NZR Full slider c/w extended A/F

D-Train Configuration Typical Day Cab Tractor Specs 113” 5th wheel Slider F/A 50” 230” A/F 71” 29’ 3” (Max 32’ 9”) Truck/Tractor D-train – Min. FA/AF

D-Train Configuration Typical Day Cab Tractor Specs 16 foot slider for 5th wheel mounted over tractor frame

D-Train Configuration Typical Day Cab Tractor Specs 16 foot slider for 5th wheel mounted over tractor frame

NZR D-train Hitch System

A Closer Look at the “D” Connection

NZR Patented D-Train Hitching System View from the Top Down – The “Rigid” Connection Tractor has just backed into the kingpin of the trailer and by nudging forward has already exposed the “B-Train” for connection to the second trailer ( a single axle trailer and an “A-Train converter dolly connection is optional) Have ignored the landing gear for simplicity of demonstration The tractor-facing end of the trailer bogie is equipped with a unique after-frame pocket assembly which has entrance guides on each side. The after-frame of the tractor will typically tuck inside the trailer D-Train pocket about 11 – 12 inches. This depth is managed by allowing the fifth wheel to be pushed or pulled to complete a proper connection.

The D-Train Connection D-Train System The D-Train Connection 28.5 foot lead trailer Kingpin 18” S/B Mk V 2 Speed Landing Gear Sliding “B-train” bogie Mk V Sliding Rail & Lock

D-Train Configuration Coupling Demonstration 28.5 foot lead trailer

D-Train Configuration Coupling Demonstration 28.5 foot lead trailer D-Train Trailer After Frame Kit

D-Train Configuration Coupling Demonstration 28.5 foot lead trailer D-Train Trailer After Frame Kit

D-Train Configuration Coupling Demonstration 28.5 foot lead trailer Steering Axle Sliding “B-Train” Bogie is unlocked and tractor edges forward to expose the 5th wheel

D-Train Configuration Coupling Demonstration 28.5/32 foot lead trailer 35/53 foot pup trailer

D-Train Configuration Coupling Demonstration 28.5/32 foot lead trailer 35/53 foot pup trailer Pup Landing Gear Raised – Configuration Ready to Go!

Net Cargo Length Advantage – 10.5 feet Out-Performing the 53’ Standard Trailer Regulated Maximum Combined Box Length – 65’ 7” (20 meters) 2 ‘ 2” Lead-Pup Gap Net Cargo Length Advantage – 10.5 feet 4 ‘ Incremental payload – Gap closure 6.5 ‘ Additional Cargo Space 53 foot standard trailer D-Train Configuration Increases Payload 20% (10.5/53)

Advantages of the D-Train versus a Standard 53 Foot Trailer D-Train System Advantages of the D-Train versus a Standard 53 Foot Trailer Regulated Maximum Combined Box Length – 65’ 7” (20 meters) 28.5/32 foot trailer 35/53 foot pup trailer 4 ‘ Incremental payload – Gap closure 6.5 ‘ Additional Cargo Space 53 foot standard trailer

Net Cargo Length Advantage – 10.5 feet D-Train System Advantages of the D-Train versus a Standard 53 Foot Trailer Regulated Maximum Combined Box Length – 65’ 7” (20 meters) 28.5/32 foot trailer 35/53 foot pup trailer 2 ‘ 2” Lead-Pup Gap Net Cargo Length Advantage – 10.5 feet 4 ‘ Incremental payload – Gap closure Plus an Additional 6.5 ‘of Cargo Space 53 foot standard trailer D-Train Configuration Increases Payload 20% (10.5/53)

RBlt E-One D-train Morphing to Tractor/Trailer 342” 150” 100” 60” 60” 60” 33” 100” 309” 592” RBlt E-One D-train Morphing to Tractor/Trailer

Tractor D-train LCV/B Concept S/R=.35 60” 60” 60” 32” 100” 309” 497” Tractor D-train LCV/B Concept S/R=.35

D-Train System Turning Radius Advantage of the D-Train versus a Standard 53 Foot Trailer

D-Train System Turning Radius Advantage of the D-Train versus a Standard 53 Foot Trailer

Tractor-Trailer “GAP” A Major Drain on Fuel Consumption At 50 mph the energy consumed to overcome aerodynamic drag starts to exceed that required to overcome rolling friction and drive train losses Source: SAE International Aerodynamic Drag Reduction Studies, 2003

Tractor-Trailer “GAP” A Major Drain on Fuel Consumption “Gaps” vary but because of the articulating trailer, the gap is a minimum of 4.5 feet and often exceeds this in many configurations Source: SAE International Aerodynamic Drag Reduction Studies, 2003

Tractor Fairings and Air Deflectors Help In zero crosswinds, studies show up to 50% reduction in drag coefficient with the application of fairings and roof-top air deflectors Source: SAE International Aerodynamic Drag Reduction Studies, 2003

Tractor Fairings and Air Deflectors Help In zero crosswinds, studies show up to 50% reduction in drag coefficient with the application of fairings and roof-top air deflectors But . . . In crosswinds, these benefits are cut in half Total rig drag is 0.75 Source: SAE International Aerodynamic Drag Reduction Studies, 2003

Tractor-Trailer “GAP” The D-Train Configuration Reduces “Drag”, Which Reduces Fuel Consumption A D-Train configuration closes the tractor trailer “gap” to as little as 6 inches. Total baseline drag in crosswinds for a T-T combination approximates a CD of 0.75. Closing the “Gap” from an average of 4.5 feet to just 6 inches, results in 44% (2/4.5 - note adjustment for addition of 2 feet between lead and pup units) reduction in drag derived from these connections or CD measure reduction of .066 (44% x .15) – overall an 8.8% (.066/.75) reduction in total rig drag. At 60 mph that yields fuel savings of 4.4% (8.8%/2% see table) and the higher the speed the greater the savings Source: SAE International Aerodynamic Drag Reduction Studies, 2003

Tractor-Trailer “GAP” The D-Train Configuration Reduces Fuel Consumption NOTE that with integrated fairings design, it is possible to eliminate all effects of tractor-trailer gap – fairings could completely encase the head of the trailer since it is rigidly attached to the tractor Total baseline drag in crosswinds for a T-T combination approximates a CD of 0.75. Closing the “Gap” from an average of 4.5 feet to just 6 inches, results in 44% (2/4.5 - note adjustment for addition of 2 feet between lead and pup units) reduction in drag derived from these connections or CD measure reduction of .066 (44% x .15) – overall an 8.8% (.066/.75) reduction in total rig drag. At 60 mph that yields fuel savings of 4.4% (8.8%/2% see table) and the higher the speed the greater the savings Source: SAE International Aerodynamic Drag Reduction Studies, 2003

Fleet Targets – Selection Criteria Elaboration 1. Type and size of equipment fleet Priorities: Dry vans, 53’ trailers Dump truck fleets Refrigerated vans, 53’ trailers 2. Magnitude and scope of short-term benefits possible Typically reflected in direct costs such as lower fuel, lower wages and reduced owner-operator costs on a per kilometer/mile basis 3. Magnitude and scope of long-term benefits Typically reflected in lower capital invested per revenue mile/kilometer earned or greater revenue per mile/kilometer for the same capital invested; or greater customer satisfaction 4. Ability to commit financial capital for fleet investments How much and how fast? 5. Complexity of the buying process Bureaucracy – paperwork – approval levels? 6. Level of motivation of the economic decision-maker Who is the ultimate financial decision-maker? 7. Decision-making influence of other stakeholders The owner operators, the drivers, the maintenance staff 8. Willingness to share internal information and “partner” with us Will they open up and let us show how our solutions could help them? 9. Ability to plausibly quantify benefits Hard evidence that the new technologies deliver real value 10. Proximity to our installation and service locations Toronto initially, expands from there

Ontario LCV Limits Maximum Box Length 65’ 7” Maximum Combination Length 82’ Ontario and the rest of the provinces limit the combined trailer length to 65’ 7 “ for B and C-Train combinations ( 60.7 feet for A-Train combinations) In the USA it varies by state, for example, Oregon limits doubles trailer lengths to 60’ in general and 68 feet on designated highways. South Dakota, on the other hand, permits trailer combinations as long as 81.5 feet for a 2 trailer rig. Some pertinent points for Ontario: Trailer box lengths for the D-Train – These two units ought not be built in equal sizes (ie., each say 31.5 or 30). Doing so would not enhance their combined ability to handle more whole skids, assumed for the most part to equal 4x4 in dimension. A solution is to build one unit say 28.5 and the second unit 35. With a 2 foot allowance for “gap” that creates a combined length of 65.5. This combined capacity can load 60 skids per layer versus 52 in a 53 foot semi-trailer, a 15.4% improvement in skid loads per trip. Optimizing to the regulated combined box length results in there being 16’ 3” feet left for a tractor unit to be hooked rigidly to the lead trailer unit. A day cab unit would require only about 9’10” to 10’. At 16’ 5” there is sufficient space to support all forms of sleepers for TL linehaul work.