The Fiat-Allis FL5 and Its Historical Context
The Fiat-Allis FL5 track loader was introduced in the early 1980s during a period of transition in the earthmoving industry. Fiat-Allis, formed through a joint venture between Fiat of Italy and Allis-Chalmers of the United States, aimed to compete with Caterpillar and Komatsu in the compact and mid-size crawler loader segment. The FL5 was designed for land clearing, grading, and light excavation, offering a balance of power, maneuverability, and affordability.
Equipped with a Fiat 8045 four-cylinder diesel engine rated at approximately 70 horsepower, the FL5 delivered reliable torque and fuel efficiency. Its hydrostatic transmission and mechanical simplicity made it popular among farmers, small contractors, and landowners. Though production numbers were modest compared to Caterpillar’s D-series, the FL5 earned a reputation for being tough and easy to maintain.
Engine and Powertrain Characteristics
The Fiat 8045 engine is a naturally aspirated diesel with direct injection, known for its low-end torque and cold-start reliability. It features:

• Displacement: ~3.9 liters
  
• Bore x Stroke: 104 mm x 115 mm
  
• Compression Ratio: ~17.5:1
  
• Fuel Consumption: ~210 g/kWh under load
  

• Ring and Pinion: A gear set that transfers torque from the transmission to the final drive, enabling track movement.
  
• Planetary Final Drive: A gear system that multiplies torque and reduces speed, improving traction and load capacity.
  
• Hydrostatic Transmission: A fluid-based drive system that allows variable speed control without shifting gears.
  

• Avoid aggressive turns on rocky surfaces.
  
• Maintain proper track tension to reduce shock loads.
  
• Inspect differential oil for metal shavings every 250 hours.
  
• Use SAE 80W-90 gear oil with EP additives for ring and pinion lubrication.
  
• Replace worn sprockets and track pads to prevent vibration transfer.
  

The D7G and Its Role in Earthmoving History
The Caterpillar D7G is a mid-size crawler dozer introduced in the early 1980s, designed for land clearing, grading, and heavy-duty construction. Built with a direct drive transmission and a robust undercarriage, the D7G became a staple in forestry, mining, and agricultural operations. Caterpillar Inc., founded in 1925, had by then established itself as a global leader in heavy equipment manufacturing, and the D7 series was one of its most successful product lines.
The D7G featured a six-cylinder turbocharged diesel engine, typically the CAT 3306, delivering around 200 horsepower. Its undercarriage included single and double flange rollers, track chains, and segmented sprockets—all engineered for durability in abrasive environments. By the mid-1990s, thousands of D7G units had been deployed worldwide, many of which remain in service today due to their mechanical simplicity and rebuildable components.
Understanding Undercarriage Wear and Roller Failure
Undercarriage components on a dozer typically account for up to 50% of lifetime maintenance costs. Rollers, which support the track chain and guide its movement, are subject to constant impact, vibration, and contamination. On a D7G, the lower rear single flange rollers are particularly vulnerable due to their position near the sprocket and exposure to debris.
When rollers fail, symptoms include:

• Excessive track sag
  
• Uneven wear on track pads
  
• Vibration during travel
  
• Oil leakage from roller seals
  

• Single Flange Roller: A track roller with one guiding flange, typically used on the inside of the track frame.
  
• Double Flange Roller: A roller with flanges on both sides, offering better lateral guidance.
  
• Undercarriage (UC): The assembly of track chains, rollers, idlers, and sprockets that supports and propels the machine.
  
• Direct Drive: A transmission configuration where power is transmitted mechanically without torque converter modulation.
  

• Used Rollers from Dismantled Machines: Salvage yards often stock components from retired units. These may show wear but can be serviceable if seals and bushings are intact.
  
• Aftermarket Rollers: Manufacturers such as Berco, VemaTrack, and ITM produce compatible rollers with hardened shells and sealed bearings.
  
• OEM Replacements: Caterpillar still supports legacy models through its dealer network, though prices may be higher.
  

• Shell thickness and wear pattern
  
• Seal integrity and oil retention
  
• Bushing play and axial movement
  
• Mounting bolt condition
  

• Replace rollers in pairs to maintain balance and reduce uneven wear.
  
• Use torque specifications from the service manual when tightening mounting bolts.
  
• Clean the track frame surface thoroughly before installation.
  
• Apply anti-seize compound to bolts to ease future removal.
  
• Monitor roller temperature during initial use to detect internal friction.
  

• Grease pivot points and inspect rollers monthly.
  
• Avoid high-speed travel over rocky terrain.
  
• Maintain proper track tension to reduce roller stress.
  
• Rotate track chains if wear is uneven.
  
• Keep a log of undercarriage replacements and service intervals.
  

Overview of the Kudzu Invasion
Kudzu (Pueraria montana var. lobata) is a perennial vine species native to East Asia, introduced to the United States in the late 19th century for erosion control and later used as a decorative plant. Over time, however, it became one of the most aggressive invasive species in the southeastern U.S., earning the nickname “the vine that ate the South.” Estimates indicate that kudzu covers as much as 7 million acres across 14 states, with an additional growth rate of roughly 150,000 acres per year in favorable climates.
Why Kudzu Poses Such a Problem
The invasive capacity of kudzu stems from several biological advantages: it grows rapidly, up to 30 cm (12 inches) per day during the peak season; it fixes atmospheric nitrogen through root nodules, allowing it to thrive in poor soils; and it forms dense mats that smother trees, shrubs or any other vegetation beneath the canopy. Once established, a patch of kudzu can produce root crowns (known as crown‑and‑runner networks) extending up to 20 m from the main plant, making eradication difficult.
Recent Efforts in Kudzu Control
In recent years, land‑managers and state agencies have stepped up efforts to combat kudzu through integrated control strategies. Typical approaches include:

• Mechanical removal – mowing or cutting the vine several times per season to weaken it.
  
• Herbicide application – especially using glyphosate or triclopyr during late summer when kudzu is reallocating carbohydrates to its root system.
  
• Biological controls – efforts to introduce Myrothecium verrucaria and other fungal pathogens that specifically target kudzu.
  
• Restoration planting – after removal, re‑establishing native grasses or trees to prevent re‑colonization.
  

• Runner – a horizontal shoot of kudzu that roots at nodes and forms new vines.
  
• Crown – the main root and stem base from which runners emerge.
  
• Spray/Follow‑up interval – the recommended time between herbicide applications (often 4‑8 weeks) to ensure complete kill of regrowth.
  
• Stand density – in restoration terms, the measure of surviving native vegetation after removal, often targeted at 4–6 plants per square meter.
  

• Resprouting and root reserves: Kudzu stores large carbohydrate reserves in its roots—up to 44 tons per hectare in some dense stands—allowing regrowth if treatments are incomplete.
  
• Access in difficult terrain: On steep slopes or forested hillsides, heavy equipment may not reach infestations safely. In one West Virginia example, a contractor had to mobilize via all‑terrain tracked carriers to reach the vines on 30° slopes.
  
• Cost and scale: Some programs report costs of US $1,500–2,000 per hectare per year for intensive treatments; scaling that across millions of acres becomes a significant budget item.
  

• Initiate treatment in late summer (August–September) when kudzu is transferring energy to roots.
  
• Follow a two‑year sequence: year one—spray and clip; year two—respray any regrowth and replant natives.
  
• Monitor treated areas annually and maintain herbicide spot treatments for at least 3–5 years.
  
• Engage neighboring landowners—kudzu crosses property lines easily, and untreated adjacent land can serve as re‑infestation source.
  

The Case 580K and Its Fuel System Design
The Case 580K backhoe loader was introduced in the late 1980s as part of Case Corporation’s evolution of the 580 series, which had already become a staple in construction and utility work. The 580K featured mechanical simplicity, a robust hydraulic system, and a reliable diesel engine—often paired with a CAV rotary injection pump. Case, founded in 1842, had by this time become a global leader in agricultural and construction machinery, and the 580K contributed to tens of thousands of units sold across North America and Europe.
The CAV injection pump used on the 580K is a rotary-type pump with an internal fuel solenoid and a return circuit that routes excess fuel back to the tank. This system is designed to maintain consistent fuel pressure, purge air, and prevent vapor lock during operation.
Symptoms of Hot Start Failure
A recurring issue with the 580K’s CAV pump is difficulty restarting the engine shortly after shutdown. Cold starts are typically reliable, but when the machine is turned off and restarted within minutes, the fuel solenoid fails to engage properly. Operators often resort to manually relieving pressure by opening the water separator drain, which allows the solenoid plunger to drop and fuel to flow.
This behavior suggests that residual pressure in the fuel line between the lift pump and injection pump is preventing the solenoid from actuating. While the solenoid may test fine on the bench, in-field conditions reveal a pressure-related fault.
Understanding the Fuel Return Circuit
The fuel return system includes:

• A top cover outlet on the injection pump
  
• A T-fitting that merges return flow from the injectors
  
• A short rubber hose leading to a check valve mounted in the frame
  
• A final line returning fuel to the tank
  

• Fuel Solenoid: An electrically actuated valve that controls fuel flow into the injection pump.
  
• Check Valve: A one-way valve that allows fuel to flow toward the tank but prevents reverse flow.
  
• Lift Pump: A mechanical pump that supplies fuel from the tank to the injection pump.
  
• Overflow Pipe: A return line that carries excess fuel back to the tank.
  

• Inspect the return line from the pump to the tank for blockages or collapsed hoses.
  
• Remove the return fitting from the pump and check for a floating check ball. If present, consider knocking it out to prevent sticking.
  
• Replace the anti-drain check valve if it shows signs of internal restriction.
  
• Verify that the lift pump is functioning and not introducing air into the system.
  
• Use a line wrench to loosen fittings and avoid damaging soft metal connectors.
  

• Replace rubber return hoses every 5 years to prevent internal collapse.
  
• Clean or replace check valves during major service intervals.
  
• Use OEM solenoids with sealed boots to prevent moisture intrusion.
  
• Label fuel lines and fittings to simplify future diagnostics.
  
• Keep a spare solenoid and check valve in the field kit.
  

Background of the Manufacturer and Model
Timberjack began as a forestry‑machinery pioneer in Woodstock, Ontario during the 1950s, specializing in skidder and logging equipment. Over several decades the company changed hands—eventually being acquired by John Deere in 2000 and fully absorbed by 2006.  The 460 series of skidders became one of its more common machines; for example a 2000 model 460 is listed at about US $25,900 with 15,000 hours on the meter.
Problem Description
A recurring issue has been reported with a 2000 Timberjack 460 where the machine refuses to shift into 2nd or 4th gear. The numbering here refers to the forward speed ranges of the transmission—2nd gear providing moderate travel speed, 4th gear higher speed—both are vital for logging moving tasks. When a skidder is bogged in the woods or needs to haul logs quickly to a landing area, losing those gears severely impacts productivity.
Technical Terms Explained

• Transmission: The mechanical system that transfers engine power to the wheels or tracks, providing multiple gear ratios for speed and torque.
  
• Gear selector / shift linkage: The mechanism by which the operator chooses a gear; may be mechanical, hydraulic or electronic.
  
• Clutch pack / synchronizer: The internal components that engage or disengage gears.
  
• Hydrostatic drive vs direct drive: Some skidders use hydrostatic systems (fluid‑based) whereas others use direct mechanical gearing; issues may differ by type.
  

• Worn or damaged clutch packs or synchronizer rings for those specific gear ranges.
  
• Faulty shift linkage or selector mechanism mis‑aligning gear engagement.
  
• Internal hydraulic control valve malfunctions (in machines where gear engagement is hydraulically actuated).
  
• Wear or damage in the transmission’s internal gear train, causing one gearset to not fully engage.
  
• Electrical control issues (in modern skidder transmissions) where sensors or solenoids fail to signal proper engagement.
  

1. Check if fault codes are logged in the machine’s onboard computer (if equipped).
   
2. With the machine on level ground and the engine at idle, attempt to shift into 2nd and 4th with no load. Note any resistance, delay or slip.
   
3. Inspect the shift linkage from cab to transmission for obvious damage, mis‑adjustment or loose linkage.
   
4. Drain and analyze transmission fluid—look for metal particles indicating clutch wear, and check fluid level and contamination.
   
5. If fluid and linkage are okay, consider disassembling the transmission to inspect the clutch packs/synchronizer rings for the 2nd and 4th gear sets.
   
6. Review hydraulic control valves (if present) to verify proper pressure and flow to engage the faulty gears.
   

• If clutch pack wear is found, replace the separate clutch assemblies for gears 2 and 4 rather than doing a full rebuild if other gears are functioning well—it reduces cost and downtime.
  
• Adjust shift linkage as per the manufacturer’s spec to restore correct geometry.
  
• Replace hydraulic control valve modules if pressure is out of spec—this avoids repeated clutch damage.
  
• Consider upgrading transmission oil to a premium synthetic formulation during reassembly to improve shift response and reduce future wear.
  
• Maintain a service log: after repair, check gear engagement at intervals of 100 hours for six shifts to confirm reliability.
  

The Bobcat 334 and Its Role in Compact Excavation
The Bobcat 334 is a compact excavator introduced in the early 2000s, designed for utility work, landscaping, and small-scale construction. Manufactured by Bobcat Company, a division of Doosan Group, the 334 was part of a broader push to dominate the mini-excavator market with machines offering tight tail swing, hydraulic versatility, and operator-friendly controls. With an operating weight of around 3.5 tons and a digging depth of over 10 feet, the 334 became a popular choice for contractors needing maneuverability without sacrificing breakout force.
Bobcat, founded in North Dakota in the 1940s, revolutionized compact equipment with the invention of the skid-steer loader. By the time the 334 was released, the company had expanded globally, selling tens of thousands of compact excavators annually. The 334 featured a Kubota diesel engine, pilot-operated hydraulics, and a straightforward electrical system—making it relatively easy to maintain and repair.
Symptoms of a Starting Fault
A recurring issue with the Bobcat 334 involves the machine failing to start unless the operator manually depresses the fuel solenoid plunger. This requires turning the key, opening the engine compartment, and physically pushing the rod connected to the fuel shutoff solenoid. Once the engine fires, the plunger remains engaged, suggesting that the solenoid itself is functional but not receiving the correct signal during startup.
This behavior points to an electrical fault in the solenoid activation circuit. The fuel solenoid is designed to receive power when the ignition is turned on, retracting the plunger and allowing fuel to flow. If this signal is interrupted or absent, the solenoid remains extended, preventing fuel delivery.
Key Components to Inspect
To resolve this issue, focus on the following components:

• Fuel Solenoid: A valve that controls fuel flow based on electrical input. If it fails to retract, the engine cannot start.
  
• Solenoid Timer Relay: A timed relay that energizes the solenoid for a preset duration during startup.
  
• Main Relay and Fuse Box: Houses relays and fuses that distribute power to critical systems.
  
• Ignition Circuit: Includes the key switch and wiring that triggers the solenoid relay.
  

• Fuel Solenoid: An electrically actuated valve that opens or closes fuel flow to the injection pump.
  
• Plunger: The mechanical rod inside the solenoid that moves to block or allow fuel.
  
• Relay: An electromechanical switch that controls high-current circuits using low-current signals.
  
• Timer Relay: A relay that activates for a set time after receiving a signal, often used in startup sequences.
  

• Turn the key and listen for the solenoid click. No sound may indicate a failed relay or broken wire.
  
• Check voltage at the solenoid terminal during startup. It should receive 12V briefly.
  
• Inspect the fuse box for blown fuses or corroded terminals.
  
• Swap the suspected relay with a known good one of the same type.
  
• Test the solenoid directly by applying 12V from a battery. If it retracts, the solenoid is functional.
  

• Keep spare relays and fuses onboard for field repairs.
  
• Clean electrical contacts annually to prevent corrosion.
  
• Label fuse box components for quick identification.
  
• Use dielectric grease on connectors to improve longevity.
  
• Document wiring changes or repairs for future reference.
  

Project Scope and Equipment Needs
Undertaking a mainline cable installation that spans around 9,000 ft (≈ 2.7 km) into clay‑and‑rock terrain demands equipment designed for depth, efficiency and durability. In the context of burying 1¼‑inch conduit at a target depth of 30 in (≈ 0.76 m), choosing between a vibratory plow and a dedicated chain trencher becomes critical. The equipment must meet three core parameters: required depth and width of cut, soil and substrate conditions, and job mobility/transport logistics.
Plow vs. Trencher Terminology and Role

• Vibratory Plow – uses a blade and vibration mechanism to slice through soil, often with minimal spoil and backfill.
  
• Chain Trencher – employs a chain with teeth to dig a trench, removing spoil material that typically requires backfill.
  
• Drawbar force – the pulling force required to drive the blade or trencher through the soil.
  
• Cut depth and chute width – define the size of conduit and depth one can install in a single pass.
  
• Right‑of‑way (ROW) – the designated path for installation; clearance and surface restoration are important here.
  

• Depth requirement: Need for 30 in depth dictates that not all smaller equipment will suffice. Vibratory plows with a chute that reach 30 – 36 in typically require high drawbar pull and robust base machine. For example, some smaller walk‑behind models only achieve 24 in depth in clay.
  
• Soil composition: Clay and some rocks increase resistance; a static plow may need drawbar forces in the tens of thousands of pounds unless vibration is used to reduce force. According to industry data, vibratory plows reduce drawbar force significantly compared to static blades.
  
• Machine transport and trailer logistics: If the trencher or plow machine weighs well over 10,000 lb, then a heavy rated trailer (minimum 14,000 lb or 12 ton rated) may be required over the typical 7,000 lb landscape trailer.
  
• Parts availability and maintenance: Older or obscure machines may have fewer replacement parts, increasing downtime risk.
  
• Operating cost vs productivity: Larger machines cost more but may gain more feet installed per hour, improving cost per foot metrics.
  

• Prior to purchase or rental, require the vendor to provide specifications for cut depth, machine weight, drawbar rating and reel‑carrier compatibility.
  
• Conduct a site test: dig a short trench with the candidate machine to verify performance in the specific clay/rock mix.
  
• Use a reel‑carrier system co‑mounted with the plow/trencher to streamline cable feed and reduce labor.
  
• Factor in transport cost and trailer rating: if the machine weighs over 6 tons, you may need a 12‑ton trailer and truck with sufficient towing capacity.
  
• Account for maintenance and consumables: chains, teeth, blades wear in clay/rock—budget hourly for these parts.
  
• Consider weather and right‑of‑way restoration: in urban or suburban areas the disturbance from trenching may cost more in surface repair than equipment savings, making plow‑in methods more desirable.
  

Nature of Concrete Residue
Concrete residue refers to the hardened or partially hardened remnants of concrete, mortar, grout or cement slurry that cling to surfaces after pouring, finishing, or cleaning operations. On job sites, especially where large‑scale casts or pours take place, these remnants can form layers several millimeters thick, frequently adhering to equipment, floors, steel reinforcement, formwork or other structural elements. The term laitance is often used in this context to describe the weak, cement‑rich layer that forms at the surface of fresh concrete, which may contribute to residue build‑up when not removed promptly.
Why Concrete Residue Matters
Unchecked residue creates several problems:

• It reduces adhesion of coatings, sealants or toppings, because the new layer must bond through or around the residue.
  
• It may change surface profiles, leading to uneven floors, trip hazards or drainage problems.
  
• It can accelerate wear on equipment: for example, hardened drips of concrete adhering to a mixer drum or truck bucket become hard‑impact abrasive particles during rotation.
  
• It increases cleanup time and cost: remediation often requires mechanical or chemical methods, raising labour and equipment expense by 10–30 % in some flooring or refurbishment contracts.
  

• Grinding – using diamond segments or carbide cutters to remove thick residue mechanically.
  
• Shot blasting – utilising abrasive media to clean and profile surfaces, suitable for larger areas and when coating depth is important.
  
• Scarifying or shaving – planing down the surface in controlled passes, useful when residue thickness is around 2–5 mm.
  
• Chemical treatments – applying acid or neutralising agents to dissolve or loosen cementitious deposits; requires proper safety and substrate compatibility.
  
• Buffing or low‑profile polishing machines – for thin films of residue where major material removal is unnecessary.
  

• No visible residue or crusty film.
  
• A surface profile rating consistent with the coating system (e.g., CSP 2–4 for epoxy systems).
  
• Surface pH and contamination checks: residual alkalinity above pH 11 or presence of salts may signal embedded residue or laitance.
  
• Dust‑free result: vacuum and wipe tests should show minimal particulate after mechanical removal.
  

• Remove formwork carefully and wash adjacent surfaces soon after stripping to avoid mist deposits.
  
• Cover freshly poured areas from rain, dust and wind‑driven silt which may contribute to residue formation.
  
• During finishing, clean tools promptly and avoid tossing slurry onto finished areas.
  
• Schedule temporary protective film or sacrificial covers on critical surfaces (such as polished floors) until final cleaning is complete.
  

The New Holland T6.175 and Its Hydraulic System
The New Holland T6.175 is a mid-range agricultural tractor designed for versatility across fieldwork, transport, and loader operations. Manufactured by CNH Industrial, New Holland has roots dating back to 1895 and has become a global brand with strong market presence in Europe and North America. The T6.175 features a 6.7L NEF engine, electronic power management, and a sophisticated hydraulic system that integrates rear axle lubrication with hydraulic fluid circulation.
This shared reservoir design simplifies maintenance but increases the consequences of contamination. The system typically holds around 16–17 gallons of hydraulic/transaxle fluid, such as Mobilfluid 426, which meets CNH MAT 3540 specifications. This fluid supports clutch packs, planetary gears, and hydraulic actuators under high pressure and temperature.
Accidental Diesel Contamination
In cold climates, diesel is sometimes used as a flushing agent for hydraulic systems after component failures. However, introducing diesel into a live hydraulic/transaxle reservoir—especially in a machine with wet clutch packs and precision gear assemblies—can compromise lubrication, reduce film strength, and accelerate wear.
In this case, approximately 1–2 gallons of diesel were mistakenly added to the reservoir and the tractor was operated for several hours before the error was discovered. While diesel has some lubricating properties, it lacks the anti-wear additives and viscosity stability required for gear and clutch protection.
Immediate Action Plan
To mitigate damage and restore system integrity, the following steps are recommended:

• Drain the entire reservoir including rear axle and hydraulic fluid.
  
• Inspect suction screens for debris, especially clutch material or metal shavings.
  
• Replace all filters, including hydraulic and transmission filters.
  
• Perform a filter dissection (“filter chop”) to check for internal wear indicators.
  
• Refill with fresh OEM-spec fluid, ideally Mobilfluid 426 or equivalent.
  
• Monitor clutch engagement and hydraulic responsiveness during initial operation.
  

• Wet Clutch Pack: A set of friction discs immersed in oil, used for gear shifting or PTO engagement.
  
• Suction Screen: A mesh filter located before the hydraulic pump to catch large debris.
  
• Filter Chop: A diagnostic procedure where a used filter is cut open to inspect trapped particles.
  
• MAT 3540: CNH’s specification for hydraulic/transaxle fluid performance.
  

• Label all fluid containers clearly and store them separately.
  
• Use dedicated flushing carts with staged dilution protocols.
  
• Avoid diesel in systems with shared lubrication circuits.
  
• Perform fluid analysis after any contamination event.
  
• Keep spare filters and suction screens on hand for emergencies.
  

Origins and Early Vision
In October 1915, a group of 32 young men gathered at a hotel in the city of St Louis to form what would become the first chapter of the movement that evolved into JCI (Junior Chamber International). Their founder, Henry Giessenbier Jr., had originally organized informal social and leadership‑development gatherings for young men, and the 1915 assembly marked a shift toward civic engagement. That gathering led to the incorporation of a body recognized by the Mayor’s Conference of Civic Organizations later that year, setting the stage for a national and eventually global organization.
Growth into a National Entity
By 1920, the group had evolved into a national organization within the United States, representing cities across the country in a formal convention. Membership and city chapters expanded rapidly: in less than five months in one local example the new organization grew from 32 to 750 members.  The focus shifted toward leadership training, community service and youth development—an emphasis that remains central today.
Transition to International Profile
During the 1940s, the organization extended its reach beyond the United States. In December 1944 delegates from countries in Central America and the Caribbean met to formalize an international umbrella body. This step transformed the previously national‑oriented association into an international movement.  Over the decades, JCI grew to operate in more than 100 countries, with thousands of local chapters and hundreds of thousands of young active citizens.
Organizational Terms and Definitions

• Local Organization (LO): A community‑level chapter of JCI, where youth participate in projects and leadership development.
  
• National Organization (NO): A country‑level body affiliated with the global JCI network.
  
• Active Citizenship: A term used within JCI to describe the mindset of young people leading projects that benefit their communities.
  

• The first  “Ten Outstanding Young Men” ceremony was broadcast nationally in the U.S. after World War II, marking a milestone in public recognition of youth leadership.
  
• By the late 20th/early 21st century, JCI chapters led campaigns related to the United Nations Millennium Development Goals, supported children’s literacy, and engaged in global engagement forums.