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Ford Post-Production SVO (Special Vehicle Option) Program .

The Revolutionary Transcontinental 4-Point Fully Sprung Cab Suspension .

Initial Development .

Ford’s heavy truck in Europe, the Transcontinental, was conceived in 1971 at a time when Ford was enjoying spectacular sales there which included the commercial truck segment with its Transit light truck line-up and D-Series medium range. The introduction of the Transcontinental thrust Ford into the big league of global heavy truck makers. A long time player in the global light and medium truck segments, Ford was now a heavy weight player. From Spain to Finland via Switzerland, from Scotland to the Middle East via Germany, the Ford Transcontinental traveled vast distances that few Americans can imagine. In the Middle East and Africa, the Transcontinental joined Mack F-models* in traveling thousands of miles on routes where no roads by our definition existed. * http://www.bigmacktrucks.com/index.php?/topic/30466-when-mack-roamed-europe-the-middle-east-africa-and-western-asia/ The Transcontinental was expected to be incredibly rugged and yet lightweight, utterly reliable, powerful, fuel efficient and able to accommodate two drivers with reasonable comfort. In no uncertain terms, the engineers at Ford Motor Company created a winning design. The Transcontinental prototypes were given the codename ELBA (Ex-Louisville Berliet Assembly), reflecting the truck’s chassis and cab. After the ELBA prototypes completed initial concept testing at Ford’s Boreham Proving Grounds (Former RAF Boreham* airbase located in Essex), they were subjected to thousands of miles of real-world endurance testing around Europe during the 1973-1974 period, * RAF Boreham was the second world war home of the U.S. Army Air Corps’ 394th Bombardment Group operating Martin B-26 Marauders, and the 315th Troop Carrier Group which transported paratroopers in Douglas C-47 Skytrains (aka. R4D, DC-3) to the continent. A group of pre-production trucks were hand assembled at Ford’s Dunton technical center (Essex, UK) and placed with select operators including Bridon, Hays and Silver Roadways, to gather customer feedback. Assembly experience gained here helped to shape the design of the production line in Amsterdam. On April 30, 1975, the Transcontinental made its global debut in Chobham, Surrey, England. At the time of the Transcontinental’s market launch, interest was so great that Ford had received 400 pre-orders for the all-new truck. During its first (incomplete) year from April thru December, Ford produced 934 Transcontinentals. In 1976, the truckmaker built 1,751 units. When fielding questions at the Transcontinental’s press launch, U.S.-based Ford representative John MacLean was asked: "If it has a Berliet cab, a Cummins engine, a Fuller gearbox, a Dana-Spicer clutch and a Rockwell drive axle.....then what exactly does Ford make?" MacLean answered: "The profit of course!" Designated by Ford as the H-Series “Transcontinental”, it is one of the few heavy trucks in the world to be given both a model designation and a name. It’s not surprising that the first truck off the line was a 4x2 tractor sold to Simons International for Middle East runs. One of Ford’s key design goals for the Transcontinental was to give it a 12,000 mile service interval, much longer than the competition. This allowed the Transcontinental to make two 6,000 mile round trips to the Middle East from the UK. In principle, a Transcontinental operator could recoup their truck purchase expense after five Middle East trips. The Transcontinental was produced at Ford’s Amsterdam plant, which dated back to 1933. The facility was also home to Transit light truck (Dutch market), Escort and Taunus car production, as well as Ford’s European truck parts distribution center (PDC). Just seven months after its market launch, Ford celebrated production of the 1500th Transcontinental in December 1976. Model System H – truck rigid 4x2 HA – tractor HT - truck rigid 6x2 or 6x4 For example: HA4435 HA – 6x4 tractor 44 ton GCW rating NTE350 engine Chassis Initially, Ford considered creating a European (global market) variant of the U.S. market W-Series COE. After crunching the numbers, Ford felt that direction would prove to be too costly. However, the chassis of the U.S. market conventional cab “Louisville” range was considered an ideal existing platform on which to base the new global market COE. Several complete Louisville trucks were shipped from Kentucky to Dunton where they were stripped down to the chassis. The Transcontinental development team was attracted to the Ford Louisville truck platform’s reputation for strength and production flexibility. The 7.9mm thick pressed frame rails were smaller and thinner than other European trucks of the time while boasting an impressive yield strength of 110,000 PSI, owing to Ford’s use of high-strength low alloy steel. In contrast to Ford’s normal policy of using as many Ford in-house components as possible (e.g. 2016 F-650/750), the engineering philosophy behind the Transcontinental was to use proven components from leading suppliers which had global after-sales support. Final production of the Transcontinental’s Louisville-based chassis was sourced within Europe from a Danish supplier. 4x2 tractors were available in 3.07 meter (127”) and 3.5 meter (138”) wheelbases, with 3.07 being popular in the UK and 3.5 being more common on the continent and with operators running the Middle East runs. 6x4 tractors were available in 3.9 meter (153.54”) and 4.5 meter (177.17“) lengths. 6x2 models were fitted with York* brand auxiliary (tag) axles as a post-production Ford SVO item (Special Vehicle Option). Both wide-track axles fitted with single tires and narrow track axles with dual mounted tires were offered. The wide track axle was the same Ford unit as the front steer axle, while the narrow track was a York design. * Hendrickson acquired UK-based York Axle in 1993. The Transcontinental’s handsome front bumper with European-compliant headlamps was constructed of lightweight fiberglass and mounted to a steel backing. A feature still not available on U.S. trucks, the Transcontinental could be ordered with an optional wash/wipe system on the outboard low-beam headlamps. A curved wiper blade rotated 180 degrees, effectively restoring headlamp illumination to maximum effect. Cab At the time, the Transcontinental was the tallest COE in Europe at 124” laden and 128” unladen. (In comparison, both the CL(T)-9000 and Ford Otosan Cargo 1846T stand at 126" high) Ford’s research and engineering unit at Aveley (Essex, UK) designed the lower half of the cab, the fiberglass waistline with its signature grille and fenders that the Berliet cab would mount on. One of the first COE cab designs to replace the traditional engine tunnel with a virtually flat floor configuration, the spacious Berliet KB2400 “Premiere” cab was mounted high to provide clearance for the big 14-liter (754 cu.in.) Cummins NTC powertrain. A three-step entrance design and large, wide doors allowed good access. Drivers welcomed the high driving position, which provided them with a commanding view of the road. At a time when many drivers were sleeping on boards and cushions in day cabs, the Transcontinental featured high-end single or two-bed sleeping arrangement including comfortable full-length mattresses. When not in use, the upper bed stowed flat against the ceiling for additional freedom of movement around the cab and an unobstructed view through the generously-sized rear windows. Offering record low interior noise levels owing to flat floor/high mount configuration and unprecedented use of sound insulation, the Transcontinental set a new standard in comfort. The cab’s ability to tilt a full 70 degrees set a new standard in engine access, making regular service and maintenance fast and simple. Note: When Berliet (now part of Saviem) raised the floor level in 1977 to accommodate the model MIDR635 engine in their trucks, Ford paid Berliet a fee for continued production of the original design cab alongside the new one. A lengthened version of the Berliet/Transcontinental cab was used from 1980 to 1996 on the Renault R Series, an update of the Berliet GR rigid and TR tractor series. While most of its contemporaries used rubber insulators for cab mounting, Ford’s Transcontinental introduced a game-changing four-point fully sprung cab suspension system that was unrivaled until the arrival of Volvo’s F10 and F12. The coil spring cab suspension design not only complied with European safety standards, but also the stricter Swedish safety regulations. The four-point cab suspension came about because of the flexibility of the frame at the front end, and the need to control cab pitch and roll. The result was impressive. And, there is little doubt in my mind that Ford’s decision to use a four-point cab suspension was related to the same choice for the upcoming U.S. market CL(T)-9000 (http://www.bigmacktrucks.com/index.php?/topic/30315-ford-cl-9000-fords-surprise-in-1977/). The Transcontinental adopted the U.S. market Louisville EZ-Read (“3 o'clock OK”) gauge concept, as did the later CL(T)-9000. With all gauge indicators calibrated to indicate normal operating conditions pointing at the 3 o'clock position, drivers could conveniently perform a gauge scan with a quick glance. Drivetrain Initially, Ford Truck engineers considered utilizing a European drivetrain consisting of a Mercedes-Benz engine, ZF transmission and DAF cab. However in the end, Ford decided to go with a Cummins/Fuller/Rockwell driveline, the combination that was working so well for them in the North American market, and the superb Berliet KB2400 “Premiere” COE cab introduced in 1972. The choice of Cummins NTC power was two-fold: Cummins was popular with British operators, and there was the [correct] belief that gross weights would rise in the future causing trucks to require more power. That belief was reflected in the Transcontinental’s available weight ratings from 34 to 42 tons (74,957lb to 92,594lb) in 4x2, 6x2 (tag) and 6x4 configurations. The first generation of Cummins engines, produced in the U.S. included the normally aspirated “Super 252” which competed with the likewise normally aspirated German V-8 engines, and the turbocharged NTCs (the 355E and 355 were also aftercooled). 14-liter NTC250E 240hp / 1,040 N.m (governed at 1,950rpm) 14-liter NTC335E 270hp / 1,246 N.m (governed at 1,950rpm) 14-liter NTC355E 304hp / 1,250 N.m (governed at 1,950rpm) 14-liter NTC355 335hp / 1,344 N.m (governed at 2,100rpm) 15.18-liter NTC250 (Super 252) 245 hp / 949 N.m (governed at 2,100rpm) UK market only The second generation of Transcontinental powerplants, all turbocharged, were assembled at Cummins’ Shotts plant (1956-1998) in Scotland. 14-liter NTE290 (255) 240hp / 1,128 N.m (governed at 1,900rpm) 14-liter NTE290 270hp / 1,223 N.m (governed at 1,900rpm) 14-liter NTE350 (335) 315hp / 1,342 N.m (governed at 1,900rpm) 14-liter NTE370 345hp / 1,342 N.m (governed at 1,900rpm) An air-operated butterfly-type exhaust brake was available, actuated by a floor-mounted foot button. The standard transmission was Eaton’s popular RT-9509C nine-speed direct, with the RTO-9513 thirteen-speed overdrive available as an option. For front axle options, Ford chose to utilize its own proprietary 6,500kg (14,330lb) and 7,500kg (16,535lb) units then in production for the heaviest versions of the smaller D-Series. Unusual for European trucks of the period, the Transcontinental’s front and rear hubs were oil lubricated rather than grease, for longer component life. Driveshafts with glide-coated splines were supplied by Spicer. Full floating 10-ton (22,046lb) Rockwell R170 and 11.5-ton (25,353lb) R180 rear drive axles, with air-actuated inter-wheel differential locks, were the popular choices in 4x2 tractor applications. For heavier requirements, Rockwell’s 13 ton (28,660lb) U180 rear drive axle was available. These single-reduction units were promoted to be more efficient than the double-reduction and planetary hub reduction axles featured in competing brand trucks. On 6x4 models, Rockwell 20-ton (44,092lb) SSHD tandem drive axles were chosen, and fitted with both driver-controlled inter-axle and inter-wheel differential locks. Supplementing the Behr-supplied thermostatically-controlled viscous fan clutch, air-operated automatic radiator shutters were an available factory option helpful to customers in northern climates. “Long Haul Cab” Option package Targeted at Western European and UK operators with long-distance routes to the Middle East, Africa and Western Asia, the 32-item post-production ‘Long Haul Cab” SVO option included four packages: Climatic Package – To combat the extreme temperatures encountered in hauling to/from the Middle East. Roof-mounted severe-service air conditioner Double-skinned roof to reduce the effects of the desert sun Tinted impact-resistant exterior sun visor Additional cab insulation Tinted and laminated windshield Tinted door windows Deleted side and rear bunk windows Long Haul Package – Features required to meet the rigors of long distance haulage. Two burner gas stove (gas bottle located behind passenger seat) Wash basin 22-liter (0.78 cu.ft.) thermostatically-controlled refrigerator Cloths Locker (wardrobe) Tinted and laminated windshield Tinted door windows Heavy-duty suspension Additional Storage Package – Enables drivers to operate for long periods fully self-contained. Under-bunk (lower) storage area Folding table with additional food storage container 10 liter (2.64 gallon) in-cab drinking water reservoir Three 20-liter (15.85 gallon total) drinking water containers in chassis-mounted and lockable carrier Door pocket racks Tape cassette holder Vacuum flask holder Security Package – Provides protection and warning against theft, vandalism and accidental damage. Lockable fuel tank cap, cab tilt mechanism and fifth wheel coupling release Fire extinguisher Front headlamp and rear tail lamp guards Horn-actuating intruder door opening warning system Interior door locks The passenger side dashboard lifted up to access the cab’s two burner gas stove and wash basin. A 22-litre refrigerator, centrally located between the seats with vibration-insulating floor mounts, could be operated engine-off for 12 hours. A generously sized fold-away table was centrally located between the driver and passenger for ease of use. A 10 liter (2.64 gallon) drinking water reservoir supplying the in-cab wash basin was supplemented by three plastic 20-liter drinking water containers (jerry cans) carried in an external and lockable rack. An example of the Transcontinental’s superb chassis packaging, an oversize toolbox was efficiently mounted underneath the water container rack, this all behind the battery box on the left frame rail. Like all Transcontinental models, a two-bed sleeping arrangement was available. The sleeping area side and rear windows could be substituted with blanking panels that featured internal shelving, adding greatly to the Transcontinental’s in-cab storage space. Up to ten padlocks were provided for the battery box cover, external drinking water container rack, toolbox door and rear-stowed wheel chocks. A fuel efficient 14-litre Cummins NTC355 rated at 340 horsepower was standard equipment, paired with a 13-speed Eaton-Fuller transmission and Rockwell drive axle(s), and a 600 liter (158.5 gallon) fuel tank suitable for long-distance transport. Related reading - http://www.bigmacktrucks.com/index.php?/topic/40235-ford-truck-targets-middle-east-bound-long-distance-fleets/?hl=transcontinental Transcontinental Mk 2 Never becoming complacent, Ford Motor Company was constantly improving the Transcontinental while simultaneously developing the second generation Mk 2 version, so as to provide operators with the most competitive heavy truck on the market. Unlike the Mk 1 which had a hybrid 12/24 volt electrical system, the Mk 2 was entirely 24 volts. Popular with customers, the Transcontinental’s convenient circuit breaker system with five reset buttons (each controlling four circuits) was retained. With the introduction of the Mk 2, Ford began acid priming the chassis to achieve better paint adhesion for a more durable finish. The front fascia received an impressive new update. The Ford lettering was cancelled from the upper front panel, and replaced with the new Ford “blue oval” mounted on the lower grille. The Mk 2 adopted the new Ford corporate face worn by the company’s entire product line-up in Europe. The lower corner panels, grille and its rear-mounted bug screen received a matte black finish giving the Mk 2 an altogether new and extremely attractive appearance. The lower cab panels and bumper, which had always been painted white on the Mk 1, were now painted to match the upper cab color on the Mk 2. The graphics on the brushed aluminum-like trim strip that ran around the cab’s beltline (which notes the cab interior floor level) received new “Transcontinental” and model number script on the doors. Focused on life-cycle cost, most Transcontinental operators felt the truck’s slightly higher weight due to the Louisville chassis’ robust construction and the NTC’s fuel consumption were more than offset by the Transcontinental’s high levels of productivity and profitability owing to greater uptime, shorter trip times and extended service intervals. In the Transcontinental Mk2, Ford successfully addressed both of these concerns. Reduced Weight Since the inception of the Mk 1, the Transcontinental was unfairly accused by UK operators of being heavy, when in fact their problem was the UK’s backwards 32 ton GCW truck weight law. A minimum of 38 tons was commonly allowed on the continent at 18 meters lengths. As a heavy truck designed for the global market and not just the UK, the Transcontinental was appropriately designed for long life while running long-distance across Europe, the Middle East, Africa and Western Asia averaging 42 metric tons (92,594 lb) gross combination weight. Ford made no mistake here. The Transcontinental fit in perfectly with Finland’s 42 ton allowance at 20 meters. And in Sweden, the truck’s 42 ton GCW actually fell way short where 52 tons was allowed on a six-axle 25-meter-long tractor-trailer. However, while the heavy spec was appropriate for the continent, it was viewed as a negative in the UK where ordinary tractor-trailers (artics) were at that time limited to 32 metric tons (70,548lb)*. UK truck journalist unfairly called the Transcontinental “Overweight, overheight and over here,” even though it was designed perfectly for the continental weight laws. * Allowed artic GCW in the UK increased to 38 metric tons (83,776lb) in 1983, and 40 metric tons (88,185lb) in 1999, bringing the UK in line with European Commission weight allowances on the mainland. To reduce curb weight, the Mk 2 saw changes to the suspension and steering arrangements, bringing it in line with the competition’s average curb weight of 7 to 7.3 metric tons (15,432 to 16,094lb). The front anti-way bar was deleted from all but the lightest H3424 rigid chassis, while the rear anti-roll bar was reduced in diameter to 36mm. Rear spring length was reduced by 240mm. The Mk 1’s Burman-supplied driver’s side steering gear and passenger side slave cylinder power steering arrangement was replaced by a lighter integral power steering gear from TRW’s UK subsidiary Cam Gears (Ford had originally chosen the Burman steering arrangement with the thought process that its lower hydraulic operating pressure would add to durability). The bulky and heavy Farr* “Unipamic” box-type air cleaner was replaced with a canister unit mounted under the right front corner of the cab behind the bumper (like today’s standard Scania mounting configuration). Many other components including starter motor were replaced with lighter weight designs. * Parker Hannifin acquired Camfil Farr’s engine filtration business in 2002, adding it to its filtration group which includes Racor, purchased in 1985. Enhanced Fuel Efficiency Though the small cam Cummins NTC engine’s PT (Pressure Time) fuel injection system was legendary for its reliability, it was surpassed over time in fuel efficiency by some of the competition. To improve fuel efficiency, Ford introduced the dramatically enhanced Cummins NTE powered Mk 2 in October 1978. European and American Cummins engineers worked together to develop the Big Cam “Formula E” series. In addition to the 12mm increase in camshaft size to 63mm, fuel injection pressures were increased 15 percent to 965 bar (14,000 psi). In addition, a new branched exhaust manifold design was introduced to optimize the pulse energy of the expelled gases and compliment the new Holset* HC3 turbocharger. Back on the subject of weight, the NTEs were up to 79 pounds (36kg) lighter than the old NTCs. * Cummins acquired the UK-based Holset Engineering Company in 1973. Strong German Sales To no surprise, the Ford Transcontinental won strong acceptance in Germany where customers held the brand in high regard. Ford began selling trucks in Germany from 1932 with the launch of the 1.75 and 2.5 ton model BB. The 3.0 ton model V8-51 was introduced in 1937 followed by numerous 3.0 to 3.5 ton military spec models and Maultier halftracks during the war. Civilian truck production began again in 1945 with the 10,000th truck rolling off the Cologne line in 1948. Ford of Britain introduced the versatile medium and medium-heavy Ford D-Series in 1965, later replaced by the Ford Cargo in 1981. Following the merger of Ford-Werke and Ford of Britain in 1967 creating Ford of Europe, the German unit introduced the N-Series in 1973. Related reading - http://www.bigmacktrucks.com/index.php?/topic/30364-when-ford-roamed-the-world-the-d-and-n-series/ Summary Ford’s legendary Transcontinental was one of history’s nearly great trucks. It did nearly everything right, and enthused nearly enough people to make it a profitable business decision for Ford. Perhaps because of the early Mk 1’s perceived shortcomings in the eyes of UK operators, they never came back to realize how superb the later Mk 2s were. But certainly, if the truck buying decisions had been left entirely up to the drivers, the Ford Transcontinental would have been a roaring success. A magnificent truck to operate, drivers enjoyed the cab’s high seating position, unrivalled visibility, high-level interior trim level and Eaton-Fuller transmissions. The Mk 2 saw its curb weight reduced to around 7,000 kg to satisfy its UK customers, and fuel efficiency rose to impressive levels with the arrival of the Cummins Formula E. After Ford car production (Escort and Taunus) at Amsterdam ceased in 1978, Ford’s plant was underutilized with only Ford Transcontinental Mk 2 heavy truck and Dutch market Transit production still taking place. In November 1981, Ford announced that it was shutting down its plant in Amsterdam. One month later, Ford announced its plans to have the Paccar*-owned Foden plant in Sandbach, Cheshire (UK) assemble their global market Transcontinental heavy truck range under contract, which it did in 1982 and 1983. * Paccar purchased UK-based truckmaker Foden in 1980. In June 1983, Ford Motor Company announced that it would end production of its legendary Transcontinental (and 3.5 to 7.0 ton A-Series light truck). The company statement read: “Transcontinental sales have never proved rewarding for Ford, and concentration on the Cargo reflects its better performance as a volume seller of mass-produced commercials.” Production at Foden was wrapped up ahead of Christmas in 1983, with the last Transcontinental completed in January 1984. Total production of Transcontinental Mk 1s and Mk 2s reached almost 9,000 units, considerably less than the 580 truck-per-month prediction Ford had spoken of in 1975. If the UK had raised the allowed gross to 38 tons earlier rather then senselessly delaying until November 1983, just months after Transcontinental production was ended, that would have been a compelling argument for Ford to keep the Transcontinental in production and evolve the series forward. There’s no doubt in my mind that Ford believed from the beginning of the Transcontinental’s development that the UK would raise the gross to 38 tons soon after the launch, putting the country on par with the continent. In fact, as early as 1970, representatives of the UK’s truck industry were demanding that the Department of Transport raise the gross to 44 tons. But the biggest reason that the Transcontinental failed is because Ford Motor Company did not ensure that its European business unit establish the mature heavy truck dealer network required for success in the long-distance heavy segment. The global market customers who operated the Transcontinental were thrilled with the truck’s performance, reliability, operating economy, high levels of driver comfort. However, they were certainly unsatisfied with the after-sales support network. The Ford Transcontinental was a superbly designed and built heavy truck incorporating proven quality components from the world’s leading suppliers. As appealing as the Transcontinental was to operators and drivers alike, it didn’t deserve such a short life. But without a comprehensive heavy truck dealer network from the UK to the Middle East to provide the same level of support as the competition, Ford could not succeed. Ford had the dealers, but many did not have heavy truck facilities, technicians and spare parts. For a vehicle manufacturer in business for over seven decades, it was an expensive and incompetent mistake. But Ford did find huge sales success in the light and medium truck segment with the Transit, Cargo, A, D and N Series. Reflection Legendary Ford commercial truck public relation representative Gibb Grace concluded, "Ford's planners introduced a product in 1975 that wasn't needed in law until 10 years later on the Continent and 34 years later in the UK. So their hunch was right — but their timing was iffy!" Another interesting Trancontinental fact involving Grace. When the Transcontinental was first launched, the cab suspension quickly developed a reputation for being on soft. But in fact, it was all about people encountering a fully suspended cab for the first time. In a few years, everyone felt the suspension was perfect. What changed? Twenty-eight years later, Grace revealed an astonishing secret: "Over the eight years I dealt with Transconti, journalists revisiting it, they would nearly always ask what had we done to improve the 09 suspension; implying that it was better than they expected, or better than they remembered. It was a loaded question as I could have easily said 'this or that fix' had been made and got a favorable report. In fact, the answer was always 'nothing' , simply because the design remained unchanged for the life of the vehicle!" Trivia In November 1966, the Arab Israeli Boycott Bureau banned the Ford Motor Company from doing business in Arab countries, in response to the automaker’s dealings with Israel. One Ford Transcontinental was thrown into a Middle East harbor. As a result, Transcontinental operators removed the Ford lettering and listed them on customs declaration forms as Cummins, Cummins Berliet or Transcontinental brand trucks instead. Notes Ford wasn’t the only US automaker in Europe’s truck market. General Motor’s Bedford* subsidiary was promoting its new-for-1974 TM Series heavy truck range in the UK. (http://img.favcars.com/bedford/tm/bedford_tm_1974_images_1.jpg). Most customers ordered Cummins power though GM tried its best to promote the 6V-71, 6V-92 and 8V-92. GM bought UK carmaker Vauxhall in 1925, and created Bedford in 1930 as a commercial vehicle building subsidiary. After producing light, medium and heavy trucks for over 50 years, the unwillingness of then Prime Minister Margaret Thatcher to allow GM to take over Leyland Trucks and Land Rover resulting in GM ending Bedford commercial vehicle production in 1986 (http://www.nytimes.com/1986/03/24/business/gm-talks-on-bl-broken-off.html). Ironically, Bedford was GM’s most profitable business unit for years with substantial global sales of its KM, TK, TL and TM truck ranges. Also noteworthy, Prime Minister Tony Blair allowed Paccar to acquire Leyland Trucks in 1998, who blended it into DAF which it had bought in 1996. Related reading - http://www.bigmacktrucks.com/index.php?/topic/30332-when-ford-roamed-the-world-the-transcontinental/ http://www.bigmacktrucks.com/index.php?/topic/40235-ford-truck-targets-middle-east-bound-long-distance-fleets/?hl=transcontinental Ford Transcontinental Galleries: http://www.trucknetuk.com/phpBB/viewtopic.php?f=35&t=28284 http://www.johnbaggaley.co.uk/?p=711 Ford Transcontinental threads: http://www.trucknetuk.com/phpBB/viewtopic.php?f=35&t=121483

Volvo is no longer supplying P2 main bearings for the E9 ??? For a second opinion, did you give the good folks at Watts Mack a call?

Newborn baby abandoned in South Los Angeles ABC News / August 4, 2015 A newborn baby, with his umbilical cord still attached, was found in a stroller near a church in South Los Angeles Tuesday afternoon, police said. Alex Diaz spotted the stroller near Vermont Avenue and Dana Street at about 10:30 p.m. Monday, but thought it was empty and had been discarded. While on a walk with his two young boys at about 12:30 p.m. Tuesday, Diaz took a closer look, saw the baby and notified police. "When I got up close to the stroller and the blanket was clean, it was just like, 'Oh, I hope nobody did this, I hope I'm not about to find a baby in here,' and sure enough that's what happened," Diaz said. "It was burning hot. He was sweating. His pajamas were soaked in sweat. It was horrible. I don't know how somebody can do something like that, not even animals do that." The boy, who is believed to be a day-old, was transported by paramedics to a local hospital in good condition. Detectives were searching for witnesses and hoping to collect surveillance footage from nearby businesses. The newborn had been abandoned across the street from St. Agnes Catholic Church. "That's what saddens me about the whole situation that the child was left across the street under a mattress in a stroller, and they could've easily just rang the doorbell and left the child there," Father David Matz said. LAPD Officer Drake Madison noted that under the county's "Safe Surrender" law, which was initiated in 2001, a parent or guardian is allowed to surrender an infant that is no more than three days old, without repercussions, as long as the baby shows no sign of abuse.

Owner/Driver / August 4, 2015 Relics, classics and vintage trucks took over the Wauchope Showground for the annual Yesteryear Truck and Machinery Show. With an impressive line-up including old Dodge, Mercedes-Benz, International and Diamond Reo trucks, plus newer models such as a 2014 25th anniversary Freightliner Coronado, the Yesteryear Truck and Machinery Show at Wauchope was always going to be a winner. Among the other attractions on the weekend of July 11 and 12 were B-model Macks, 1960 Ford F600s, a 1972 Acco, a 1968 Bedford, Austins from the 1950s, some vintage Whites and an ex-Army Mack NR9. Market stalls, food and drink outlets, and live music from Port Macquarie band Tools Of The Trade added to the festive atmosphere. Kirby Maxwell organises the truck side of the event and had three of this own trucks on display — a Commer, a Sterling and his well-travelled 1970 Oshkosh. "It’s getting bigger and better than ever," Kirby says of the show. "There’s some beautiful machinery, and they’ve come from Queensland, they’ve come up from down the south coast, and they’ve come from Gulgong out in the Riverina." Trucks also arrived from Penrith, and there was good Hunter Valley representation. The star of the show was a 1943 NR10 Mack, recently brought back to running order by Richard Hollis of the Yesteryear Truck and Machinery Club. "The motor wasn’t going, the injector pump needed a rebuild, and the water pump and radiator. I put 10 brake boosters on, used 72 air fittings on the brake systems, and she’s running pretty good," he says. He also repaired the mudguards, and straightened the bonnet, receiving help from locals who supplied parts, including lights, for the truck. Not quite as old as the 1943 Mack NR10 but more striking was Robert Hall’s 1964 Mack B61. Robert bought the B model Mack around five years ago, taking two years and around $130,000 to restore it to its former glory. Brian Riley was another to arrive with two Macks, although he also brought along a 1968 Bedford. Brian’s company, B C Riley Haulage, is based at Yarraville, just outside of Kempsey. Although he runs interstate, buying and restoring trucks has become equally as important to him. Along with his grandfather, Brian began restoring the 6354 Perkins-powered Bedford in the 1990s. "I took over the restoration, and you see it today in its former glory," he says. The second oldest truck among the three was a 1980 Mk1 Super-Liner day cab, which Brian bought in 2010 and finished restoring it in January last year. "I ran it full-time interstate," he explains. "It’s got a big cam 3400, 18-speed Eaton, with a 44 back end, road train rated to 120-tonne." Running long-haul in day cab would ring the alarm bells in today’s trucking environment, but not so with Brian. "It’s called ‘go and buy a swag and start off’," he laughs. Photo Gallery - http://www.ownerdriver.com.au/industry-news/1508/trucks-from-yesteryear-on-show-at-wauchope/

Overdrive / August 4, 2015 Minnesota-based Anderson Trucking Service’s state-of-the-art TK360 trailer, built by Trail King, is designed for loads ranging from 200,000 lbs. up to 360,000 lbs. When fully expanded to more than 210 feet in length, it will span two lanes of a roadway and allow the specialized-hauling fleet to meet bridge and engineering standards for a greatly increased permitted vehicle capacity. The TK360 trailer has multiple deck lengths and axles designed to expand from 14 feet wide out to 20 feet wide. The trailer was ordered in February 2015 after many months of fact-finding and engineering. Brent Anderson, COO at ATS, noted the unit “will take the ATS Heavy Haul capacity to the next level. Hauling loads up to 360,000 pounds means that we will be permitting this equipment for up to 700,000 pounds.” The trailer “will be equipped with a perimeter deck,” he added, “designed to greatly reduce loaded height. The deck will extend up to 72 feet long and be capable of widths between 14’6″ to 20’6″ wide.” All dual lane loads will require up front planning and engineering that is not typical to normal oversize/overweight transport. Loads the trailer will haul are expected to require travel with a team of at least 6 people, including a supervisor, escorts and two drivers — one pulling truck in front and one for the push truck behind. ATS CEO Rollie Anderson noted introduction of this “new flagship” of the fleet coincided with the company’s 60-year anniversary. .

Commercial Carrier Journal (CCJ) / August 4, 2015 The next generation of heavy-duty diesel engine design is driven by the U.S. Environmental Protection Agency’s greenhouse gas emissions regulations that limit the amount of carbon dioxide and other exhaust gases that the agency feels contribute to global warming. The focus of the new regulations is not on mitigating climate change, but rather on fuel economy. Industry experts say it makes sense to view the GHG regulations as a stealth move leading to the first fuel economy standards for heavy-duty and vocational diesel engines. One possible approach to greater diesel engine efficiency is the use of waste heat recovery systems, a technology mentioned in EPA’s published GHG 2017 guidelines that outline credit programs for manufacturers. Among those credits is one “intended to promote implementation of advanced technologies such as hybrid powertrains, engines with Rankin cycle waste heat recovery systems, and electric or fuel cell vehicles.” But what is a waste heat recovery system? How does it work? Is it viable for diesel truck engines? A promising boost Today’s diesel engines have a heat efficiency rating of about 44 percent – meaning that nearly half of the energy potential present in a gallon of fuel ends up in the flywheel as available power after the combustion process. The rest of that potential energy – the other roughly 56 percent – is lost. “It comes out the combustion process as vaporized water and exhaust heat, although a certain balance goes into the cooling system to keep engine temperatures in check,” says Tony Greszler, vice president of government and industry relations for the Volvo Group. The concept of waste heat recovery dates to the beginning of the Machine Age when steam engine designers realized the inefficiency of their creations. Steam engines work by heating water to create high-pressure steam that is pushed through a cylinder to create power. “The concept is older than the diesel engine,” Greszler says. “But the concept of applying it to a diesel, essentially as a secondary engine cycle, is what’s new.” Cummins has been at the forefront in developing waste heat recovery systems and has shown them to be a viable technology in laboratory demonstrations and truck installations, including the Cummins-led SuperTruck program funded by the U.S. Department of Energy. Satish Chandra, the company’s director of advanced systems integration, says the SuperTruck – equipped with Cummins’ prototype waste heat recovery system and in 24-hour head-to-head testing against a 2009 baseline truck – demonstrated a 75 percent increase in fuel economy, a 43 percent reduction in GHG emissions and an 86 percent gain in freight efficiency. “In Cummins’ experience, the technology is very attractive and viable when fully integrated in the vehicle system to boost fuel economy and support other energy needs such as driver comfort,” Chandra says. Stede Granger, OEM technical manager for Shell Lubricants, says a waste heat recovery system and a hybrid drive system work in a similar fashion. When a hybrid vehicle’s brakes are applied, kinetic energy is captured by the onboard electrical motors. When the vehicle starts moving again, the electric motors use the captured energy for acceleration. “That’s a highly efficient design, assuming you can design an economic and compact system to capture and reuse that energy,” Granger says. In most proposed waste heat recovery systems, the boilers are either the exhaust system or the exhaust gas recirculation system. If the waste heat recovery system is in the exhaust stream, it has to be behind the selective catalytic reduction system to work correctly. “At that point, you have to connect the heat exchangers to some sort of expansion device,” Granger says – a turbine, a piston or any number of machines that can take pressurized gas and convert it to usable power. Once that process is complete, that power can be harnessed and sent to an electric generator to either run vehicle accessories or for gearing to convert it to mechanical power. Over the last 20 years, waste heat recovery increasingly has been used in stationary applications such as power plants to boost efficiency and reduce greenhouse gas effects. Only recently has the technology been demonstrated in laboratory environments as a viable means to improve fuel economy in heavy trucks. The Peterbilt-Cummins SuperTruck team integrated a waste heat recovery system in two demonstration vehicles as part of its 50 percent efficient engine package. “Waste heat recovery was a key contributor to the program results that achieved a peak 75 percent improvement in fuel economy over a baseline 2009 production truck,” says Ken Damon, manager of Peterbilt Motors’ vehicle performance group. For vehicle applications, this approach has been investigated in laboratories for decades, and recent research and development has enabled implementation of functional prototypes on line-haul heavy trucks, says Mark Groeneweg, director of Daimler Trucks powertrain engineering for the company’s NAFTA region. “Technology demonstrations facilitated by the U.S. Department of Energy SuperTruck program are a successful example of that,” Groeneweg says. “It is a promising technology to boost commercial vehicle fuel economy.” One size won’t fit all Despite the promise that waste heat recovery technology holds, there are significant barriers to implementing it in trucking applications. “Kenworth and Paccar are constantly evaluating new technologies that provide benefit to customers,” says Kevin Baney, Kenworth chief engineer. “As engines continue to gain efficiency through measures such as downspeeding, reduced friction and parasitics, we also recognize the potential of waste heat recovery systems.” But that potential, according to Baney, depends heavily on the engine’s duty cycle, and such systems also add cost, complexity and weight to the vehicle. “When customers evaluate fuel-efficient features, they typically expect a payback of no more than two to three years that considers additional maintenance and upfront acquisition costs,” he says. “At present, we do not see an economically-based application for waste heat recovery in our vehicles, but we will continue to evaluate its viability.” Greszler says waste heat recovery systems theoretically could provide fleets with up to a 4 percent boost in fuel economy – assuming they operate in the right applications. It’s more likely a vehicle would net only an overall increase of 2 percent because of lost aerodynamic efficiency, he says. “These are sizeable systems, and packaging will be problematic.” The systems also present lag-time issues, Greszler says. Because it takes time for a waste heat recovery system to get fluids up to temperature, fleets running in mountains or hills won’t be able to access the additional power when they need it most – during the uphill portion of a climb. “It’s technology that will work best hauling heavy loads in flat terrain,” he says. Weight also is an issue. “Our current estimates range from an additional 300 to 500 pounds,” Greszler says. “Maintenance demands will increase because it’s an entirely new system on the vehicle with lots of high-pressure plumbing and special lubrication demands.” While Volvo thinks waste heat recovery technology potentially could be a useful option for some fleets, Greszler says the company also is concerned that it will be mandated by EPA as part of a future emissions or fuel economy regulation. “We don’t see it as a one-size-fits-all solution for fleets concerned about fuel economy,” he says. However, Chandra says potential weight gains will be offset by reductions in the powertrain and elsewhere on future truck designs. For example, radiators potentially could be designed smaller due to lesser heat loads because the waste heat condenser would handle some of the cooling demands. “If waste heat from EGR is used for waste heat recovery, the EGR cooler will be a new design,” Chandra says. “Other components are not likely to be affected. That’s why this is a technology that Cummins is still developing, testing and validating in applications, including our work on the SuperTruck program.” The technology’s commercial viability will drive its future timing for production implementation, Chandra says. “There are also a number of optimization opportunities in aerodynamics and drivetrains that will provide fuel economy gains.” Chandra says Cummins expects to deploy waste heat recovery technology in some fashion by 2020 or so, with some customers getting field test units in 2017 or 2018. “A version is being used in today’s Formula One racecars, where they add it to the standard V6 and call the package a hybrid,” Chandra says. “It recovers exhaust heat and turns it back into energy.” Much engineering work remains for waste heat recovery technology to yield a positive business case, which involves the system’s cost, its fuel savings potential and fuel cost itself, Groeneweg says. More development is required to reduce cost, improve over-the-road performance and manage the complexities related to numerous vehicle integration tradeoffs, including weight, packaging, radiator sizes and aerodynamic penalties. “The reliability and durability of this relatively complex system needs to be ensured before the product is ready for real-world commercial use,” he says. “That’s why current waste heat recovery systems are only on research and development prototype demonstrators.” .

Heavy Duty Trucking / August 4, 2015 The truck driver involved in a June 25 nine-vehicle crash on I-75 near Chattanooga, Tenn., that killed six people, has been charged with six counts of vehicular homicide, among other charges. The move comes shortly after the National Transportation Safety Board released its preliminary report into the crash, which found mechanical breakdowns, another minor crash on the trip, and major hours of service violations. A lawsuit has also been filed against the driver and the carrier. In addition to the vehicular homicide charges, Benjamin Scott Brewer, 39, was also charged with four counts of reckless aggravated assault; one count of driving under the influence of narcotics; one count of speeding (77 mph in a 55-mph zone), and one false report of duty status, according to the Chattanooga Times Free Press. On the evening of June 25, eight vehicles were stopped on I-75 northbound because of construction when Brewer's tractor-trailer plowed into them from behind. Six people, two of them children, were killed, and others were injured. The NTSB usually sends five investigators to crash sites, but sent 11 to Chattanooga due to the scope of this incident, according to the paper. In its preliminary report, the board found that Brewer began his trip on Monday, June 22, reporting for duty in London, Ky. He was supposed to pick up a load in Kentucky and deliver it to Florida. When he picked up the load, however, he found the truck's air compressor couldn't build up enough air to properly operate the brake system. After he got that fixed, the truck had problems with the fuel delivery system so it went back to the shop. After that was repaired, no more mechanical issues were reported in route to Florida, but after being on duty for about 45 hours, he sideswiped another vehicle in Wildwood, Fla. There were not injuries, but he was cited with reckless driving for causing the crash, and the damage to the truck resulted in another delay for repairs. The driver arrived at his final destination in Florida on Wednesday, June 24 – after being on duty for about 50 consecutive hours – and logged himself off duty at 4:30 p.m. Twelve hours later he was on the road for his return trip to London, Kentucky, and at 7:10 p.m. was involved in the fatal crash – over his 14-hour daily on duty limit. Other aspects of the investigation are ongoing, including a review of electronic control modules, security video from local businesses near the crash, cell phone records, motor carrier operations, and toxicology testing. Two weeks ago, the Federal Motor Carrier Safety Administration declared Brewer an imminent hazard to public safety and ordered him off the road. That order noted that although Brewer reported being off duty June 15-25, the vehicle tracking system used by his employer, along with other records, showed he had been on-duty and driving on June 22, 23, and 24. It was also found that Brewer omitted a past citation and crash from his employment application, which required him to list all accidents and convictions occurring in the past three years. On May 25, Brewer also tested positive for controlled substances following a court-ordered controlled substances test. A crash survivor has filed a $10 million lawsuit against both Brewer and the carrier that owned the truck, Cool Runnings Express Inc., and the company's owners, Billy Sizemore and Cretty Sizemore, according to published reports. It apparently was Brewer's first run for the company. According to the Times Free Press, Cool Runnings Express operates six trucks and employs nine drivers, hauling refrigerated freight. During the last 24 months, the paper notes, the company's trucks failed three of eight vehicle inspections and two of 14 driver inspections. On three occasions since 2013, trucks were put out of service during roadside inspection issues because of brake problems. In addition, the paper reports two instances of out of service violations for hours of service in 2014.

Forbes / August 3, 2015 In the U.S., over 70 percent of all freight movement is hauled by trucks of various types and sizes. Needless to say, any improvements in freight efficiencies will have a cascading positive impact on all corners of the world’s largest and most dynamic economy. The last time the U.S. transportation and logistics industry experienced revolutionary changes was in the 1990s, when IT induced remarkable efficiency gains. We are now at the cusp of a similar revolutionary transition in the trucking industry with Uber for truck-type apps entering the market, but this time the competition will be high and the solutions a lot more fragmented. Picture this: a bearings maker in San Francisco needs to urgently ship 20 boxes of bearings to an elevator manufacturer in Seattle. An “Uber”-type app for freight transportation can now connect the shipper to a truck that is scheduled to leave the shipper’s area for Seattle. The driver is happy, as she/he can now get more payload to carry (which otherwise could not have been located on an on-the-fly, ad-hoc basis), gain revenues, and reduce empty miles. The shipper is happy because he/she can ship freight on an ad-hoc, on-demand basis. The app provider is happy as it has created a new business opportunity in the market helping efficiently connect demand to supply, and finally other motorists and the environment are both happy as we reduced empty miles (hence congestion) and also emissions. Moreover, shippers are billed immediately and carriers are paid immediately, and the transaction is executed in a swift and seamless manner with the app provider benefiting from each transaction. Each year, on average, 20 billion empty miles are incurred by trucks, which cost the economy billions of dollars in fuel, congestion, environmental damage, and lost man hours. A recent study by Frost & Sullivan forecasts that by 2025, $26.4 billion of all truck freight movement revenues will be enabled by mobile freight brokering. Smartphone/mobile device-based freight brokers are attempting to rise above traditional brokerage firms by offering higher asset utilization and expedited revenue allocation to carriers; peer-reviewed and rated carriers; and an expedited on-demand, ad-hoc demand response service to shippers. Start-ups such as Cargomatic and Transfix from California and New York, respectively, are targeting a host of market sectors such as long-haul, regional, and local trucking, and carrier types such as for-hire and private fleets. The growth potential of this industry is promising, and that has attracted an array of investors, ranging from truck makers (e.g., Volvo) to logistics behemoths (e.g., UPS). The North American trucking industry is facing an acute driver shortage, which by some estimates stands at a deficit of 400,000 drivers. An even more disturbing trend is the record-low levels of young drivers (21-25 year olds) in the overall driver population mix. These challenges can deal a serious blow to our economic growth if not addressed immediately. Smartphone-based freight brokering, among many other innovations, can help reduce the severity of this shortage; when coupled with autonomous driving, truck connectivity and infotainment, and cabin comfort and convenience-focused enhancements brought by truck makers, it can also attract younger drivers. Thanks to several innovative technologies that are being developed today, soon a truck will be driven autonomously for extended periods of time, offering a safe driving environment on highways and enabling the driver to use his/her smartphone/mobile device to get connected to the world outside and vice versa. This will also help the driver locate nearby freight and carry it to its destination if the truck is also headed there. These productivity gains and freight efficiency gains will benefit both the driver and the fleet he/she represents. This will also reduce empty miles, congestion, and emission footprint of commercial vehicles. At the heart of this change will be mobile devices like smartphones that will enable people to connect freight to trucks, with spare freight-carrying capacity on an on-demand, ad-hoc, networked manner. There will be concerns, just like there are concerns surrounding Uber in terms of track record of the fleet, driver, equipment that represents carrier capabilities, and type/nature of freight, etc., that will present initial hurdles and psychological inertia, but with extensive vetting, reviewing and checking mechanisms, companies offering mobile freight brokering services can present trucks that can deliver the highest uptime, fleets that present the highest trust and confidence ratings, drivers that drive safely and reliably, and a service that is fast, effective, safe, and efficient. However, the one thing that will be different this time will be that competition will come from several quarters. A Light Commercial vehicle manufacturer in India told me last month how they were developing a similar solution for their light trucks in India, as they wanted to increase the earnings capability of their independent trucks drivers to take more jobs on the fly. Similarly, I have seen and heard of solutions from entrepreneurs, in addition to leasing, telematics services providers and even telecom operators. It will be fun as I don’t see one “Uber” being the market leader in the trucking industry.

Texas father impregnates underage daughter and sexually abuses other children 10 years Houston News / August 4, 2015 A North Texas man has been sentenced to life in prison without possibility of parole after being found guilty of sexually abusing several children and impregnating his underage daughter. Danny Richard Minor, 40, of The Colony, was convicted Thursday on five counts of child sex abuse. Prosecutors said that, from 2002 to 2009 while living in Plano, north of Dallas, Minor molested two of his own children as well as an unrelated child. [six years ago], one of the victims came forward about the abuse in 2009, however the investigation was stalled due to 'conflicting statements', according to the Collin County District Attorney's Office. Minor then left Plano and moved 20 miles west to The Colony. However the abuse continued at the new home. Then, in June 2014, a second child came forward. The statement given by the child matched up with the information given by the first child in 2009. Minor was arrested and a search warrant was obtained for his DNA. 'A paternity test confirmed that Minor is the biological father of his daughter's child,' Collin County District Attorney’s Office spokesman Bill Dobiyanski said. On Thursday he was found guilty of three counts of Continuous Sexual Abuse of a Young Child and two counts of Aggravated Sexual Assault of a Child. The continuous sexual abuse charged involve children under 14 years of age On Friday, the jury sentenced Minor to life confinement without the possibility of parole on each count of continuous sexual abuse of a young child and life confinement on each count of aggravated sexual assault of a child.

Mother beats 3-year-old daughter to death Detroit News / August 4, 2015 A young girl was found dead outside her home on Monday morning. Jettie Ray Adams, 3, of Trafford, Alabama, died as a result of severe internal injuries and was found in a pool of her own vomit when medical personnel arrived on the scene. Her death has now been ruled a homicide, and the girl's mother, Misty Lynn Wright, and her mother's boyfriend, Johnathon Wayne Talley, have been arrested on charges of aggravated child abuse with severe injuries. Those charges are expected to soon be upgraded to capital murder. Behind bars: Jettie's mother Misty Lynn Wright (left) and her mother's boyfriend Johnathon Wayne Talley (right) have been arrested and charged with child abuse. She was rushed to to Children's Hospital where she was pronounced dead. Chief Deputy Randy Christian says that after examination it was determined that the young girl's injuries were the result of repeated blows to her abdomen, chest and head. 'When the person that is trusted with protecting a child turns out to be the abuser of them, it is as sickening and as bad as it gets,' said Christian. 'That is what we have in this case. A special kind of sick, a special kind of evil.' Talley has been arrested for possession of both methamphetamine and cocaine over the past 10 years, as well as public intoxication, resisting arrest, theft and trespassing to name just a few. His cocaine and theft arrest in 2004 landed him in prison for 10 years, though it is not certain how much of that sentence he actually served. Investigators are calling Jette's death one of the worst they have ever seen. 'I really don't know how someone is capable of abusing a fragile and innocent child in any manner, but to continue to the point of injury and death is beyond anyone's comprehension,'' said Christian. 'Those responsible have been identified and arrested and our job now is to ensure they will not see the light of day again and they will never harm another child.' He then added; God' bless, love and hug this poor little girl. She was never given a chance to learn that her life was not supposed to be this way, that it wasn't her fault, that this isn't how children are supposed to grow up. 'It gives a little more meaning to say she is in a much better place now.' .

Man murders his 10-year-old son, tosses into river Associated Press / August 3, 2015 A Minnesota man admitted Monday that he killed his 10-year-old son, saying he beat the boy in a fit of rage, then wrapped the child with duct tape and threw him in a river because he feared he'd get in trouble. Pierre Collins, who made public pleas for help after his son went missing in March, detailed the attack after pleading guilty to second-degree intentional murder. He was immediately sentenced to 40 years in prison, the maximum allowed. Their son, Barway, was last seen alive March 18. Surveillance video on that day showed the boy bouncing out of a van as he got dropped off at school, saying: "There's my dad." Collins long insisted he had nothing to do with his son's disappearance, and hundreds of volunteers helped authorities search for Barway for weeks. The child’s body was found in the Mississippi River by volunteers on April 11, and Collins was arrested two days later. A woman who helped in the searches, Victoria Peabody, told the judge Monday that she felt broken. She said she visited Collins many times during the searches and he continued to beg for help. "I just feel so dirty, because I held his hand and prayed for him," Peabody told Hennepin County District Court Judge Tanya Bransford. Several people wept openly during the hearing, including Barway's mother, Louise Karluah, who lives in Liberia and came to the U.S. for her son's funeral. Still, she said she has forgiven Collins. "Killing a child is not right," she said after the hearing. "So I'm not feeling good right now. ... I've been praying for justice for Barway." Surveillance video from his apartment complex on the day he went missing shows Barway walking toward the building's entrance, but then quickly turning and going another direction. Under questioning from assistant public defender Shawn Webb, Collins said Barway was supposed to go into the apartment but Collins saw him outside playing and got angry. Collins said he called his son over to him and started to hit him, then the boy fell to the ground and wasn't responding. Collins said he thought he would get in trouble, so instead of seeking help for Barway, Collins put the boy in his car, wrapped duct tape around his arms and legs then put his son in the river. "You knew that by doing this, your son was going to die," Webb said. "Yes," Collins replied. Authorities haven't said whether Barway was still alive when he was placed in the river. Judge Bransford said Collins' sentence is longer than the standard for second-degree intentional murder because the victim was particularly vulnerable at age 10, Collins was in a position of authority, and hiding Barway's body was particularly cruel. "It is hard to conceive — unimaginable — that a parent would kill their own child," the judge said. "Unfortunately, there's nothing that can ever be done that will bring back Barway Collins." .

Because of the longer service life offered by the optional transistorized flasher (47MO3109M in your case) some customers elected to pay extra for that option over the standard electro-mechanical type flasher (46MO212 3-prong / 47MO274R 2-prong)

Daimler Trucks North America (DTNA) truck assembly plant - Cleveland, North Carolina

The Washington Times / July 29, 2015 The National Institutes for Health has spent over $2.6 million [of U.S. taxpayer money] since 2011 on a program to motivate truck drivers to lose weight. The Oregon Health and Science University is conducting the program which sets up a weight-loss competition for truckers. Participants also get access to interactive health screenings, weight tips and motivational phone calls while they drive. “Drivers experience multiple roadblocks to health, including laws permitting long work hours and an isolating job structure that restricts physical activity and dietary choices. Despite the growing health crisis, there is a lack of effective weight loss and health promotion interventions for truck drivers,” NIH’s grant description reads. “To address this research gap, we developed an innovative intervention that is integrated with the job structure and modern technologies of truck driving,” the grant reads. “Our approach uses mobile computing technologies to provide training and feedback during a weight loss competition, and delivers motivational interviewing on cell phones.” According to the grant description, long-haul truck drivers have overweight and obesity rates almost 20 percent higher than the general population and published results from the ongoing study suggest that trucker obesity can lead to accidents behind the wheel. “Driver health problems, especially obesity and related conditions like sleep apnea, are related to driving errors and increased crash rates, impacting both driver safety and the safety of the general public,” according to a January 2014 paper on the study posted by HHS. Researchers are soliciting truckers from across the country to participate in the Safety and Health Involvement for Truckers (SHIFT) program. Truckers in the program record their weight and behavior every week and can receive free health screenings and win lottery prizes, the SHIFT website states. The project has received $386,985 this year, in addition to the $2,658,929 allocated for the program since 2011. The program is budgeted until 2016. Twenty-nine truck drivers participated in the pilot study, according to the 2014 paper, and lost an average of 7.8 pounds, or “roughly 1 BMI unit,” in six months.

AFP / July 30, 2015

Prime Mover Magazine / August 4, 2015 Waste and recycling services provider JR Richards and Sons has invested in eight new 2015 model Iveco Acco compactors and a Eurocargo Pantech to meet the requirements of a new contract with Wollondilly Council on the outskirts of South Western Sydney. The Accos have a 6x4 driveline and have been fitted with a selection of compactor bodies to service the contract requirements, including six sideloaders: two each in three different configurations to suit waste, recycling and organics collections. The other two are reportedly set-up as rear loaders for kerbside clean-ups, while the 4x2 Eurocargo is equipped with a Pantech-style body and tailgate lifter to collect bulky items such as old whitegoods. The new Accos feature American drivelines consisting of an SCR engine producing 209kW and 1055Nm, Allison full automatic transmission, Meritor axles, Hendrickson suspensions and also boast ABS with Active Traction Control. JR Richards and Sons Associate Director, Rob Marlow, said that the Accos are well suited to the demanding nature of refuse work. “The waste industry is fairly hard on collection vehicles with constant stopping and starting as we collect bins doing door-to-door servicing at low speeds with lots of braking,” he said. “We also travel all roads, not just the tarred ones, and landfills are not known for their great driving surfaces, so the vehicles have to be very robust. “Add to this the specialist nature of what we do, if a truck breaks down, you cannot just go and hire a replacement to perform what are essential services with public health implications. So the vehicles must be very reliable and parts need to be available to ensure downtime is kept to an absolute minimum. “These are the areas we find the ACCOs excel in, and the major reasons why we keep coming back to them,” Marlow said. Related reading - http://www.iveco.com.au/product/acco .

What in the world? Now, a U.S. sailor is facing disciplinary action for returning fire on the radical Islamic murderer Mohammed Abdulazeeez in Chattanooga. http://www.dailymail.co.uk/news/article-3184315/Outrage-Navy-says-sailor-fired-Chattanooga-shooter-using-unauthorized-weapon-face-disciplinary-action.html

Australia is at the equivalent of Euro-5. One can use dual DPFs, or only SCR. Importantly, note that CAT's C15 is using high pressure common rail fuel injection (2,200 Bar / 32,000 psi), like the leading European engine makers. For Euro-6, Scania and Iveco are offering "only SCR" engines..........no EGR but they have a DPF because there are occasional moments of need.

I note how you asked this new Volvo generation Mack brand salesman a valid question, and now many days later, he has yet to answer you. As the "Division Operations Manager," so anxious to sell a Mack brand truck, I'd expect him to set a good example to his salesmen by quickly responding to customer inquiries. In the days of the former Mack Trucks, our knowledgeable veteran salesman would immediately provide you with an answer to such a question, or within 24 hours for something out-of-the-ordinary.

Woman, 25, murders her father AND daughter WFTV 9 / August 3, 2015 A 25-year-old Lakeland, Florida mother murdered her own father and her daughter, hid their remains in a neighbor's shed, then made up a story about them running off to Georgia. Cheyanne Jessie killed her 50-year-old father Mark Weekly and her six-year-old daughter Meredith, then waited more than a week before reporting them missing, detectives say. The pair's remains were found in plastic boxes on a neighbor's property in Lakeland, Florida, late Saturday night, some 200 yards from Weekly's home. Investigators say she killed Meredith because she was getting in the way of her relationship with a new boyfriend. It is not clear why she would have killed her father as well. Polk County Sheriff Grady Judd said Cheyanne Jessie killed Weekly and Meredith Jessie at Weekly’s home, then used a shovel to put them into two bins before driving the remains 200 yards to the landlord’s house, who was away, and put the bins in a shed. Deputies serving a search warrant discover blood-stained floors and furniture with slash marks. Judd said the house reeked of a foul odor, and Cheyanne Jessie claimed there had been a dead raccoon under her porch. "Nothing is more horrific than the murder of a child, except when it’s done by a parent," Judd said. Judd said a gun and knife were used in the killings, but they are waiting for the results of the autopsies to determine exactly how Weekly and Meredith Jessie died. "This is the face and (these are) the eyes of a cold-blooded murderer that not only murdered them on the 18th of July, but left them in the residence for many days," Judd said. Cheyanne Jessie is charged with two counts of first-degree murder and one count of tampering with evidence. .