trucks go on sale this fall. Updated Tech & Connectivity Connectivity is increasingly important for work truck fleets. Operators of the F-650 can rest assured they’ll stay connected with standard modems with 4G LTE Wi-Fi for up to 10 devices. New Ford Telematics and Ford Data Services are also available on the medium-duty model to help enhance uptime and asset utilization, optimize running costs, improve driver behavior, and protect fleets. They can be used with Ford OEM-grade telematics software, integrate with a company’s existing telematics service provider, or take vehicle data directly into the fleet’s IT system. A single traffic accident can have a serious impact on the drivers and passengers involved, as well as a fleet’s bottom line. Automatic emergency braking can help drivers avoid or mitigate collisions in some cases. New driver-assist technology that’s standard on model-year 2021 F-650 medium-duty trucks includes traction control, hill start assist, and auto headlamps. Optional elements include adaptive cruise control, electronic stability control, lane departure warning, Driver Alert System, and auto high-beam headlamps.

https://www.gm.com/our-stories/commitment/face-masks-covid-production.html .

GM to supply 30,000 ventilators as part of $490M government contract Detroit Free Press / April 8, 2020 General Motors has signed a $489.4 million federal contract to build 30,000 ventilators, the Department of Health and Human Services confirmed early Wednesday. The deal was awarded under the Defense Production Act. The contract calls for GM to deliver 30,000 ventilators to the country's Strategic National Stockpile by the end of August. Under the initial production schedule, GM will deliver 6,132 ventilators by June 1. GM is partnering with Ventec Life Systems. Volume production is expected to begin the week of April 13.

MarketWatch / April 8, 2020 The worst-case economic scenario imagined by the Federal Reserve is no recovery until next year, according to minutes of the central bank's March 15 policy meeting released Wednesday. The Fed foresees two plausible scenarios for the U.S. economy grappling with the coronavirus. In one scenario, the U.S. economy would start to recover in the second half of the year. The more adverse scenario was that the economy entered a recession with no significant rebound until next year. Facing this uncertainty, Fed officials responded by slashing interest rates to zero and launching open-ended purchases of Treasury and asset-backed securities. Supporters of the full percentage point cut on March 15 called it "forceful." A few officials wanted to cut rates only by half-point. There was concern expressed that the central bank would be out of ammunition with its benchmark rate essentially at zero. But some officials said the Fed had other tools to ease monetary policy.

A sprayed liquid. https://tmc.trucking.org/sites/default/files/CLO2RemediesTechBulletin-Sep2019-Full.pdf

Bob, note the reusable parts storage containers. No cardboard boxes that have to be recycled, a waste of time and effort. It's all about environmental sustainability. It's actually quite easy to be a responsible corporate citizen.

Scania Group Press Release / April 8, 2020 The dedicated employees at Scania's master parts distribution center (PDC) in Opglabbeek, Belgium ensure that warehouses and dealers have the right parts in stock. Jelle Bokken is at work every day, making sure the business is running: “When I started here, I was brought into this big Scania family. Together with my colleagues, we do our utmost to enable trucks to stay on the roads with necessary supplies for hospitals and stores.” The last few weeks have been anything but ordinary. The challenging times have caused more co-workers than usual to be at home, but the help for Bokken was nearby. “Some of our white collars have stepped up and support us wherever they can in the warehouse. You can really feel the team spirit!” The warehouse has also implemented a lot of preventive measures. “We need to keep on working, but it’s vital that we stay healthy. For me, it’s more important than ever to put in every effort and continue to contribute with what I do best. To make parts available to those that need them.” .

Heavy Duty Trucking (HDT) / April 8, 2020 A antimicrobial pesticide under consideration as a treatment for bed bugs is now considered an effective disinfectant treatment for trucks whose drivers have been confirmed as COVID-19 carriers, according to the American Trucking Associations’ Technology & Maintenance Council (TMC). TMC was already in the process of updating Recommended Practice 443 from the S.4 Cab & Controls study group when the novel coronavirus made the front page. The RP dates back to 2104 and was being updated to include new recommended practices for treating bed bug infestations with Chlorine Dioxide (ClO2). TMC accelerated the update in order to provide fleets some guidance on how to manage cab disinfecting and sanitizing for coronavirus. "Initially we were looking at chlorine dioxide as way to kill bed bugs, but we found that it would work just as well for viruses," said Kirk Altrichter, executive vice president of Fleet Services at Kenan Advantage Group. "We want to finish the update as quickly as we could to get it out there for everyone." According to CLO2 Remedies of Las Vegas, one supplier of the product, "Chlorine dioxide is a chemical compound made up of one atom of chlorine and two atoms of oxygen. It [shouldn't be confused] with typical household chlorine bleach or HTH. Chlorine dioxide is actually an oxidizing agent, not a chlorinating agent. Unlike alternative chemicals, ClO2 reacts with organic matter through selective oxidation rather than substitution and does not produce carcinogenic chlorinated byproducts." A PDF published by the company claims the product is an effective antimicrobial pesticide that can be used to destroy or suppress the growth of harmful microorganisms such as bacteria, viruses, or fungi on inanimate objects and surfaces. CL02 is not something you'd use for casual cleaning, or even to sanitize a truck before a driver starts a shift. However, it could be used when disinfecting a truck after a driver has been confirmed as a COVID-19 carrier. “When it comes to cleaning a truck after a driver has been confirmed with COVID-19, we bring somebody from the outside to do a biohazard cleanup,” Altrichter says. “That cleanup is something you can do yourself, but it requires specific protective equipment, and frankly, our shop and our technicians aren't equipped to handle it properly.” Altrichter says CLO2 would be an alternative to letting the truck sit for some period of time, perhaps four or five days, after the last contact with the infected driver. “It depends on how badly you need the truck back in service and what you believe is a safe period of time for the virus to die off on its own.” Estimates from various sources suggest the virus can remain viable on porous surfaces like paper or cardboard for up to 24 hours, and for 48 to 72 hours on less permeable surfaces such as plastic, glass, or steel. Traces of live virus have been discovered on some surfaces after as many as nine days in some instances. “I’d really like an answer to the question of how long the virus can survive without a host; is it three days, five days, nine days?” he asks. “It makes a difference in how we approach this problem.”

Autocar is dedicated to keeping your trucks AND your people “Always Up.” We are proud to announce we are working urgently on a solution to help protect your people from COVID-19 while in the truck! Always Up - Autocar Trucks .

A cluster……at a moment when we least need one Reuters / April 8, 2020 The U.S. government’s massive effort to nurse the economy through the coronavirus crisis was billed as a send-money-and-don’t-sweat-the-details flood of cash to people and businesses in a $22 trillion system that has ground to a halt. So far, the checks are not in the mail. From technological glitches to confusion over the fine points of policy, the delays are mounting. The federal government’s muddled response risks deepening and lengthening a recession already historic for the speed of its onset. States are struggling to process a historic mountain of unemployment claims on outdated technology. Large corporations, including companies slammed by the “social distancing” edicts keeping people at home, remain in the dark on the details of promised loans. Small businesses by the millions are desperately seeking cash, while banks still lack the right paperwork days into a lending program. The Federal Reserve, quick to throw a backstop (Read more here ) under large portions of the financial system and major corporations through open-ended bond purchases, has yet to complete a promised " Main Street" program of an all-encompassing safety net of credit. Making matters worse, the original $2.3 trillion in aid that was passed by Congress late last month isn’t nearly enough, businesses warn. Speed was considered of the essence when the so-called CARES Act became law on March 27, committing the $2.3 trillion to make up for the wages and incomes lost after Americans were ordered to stay home to control the spread of the novel coronavirus. It was a rare moment of bipartisanship in Washington, with both liberal and conservative economists mostly agreeing this was not the time to argue philosophical points about moral hazard, misplaced incentives, or the dangers of public debt, but to get money to people before they were bankrupt or hungry. As infections of COVID-19, the respiratory illness spread by the coronavirus, rose in the United States, so did concerns that without a broad government backstop, businesses would fail and households default on loans at such a scale that it would collapse the financial system as well. Instead of a quick “V-shaped” recession, with a deep drop but a fast and sharp rebound, delay could generate more chronic, systemic problems. But theory and practice have diverged. States have struggled just with the sheer volume of unemployment claims, which rocketed from about a couple hundred thousand a week in what was an era of historically low unemployment to millions (Read more here ) at a time. More than half the states, including California, New York and Pennsylvania, still rely on decades-old mainframe systems based on the COBOL language first introduced in 1959. Major corporations, including airlines, due for direct loans under the $2.3 trillion emergency legislation are still waiting for detailed guidance from the U.S. Treasury Department on how and when it will show up. Perhaps most unnerving to America’s millions of mom-and-pop restaurants, smaller manufacturers, and other small businesses considered the spine of the U.S. economy, the promise of quick checks and forgivable loans has fallen flat. When the $350 billion “Payroll Protection Program” was launched last week, Treasury Secretary Steven Mnuchin said small entrepreneurs as of last Friday could “walk into a bank ... and get money.” Instead, there has been a maze (Read more here) of red tape. Lenders have complained about conflicting or incomplete information from Treasury and the Small Business Administration (SBA). Businesses say banks have not been responsive or limited access to existing customers. The rollout has been so patchy that the Fed had to step in on Monday with a blanket offer to banks to take the small business loans into a new program of its own. Even band-aid emergency cash hasn’t shown up. Borrowers applying under the SBA’s disaster loan program last Monday could check a box to receive $10,000 as an advance on the loan in three days. More than a week later, several borrowers told Reuters they hadn’t received the money. The SBA refuses to comment. Mnuchin on Tuesday asked Congress for an additional $250 billion for the program because the demand by businesses has been so great. The U.S. central bank’s ultimate rescue effort is still in the works - a potential $4.5 trillion program that could open its vault to mid-size and smaller companies, municipal governments, and perhaps even less creditworthy corporations pushed to the brink because of the current health crisis. Like Mnuchin, Fed officials have promised details “soon.” Until that happens, key parts of the “real” economy are in a sort of suspended animation waiting to know what sort of lifeline is coming, how quickly and on what terms. Cities, states, counties and other government entities are unable to borrow in the $4 trillion municipal bond market except at extremely high short-term rates as their sales and income tax revenues plunge. “You can’t raise new money for your water system or your middle school or any of that because there’s no buyers for it, so you’ve got a lot of deals that are essentially shelved,” said Emily Brock, policy director for the Government Finance Officers Association. She said if the Fed buys up secondary-market securities, there will be room for new issuance. “We’re asking the Federal Reserve to be that savvy investor, to make other investors feel comfortable to help to drive down the yields that we’re seeing,” Brock said.

MarketWatch / April 8, 2020 Ben Bernanke, the former chairman of the Federal Reserve, is a scholar of the Great Depression, a background he put to use during the global financial crisis when he invented many of the emergency lending programs the central bank is now reusing. “People have made comparisons to the Great Depression. It’s not a very good comparison. The Depression was 12 years long,” he said. “This is like a natural disaster, and the response is more like an emergency relief than it is a typical stimulus or anti-recessionary response.” He said he was “pretty pleased” with the fiscal and monetary responses. Bernanke’s prognosis for the economy was pretty grim, however, saying gross domestic product (GDP) on an annualized basis could fall by 30% or greater in the second quarter. Bernanke raised the prospect the economy could be partly opened up in the summer and closed back down again in the fall. “So overall, it could be a very bad year for the U.S. economy,” said Bernanke.