mud pump trucks free sample

Specifically designed for drilling companies and others in the oil and gas industry, the easy to use drilling rig inspections app makes it easy to log information about the drill rigs, including details about the drill rigs operators, miles logged and well numbers. The inspection form app covers everything from the mud pump areas and mud mixing area to the mud tanks and pits, making it easy to identify areas where preventative maintenance is needed. The drilling rig equipment checklist also covers health and safety issues, including the availability of PPE equipment, emergency response and preparedness processes, and other critical elements of the drilling process and drill press equipment.

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If you run a mud rig, you have probably figured out that the mud pump is the heart of the rig. Without it, drilling stops. Keeping your pump in good shape is key to productivity. There are some tricks I have learned over the years to keeping a pump running well.

First, you need a baseline to know how well your pump is doing. When it’s freshly rebuilt, it will be at the top efficiency. An easy way to establish this efficiency is to pump through an orifice at a known rate with a known fluid. When I rig up, I hook my water truck to my pump and pump through my mixing hopper at idle. My hopper has a ½-inch nozzle in it, so at idle I see about 80 psi on the pump when it’s fresh. Since I’m pumping clear water at a known rate, I do this on every job.

As time goes on and I drill more hole, and the pump wears, I start seeing a decrease in my initial pressure — 75, then 70, then 65, etc. This tells me I better order parts. Funny thing is, I don’t usually notice it when drilling. After all, I am running it a lot faster, and it’s hard to tell the difference in a few gallons a minute until it really goes south. This method has saved me quite a bit on parts over the years. When the swabs wear they start to leak. This bypass pushes mud around the swab, against the liners, greatly accelerating wear. By changing the swab at the first sign of bypass, I am able to get at least three sets of swabs before I have to change liners. This saves money.

Before I figured this out, I would sometimes have to run swabs to complete failure. (I was just a hand then, so it wasn’t my rig.) When I tore the pump down to put in swabs, lo-and-behold, the liners were cut so badly that they had to be changed too. That is false economy. Clean mud helps too. A desander will pay for itself in pump parts quicker than you think, and make a better hole to boot. Pump rods and packing last longer if they are washed and lubricated. In the oilfield, we use a petroleum-based lube, but that it not a good idea in the water well business. I generally use water and dish soap. Sometimes it tends to foam too much, so I add a few tablets of an over the counter, anti-gas product, like Di-Gel or Gas-Ex, to cut the foaming.

Maintenance on the gear end of your pump is important, too. Maintenance is WAY cheaper than repair. The first, and most important, thing is clean oil. On a duplex pump, there is a packing gland called an oil-stop on the gear end of the rod. This is often overlooked because the pump pumps just as well with a bad oil-stop. But as soon as the fluid end packing starts leaking, it pumps mud and abrasive sand into the gear end. This is a recipe for disaster. Eventually, all gear ends start knocking. The driller should notice this, and start planning. A lot of times, a driller will change the oil and go to a higher viscosity oil, thinking this will help cushion the knock. Wrong. Most smaller duplex pumps are splash lubricated. Thicker oil does not splash as well, and actually starves the bearings of lubrication and accelerates wear. I use 85W90 in my pumps. A thicker 90W140 weight wears them out a lot quicker. You can improve the “climbing” ability of the oil with an additive, like Lucas, if you want. That seems to help.

Outside the pump, but still an important part of the system, is the pop-off, or pressure relief valve. When you plug the bit, or your brother-in-law closes the discharge valve on a running pump, something has to give. Without a good, tested pop-off, the part that fails will be hard to fix, expensive and probably hurt somebody. Pop-off valve are easily overlooked. If you pump cement through your rig pump, it should be a standard part of the cleanup procedure. Remove the shear pin and wash through the valve. In the old days, these valves were made to use a common nail as the shear pin, but now nails come in so many grades that they are no longer a reliable tool. Rated shear pins are available for this. In no case should you ever run an Allen wrench! They are hardened steel and will hurt somebody or destroy your pump.

One last thing that helps pump maintenance is a good pulsation dampener. It should be close to the pump discharge, properly sized and drained after every job. Bet you never thought of that one. If your pump discharge goes straight to the standpipe, when you finish the job your standpipe is still full of fluid. Eventually the pulsation dampener will water-log and become useless. This is hard on the gear end of the pump. Open a valve that drains it at the end of every job. It’ll make your pump run smoother and longer.

The OSHA standard for powered industrial truck training [29 CFR 1910.178(l)] requires that an employer provide training to truck operators on a variety of topics. Among these topics are vehicle inspection and maintenance that the operator will be required to perform. The following checklists are being provided as part of OSHA"s ongoing effort to assist employers and employees in ensuring that a safe and healthful workplace is provided. The lists serve as a guide only and may not be totally inclusive. Each type of powered industrial truck is unique and checklists pertinent to each type of vehicle should be modified accordingly. It is recommended that the manufacturer"s instructions on vehicle maintenance and owner"s and operator"s responsibilities also be consulted. The OSHA standards for powered industrial trucks must be reviewed to ensure compliance.

There are two general types of powered industrial trucks: electric (battery) powered and internal combustion engine (gas/LPG/diesel) powered. Each of these general types has a variety of different configurations and attachments. Your workplace may have a variety of trucks that are being operated. ALL OPERATORS MUST BE TRAINED TO OPERATE ALL TYPE OF INDUSTRIAL TRUCKS THEY WILL BE OPERATING.

Depicted below are the major types of industrial trucks and some of the most common variations. The drawings of the trucks depicted below are intended to represent the typical configuration of trucks for each type. They do not include all available options, attachments or configurations.

Refer to the owner"s manual, specifications and manufacturer"s recommendations to modify the checklist for trucks being operated in your workplace. Below are sample checklists for internal combustion and electric trucks. These lists can be modified to suit your workplace needs.

EFFECTIVE: versatility to complete an array of sampling techniques – in unconsolidated and consolidated formations - with a single machine without compromise. Separate hydraulic circuit dedicated to mud pump provides stable mud flow.

Six functions along the 28-inch centerline head side shift simplify traditional geotechnical applications — augering, mud rotary, SPT, Shelby tubes, hard rock cores, CPT – and even direct push. Features GH63 percussion hammer 4-speed rotary head with 4,000 ft-lb, DH104 hands-free automatic drop hammer, CPT push/pull assembly, and a rod grip pull system. Head shifting speeds up drilling and minimizes the time driller spends in danger zone.

Drill mast features extend, swing, mast dump, oscillation, and fold. Mast dump provides 36.5 inches of vertical travel to allow room for a mud pan. Outriggers let you quickly set up above the mud pan as well.

Hands-free rotary and head feed controls on the 3100GT reduce strain on driller when completing applications like mud rotary. CPT feed rate and hydraulic limit functions are standard.

Pump options for the 3100GT include the Moyno® 3L6 or Moyno® 3L8 pumps. The pump is controlled at the control panel with an on/off switch and the flow can be adjusted with a flow dial.

With the necessary tophead rotation speed, head feed speed, and plenty of mud pump options to get the job done, complete your water well drilling, geothermal drilling, and cathodic protection drilling jobs with a single, compact water well drill.

Outfit as down the hole drill or mud drill with the power of 28.5-foot stroke, 40,000 lb pullback, and 8,000 ft-lb torque to handle deeper wells along with weight of steel casing.

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From the 1930s Euclid, International-Harvester and Mack contributed to ongoing development. Mack modified its existing trucks with varying success. In 1934 Euclid became the first manufacturer in the world to successfully produce a dedicated off-highway truck.

Today, virtually all dump trucks operate by hydraulics and they come in a variety of configurations each designed to accomplish a specific task in the construction material supply chain.

In the United States most standard dump trucks have one front steering axle and one (4x24-wheeler)) or two (6x4 6-wheeler) rear axles which typically have dual wheels on each side. Tandem rear axles are almost always powered,

European Union heavy trucks often have two steering axles. Dump truck configurations are two, three, and four axles. The four-axle eight wheeler has two steering axles at the front and two powered axles at the rearmetric tons (35 short tons; 31 long tons) gross weight in most EU countries.

Transfer dump trucks typically haul between 26 and 27 short tons (23.6 and 24.5 t; 23.2 and 24.1 long tons) of aggregate per load, each truck is capable of 3–5 loads per day, generally speaking.

A super dump is a straight dump truck equipped with a trailing axle, a liftable, load-bearing axle rated as high as 13,000 pounds (5,897 kg). Trailing 11 to 13 feet (3.35 to 3.96 m) behind the rear tandem, the trailing axle stretches the outer "bridge" measurement—the distance between the first and last axles—to the maximum overall length allowed. This increases the gross weight allowed under the federal bridge formula, which sets standards for truck size and weight. Depending on the vehicle length and axle configuration, Superdumps can be rated as high as 80,000 pounds (36,287 kg) GVW and carry 26 short tons (23.6 t; 23.2 long tons) of payload or more. When the truck is empty or ready to offload, the trailing axle toggles up off the road surface on two hydraulic arms to clear the rear of the vehicle. Truck owners call their trailing axle-equipped trucks Superdumps because they far exceed the payload, productivity, and return on investment of a conventional dump truck. The Superdump and trailing axle concept were developed by Strong Industries of Houston, Texas.

Double and triple bottom dumps consist of a 2-axle tractor pulling one single-axle semi-trailer and an additional full trailer (or two full trailers in the case of triples). These dump trucks allow the driver to lay material in windrows without leaving the cab or stopping the truck. The main disadvantage is the difficulty in backing double and triple units.

The specific type of dump truck used in any specific country is likely to be closely keyed to the weight and axle limitations of that jurisdiction. Rock, dirt, and other types of materials commonly hauled in trucks of this type are quite heavy, and almost any style of truck can be easily overloaded. Because of that, this type of truck is frequently configured to take advantage of local weight limitations to maximize the cargo. For example, within the United States, the maximum weight limit is 40 short tons (36.3 t; 35.7 long tons) throughout the country, except for specific bridges with lower limits. Individual states, in some instances, are allowed to authorize trucks up to 52.5 short tons (47.6 t; 46.9 long tons). Most states that do so require that the trucks be very long, to spread the weight over more distance. It is in this context that double and triple bottoms are found within the United States.

Many ballast to weigh the truck down or to hold sodium or calcium chloride salts for spreading on snow and ice-covered surfaces. Plowing is severe service and needs heavy-duty trucks.

Off-highway dump trucksheavy construction equipment and share little resemblance to highway dump trucks. Bigger off-highway dump trucks are used strictly off-road for mining and heavy dirt hauling jobs. There are two primary forms: rigid frame and articulating frame.

Haul trucks are used in large surface mines and quarries. They have a rigid frame and conventional steering with drive at the rear wheel. As of late 2013, the largest ever production haul truck is the 450 metric ton BelAZ 75710, followed by the Liebherr T 282B, the Bucyrus MT6300AC and the Caterpillar 797F, which each have payload capacities of up to 400 short tons (363 t; 357 long tons). Most large-size haul trucks employ Diesel-electric powertrains, using the Diesel engine to drive an AC alternator or DC generator that sends electric power to electric motors at each rear wheel. The Caterpillar 797 is unique for its size, as it employs a Diesel engine to power a mechanical powertrain, typical of most road-going vehicles and intermediary size haul trucks.

U-shaped dump trucks, also known as tub-body trucks, is used to transport construction waste, it is made of high-strength super wear-resistant special steel plate directly bent, and has the characteristics of impact resistance, alternating stress resistance, corrosion resistance and so on.

Dump trucks are normally built for some amount of off-road or construction site driving; as the driver is protected by the chassis and height of the driver"s seat, bumpers are either placed high or omitted for added ground clearance. The disadvantage is that in a collision with a standard car, the entire motor section or luggage compartment goes under the truck. Thus, the passengers in the car could be more severely injured than would be common in a collision with another car. Several countries have made rules that new trucks should have bumpers approximately 40 cm (16 in) above ground in order to protect other drivers. There are also rules about how long the load or construction of the truck can go beyond the rear bumper to prevent cars that rear-end the truck from going under it.

Because of their size and the difficulty of maintaining visual contact with on-foot workers, dump trucks can be a threat, especially when backing up.back-up alarms provide some level of protection, and having a spotter working with the driver also decreases back-up injuries and fatalities.

A truck or lorry is a motor vehicle designed to transport cargo, carry specialized payloads, or perform other utilitarian work. Trucks vary greatly in size, power, and configuration, but the vast majority feature body-on-frame construction, with a cabin that is independent of the payload portion of the vehicle. Smaller varieties may be mechanically similar to some automobiles. Commercial trucks can be very large and powerful and may be configured to be mounted with specialized equipment, such as in the case of refuse trucks, fire trucks, concrete mixers, and suction excavators. In American English, a commercial vehicle without a trailer or other articulation is formally a "straight truck" while one designed specifically to pull a trailer is not a truck but a "tractor".

The majority of trucks currently in use are still powered by diesel engines, although small- to medium-size trucks with gasoline engines exist in the US, Canada, and Mexico. The market-share of electrically powered trucks is growing rapidly, expected to reach 7% globally by 2027, and electric motive force already predominates among both the largest and smallest trucks.gross combination mass of up to 3.5 t (3.4 long tons; 3.9 short tons) are known as light commercial vehicles, and those over as large goods vehicles.

Trucks and cars have a common ancestor: the steam-powered fardier Nicolas-Joseph Cugnot built in 1769.steam wagons were not common until the mid-19th century. The roads of the time, built for horse and carriages, limited these vehicles to very short hauls, usually from a factory to the nearest railway station. The first semi-trailer appeared in 1881,steam tractor manufactured by De Dion-Bouton. Steam-powered wagons were sold in France and the United States until the eve of World War I, and 1935 in the United Kingdom, when a change in road tax rules made them uneconomic against the new diesel lorries.

In 1895 Karl Benz designed and built the first internal combustion truck. Later that year some of Benz"s trucks were modified to become busses by Netphener. A year later, in 1896, another internal combustion engine truck was built by Gottlieb Daimler, the Daimler Motor Lastwagen.Peugeot, Renault and Büssing, also built their own versions. The first truck in the United States was built by Autocar in 1899 and was available with 5 or 8 horsepower (4 or 6 kW) engines.two-cylinder engines and had a carrying capacity of 1.5 to 2 t (3,300 to 4,400 lb). After World War I, several advances were made: electric starters, and 4, 6, and 8 cylinder engines.

Electrically powered trucks predate internal combustion ones and have been continuously available since the mid-19th-century. In the 1920s Autocar Trucks was the first of the major truck manufacturers to offer a range of electric trucks for sale.forklifts and pushback tugs. The higher energy density of liquid fuels soon led to the decline of electric-powered trucks in favor of, first, gasoline, and then diesel and CNG-fueled engines until battery technology advanced in the 2000s when new chemistries and higher-volume production broadened the range of applicability of electric propulsion to trucks in many more roles. Today, manufacturers are electrifying all trucks ahead of national regulatory requirements, with long-range over-the-road trucks being the most challenging.

Popular in Europe and Asia, many mini-trucks are factory redesigns of light automobiles, usually with monocoque bodies. Specialized designs with substantial frames such as the Italian Piaggio shown here are based upon Japanese designs (in this case by Daihatsu) and are popular for use in "old town" sections of European cities that often have very narrow alleyways.

Regardless of name, these small trucks serve a wide range of uses. In Japan, they are regulated under the Kei car laws, which allow vehicle owners a break in taxes for buying a smaller and less-powerful vehicle (currently, the engine is limited to 660 cc displacement). These vehicles are used as on-road utility vehicles in Japan. These Japanese-made mini trucks that were manufactured for on-road use are competing with off-road ATVs in the United States, and import regulations require that these mini trucks have a 25 mph (40 km/h) speed governor as they are classified as low-speed vehicles.

Light trucks are car-sized (in the US, no more than 13,900 lb (6.3 t)) and are used by individuals and businesses alike. In the EU they may not weigh more than 3.5 t (7,700 lb) and are allowed to be driven with a driving licence for cars. Pickup trucks, called utes in Australia and New Zealand, are common in North America and some regions of Latin America, Asia, and Africa, but not so in Europe, where this size of commercial vehicle is most often made as vans.

Medium trucks are larger than light but smaller than heavy trucks. In the US, they are defined as weighing between 13,000 and 33,000 lb (5.9 and 15.0 t).

For the UK and the EU the weight is between 3.5 to 7.5 t (7,700 to 16,500 lb). Local delivery and public service (dump trucks, garbage trucks and fire-fighting trucks) are normally around this size.

Heavy trucks are the largest on-road trucks, Class 8. These include vocational applications such as heavy dump trucks, concrete pump trucks, and refuse hauling, as well as ubiquitous long-haul 4x2 and 6×4 tractor units.

Off-road trucks include standard, extra heavy-duty highway-legal trucks, typically outfitted with off-road features such as a front driving axle and special tires for applications such as logging and construction, and purpose-built off-road vehicles unconstrained by weight limits, such as the Liebherr T 282B mining truck.

Almost all trucks share a common construction: they are made of a chassis, a cab, an area for placing cargo or equipment, axles, suspension and roadwheels, an engine and a drivetrain. Pneumatic, hydraulic, water, and electrical systems may also be present. Many also tow one or more trailers or semi-trailers.

The "cab", or "cabin" is an enclosed space where the driver is seated. A "sleeper" is a compartment attached to or integral with the cab where the driver can rest while not driving, sometimes seen in semi-trailer trucks.

"Cab over engine" (COE) or "flat nose"; where the driver is seated above the front axle and the engine. This design is almost ubiquitous in Europe, where overall truck lengths are strictly regulated, and is widely used in the rest of the world. They were common in North American heavy-duty trucks but lost prominence when permitted length was extended in the early 1980s. Nevertheless, this design is still popular in North America among medium- and light-duty trucks. To reach the engine, the whole cab tilts forward, earning this design the name of "tilt-cab". This type of cab is especially suited to the delivery conditions in Europe where many roads require the short turning radius afforded by the shorter wheelbase of the cab over engine layout.

"Conventional" cabs seated the driver behind the engine, as in most passenger cars or pickup trucks. Many new cabs are very streamlined, with a sloped hood (bonnet) and other features to lower drag. Conventional cabs are the most common in North America, Australia, and China, and are known in the UK as "American cabs"

Most small trucks such as sport utility vehicles (SUVs), vans or pickups, and even light medium-duty trucks in North America, China, and Russia use gasoline engines (petrol engines), but many diesel engined models are now being produced. Most of the heavier trucks use four-stroke diesel engines with a turbocharger and intercooler. Huge off-highway trucks use locomotive-type engines such as a V12 Detroit Diesel two stroke engine. A large proportion of refuse trucks in the United States employ CNG (compressed natural gas) engines for their low fuel cost and reduced carbon emissions.

A significant proportion of North American manufactured trucks use an engine built by the last remaining major independent engine manufacturer (Cummins) but most global OEMs such as Volvo Trucks and Daimler AG promote their own "captive" engines.

As of 2019electric trucks and hydrogen-powered trucks are new to the market in 2021,phase-out of fossil fuel vehicles includes trucks.The Economist magazine "Electric lorries will probably run on hydrogen, not batteries, which are too expensive."chargers are available batteries will become competitive against diesel for all, except perhaps the heaviest, trucks.

Small trucks use the same type of transmissions as almost all cars, having either an automatic transmission or a manual transmission with synchromesh (synchronizers). Bigger trucks often use manual transmissions without synchronizers, saving bulk and weight, although synchromesh transmissions are used in larger trucks as well. Transmissions without synchronizers, known as "crash boxes", require double-clutching for each shift, (which can lead to repetitive motion injuries), or a technique known colloquially as "floating", a method of changing gears which doesn"t use the clutch, except for starts and stops, due to the physical effort of double-clutching, especially with non-power-assisted clutches, faster shifts, and less clutch wear.

Common North American setups include 9, 10, 13, 15, and 18 speeds. Automatic and automated manual transmissions for heavy trucks are becoming more and more common, due to advances both in transmission and engine power. In Europe, 8, 10, 12, and 16 gears are common on larger trucks with a manual transmission, while conventional automatic or automated manual transmissions would have anything from 5 to 12 gears. Almost all heavy truck transmissions are of the "range and split" (double H shift pattern) type, where range change and so‑called half gears or splits are air operated and always preselected before the main gear selection.

A truck frame consists of two parallel boxed (tubular) or C‑shaped rails, or beams, held together by crossmembers. These frames are referred to as ladder frames due to their resemblance to a ladder if tipped on end. The rails consist of a tall vertical section (two if boxed) and two shorter horizontal flanges. The height of the vertical section provides opposition to vertical flex when weight is applied to the top of the frame (beam resistance). Though typically flat the whole length on heavy-duty trucks, the rails may sometimes be tapered or arched for clearance around the engine or over the axles. The holes in rails are used either for mounting vehicle components and running wires and hoses or measuring and adjusting the orientation of the rails at the factory or repair shop.

cab-over configuration in North America, to provide better maneuverability in tight situations. They are also among the most severe-duty and highest GVWR trucks on public roads.

In the United States, a commercial driver"s license is required to drive any type of commercial vehicle weighing 26,001 lb (11,794 kg) or more.US trucking industry employed 1.8 million drivers of heavy trucks.

With respect to noise pollution, trucks emit considerably higher sound levels at all speeds compared to typical cars; this contrast is particularly strong with heavy-duty trucks.tires rolling on the roadway and the constant hum of their diesel engines at highway speeds. Less frequent noises, but perhaps more noticeable, are things like the repeated sharp-pitched whistle of a turbocharger on acceleration, or the abrupt blare of an exhaust brake retarder when traversing a downgrade. There has been noise regulation put in place to help control where and when the use of engine braking retarders are allowed.

Primary liability insurance coverage protects the truck from damage or injuries to other people as a result of a truck accident. This truck insurance coverage is mandated by U.S. state and federal agencies, and proof of coverage is required to be sent to them. Interstate trucks in the U.S. are required to have a minimum of $75,000 in liability insurance. This includes motor carriers operating vehicles with a gross weight rating in excess of 10,000 lb (4.5 t) (which transport non-hazardous materials). All motor carriers operating vehicles transporting materials classified as hazardous, and which have a gross weight rating in excess of 10,000 lb (4.5 t) must have a minimum of $1,000,000 in liability insurance. All motor carriers operating vehicles such as hopper-type cargo vehicles or tankers with a capacity in excess of 3,500 US gal (13,000 L) must have a minimum of $5,000,000 in liability insurance. Pricing is dependent on region, driving records, and history of the trucking operation.

Gies, Erica (18 December 2017). "Electric Trucks Begin Reporting for Duty, Quietly and Without All the Fumes". Inside Climate News. Archived from the original on 13 June 2021. Retrieved 13 June 2021. Replacing fleets of medium- and heavy-duty trucks can help cut greenhouse gas emissions and make cities quieter and cleaner. Because trucks need so much hauling power, they have eluded electrification until recently; a battery that could pull significant weight would itself be too hefty and too expensive. But now, improvements in battery technology are paying off, bringing down both size and cost. The number of hybrid-electric and electric trucks is set to grow almost 25 percent annually, from 1 percent of the market in 2017 to 7 percent in 2027, a jump from about 40,000 electric trucks worldwide this year to 371,000.

Profita, Cassandra (26 June 2020). "California"s Landmark Electric Truck Rule Targets "Diesel Death Zone"". National Public Radio. Archived from the original on 9 June 2021. Retrieved 14 June 2021. California will require automakers to sell more electric trucks starting in 2024. The measure, approved unanimously Thursday by the California Air Resources Board, says that by 2045 all new trucks sold in the state should be zero-emissions.

Shephardson, David; Groom, Nichola (25 June 2020). "California passes landmark mandate for zero emission trucks". Reuters. Archived from the original on 14 June 2021. Retrieved 14 June 2021. The mandate, which applies to medium-duty and large trucks, will put an estimated 300,000 zero-emission trucks on the road by 2035. The mandate will start in the 2024 model year and initially require 5%–9% zero emission vehicles (ZEV) based on class, rising to 30%–50% by 2030. By 2045, all vehicles should be ZEVs. The regulation would apply to pickup trucks weighing 8,500 pounds or more, but not to light-duty trucks, which are covered by separate zero emission regulations.

Chatti, K. (February 2009). "Effect of Michigan Multi-Axle Trucks on Pavement Distress" (PDF). Michigan DOT and Michigan State University, Final Report, Executive Summary, Project RC-1504. Archived from the original (PDF) on 24 October 2020.

Salisbury, Mark (25 February 2021). "DHL Freight and Volvo Trucks join to introduce long-distance electric trucks". FleetPoint. Archived from the original on 27 February 2021. Retrieved 27 February 2021.

Lambert, Fred (11 January 2019). "Tesla Semi receives another order, electric trucks will move goods in Europe". Archived from the original on 19 April 2019. Retrieved 19 April 2019.

"Climate change: Electric trucks "can compete with diesel ones"". BBC News. 8 April 2021. Archived from the original on 9 April 2021. Retrieved 9 April 2021.

Smorodin, Amy (16 November 2022). "A story of transition: How Europe"s faring in its move to zero-emission trucks and buses". International Council on Clean Transportation. Retrieved 17 November 2022.