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We've been around the block with polo footwear in the past few years; from Sidi, to Lake, to Nike, to Shimano, and back to Nike (by way of DIY). The only options we've been happy with are no longer in production, and the damned #polotrend eats up our supply. So, knowing our keen eye for killer footwear, Dillman sent us the DZR Mambas to try out last autumn: what a winter it's been in London to test them out.
The Mambas have been doing their job solidly, what more could you ask for? Comfort? Yep, got it. Stiff sole? Yep. Heel protection? Thank god, yes. Cross strap? Indeed. They seem to have it all. I can't think of a better polo-shoe on the market, but rest assured, DZR are working on it!


text:
Asparagus with Eggs
(Kuskonmaz Kavurmasi)
Half bunch of asparagus, clean (break and discard bottom stems), cut in 3-4 pieces
1 small onion, finely diced
4-5 tbsp extra virgin olive oil
2 eggs
2 tbsp Asiago Cheese (old Turkish kashar), grated
Saute the onion with olive oil for about 2-3 minutes over medium heat in small skillet. Add the asparagus, salt and pepper, cook at medium-low heat for about 2-3 minutes.
Don't make the hole for the eggs between the asparagus. Break the eggs over the asparagus. Cover and turn the heat to low. Cook until the white part of the eggs are done. Don't overcook the eggs!
Sprinkle the cheese, season with paprika and salt, then serve with freshly baked Turkish bread:)
Labels: Breakfast

subset: commoncrawl


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THE EFFECT OF MICROHYDRATION ON IONIZATION ENERGY AND PROTON TRANSFER IN NUCLEOBASES. ANALYSIS AND METHOD DEVELOPMENT. Copyright 2013 by Kirill Khistyaev A Dissertation Presented to the FACULTY OF THE USC GRADUATE SCHOOL UNIVERSITY OF SOUTHERN CALIFORNIA In Partial Fulfillment of the Requirements for the Degree DOCTOR OF PHILOSOPHY (CHEMISTRY) May 2013 Kirill Khistyaev
Object Description
|The effect of microhydration on ionization energy and proton transfer in nucleobases: analysis and method development
|Khistyaev, Kirill
|Author email
|Doctor of Philosophy
|Document type
|Degree program
|College of Letters, Arts And Sciences
|Date defended/completed
|Date submitted
|Date approved
|Restricted until
|Date published
|Advisor (committee chair)
|Krylov, Anna I.
|Advisor (committee member)
Nakano, Aiichiro
Benderskii, Alexander V.
|Quantum mechanics can predict basic properties of molecules such as relative energies, electronic charge distributions, dipoles, ionization and excitation energies. By solving the Schrödinger equation with the electronic molecular Hamiltonian we can determine the electronic structure of the molecule that implies physical and chemical properties of the molecule. ❧ In this thesis we use quantum mechanics to study basic properties of microhydrated nucleobases--essential building blocks of DNA. Water plays a central role in chemistry and biology by mediating the interactions between molecules, altering energy levels of solvated species, modifying potential energy profiles along reaction coordinates, and facilitating efficient proton transport through ion channels and interfaces. The effect of hydration on different properties of molecules and chemical reactions has been intensively studied for many years both theoretically and experimentally. Numerous solvation models were developed in an effort to simulate the properties and reactions in the bulk water. However, even the interaction between several water molecules are not completely understood. This work demonstrates how microhydration can affect such properties as ionization energies and control proton transfer mechanisms. It explains the experimental results and proposes mechanisms of observed effects. ❧ In order to facilitate theoretical studies the development of new quantum chemistry programs that are able to utilize the resources of modern high-performance hardware is required. An exact solution for the Schrödinger equation can only be obtained for the species with just a few electrons. However, there are a number of quantum chemistry methods that give approximate solutions. Among the most widely used and accurate methods are coupled-cluster methods. In the last chapter the details of the GPU enabled implementation of the post-Hartree Fock ab initio quantum chemistry methods is given. ❧ In Chapter 2 a combined theoretical and experimental study of the effect of microhydration on ionization energies (IEs) of thymine is presented. The experimental IEs are derived from photoionization efficiency curves recorded using tunable synchrotron VUV radiation. The onsets of the PIE curves are 8.85 ±0.05, 8.60± 0.05, 8.55± 0.05, and 8.40± 0.05 eV for thymine, thymine mono-, di-, and tri-hydrates, respectively. The computed (EOM-IP-CCSD/cc-pVTZ) AIEs are 8.90, 8.51, 8.52, and 8.35 eV for thymine and the lowest isomers of thymine mono-, di-, and tri-hydrates. Due to large structural relaxation, the Franck-Condon factors for the 0←0 transitions are very small shifting the apparent PIE onsets to higher energies. Microsolvation strongly affects IEs of thymine--addition of each water molecule reduces the first vertical IE by 0.10-0.15 eV. The adiabatic IE decreases even more (up to 0.4 eV). The magnitude of the effect varies for different ionized states and for different isomers. For the ionized states that are localized on thymine the dominant contribution to the IE reduction is the electrostatic interaction between the delocalized positive charge on thymine and the dipole moment of the water molecule. ❧ In Chapter 3 proton transfer in a model system comprising dry and microhydrated clusters of nucleobases is investigated. Experiments with mass spectrometry and tunable vacuum ultraviolet synchrotron radiation show that water shuts down ionization-induced proton transfer between nucleobases, which is very efficient in dry clusters. Instead, a new pathway opens up in which protonated nucleobases are generated by proton transfer from the ionized water molecule and elimination of a hydroxyl radical. Electronic structure calculations reveal that the shape of the potential energy profile along the proton transfer coordinate depends strongly on the character of the molecular orbital from which the electron is removed, i.e., the proton transfer from water to nucleobases is barrierless when an ionized state localized on water is accessed. The computed energetics of proton transfer is in excellent agreement with the experimental appearance energies. Possible adiabatic passage on the ground electronic state of the ionized system, while energetically accessible at lower energies, is not efficient. Thus, proton transfer is controlled electronically, by the character of the ionized state, rather than statistically, by simple energy considerations. Proton transfer from ionized outer water to nucleobases in dihydrated cluster through the Grotthuss-like mechanism is barrierless and the most energetically favorable mechanism. ❧ Chapter 4 describes an implementation of coupled-cluster (CC) post-Hartree Fock ab initio quantum chemistry methods, which are widely used in the research, including the research described in previous chapter, on GPU with CUDA C language. The implementation of these methods is based on the ccman2 and libtensor libraries and is part of the Q-Chem 4 electronic structure package. These libraries use layered modular architecture which allows relatively easy addition and replacement of low-level modules without changing high-level code (such as CC equations). Developed layered architecture make possible a fast adaptation of the existing code in the ccman2 library to other languages and technologies, such as OpenCL with AMD GPUs or Intel Xeon Phi coprocessor. The development of CC code for new massively parallel architectures is crucial for future research of larger systems with higher accuracy and for QM/MM methods.
|ionized states; excited states; nucleobases; electronic structure methods
|Format (imt)
|Part of collection
|University of Southern California dissertations and theses
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|University of Southern California
|Place of publication (of the original version)
|Los Angeles, California
|Publisher (of the digital version)
|University of Southern California. Libraries
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|Contributing entity
|University of Southern California
|Khistyaev, Kirill
|Physical access
|The author retains rights to his/her dissertation, thesis or other graduate work according to U.S. copyright law. Electronic access is being provided by the USC Libraries in agreement with the author, as the original true and official version of the work, but does not grant the reader permission to use the work if the desired use is covered by copyright. It is the author, as rights holder, who must provide use permission if such use is covered by copyright. The original signature page accompanying the original submission of the work to the USC Libraries is retained by the USC Libraries and a copy of it may be obtained by authorized requesters contacting the repository e-mail address given.
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|University of Southern California Digital Library
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|USC Digital Library, University of Southern California, University Park Campus MC 7002, 106 University Village, Los Angeles, California 90089-7002, USA
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|University of Southern California
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|THE EFFECT OF MICROHYDRATION ON IONIZATION ENERGY AND PROTON TRANSFER IN NUCLEOBASES. ANALYSIS AND METHOD DEVELOPMENT. Copyright 2013 by Kirill Khistyaev A Dissertation Presented to the FACULTY OF THE USC GRADUATE SCHOOL UNIVERSITY OF SOUTHERN CALIFORNIA In Partial Fulfillment of the Requirements for the Degree DOCTOR OF PHILOSOPHY (CHEMISTRY) May 2013 Kirill Khistyaev


text: Upgrade to super-fast Thunderbolt™ 2 speed today! Thunderbolt™ 2 support - Blistering-fast Data Transfers and Daisy Chain Expansion Shop Modal header 無標題文件 Upgrade to super-fast Thunderbolt™ 2 speed today! ASUS ThunderboltEX II card with one Thunderbolt™ 2 port offers the flexibility to upgrade your own build to Thunderbolt™ 2 technology whenever you want. Fit ThunderboltEX II today and you'll enjoy bi-directional transfer speeds up to 20Gbit/s — that's four times (4X) faster than USB 3.0! ThunderboltEX II delivers all the bandwidth you need. Experience video in incredible detail on the latest 4K/UHD (ultra-high-definition) displays while using bandwidth-hungry storage devices at the same time. You can daisy-chain up to six Thunderbolt™ devices through Thunderbolt cables. The Thunderbolt™ 2 port also supports DisplayPort 1.2, meaning you can attach up to three 1080p displays. ASUS is at the forefront of Thunderbolt™ development — and ASUS ThunderboltEX II is the very first Intel®-certified Thunderbolt™ 2 add-on card. Upgrade today to enjoy blistering-fast data transfers with your compatible ASUS motherboard. Upgrade your motherboard in just three simple steps! Easy upgrade: Slide ASUS ThunderboltEX II into PCI-Express 2.0 x4 slot Compatible with ASUS motherboards: Connect the card to the onboard Thunderbolt header with the supplied system-link cable DisplayPort 1.2 support: Attach the supplied DisplayPort cable to the card and the onboard DisplayPort connector Switch on your computer, connect your Thunderbolt devices and enjoy the incredible speed! Compatible Models Compatible Models* X99-DELUXE X99-DEULXE/U3.1 X99-E WS MAXIMUS VI EXTREME SABERTOOTH Z87 Z87-PRO Z87-PRO(V EDITION) Z87-PLUS Z87-PLUS(VivoMouse EDITION) Z87-A Z87-A(NFC EXPRESS EDITION) MAXIMUS VII FORMULA SABERTOOTH Z97 MARK 1 SABERTOOTH Z97 MARK 1/USB 3.1 SABERTOOTH Z97 MARK 2 SABERTOOTH Z97 MARK 2/USB 3.1 GRYPHON Z97 GRYPHON Z97 ARMOR EDITION Z97-PRO Z97-PRO (Wi-Fi ac) Z97-PRO (Wi-Fi ac)/USB 3.1 Z97-A Z97-A/USB 3.1 Z97-AR *ThunderboltEX II series add-on cards are compatible with selected motherboards only.


text:
Can Lender Repossess My Car in Bankruptcy?
Dear Driving for Dollars,
Continue Reading Below
I am behind on my car loan and other bills. I'm worried my car will be repossessed, and then I'll have no way to get to work and I'll get further behind in debt. Will filing for bankruptcy protect my car from repossession?
-- Billy
Dear Billy, It's likely that bankruptcy will protect your car from repossession, but only if you stay current on your car loan payments. Filing a Chapter 13 bankruptcy would allow you to pay off the balance over three to five years.
When you file for Chapter 7 bankruptcy protection, most creditors are prohibited from trying to collect on your debt through something called an automatic stay.
Because of the automatic stay, the only way a lender can repossess your car is by getting the court's permission to do so. However, many lenders do request permission and have it granted by the court if you are behind on your payments.
You may still be able to avoid having your car repossessed by showing that you need it to get to work to pay off your debt, but you would need to renegotiate the terms of your car loan with your lender, catch up on the payments or possibly even buy the car for its fair market value.
Consult a bankruptcy attorney to discuss your options to help you decide when and if you should file.
Get more news, money-saving tips and expert advice by signing up for a free Bankrate newsletter.
Bankrate's content, including the guidance of its advice-and-expert columns and this website, is intended only to assist you with financial decisions. The content is broad in scope and does not consider your personal financial situation. Bankrate recommends that you seek the advice of advisers who are fully aware of your individual circumstances before making any final decisions or implementing any financial strategy. Please remember that your use of this website is governed by Bankrate's Terms of Use.
Copyright 2013, Bankrate Inc.


text:
You can catch The JD show on (97.0 /102.9FM) Weekday mornings from 6. They'll be lots of you, plenty of laughs, showbiz gossip, and of course all the hits! JD is also a regular at The Ricoh & Sky Dome arena. He has been the match-day presenter for C
Coventry & Warwickshire


text:
Apartments for Rent near Greenbrier High School - 5 Rentals available
- 1-3 Beds
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- 2 Baths
Look for apartments near me
Are you looking to land that one apartment near you that ticks all the boxes? Now you can browse through available RENTCafé apartment listings in your area, rated and reviewed by verified residents. Comparing the size, price, amenities and location of apartments for rent near you is easier than ever. Do you feel like expanding the search beyond your neighborhood and ZIP code? Browse apartments for rent in your city and state to find the best fit, wherever you are in the U.S. Somewhere out there is the perfect apartment just waiting for you.
Whether you're looking for a studio, an apartment with one or more bedrooms, or maybe you're upgrading to a luxury apartment or need to acommodate a pet, RENTCafé allows you to easily search for a rental near you based on your criteria, anywhere in the U.S. So, let's find your new home today!
Greenbrier High School Overview5114 Riverwood Parkway, Evans, GA 30809 , Tel: +1 (706) 650-6040 Columbia County School District
- GreatSchools Rating
See latest reviews
Type: Public High School
Grades: 9-12
School data provided by GreatSchools School data provided by GreatSchools. The GreatSchools Rating is a simple tool for parents to compare schools based on test scores, student academic growth, and college readiness. It compares schools across the state, where the highest rated schools in the state are designated as 'Above Average' and the lowest 'Below Average'.
Greenbrier High School Ratings & Reviews
Average Rent in Evans, GA
- Evans, GA Average Rental Price, February 2020 $1,131 /mo
Evans, GA Apartment Rent Ranges
- $701-$1,00027%
- $1,001-$1,50069%
- $1,501-$2,0004%
Evans, GA Education Statistics
- No High School1%
- Some High School25%
- Some College24%
- Associate Degree8%
- Bachelor Degree26%
- Graduate Degree16%
Apartments and homes for rent near Greenbrier High School
Your child's education is your top priority. We know that because—well, you're looking at this page, aren't you? If you think your kid would feel right at home at Greenbrier High School, and you are contemplating moving closer so the little rascal will never miss a class, we have some good news for you and your family. Commute will never be an issue if you pick an apartment within 5 miles of Greenbrier High School, and that should not be hard as you can currently choose from 6 apartments for rent available in this part of Evans. Not familiar with rent prices in the area? The cheapest apartment near Greenbrier High School is currently at Amesbury Station, renting for $1,325 per month, but if $1,525 is still within your budget, check out the more luxurious offers at 3254 Windwood Street. Or just do what most other parents do and go for the middle ground—that's where you get the best value for money most of the time.
Things you should know about Greenbrier High School
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Find more apartments for rent near other schools in the area
- Apartments near Lakeside Middle School
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- Apartments near Blue Ridge Elementary School
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- Apartments near Evans Middle School
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- Apartments near Riverside Middle School
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- Apartments near Lewiston Elementary School
- Apartments near River Ridge Elementary School


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Voting Technology and Innovation
Author(s)Hall, Thad E.
MetadataShow full item record
The 2008 election was different from the last two presidential elections in that there was a clear winner on Election Day and the winner was a Democrat, Barack Obama. Controversies over voting technology that raged in 2000 and 2004 were relatively dormant. Instead, the election controversies that did come up were mostly discussions of lines to vote.1 This lack of discussion does not mean that there were not important issues related to voting technology that took place in 2008, just that they were not things deemed important by the media. In fact, the 2008 election has proven to be a watershed election in voting technology considered more broadly because in this election, more than one-third of voters nationally voted before election day. As the 2008 Survey of the Performance of American Elections (Alvarez, Ansolabehere, Berinsky, Lenz, Stewart III, & Hall, 2009) noted, "37% of voters cast their ballots before Election Day, either in-person at early voting centers (18%) or by mail, mainly via absentee ballots (19%). The elderly, individuals with disabilities, and bettereducated voters were more likely to use these "convenience voting" methods." This slow revolution in voting is requiring election officials, policy makers, and voters alike to rethink what elections mean, how voting technologies function in this new environment, and how laws, processes, and procedures need to be updated to reflect this new reality. The old mindset of election day as a singular event is no longer a reality. In that vein, voting technology is not some "thing" that is used by a voter to vote but rather is part of a larger process that runs from pre-election voting machine testing through post-election audits.
Date issued2009-04
Caltech/MIT Voting Technology Project
Series/Report no.
VTP Working Paper Series;78


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It has 16 steps, 0-15k, and the output works just fine with a 4-bit binary TTL level input
I see no problem in the software side - you have a few input pulses, you steer a few output solenoids. Timings are not crucial, and the Arduino should be fast enough to poll/scan the inputs (you can extend the number of pins with shiftregisters or use the Mega, input or output)
A single Arduino is enough for en entire pinball machine, unless you want to drive a screen pixel-by-pixel (there is not enough RAM - but if it can be fed serially and "pictures" are stored in an SD card or such like ...). From your description it seems there is some logic in the driving board.
BTW: The point of the Scandivaian forum is either that we write in DK/SE/NO/SF or some aspect that is highly localized (where to buy, events in a city). But that is just a guideline, not a rule.


text:
Play the voyeur and watch Karolina receive an all-over Swedish massage. A massage designed to ease away the strains and stresses of modern life.
Karolina is transported to place of calm and bliss by her Danish masseuse, and you can enjoy the journey with her.
This film is a beautiful study of an expert masseuse at work and a gorgeous naked model at rest.
Would you like to comment? Join us today, or sign in if you're already a member.


text:
Poisonous Mushrooms to Avoid
Dog Days of Summer: Watch Out For "Death Cap" Mushrooms
As if the ominous name didn't clue you in, death caps are very dangerous. This species is responsible for the majority — 95 percent! — of fatal mushroom poisoning of people and pets. Now that Summer is in full bloom and you're taking advantage of hikes in the woods and trips to the park with your dog, there is no better time to learn about this deadly fungus and how to avoid it.
Not commonly found throughout the US, the fungi have been reported in areas as wide-reaching as upstate NY and New Jersey over to southern Oregon and the San Francisco Bay Area.
If you're taking a walk with your pooch, know how to recognize and avoid Amanita phalloides (the death cap's scientific name). They grow year round and thrive in moist environments commonly found on the roots of live trees. Although the above picture is one example, exact identification is unreliable because their appearance can vary. Translation: don't eat, or let pets eat, any wild growing mushrooms.
Learn how this affects your pets and how it should be treated when you break.
Untreated ingestion of even a small portion of a death cap mushroom can be fatal because it causes liver injury and failure. If you suspect that a pet has sampled this species, bring him to the vet immediately. If treated early enough, the doctors can induce vomiting and give activated charcoal to save your pooch.


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A cyclist in Boulder County was injured after a run-in, literally, with a bear.Old Stage Road is along a popular road cycling route off of Lefthand Canyon Drive in the foothills just north of Boulder, Colorado. Read more in the Rocky Mountain News. There's some interesting elaboration in this earlier Daily Comrade article:
Tim Egan, 53, was riding on Old Stage Road Tuesday afternoon when suddenly a bear appeared in front of him. Egan hit the bear and ended up skidding across the road.
"This bear looked at me with a look of terror on his face and sort of made a noise," said Egan. "I looked at him with a look of terror and we went, 'aaaahhhhh.'"
While the man and bear collided, a buck wandered into the scene playing out on the road. The bear turned its attention to the animal and roared, scaring the deer off before running off itself.Mentioned also in this 9 News article with the usual stupid comments from psuedonymous cowards.
Labels: colorado
Fatal error: Call to undefined function showRelated() in /home/content/01/11794001/html/2008/06/colorado-cyclist-hits-bear.html on line 444


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Fish & Game tips good times ahead for Lake Arapuni anglers
Lake Arapuni, one of the Waikato's most popular trout fishing spots, is in the "best shape" ever for the summer with rainbows averaging more than half a metre long, according to local Fish & Game officers.
Auckland / Waikato Fisheries Manager Dr Adam Daniel says this summer should provide "the largest number of catchable-size rainbows the lake has ever seen – reaping the rewards of our Arapuni fish stocking programme."
The rainbow trout in Lake Arapuni grow faster than anywhere else in the North Island, even faster than the Rotorua Lakes, he says.
"So far this year the average length of rainbows reported in our tag return programme has been over 52 cm, a very healthy size."
Dr Daniel says the lake fishes well year-round but January through April are the most productive months.
Most anglers fish the lake by boat but using bait and weighted flies from the Arapuni Dam Bridge or the base of the Waipapa Dam are also popular methods.
"Lake Arapuni is an easy spot to troll for trout with several good boat ramps including Bulmers Landing, Jones Landing and Landing Road," Dr Daniel says.
"If you're new to fishing at Lake Arapuni, the annual Lake Arapuni Fishing Contest put on by the Te Awamutu Fish & Game Club is a great way learn how to fish the lake without spending a lot of time experimenting on your own."
The annual competition held in March at Bulmer's Landing is a very family-friendly event with great prizes, he adds.
One angler who will be sadly absent from Lake Arapuni is Tony Stevens who passed away earlier this year, Dr Daniel notes.
"He fished off the Arapuni Bridge most mornings casting a smelt fly behind a ball sinker and he would use a dip net on rope to land his fish.
"Tony sent in details of 1,729 trout he had caught off the bridge over the last decade. You often hear that 90 per cent of the fish are caught by 10 per cent of anglers, well Tony had caught nearly half of the fish reported to Fish & Game over the ten years!"
Dr Daniel says that because it's so handy to urban areas, it is no surprise the mighty Waikato River with its abundant brown trout is the region's most popular fishery.
"Other anglers will be enjoying the huge diversity of fishing waters in the region, from the spring creeks of the South Waikato, to the numerous back country rivers of the Ruapehu district."
Dr Daniel says that anglers are urged to remember to send in details of any tagged fish they catch.
The tagging programme helps determine, how many hatchery-bred trout released locally survive to be caught by anglers, and how fast wild fish grow in different rivers around the region. The data helps Fish & Game set regulations and spend its fish stocking budget wisely.
"Tags can grow algae in older fish so look closely near the dorsal fin for tags.
"If you catch a fish with a tag we'd be grateful if you could measure it from the nose to the fork in the tail, record the number on the tag and either call us on 07- 849 1666, or email the details to firstname.lastname@example.com
Holidaymakers are reminded that Fish & Game's new Short Break and Long Break licences are available here and in accredited sports shops and other outlets.
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Here's a simple formula. Four CFAs plus a five-step due diligence process equals solid performance for the money managers at TAMRO Capital Partners and their Aston/TAMRO Diversified Equity Fund (ATLVX). Sure, it relies on core investing principles like value, management and momentum, but it is so much more, as hyper-enthusiastic managers Philip Tasho and Tim Holland are happy to explain.
"We're trying to identify companies with a strong core business, where they have built leading market share in their prospective product or service category," Tasho says. "No. 2, they have an experienced, tenured management team. Lastly, we look for companies that have flexible financials and, importantly, we note how they allocate capital over a long period of time."
All well and good, but the same could be said about a gazillion funds now in existence. How is this one different?
"We're very opportunistic," Holland says. "Our large-cap core fund can dip down the cap spectrum; so we've had small- and mid-cap exposure, which can be looked at as the large-cap leaders of tomorrow. The other thing that separates us is that while we're very sensitive to evaluation and the price you pay, we also want to see companies with nice growth profiles. We reject as faulty the idea that managers, particularly an equity manager, should live strictly in a value box. We're just looking for the next great investment idea, regardless of whether or not it falls along that classic value spectrum."
Tasho started out "many moons ago" as a securities analyst in 1980. After 20 years on the investment side in the banking industry, he helped found Alexandria, Va.-based TAMRO Capital Partners.
"That was in June of 2000," he reminisces. "We had $3 million when we started, and here we are today at $ 1.6 billion."
Holland took a more circuitous route to his present position. The New Jersey native came from the PR world, specifically in investor relations whose clients were mainly capital market firms.
"After seven years of media relations, I found I was more interested in what my clients were doing for a living than what I was doing for them," he explains. "So I took a chance and went to a small hedge fund, got my CFA and after five years decided to join TAMRO."
He adds that although both he and Tasho are "CFA financial professionals," they both have liberal arts backgrounds, which gives them more of a "creative bent that lends itself to good stock selection and the ability to put companies and markets in perspective when a lot of people can't see the forest for the trees."
The 16-person firm is 70% owned by employees, with Tasho the largest individual owner. But Tasho and his family are also the largest shareholders in the Diversified Equity Fund—significant "skin in the game" that is sure to get him high marks with Morningstar's stewardship grades.
Now, about that five step process:
"It begins with a scoring system," Holland says. "All we're doing there is taking small-cap, mid-cap and large-cap stocks and scoring them on a combination of growth and value characteristics by industry. We'll focus on companies that scored first or second percentile as potential investment ideas. We're very much bottom-up fundamentally driven. But we use the scoring system as a great idea generator and focus tool for the folks at TAMRO."
If a company scores well, Holland explains, they move on to peer analysis by using an industry matrix developed by Tasho that is populated with tickers (including the stock under consideration and those of its peers) and analyzed by 13 factors. This includes top- and bottom-line growth, return on invested capital, inside ownership and others. They then rank the companies by average share price performance annualized over 10 years.
"While we believe the market is inefficient near term, long-term the cream rises to the top," Holland adds.
The stocks also fall in one of three distinct investment categories: leaders, laggards or innovators. "Leaders" are just what they sound like: best in class companies that have tenured management and track records of success with historical outperformance. When plugged into the matrix they rank toward the top.
"Innovators" are essentially leaders in businesses like technology or health care IT, where a company maintains its edge through R&D, acquiring new technologies and the like. Innovators, Holland says, also come out toward the top of the matrix.
"Laggards" are turn-around candidates that have yet to turn around. They have a good core business, good core financials, but they're missing one of the three things TAMRO is looking for, which is a leadership team.
What's exciting about turn-around candidates is new leadership brought in to turn the business around, Holland says. Unsurprisingly, laggards come out at the bottom of the matrix, but that change in leadership creates opportunity.
"The matrix helps us identify depressed companies that may be very close to potentially getting things right. So the first two steps of the five-step process are quantitative in nature."
The next step is company analysis.
"Here's where we do two things; we focus on the company's competitive advantage," Tasho explains. "We want to make sure their moat is sufficiently deep and wide. We also want to understand the senior management team, their competence and how they interact. So we want to understand that relationship and how long they've been there and how successful they've been. Lastly, we look at how innovative they are. After the analysts have looked at these three components, then it's a question of what we pay for it."
So what qualifies them for the "overlooked manager" tag, one that means relatively low assets under management that nonetheless outperform?
"In terms of the asset size, the diversified equity strategy has approximately $23 million invested," Holland says. "If you look at the long-term performance of the diversified equity strategy, the three-, five- and 10-year numbers are incredibly competitive. We had a tough 2011, but we're having a very good start to 2012."
Holland points to a small-cap core strategy that has a 10-year track record and "north of $1 billion in it."
"So all in, the strategy that we employ is a $1.5 billion dollar product. The focus has really been, from a business prospective, domestically on small-cap core, not on diversified equity. As we grew and finally closed small cap, we pivoted and are now trying to get the word out about this [diversified equity] product because the numbers are great. The same people produced a tremendous result on the small-cap side."


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LAC-MEGANTIC, Quebec (AP) — Authorities have amended the number of people they believe were killed in an oil train derailment in the small town of Lac-Megantic, Quebec, to 47 from 50 people.
The estimate has fluctuated since the July 6 crash, when authorities were not clear on how many of the people declared missing might actually have been away on vacation.
Police say that they did not recover any more bodies in their search Friday.
They said that leaves the death toll at 42 bodies recovered, and five other people missing and presumed dead. They base their new estimate on information drawn from different sources.


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To celebrate the 2014 Day of Archaeology, Transylvania Bioarchaeology (a non-profit community interest company), had quite a lively day with both summer field projects. Our Day of Archaeology also reminded us that when trying to run archaeological field schools, a lot of what we do isn't archaeology!
Our Jucu necropolis excavation started bright and early…well, not so bright as the torrential [trench-ial] rain dampened the clothes, but not spirits, of our brave excavation crew, led by Assistant Project Director Katie Hunt, as they left for the train station at 7am. Nick Ogden, Field Assistant and chauffeur extraordinaire, carted a lucky few in the dig car at 7.30 and looked for comical license plates away from the downpour.
Our illustrious Project Directors (Dr. Katie Tucker and Dr. Ioan Stanciu (and his Macedonian friend who we eventually discovered is called Sote) started their day with a trip to the local bus station, where they were directed from window to window and then finally up some stairs and down a corridor, to book some buses for our weekend field trips to a salt mine and a Roman frontier camp.
Meanwhile in the well churned earth of the site, duckboards were liberated from the kindly solar farm owner's stash, to prevent the earth from swallowing the students and creating more excavation opportunities for the following season. Work continued to draw the plan of skeleton number 4 under a well duct taped covering whilst other students continued to excavate skeletons neck deep in mud, the students that is.
Katie and Dr. Stanciu's day continued with a trip to the shopping mall in order to unlock Katie's Romanian mobile, which had been turned off the previous night after repeated prank calls by a random Romanian bloke, only to discover this morning that the piece of paper with the unlocking code had been very successfully tidied away by the owners of the Pension we are all staying in. They arrived to find that the mobile phone shop wouldn't open for another 30 minutes, so beat a hasty retreat to Starbucks to wait with a coffee. Phone successfully unlocked, they could finally make their way to site, and after battling against Cluj traffic and the less than perfect directions of Dr. Stanciu, they arrived, just in time to see the clouds part and allow the extraction of skeleton number 4 from his eternal resting place.
Katie and Dr. Stanciu (and Sote) discussed (in a combination of Romanian, German and English) the complicated ins and outs of the next few seasons of the project, while lifting of the skeleton from its concrete-like grave fill could begin. This took a team of six of us about two hours, while Nick had to start ferrying the rest of the site crew back to the train station for our normal Friday half working day trip home. Nick then sat in the car waiting for the rest of us to finish, so we could all go back to the Pension. The drive back included a stop at a petrol station to buy a week's worth of road tax, only to be told that we didn't need it because our car still had temporary number plates, swiftly followed by an ominous snapping noise from the suspension. Nick's driving became somewhat more cautious for the rest of the journey but the car did its job and got us back to the Pension.
In the museum this morning we started out with a lively discussion about the Osteological Paradox. The students grappled with the conceptual issues brought up in the article and we all enjoyed the thoughts and points brought up by everyone. After our discussion group had finished, all of the students donned their lab coats and excitedly entered the lab for another day full of accomplishment and frustration. Our five fragmented skeletons have proven to be a fantastic learning experience as well as an intellectual challenge to all of the students in the lab. Interesting pathologies as well as difficult fragment identification has made this session's individuals a challenge to everyone who comes through. Kori Filipek-Ogden, Program Director, went over sex and age estimations with two of our groups, and Kayla Crowder our Museum Assistant Director helped with the stature estimation and equations for another one of our individuals.
During our lunch hour we have the pleasure of experiencing many different food options that include local restaurants, food stands, a variety of pastry shops and gelato stalls. Once everyone had their fill of amazing food and drink we went back up to the lab to start the second half of our day.
Meanwhile at the Pension, Nick and Katie Hunt discover that one of our ill excavation students had taken a turn for the worse and decide to take her to the hospital for treatment. After waiting for four hours they were finally able to see a doctor and get her on the track to recovery.
Back at the museum we were joined by Jucu Project Director Katie Tucker and one brave excavation student who was ready and willing to wash and separate some stubborn vertebrae that had been excavated from Jucu earlier in the season.
Katie Tucker and Kori went around the lab to assess the possible differential diagnoses for our many unique pathologies on our individuals. After a long and cloudy day in the lab, the students packed up and headed back to the Pension while Kori, Katie, and Kayla made their way to the cake shop to pick up a special birthday surprise cake for one of the excavation students. After retrieving the cake the cheerful trio started home but got caught in a rain shower with no taxis in sight. Immediately after phoning Nick for a lift, as fate would have, it they found a taxi to take them back.
They got back to the Pension only to discover that the birthday girl, as well as 90% of the remaining students had gone to the mall. When they eventually returned we were able to finally eat the delicious cake, celebrate a great birthday and reflect upon our Day of Archaeology.


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Thanks for sharing apskips and would love to see some pictures :yaya:
Beats sitting around right peach Did you check out the site above? > Dude has it all about the Park. I'm not going to swipe his pictures though ..seems he really has a copyright.
Oh I like Slowhatch !!
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Thursday, June 16, 2016
My Mommy Style & Giveaway
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36 comments:
Very beautiful both of you ;)ReplyDelete
Mónica Sors
you two are so cute, love your outfit.ReplyDelete
Love the striped peplum and your sandals! You and Claire look so cute!ReplyDelete
Doused In Pink
Aw, love the picture with you and your little one- super cute! I completely agree with you on the wearing white- way more dirty coloured clothes, mostly because I know it can be hid so I'm not as careful as when I'm wearing white.ReplyDelete
Beautiful!! Love the peplum top with your white denim, your bag is fantastic, and a perfect top knot!! Love!ReplyDelete
xx, Elise
Pretty ladies! Your outfit looks great!ReplyDelete
She is just a little doll! I hope your husband is back in soon too and YAY for her sleeping well! I love this peplum top and it's nice that it light in color- it has been SO hot here I've been leaning towards lighter fabrics.ReplyDelete
I've had a couple peplums that I like, but I've decided it's like every other piece of clothing---it just depends! Some look better than others, and it's a fun silhouette. At first, I thought no way do I need to make my hips look bigger, but I think that's not the case!ReplyDelete
It's nice to hear you say you wear white---it amazes me the amount of women who say they won't wear it because of getting it dirty!
Aww, look at your adorable little mini me! So stylin' in those shades :) I love that peplum top--the fabric looks so lightweight and perfect for summer. Your summer sounds fun but busy--I bet she is sleeping well! I've been trying to take advantage of all the fun summer activities for kids as much as I can too.ReplyDelete
Beautiful peplum top! Your mini me is adorable. Summer has been a little easier for me because my boys are in day camp all day and they love it. :)ReplyDelete
White jeans definitely go with everything- and this pair looks awesome on you!ReplyDelete
Le Stylo Rouge
You're making me want to find a good pair of white denim! I really dislike shopping for pants/jeans, though. When I find a good pair, I love wearing them...it's the finding them that I dislike! You and your daughter both look gorgeous! It sounds like y'all are having such a fun summer!!ReplyDelete
Aww your daughter is so cute! Sounds like you are having tons of fun together this summer! :)ReplyDelete
Your striped peplum top is lovely too, goes so nicely with the white jeans :)
Away From The Blue Blog
I love this outfit!! I've definitely felt the same way about peplum (i also dont have much definition to my waist) so a looser fitting peplum sounds great! Ill have to check out this top. Thanks for sharing!ReplyDelete
Lee \ LegalLee Blonde
I wanted to get this top -- in fact, it sat on my cart for a few days. But I decided at the last minute to not get it because of some reviews saying that it kept showing off some tummy. You looked good in it though, so I am having a ton of regret right now. Is it true to size?ReplyDelete
Abby | Life in the Fash LaneReplies
I am typically a size small, but order a size medium in SheIn items. I actually got this one in a size large and it fit perfectly, so it does run small in my opinion. It's shorter in length than I am used to with tops, but it wouldn't show my stomach unless I raised both hands. For reference, I am 5'5". Hope that helps!Delete
Thanks for linking up to Top of the World Style.ReplyDelete
Awww, this is so adorable and stylish!ReplyDelete
Cute post :)ReplyDelete
BLOG M&MFASHIONBITES : http://mmfashionbites.blogspot.gr/
Maria V.
i swear i am busier in the summer with nannying--running the kids to this lesson and that camp. glad you are getting into the swing of a new schedule. and looking pretty in the peplum!ReplyDelete
Umm, pink drink?! What is this?? It looks delicious! Now I really want one! And I want that fun peplum! So light and perfect for summer!ReplyDelete
- AnonymousJune 17, 2016 at 8:50 PM
My favorite Starbucks drink is the Iced Caramel Macchiato.ReplyDelete
what a lovely post my dearReplyDelete
your style is so amazing and inspiring
simply love it!
lovely :)
with love your AMELY ROSE
You look so cute together! :D <3 Love your look! :) xReplyDelete
Helena - Swedish girl in Tokyo
Lovely pictures of you two! And your outfit is so summery. Love the peplum top especially! Have a great day.ReplyDelete
Christina ♥ https://caliope-couture.com
Peplums and Sheela don't quite go together for the identical reasons you listed, Laura. So now, seeing you in one, looking fresh and fine (my 17 year old is cringing as she's reading what I typed GRIN), is making me rethink things. And speaking of rethinking, I can't recall if I wore or avoided white when Eve was younger. Which makes me love your matter-of-fact statement even more - yes, I wear white with my daughter, and yes it comes off in the washer, for the most part. I'd rather have stained clothes than any day than miss making a memory :) and please do come join my link-up? I'd love to have you, Laura xoxoReplyDelete
That peplum top is the cutest! I love it paired with your white denim. Sounds like you all are staying busy!ReplyDelete
Amy Ann
Straight A Style
Very cute outfits.ReplyDelete
I love your peplum top with the white jeans! And your top knot is so cute! I usually like the Caramel machiato, but my new favorite is the iced strawberries and cream.ReplyDelete
My favorite Starbucks drink is actually the very berry hibiscus!ReplyDelete
Sounds like a very full and fun summertime schedule! This is a cute look and I like the more relaxed peplum top. I have yet to try a peplum top with pants or jeans. Thanks for linking up with Fabulous Friday! Hope to see you back next week.ReplyDelete
Jennie - A Pocketful of Polka Dots
Cappuccino with creamReplyDelete
Sounds like a busy summer planned. Your daughter is the cutest!ReplyDelete
Thank you for being a part of TBT Fashion link up and hope to see you soon!
- AnonymousJune 22, 2016 at 11:25 PM
Love the girly casual look. Perfect mommy style. xo ~ Megan The Fashionista MommaReplyDelete
I love caramel macchiatos, iced or hot!ReplyDelete
I loved this look so much, especially the photo of you and little Claire, I remember featuring it on Thursday Moda over Summer.ReplyDelete


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Flagler Soccer Coach Molestation Arrest – What Were Red Flags?
The molestation arrest of a Flagler County Youth Soccer Coach for repeatedly sexually abusing 12-year old and 16-year old boys raises questions about what the soccer clubs the coach worked for knew or should have known about his activities. The arrest of Sean Stern, 35, also raises the question about how many other victims he might have left in his wake. According to a story on the Central Florida News 13 website, Mr. Stern was arrested in Tacoma, Washington, after Flagler County Sheriff's Deputies issued a nationwide-warrant. The story mentioned that Stern had coached at a multitude of Central and East Florida soccer clubs, soccer schools, and training facilities. First, it should be emphasized that Mr. Stern has only been accused of crimes, and is entitled to the the assumption of innocence. However, if Mr. Stern did abuse the children he has been accused of molesting, they are very likely not his only victims. In our experience handing Florida child sexual abuse cases, perpetrators very rarely only abuse one or two children. It is commonplace for experienced child sex abusers to have scores of victims. In fact, we have been involved in a child sex abuse case against a soccer club in the Florida panhandle where law enforcement estimated that the perpetrator had over 100 child victims. This obviously horrifying. With large numbers of victims, it is very rare that perpetrators can entirely mask their urges and activities. Child sex abusers generally "groom" their victims by showing them lots of attention, affection, and showering them with gifts. We refer to these kinds of behaviors as "Red Flags." We saw many Red Flags by the molester in our panhandle soccer club case, and it would be surprising if Mr. Stern had not shown similar behaviors during his numerous and frequent stops along the Central Florida youth soccer circuit. (Even the frequency of the stops seems to raise questions.) Parents who discover that their children have been sexually abused understandably have many questions about how youth-focused organizations can be held liable when their employees or volunteers sexually abuse children. If you have need information or have questions, please call Winter Park child sexual abuse attorneys Kim Michael Cullen or Robert Hemphill at 407-254-4901, or visit their website at...Read More »


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Tian Tian the panda, also known as Sweetie, may be ready to mate with Yang Guang as early as next week on Tuesday 3rd or Wednesday 4th April.
Edinburgh Zoo and their team of experts have identified an increase in Tian Tian's oestrogen and a decrease in her progesterone. Female pandas only ovulate once a year, and there is only a 36 hour period in which a female panda can fall pregnant. The two pandas at Edinburgh Zoo will be introduced to each other on Tuesday for 15 minutes at at time. They will probably be put together three times on the first date of Tian Tian being in oestrus. If natural mating does not occur on the first day of oestrus, the zoo may consider the option of artificial insemination.
However, expert keepers will be keeping an eye on the two, as pandas often tend to fight after mating or instead of mating.
A spokesperson for Edinburgh Zoo said has said: "We understand that the whole country is in a state of heightened anticipation, but whatever the outcome of next week, we as animal conervationists and scientists have learnt a huge amount in such a short time about this captivating species. We are just delighted to be playing our part in the essential long term worldwide panda breeding programme."
Panda Mating Facts:
Panda mating season is from March to May.
A female panda may be in heat from two to seven days.
Pandas reach reproductive maturity at the age of seven years which lasts until they are 20 years old.
A female panda attracts a mate by rubbing against trees and urinating which leaves a scent which grabs the attention of male pandas, as well as by bleating calls.
The male panda leaves the female panda after mating and has nothing to do with the raising of the cub.
Pandas can have between one to two cubs at a time, but because newborn pandas require a high amount of care the mother will usually reject one of the cubs.


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A semi-trailer truck is a large vehicle that consists of a towing engine, known as a tractor in the United States and truck in many other places, attached to one or more semi-trailers to carry freight. It is also known as a transport (truck) in Canada; semi or single in Australia; semi, tractor-trailer, big rig, or eighteen-wheeler in the United States; articulated lorry, abbreviated artic, in Britain and Ireland; and "lorry" in Malawi.
A semi-trailer does not trail completely behind the towing vehicle, but is attached at a point that is just forward of the rear-most axle of the towing unit. This is done so that a large portion of the weight of the trailer is carried by the prime mover. This arrangement means that both tractor and semi-trailer will have a distinctly different design than a rigid truck and trailer.
In North America, the combination vehicles made up of a powered truck and one or more detachable trailers, are known as semi-tractor-trailers, tractor-trailers, semis, big rigs, semi trucks or eighteen-wheelers.[1]
The tractors, or powered trucks, typically have two or three axles; those built for hauling heavy-duty commercial-construction machinery may have as many as four or five axles, some often being lift axles.
The most common tractor-cab layout has a forward engine, one steering axle, and two drive axles. The fifth-wheel trailer coupling on most tractor trucks is movable fore and aft, to allow adjustment in the weight distribution over its rear axle(s).
Ubiquitous in Europe, but less common in North America since the 1990s, is the cabover configuration, where the driver sits next to, or over the engine. With changes in the US to the maximum length of the combined vehicle, the cabover was mostly phased out of North American over-the-road or long-haul service by 2007. Cabovers were notorious for being difficult to service, as the cab could not be lifted on its hinges to a full 90-degree forward tilt, and this severely limited access to the front part of the engine.
Trucks average between 4 and 8 miles per US gallon (1.7 and 3.4 km/L), with fuel economy standards requiring more than 7 miles per US gallon (3.0 km/L) efficiency by 2014.[1]
The cargo trailer usually has a tandem axle pair at the rear, each of which has dual wheels, or eight wheels on the trailer, four per axle.[2] The combination of eight tires on the trailer and ten tires on the tractor is what led to the moniker eighteen wheeler, although this term is considered by some truckers to be a misnomer. Many trailers are equipped with movable tandem axles to allow adjusting the weight distribution.
The United States also allows two-axle tractors to pull two single-axle 28.5 ft (8.7 m) semi-trailers, known officially as STAA doubles, and colloquially as doubles, a set, or a set of joints, on all highways that are part of the national network.
To connect the second of a set of doubles to the first trailer, and to support the front half of the second trailer, a converter gear, also known as a con-gear or dolly is used. This apparatus has one or two axles, a fifth-wheel coupling for the rear trailer, and a tongue with a ring-hitch coupling for the forward trailer. Individual states may further allow longer vehicles, known as "longer combination vehicles" (or LCVs), and may allow them to operate on roads other than those that are part of the national network.
LCV types include:
Future LCV's under consideration and study for the U.S. MAP-21 transportation bill are container doubles. These combinations are under study for potential recommendation in November 2014:
Regulations on LCVs vary widely from one state or province to another. None allows more than three trailers without a special permit. Reasons for limiting the legal trailer configurations include both safety concerns and the impracticality of designing and constructing roads that can accommodate the larger wheelbase of these vehicles and the larger minimum turning radii associated with them.
Most states restrict operation of larger tandem trailer setups such as triple units, turnpike doubles and Rocky-Mountain doubles. In general, these configurations are restricted to turnpikes. Except for these units, tandem setups are not restricted to certain roads any more than a single setup. They are also not restricted by weather conditions or "difficulty of operation". The Canadian province of Ontario, however, does have weather-related operating restrictions for larger tandem trailer setups.
In the United States, 80,000 lb (36,000 kg) is the maximum allowable legal gross vehicle weight without a permit.
The axle-weight breakdown is:[4]
Over-length and overweight permits are issued by each individual state whose roads will be traveled. The permits are usually issued in advance, for a specific period of time, over a specific route, with a specific load. Most over-length loads require one or more escort vehicles.[5] An escort is an accompanying automobile and its driver, who communicates with the driver of the payload vehicle regarding the position of the load in relation to the road and shoulder, and about other situational considerations.
A trailer's dimensions can vary greatly, depending on the amount and type of cargo it is designed to haul. In the United States, they are normally limited to 8.5 feet (2.6 m) in width.[6] (See types of trailers under Construction, below.)
The noticeable difference between tractor units in the North American and Europe is that almost all European models are cab over engine (COE or forward control), while the majority of North American trucks are conventional (or normal control). For repairs, the entire cab hinges forward to allow maintenance access. European trucks, whether rigid or fully articulated, have a sheer face on the front. This allows for shorter trucks with longer trailers (with larger freight capacity) within the legal maximum total length. Furthermore, it offers greater manoeuvrability and better overview for the driver. Conversely, conventional cab tractors offer the driver a more comfortable driving environment and better protection in a collision as well as eliminating the need to empty the driver's personal effects from the tractor whenever the engine requires service.
In Europe usually only the rear tractor axle has twin wheels, while larger size single wheels are used for the cargo trailer. The most common combination used in Europe is a semi tractor with two axles and a cargo trailer with three axles, giving five axles and 12 wheels in total. Lesser used (common in Scandinavia) are tractors with three axles, which feature twin wheels either on one or both rear axles. In addition to the most common three axles variant, cargo trailers with only two or only one axle are in use, again usually with larger single wheels.
In Sweden, lumber and long distance freight is run on seven or eight axle combinations up to 60,000 kg (130,000 lb) in weight and 25.25 m (82.8 ft) long. Semi-trailers are used for short distance freight. In Finland, since 1 October 2013, law N 407/2013 allows 76 tonnes maximum if the truck has nine axles, and 68 tonnes maximum if the truck has eight axles. The truck can be 25.25 m long and 4.4 m (14 ft) high in both cases.[7] The forest sector plans to submit to the Finnish Transport Safety Agency an application for testing lorries weighing 90 tonnes and 30 m (98 ft) long on Finnish roads.
In the United Kingdom, the maximum permitted gross weight of a semi-trailer truck, without the use of a Special Type General Order (STGO), is 44,000 kg (97,000 lb), which is the second heaviest permitted legal weight for a single semi-trailer truck in the world (50,000 kg (110,000 lb) is allowed in the Netherlands). In order for a 44 tonne semi-trailer truck to be permitted on UK roads the tractor and semi-trailer must have three or more axles each. Lower weight semi-trailer trucks can mean some tractors and trailer having fewer axles. In practice, like double decker buses and coaches in the UK, there is no legal height limit for semi-trailer trucks; however, bridges over 5.03 m (16.5 ft) do not have the height marked on them. Semi-trailer trucks on Continental Europe have a height limit of 4.0 m (13.1 ft).
Vehicles heavier than 44,000 kg are permitted on UK roads but are indivisible loads, which would be classed as abnormal (or oversize). Such vehicles are required to display an STGO (Special Types General Order) plate on the front of the tractor unit and, under certain circumstances, are required to travel by an authorised route and have an escort.
Most UK trailers are 13.7 m (45 ft) long and, dependent on the position of the fifth wheel and kingpin, a coupled tractor unit and trailer will have a combined length of between 15.25 and 16.75 m (50 and 55 ft). Although the Construction and Use Regulations allow a maximum rigid length of 18.2 m (60 ft), this, combined with a shallow kingpin and fifth wheel set close to the rear of the tractor unit, can give an overall length of around 22.75 m (75 ft), although combinations of this length are usually used only to carry steel or concrete beams. Providing certain requirements are fulfilled, a Special Types General Order (STGO) allows for vehicles of any size or weight to travel on UK roads. However, in practice any such vehicle has to travel by a route authorised by the Department of Transport and move under escort. The escort of abnormal loads in the UK is now predominantly carried out by private companies, but extremely large or heavy loads that require road closures must still be escorted by the police.
In the UK, some articulated trucks have eight tyres on three axles on the tractor; these are known as six-wheelers or "six leggers", with either the centre or rear axle having single wheels which normally steer as well as the front axle and can be raised when not needed (i.e. when unloaded or only a light load is being carried; an arrangement known as a TAG axle when it is the rear axle, or mid-lift when it is the centre axle). Some trailers have two axles which have twin wheels on each axle; other trailers have three axles, of which one axle can be a lift axle which has super-single wheels. In the UK, two wheels bolted to the same hub are classed as a single wheel, therefore a standard six-axle articulated truck is considered to have twelve wheels, even though it has twenty tyres. The UK also allows articulated truck tractors which have six tyres on two axles; these are known as four-wheelers.
In 2009, the operator Denby Transport designed and built a 25.25-metre-long B-Train (or B-Double) semi-trailer truck called the Denby Eco-Link to show the benefits of such a vehicle, which were a reduction in road accidents and result in less road deaths, a reduction in emissions due to the one tractor unit still being used and no further highway investment being required. Furthermore, Denby Transport asserted that two Eco-Links would replace three standard articulated lorries while, if limited to the current UK weight limit of 44 tonnes, it was claimed the Eco-Link would reduce carbon emissions by 16% and could still halve the number of trips needed for the same amount of cargo carried in conventional lorries. This is based on the fact that for light but bulky goods such as toilet paper, plastic bottles, cereals and aluminium cans, conventional lorries run out of cargo space before they reach the weight limit. At 44 tonnes, as opposed to 60 tonnes usually associated with B-Trains, the Eco-Link also exerts less weight per axle on the road compared to the standard six-axle 44 tonne articulated combination.
The vehicle was built after Denby Transport believed they had found a legal-loophole in the present UK law to allow the Eco-Link to be used on the public roads. The relevant legislation concerned the 1986 Road Vehicles Construction and Use Regulations. The 1986 regulations state that "certain vehicles" may be permitted to draw more than one trailer and can be up to 26 m (85 ft). The point of law reportedly hinged on the definition of a "towing implement", with Denby prepared to argue that the second trailer on the Eco-Link was one. The Department for Transport were of the opinion that this refers to recovering a vehicle after an accident or breakdown, but the regulation does not explicitly state this.
During BTAC performance testing the Eco-Link was given an "excellent" rating for its performance in manoeuvrability, productivity, safety and emissions tests, superseding ordinary lorries in many respects. Private trials had also reportedly shown the Denby vehicle had a 20% shorter stopping distance than conventional lorries of the same weight, due to having extra axles. The active steer system meant that the Eco-Link had a turning circle of 12 m (41 ft), the same as a conventional articulated lorry.
Although the DfT advised that the Eco-Link was not permissible on public roads, Denby Transport gave the Police prior warning of the timing and route of the test drive on the public highway, as well as outlining their position in writing to the Eastern Traffic Area Office. On 1 December 2009 Denby Transport were preparing to drive the Eco-Link on public roads, but this was cut short because the Police pulled the lorry over as it left the gates in order to test it for its legality "to investigate any... offences which may be found". The Police said the vehicle was unlawful due to its length and Denby Transport was served with a notice by the Vehicle and Operator Services Agency (VOSA) inspector to remove the vehicle from the road for inspection. Having returned to the yard, Denby Transport was formally notified by Police and VOSA that the lorry could not be used. Neither the Eco-Link, nor any other B-Train, have since been permitted on UK roads. However, this prompted the Department for Transport to undertake a desk study in to semi-trailer trucks, which has resulted in the longer semi-trailer trial which commenced in 2012.
Starting in January 2012 the Department for Transport is conducting a trial of longer semi-trailers. The trial involves 900 semi-trailers of 14.6 m (48 ft) in length (i.e. 1 m (3.3 ft) longer than the current maximum), and a further 900 semi-trailers of 15.65 m (51.3 ft) in length (i.e. 2.05 m (6.7 ft) longer). This will result in the total maximum length of the semi-trailer truck being 17.5 m (57 ft) for trailers 14.6 m in length, and 18.55 m (60.9 ft) for trailers 15.65 m in length. The increase in length will not result in the 44,000 kg weight limit being exceeded and will allow some operators to approach the weight limit which may not have been previously possible due to the previous length of trailers. The trial will run for a maximum of 10 years.
The maximum overall length applying in the EU and EEA member states is 18.75 m (61.5 ft) with a maximum weight of 40 tonnes, or 44 tonnes if carrying an ISO container.[8] However, rules limiting the semi-trailers to 16.5 m (54 ft) and 18.75 m are met with trucks carrying a standardized 7.82 m (25.7 ft) body with one additional 7.82 m body on tow as a trailer.[9] Since 1996, when Sweden and Finland formally won a final exemption from the European Economic Area rules with 60 tonne and 25.25 m (83 ft) combinations, all other member states gained the ability to adopt the same rules. In Italy the maximum permitted weight (unless exceptional transport is authorized) is 44 tonnes for any kind of combination with five axles or more.
The 25.25 metre truck combinations were developed under the branding of EcoCombi which influenced the name of EuroCombi for an ongoing standardization effort where such truck combinations shall be legal to operate in all jurisdictions of the European Economic Area. With the 50% increase in cargo weight, the fuel efficiency increases with an average of 20% with a corresponding relative decrease in carbon emissions and with the added benefit of one third fewer trucks on the road.[8] The 1996 EU regulation defines a Europe Module System (EMS) as it was implemented in Sweden. The wording of EMS combinations and EuroCombi are now used interchangeably to point to truck combinations as specified in the EU document; however apart from Sweden and Finland the EuroCombi is only allowed to operate on specific tracks in other EU member states.
From 2006, 25.25 m truck trailer combinations are to be allowed on restricted routes within Germany, following a similar (on-going) trial in The Netherlands. Similarly, Denmark have allowed 25.25 m combinations on select routes. Like in Sweden and Finland, these vehicles in continental Europe will run a 60 tonne weight limit. Two types are to be used: 1) a 26 tonne truck pulling a dolly and semi-trailer, or 2) an articulated tractor unit pulling a B-double. The UK government has so far decided not to have its own trial of these 60 tonne vehicles, but to keep an eye on the other countries' trials.
When using a dolly, which generally has to be equipped with lights and a license plate, rigid trucks can be used to pull semi-trailers. The dolly is equipped with a fifth wheel to which the trailer is coupled. Because the dolly attaches to a pintle hitch on the truck, manoeuvring a trailer hooked to a dolly is different from manoeuvring a fifth wheel trailer. Backing the vehicle requires same technique as backing an ordinary truck/full trailer combination, though the dolly/semi setup is probably longer, thus requiring more space for manoeuvring. The tractor/semi-trailer configuration is rarely used on timber trucks, since these will use the two big advantages of having the weight of the load on the drive wheels, and the loader crane used to lift the logs from the ground can be mounted on the rear of the truck behind the load, allowing a short (lightweight) crane to reach both ends of the vehicle without uncoupling. Also construction trucks are more often seen in a rigid + midaxle trailer configuration instead of the tractor/semi-trailer setup.
Denmark, the Netherlands and Norway all allow 25.25 m (83 ft) trucks (the Netherlands from 2000, Denmark from 2008, and Norway from 2008 on selected routes).
In Sweden, the allowed length has been 24 m (79 ft) since 1967. Before that, the maximum length was unlimited; the only limitations were on axle load. What stopped Sweden from adopting the same rules as the rest of Europe, when securing road safety, was the national importance of a competitive forestry industry.[8] Finland, with the same road safety issues and equally important forestry industry, followed suit. The change made trucks able to carry three stacks of cut-to-length logs instead of two, as it would be in a short combination. They have one on stack together with a crane on the 6×4 truck, and two additional stacks on a four axle trailer. The allowed gross weight in both countries is up to 60 tonnes depending on the distance between the first and last axle.
In the negotiations starting in the late 1980s preceding the two countries' entries to the European Economic Area and later the European Union, they insisted on exemptions from the EU rules citing environmental concerns and the transportation needs of the logging industry. In 1995, after Sweden and Finland's entry to the union, the rules changed again, this time to allow trucks carrying a standard CEN unit of 7.82 m (26 ft) to draw a 13.6 m (45 ft) standard semi-trailer on a dolly, a total overall length of 25.25 m. Later, B-double combinations came into use, often with one 6 m (20 ft) container on the B-link and a 12 m (40 ft) container (or two 6 m containers) on a semi-trailer bed. In allowing the longer truck combinations, what would take two 16.5 m (54 ft) semi-trailer trucks and one 18.75 m (62 ft) truck and trailer to haul on the continent now could be handled by just two 25.25 m trucks - greatly reducing overall costs and emissions. Prepared since late 2012 and effective on January 2013, Finland has changed its regulations to allow total maximum legal weight of a combination to be 76 tonnes. At the same time the maximum allowed height would be increased by 20 cm (8 in); from current maximum of 4.2 m (13.8 ft) to 4.4 m (14.4 ft). The effect this major maximum weight increase would cause to the roads and bridges in Finland over time is strongly debated.
However, longer and heavier combinations are regularly seen on public roads; special permits are issued for special cargo. The mining company Boliden AB have a standing special permit for 80 tonne combinations on select routes between mines in the inland and the processing plant in Boliden, taking a 50 tonne load of ore. Volvo has a special permit for a 32 m (105 ft), steering B-trailer-trailer combination carrying two 12 m (40 ft) containers to and from Gothenburg harbour and the Volvo Trucks factory, all on the island of Hisingen.[10] Another example is the ongoing project En Trave Till (lit. One more pile/stack) started in December 2008. It will allow even longer vehicles to further rationalize the logging transports. As the name of the project points out, it will be able to carry four stacks of timber, instead of the usual three. The test is limited to Norrbotten county and the European route E4 between the timber terminal in Överkalix and the sawmill in Munksund (outside Piteå). The vehicle is a 30 m (98 ft) long truck trailer combination with a gross weight exceeding 90 tonnes. It is estimated that this will give a 20% lower cost and 20-25% CO2 emissions reduction compared to the regular 60 tonne truck combinations. As the combinations spreads its weight over more axles, braking distance, road wear and traffic safety is believed to be either the same or improved with the 90 tonne truck-trailer. In the same program two types of 74 tonne combinations will be tested in Dalsland and Bohuslän counties in western Sweden: an enhanced truck and trailer combination for use in the forest and a b-double for plain highway transportation to the mill in Skoghall. In 2012, the Northland Mining company received permission for 90 tonne combinations with normal axle load (an extra dolly) for use on the 150 km (93 mi) Kaunisvaara-Svappavaara route, carrying iron ore.[11]
Australian road transport has a reputation for using very large trucks and road trains. This is reflected in the most popular configurations of trucks generally having dual drive axles and three axles on the trailers, with four tires on each axle. This means that Australian single semi-trailer trucks will usually have 22 wheels, which is generally more than their counterparts in other countries. Long haul transport usually operates as B-doubles with two trailers (each with three axles), for a total of nine axles (including steering). In some lighter duty applications only one of the rear axles of the truck is driven, and the trailer may have only two axles.
From July 2007, the Australian Federal and State Governments allowed the introduction of B-triple trucks on a specified network of roads.[12] B-Triples are set up differently from conventional road trains. The front of their first trailer is supported by the turntable on the prime mover. The second and third trailers are supported by turntables on the trailers in front of them. As a result, B-Triples are much more stable than road trains and handle exceptionally well. True road trains only operate in remote areas, regulated by each state or territory government.
In total, the maximum length that any articulated vehicle may be (without a special permit and escort) is 53.5 m (176 ft), its maximum load may be up to 164 tonnes gross, and may have up to four trailers. However, heavy restrictions apply to the areas where such a vehicle may travel in most states. In remote areas such as the Northern Territory great care must be taken when sharing the road with longer articulated vehicles that often travel during the day time, especially four trailer road trains.
Articulated trucks towing a single trailer or two trailers (commonly known as "short doubles") with maximum overall length of 19 m (62 ft) are referred to as "General access heavy vehicles" and are permitted in all areas, including metropolitan. B-doubles are limited to a maximum total weight of 62.5 tonnes and overall length of 25 m (82 ft), or 26 m (85 ft) if they are fitted with approved FUPS (Front Underrun Protection System) devices. B-doubles may only operate on designated roads, which includes most highways and some major metropolitan roads. B-doubles are very common in all parts of Australia including state capitals and on major routes they outnumber single trailer configurations.
Maximum width of any vehicle is 2.5 m (8.2 ft) and a height of 4.3 m (14 ft). In the past few years, allowance has been made by several states to allow certain designs of heavy vehicles up to 4.6 m (15 ft) high but they are also restricted to designated routes. In effect, a 4.6 metre high B-double will have to follow two sets of rules: they may access only those roads that are permitted for B-doubles and for 4.6 metre high vehicles.
In Australia, both conventional tractor units and cabovers are common, however cabovers are most often seen on B-doubles on the eastern seaboard where the reduction in total length allows the vehicle to pull longer trailers and thus more cargo than it would otherwise.
Super single tires are sometimes used on tri-axle trailers. The suspension is designed with travel limiting, which will hold the rim off the road for one blown or deflated tire for each side of the trailer, so a trailer can be driven at reduced speed to a safe place for repair. Super singles are also often used on the steer axle in Australia to allow greater loading over the steer axle. The increase in loading of steer tires requires a permit.
An Australian prime mover Kenworth and B double trailer combination
A road train in Australia
B-double truck on the Sturt Highway
These are for tractor units, not straight, rigid, box or other heavy vehicles.
There are many types of semi-trailers in use, designed to haul a wide range of products.
The cargo trailer is, by means of a king pin, hooked to a horseshoe-shaped quick-release coupling device called a fifth wheel or a turntable hitch at the rear of the towing engine that allows easy hook up and release. The truck trailer cannot move by itself because it only has wheels at the rear end: it requires a forward axle, provided by the towing engine, to carry half the load weight. When braking hard at high speeds, the vehicle has a tendency to fold at the pivot point between the towing vehicle and the trailer. Such a truck accident is called a "trailer swing", although it is also commonly described as a "jackknife". Jackknifing is a condition where the tractive unit swings round against the trailer, and not vice-versa.
Semi trucks use air pressure, rather than hydraulic fluid, to actuate the brakes mainly due to the much larger braking forces required. The use of air hoses allows for ease of coupling and uncoupling of trailers from the tractor unit, as well as reducing the potential for problems common to hydraulic systems, such as leakage or brake failure caused when overheated brake fluid vaporizes in the hydraulic lines. The most common failure is brake fade, usually caused when the drums or discs and the linings of the brakes overheat from excessive use.
The parking brake of the tractor unit and the emergency brake of the trailer are spring brakes that require air pressure in order to be released. They are applied when air pressure is released from the system, and disengaged when air pressure is supplied. This is a fail-safe design feature which ensures that if air pressure to either unit is lost, the vehicle will stop to a grinding halt, instead of continuing without brakes and becoming uncontrollable. The trailer controls are coupled to the tractor through two gladhand connectors, which provide air pressure, and an electrical cable, which provides power to the lights and any specialized features of the trailer.
Glad-hand connectors (also known as palm couplings) are air hose connectors, each of which has a flat engaging face and retaining tabs. The faces are placed together, and the units are rotated so that the tabs engage each other to hold the connectors together. This arrangement provides a secure connection, but allows the couplers to break away without damaging the equipment if they are pulled, as may happen when the tractor and trailer are separated without first uncoupling the air lines. These connectors are similar in design to the ones used for a similar purpose between railroad cars. Two air lines typically connect to the trailer unit. An emergency or main air supply line pressurizes the trailer's air tank and disengages the emergency brake, and a second service line controls the brake application during normal operation.
In the UK, male/female quick release connectors (red line or emergency), have a female on the truck and male on the trailer, but a yellow line or service has a male on the truck and female on the trailer. This avoids coupling errors (causing no brakes) plus the connections will not come apart if pulled by accident. The three electrical lines will fit one way around a primary black, a secondary green, and an ABS lead, all of which are collectively known as suzies or suzie coils.
Another braking feature of semi-trucks is engine braking, which could be either a compression brake (usually shortened to Jake brake) or exhaust brake or combination of both. However, the use of compression brake alone produces a loud and distinctive noise, and to control noise pollution, some local municipalities have prohibited or restricted the use of engine brake systems inside their jurisdictions, particularly in residential areas. The advantage to using engine braking instead of conventional brakes is that a truck can descend a long grade without overheating its wheel brakes. Some vehicles can also be equipped with hydraulic or electric retarders which have an advantage of near silent operation.
Because of the wide variety of loads the semi may carry, they usually have a manual transmission to allow the driver to have as much control as possible. However, all truck manufacturers now offer semi-automatic transmissions (manual gearboxes with automated gear change), as well as automatic transmissions.
Semi truck transmissions can have as few as three forward speeds or as many as 18 forward speeds (plus 2 reverse speeds). A large number of transmission ratios means the driver can operate the engine more efficiently. Modern on-highway diesel engines are designed to provide maximum torque in a narrow RPM range (usually 1200-1500 RPM); having more gear ratios means the driver can hold the engine in its optimum range regardless of road speed (drive axle ratio must also be considered).
A ten-speed manual transmission, for example is controlled via a six-slot H-box pattern, similar to that in five-speed cars — five forward and one reverse gear. Gears six to ten (and high speed reverse) are accessed by a Lo/High range splitter; gears one to five are Lo range; gears six to ten are High range using the same shift pattern. A Super-10 transmission, by contrast, has no range splitter; it uses alternating "stick and button" shifting (stick shifts 1-3-5-7-9, button shifts 2-4-6-8-10). The 13-, 15-, and 18-speed transmissions have the same basic shift pattern, but include a splitter button to enable additional ratios found in each range. Some transmissions may have 12 speeds.
Another difference between semi-trucks and cars is the way the clutch is set up. On an automobile, the clutch pedal is depressed full stroke to the floor for every gear shift, to ensure the gearbox is disengaged from the engine. On a semi-truck with constant mesh transmission (non synchronized), such as by the Eaton Roadranger series, not only is double clutching required, but a clutch brake is required as well. The clutch brake stops the rotation of the gears, and allows the truck to be put into gear without grinding when stationary. The clutch is pressed to the floor only to allow smooth engagement of low gears when starting from a full stop; when the truck is moving, the clutch pedal is pressed only far enough to break torque for gear changes.
An electrical connection is made between the tractor and the trailer through a cable often referred to as a pigtail. This cable is a bundle of wires in a single casing. Each wire controls one of the electrical circuits on the trailer, such as running lights, brake lights, turn signals, etc. A straight cable would break when the rig went around corners, so a coiled cable is used which retracts these coils when not under tension. It is these coils that cause the cable to look like a pigtail.
In most countries a trailer or semi-trailer must have minimum
Although dual wheels are the most common, use of two single, wider tires, known as super singles, on each axle is becoming popular among bulk cargo carriers and other weight-sensitive operators. With increased efforts to reduce greenhouse gas emissions, the use of the super-single tire is gaining popularity. There are several advantages to this configuration. The first of these is that super singles reduce fuel consumption. In 1999, tests on an oval track showed a 10% fuel savings when super singles were used. These savings are realized because less energy is wasted flexing fewer tire sidewalls. Second, the lighter overall tire weight allows a truck to be loaded with more freight. The third advantage is that the single wheel encloses less of the brake unit, which allows faster cooling and reduces brake fade.
One of the major disadvantages of the super singles is that they are currently not as widely available as a standard tire. In addition, if a tire should become deflated or be destroyed, there is not another tire attached to the same hub to maintain the dynamic stability of the vehicle, as would be the case with dual wheels. With dual wheels, the remaining tire may be overloaded, but it will typically allow the vehicle to be safely stopped or driven to a repair facility.
An innovation rapidly growing in popularity is the skirted trailer. The space between the road and the bottom of the trailer frame was traditionally left open, until it was realized that the turbulent air swirling under the trailer is a major source of aerodynamic drag. Three split skirt concepts were verified by the United States Environmental Protection Agency (EPA) to provide fuel savings greater than 5%, and four split skirt concepts had EPA-verified fuel savings between 4% and 5%.[13]
Skirted trailers are often combined with Underrun Protection Systems (underride guards), greatly improving safety for passenger vehicles sharing the road.
Technically called a Rear Underrun Protection System (RUPS), this is a rigid assembly hanging down from the bottom rear of the trailer, which is intended to provide some protection for passenger cars which collide with the rear of the trailer. Public awareness of this safeguard was increased in the aftermath of the accident that killed actress Jayne Mansfield on 29 June 1967, when the car she was in hit the rear of a tractor-trailer, causing fatal head trauma. After her grisly death, the NHTSA recommended requiring a rear underride guard, also known as a Mansfield bar, or an ICC bar,[14][15] but the trucking industry has been slow to upgrade this safety feature.[16]
The bottom rear of the trailer is near head level for an adult seated in a car, and without the underride guard, the only protection for such an adult's head in a rear-end collision would be the car's windshield. Because of the height mismatch between a passenger car bumper and the much-higher height of the platform of a trailer, the car's protective crush zone becomes irrelevant and air bags are ineffective in protecting the car passengers, if the underride guard is missing or inadequate.[16]
In addition to rear underride guards, truck tractor cabs may be equipped with a Front Underrun Protection System (FUPS) at the front bumper of the truck. The safest tractor-trailers are also equipped with side underride guards, also called Side Underrun Protection System (SUPS). These additional barriers prevent passenger cars from skidding underneath the trailer from the side, such as in an oblique or side collision, or if the trailer jackknifes across the road. In addition to safety benefits, these underride guards may improve fuel mileage by reducing air turbulence under the trailer at highway speeds.
Another benefit of having a sturdy underride guard is that it may be secured to a loading dock with a hook to prevent trailer creep, a movement of the trailer away from the dock, which opens up a dangerous gap during loading or unloading operations.[17]
A special driver's license is required to operate various commercial vehicles.
Regulations vary by province. A license to operate a vehicle with air brakes is required (i.e., normally a Class I, II, or III commercial license with an "A" or "S" endorsement in provinces other than Ontario). In Ontario, a "Z" endorsement[18] is required to drive any vehicle using air brakes; in provinces other than Ontario, the "A" endorsement is for air brake operation only, and an "S" endorsement is for both operation and adjustment of air brakes. Anyone holding a valid Ontario driver's license (i.e., excluding a motorcycle license) with a "Z" endorsement can legally drive any air-brake-equipped truck-trailer combination with a registered- or actual-gross-vehicle-weight (i.e., including towing- and towed-vehicle) up to 11 tonnes, that includes one trailer weighing no more than 4.6 tonnes if the license falls under the following three classes: Class E (school bus—maximum 24-passenger capacity or ambulance), F (regular bus—maximum 24-passenger capacity or ambulance) or G (car, van, or small-truck).
A Class B (any school bus), C (any urban-transit-vehicle or highway-coach), or D (heavy trucks other than tractor-trailers) license enables its holder to drive any truck-trailer combination with a registered- or actual-gross-vehicle-weight (i.e., including towing- and towed-vehicle) greater than 11 tonnes, that includes one trailer weighing no more than 4.6 tonnes.[19] Anyone holding an Ontario Class A license (or its equivalent) can drive any truck-trailer combination with a registered- or actual-gross-vehicle-weight (i.e., including towing- and towed-vehicles) greater than 11 tonnes, that includes one or more trailers weighing more than 4.6 tonnes.
Drivers of semi-trailer trucks generally require a Class A commercial driver's license (CDL) to operate any combination vehicles with a combined Gross Vehicle Weight Rating (or CGVWR) in excess of 26,000 lb (11,800 kg) if the gross vehicle weight rating (GVWR) of the towed vehicle(s) is in excess of 10,000 lb (4,500 kg). Some states (such as North Dakota) provide exemptions for farmers, allowing non-commercial license holders to operate semis within a certain air-mile radius of their reporting location. State exemptions, however, are only applicable in intrastate commerce; stipulations of the Code of Federal Regulations (CFR) may be applied in interstate commerce. Also a person under the age of 21 cannot operate a commercial vehicle outside the state where the commercial license was issued. This restriction may also be mirrored by certain states in their intrastate regulations. A person must be at least 18 in order to be issued a commercial license.
In addition, Endorsements are necessary for certain cargo and vehicle arrangements and types;
The Road Traffic Security Rules (道路交通安全規則) require a combination vehicle driver license (Chinese: 聯結車駕駛執照) to drive a combination vehicle (Chinese: 聯結車). These rules define a combination vehicle as a motor vehicle towing a heavy trailer, i.e., a trailer with a gross weight of more than 750 kilograms (1,653 lb).
A category CE driving licence is required to drive a tractor-trailer. Category C is required for vehicles over 7,500 kg (16,500 lb), while category E is for heavy trailers, which in the case of trucks and buses means any trailer over 750 kg (1,650 lb). Vehicles over 3,500 kg (7,700 lb)—which is the maximum limit of B license—but under 7,500 kg can be driven with a C1 license. Buses require a D license. A bus that is registered for no more than 16 passengers, excluding the driver, can be driven with a D1 license.
Truck drivers in Australia require an endorsed license. These endorsements are gained through training and experience. The minimum age to hold an endorsed license is 18 years, and/or must have held open (full) driver's license for minimum 12 months. The following are the heavy vehicle license classes in Australia:
In order to obtain a HC License the driver must have held an MR or HR license for at least 12 months. To upgrade to an MC License the driver must have held a HR or HC license for at least 12 months. From licenses MR and upward there is also a B Condition which may apply to the license if testing in a synchromesh or automatic transmission vehicle. The B Condition may be removed upon the driver proving the ability to drive a constant mesh transmission using the clutch. Constant mesh transmission refers to crash box transmissions, predominantly Road Ranger eighteen-speed transmissions in Australia.
In New Zealand drivers of heavy vehicles require specific licences, termed as classes. A Class 1 license (car license) will allow the driving of any vehicle with Gross Laden Weight (GLW) or Gross Combination Weight (GCW) of 4,500 kg (9,900 lb) or less. For other types of vehicles the classes are separately licensed as follows:
Further information on the New Zealand licensing system for heavy vehicles can be found at Land Transport New Zealand.
Modern day semi-trailer trucks often operate as a part of a domestic or international transport infrastructure to support containerized cargo shipment.
Various types of rail flat bed train cars are modified to hold the cargo trailer or container with wheels or without. This is called Intermodal or piggyback. The system allows the cargo to switch from highway to railway or vice versa with relative ease by using gantry cranes.
The large trailers pulled by a tractor unit come in many styles, lengths, and shapes. Some common types are: vans, reefers, flatbeds, sidelifts and tankers. These trailers may be refrigerated, heated, ventilated, or pressurized, depending on climate and cargo. Some trailers have movable wheel axles that can be adjusted by moving them on a track underneath the trailer body and securing them in place with large pins. The purpose of this is to help adjust weight distribution over the various axles, to comply with local laws.
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