- 122 cyclists died in 2012 Cycling deaths in 2012 hit a five-year high, as 122 cyclists were killed on Britain s roads last year. Reflecting the boom in cycling among people of all ages and backgrounds, the victims last year defied most stereotyping of cyclists. The two youngest people killed on their bike were just 8 years old.
The oldest was 94. Sixteen teenagers died while five of the victims were aged 12 or under. Most of the fatalities were men, but eight were women.
The vast majority were simply daily commuters or young children out for a ride on their bikes when they were killed. Fourteen cyclists died in London and three around Edinburgh, while two were killed on the same rural stretch of the A1 in Nottinghamshire. Two young cyclists from the same school in Hucknall were killed within three months of each other, while there were four separate fatalities on one day on September 5.
Of the 122 deaths, 106 are known to have taken place due to a collision with a motor vehicle, while a number of the remaining deaths are still being investigated. In 61 of the fatalities, a car was involved. Lorries and HGVs were involved in 25 deaths, vans in ten deaths, coaches or buses in five deaths, taxis in three deaths, and two fatalities occured after a collision with a motorbike.
In almost all cases, the driver of the motor vehicle involved in the collision was unhurt. The death outside the Olympic Park on August 2 of 28-year-old Dan Harris was believed to be the 65th death on Britain s streets in 2012 and the 10th in London, while the death of a male cyclist in Southampton was believed to be the 122nd death so far this year, a five-year high. Five of the deaths - including one being treated as murder - may be omitted from official road traffic statistics, but a death toll of 117 would still constitute the highest death toll since 2007, when 136 cyclists were killed.* (see footnote) Read the story, from November 21: Cyclist deaths top last year s toll Dec 17 - David Timothy Irving, was killed after a collision with multiple vehicles on the A33 Mountbatten Way flyover in Southampton.
Two motorists have been arrested. Dec 9 - Grame Walton, 64, from North Lincolnshire was killed in a crash with a lorry on the A18 between Laceby and Barnoldby le Beck. The 48-year-old lorry driver was unhurt.
Dec 6 - Javed Sumbal, 34, was knocked off his bike by a lorry driven by a Dutch driver, who was arrested on suspicion of causing death by dangerous driving. Mr Sumbal was an arts graduate studying for an MBA. Dec 4 - Ivor Howard, 87, was killed on Shurdington Road in Cheltenham in a crash with a red Mini.
Police are calling for witnesses. Dec 4 - Dave Parris, 48, died in a crash with a Ford Escort on the A4421 near Langford Village, near Bicester. Nov 30 - Trevor Lever, 70, died on the A58 Goldley Lane in Halifax after apparently losing control of his bike and sustaining serious head injuries.
Nov 30 - Luca Gril, 23, was killed in Bognor in a collision with a VW Passat car on the A29 Shripney Road. The 41-year-old driver was unhurt. Nov 27 - A 22-year-old man died from his injuries a week after a crash with a Crystal Cars taxi in West Bromwich.
Nov 25* - Donal Lucey, 48, died in Lisburn in Northern Ireland in a crash with a car. Police are investigating. Nov 24 - Margaret Ward, 77, was hurt in Wilsmlow in a crash with a Porsche Boxter driven by a 50 year old woman.
She died of her injuries. No arrests were made and the driver was unhurt. Nov 20 - Joseph Smith, 47, was killed in a crash with a van on the A52 Nottingham Road near Grantham.
Police are appealing for information. Nov 20 - Michael Robertson, 40, was killed in a crash with a lorry at a roundabout in Aberdeen at 6.15pm. Nov 19 - Brian Florey, 35, was killed by a lorry while cycling through Barking in southeast London.
The lorry driver, a 57-year-old man, was arrested on suspicion of causing death by dangerous driving. Nov 17 - Matt Collings, 36, was killed in a crash with a car on the A391 at Menear Road near St Austell in Cornwall. He died at the scene.
Police are investigating. Nov 11 - John Philips, 50, was killed while cycling between St Mabyn and Longstone near Bodmin in Cornwall in a crash with a Land Rover. He died on the scene.
Police are asking for witnesses. Nov 6 - John Wilson Jack Winter, 94, was riding an electronically assisted pedal cycle in Crowle in South Yorkshire when he was struck by a Seat Ibiza car, being driven by a 29-year-old man. He died in hospital two days later.
Nov 4 - Paul Roger Welch, 67, was killed in a crash with a car as he cycled round a roundabout in Didcot. The 24-year-old woman driving the car was unhurt. Nov 2 - Adam Bennett, 41, was struck in a hit-and-run crash with a van as he cycled in Bruntingthorpe in Leicestershire.
He died in hospital five days later. The 68-year-old van driver was arrested and released on bail. Nov 2 - Robert Chaplin, 56, was run over by a tipper trick in Cheltenham.
He died two days later in hospital, having suffered leg, hip and pelvis injuries. The driver of the truck was uninjured. Nov 1* - Sam Sloan, 75, was killed while cycling in a crash with a car on Mahon Road in Portadown in Northern Ireland.
The woman driving the car was treated for shock at the scene. Oct 29 - Sofoklis Kostoulas, 31, died in hospital more than a week after being hit by a lorry in Bethnal Green in East London. Oct 26* - Stan Coates, 55, from Sunderland was killed while out cycling in Burdon Lane in Sunderland.
He was involved in an initial collision and was exchanging details with the driver of a Vauxhall Corsa when he was struck by another car, also a Vauxhall Corsa, in a collision that killed him. Oct 21 - Brent Jelley, 23, was killed in a crash with a car in Sible Hedingham near Braintree. The driver of the Ford Fiesta was a 20-year-old man from the Halstead area.
Oct 17 - John Searle, 59, was killed in a crash between several vehicles on the B4368 Corvedale Road in Shropshire. He died at the scene and another man, who is thought to have been trying to help him, was seriously injured. Police are investigating.
Oct 16 - Jay O Malley, 33, was killed on his bike in Birmingham when he was turning right from Bristol Road onto Belgrave Middleway towards Digbeth when he was struck by a silver Rover 75. He died in hospital the next day. Police are appealing for witnesses.
Oct 16 - Hilary Lee, 66, was killed when she was struck by a skip lorry on the High Street in High Barnet. She was pronounced dead at the scene.The driver of the lorry was arrested on suspicioun of causing death by dangerous driving. Oct 12 - Ken Wise, 58, was pronounced dead on McMullen Road in Darlington at the scene of a crash between his bicycle and a Kia Picanto, driven by a 23-year-old woman.
Oct 7 - Julian Jules Evans, 51, was killed in a crash with a car on Newmarket Road in Risby in Suffolk. Police are investigating the crash between Mr Evans s bike and a red Nissan Micra. Oct 5 - Paul Kemsley, 54, died following a crash with a Daihatsu van on the A30 between Hayle and Tolvaddon.
He died two days later. Sep 29 - Keegan Crawford, 17, died from his injuries following a crash with a Ford Fiesta at a junction in Penshaw in Sunderland. The driver of the car was not hurt.
Sep 29 - Thomas Anderson, 48, from Torpichen, was killed after falling from his bike while riding with his cycling club. It is not believed any other vehicle was involved, though police are investigating the circumstances. Sep 27 - John Barr, 64, was taken to hospital with serious leg, head and pelvic injuries after a crash with a Honda Civic on the B709 between Traquair and Innerleithen.
He died two weeks later. Sep 16 - Anthony Hilson, 46, from Reading died after a collision with a Honda Accord car driven by a 37-year-old woman, who was arrested on suspicion of causing death by dangerous driving. Sep 16 - Andrew Dixon, 46, died three days after suffering serious head injuries in a crash with a black Toyota Aygo at a roundabout in Chertsey.
The female driver of the car was not injured. Sep 15 - Graham Hughes, 56, from Strood was killed in what police believe to be a collision with a lorry on the A228 Snodland bypass. Police are appealing for witnesses.
Sep 14 - Timothy Osborn, 27, of Spalding, was found dead by the roadside by his mother after he failed to come home from work. Police believe a silver Renault Trafic, Vauxhall Vivaro or Nissan Primastar van may have been involved and are appealing for witnesses. A 41-year-old man has been arrested on suspicion of causing death by dangerous driving, failing to stop at the scene of an accident, and failing to report an accident.
Sep 10 - Andrew Watson, 40, was killed in a crash near Doncaster with a black Range Rover Sport driven by a 21-year-old man from Epworth. Police are investigating. Sep 9 - Jeffrey Townley, 12, was killed in a crash with a Peugeot van while cycling in Hucknall.
He is the second pupil from the National School in Hucknall to be killed on his bike in three months. Sep 6 - Peter Reekie, 37, was killed in Walton on Merseyside in a crash with a motorbike driven by a 22-year-old man, who has been arrested on suspicion of causing death by dangerous driving. Sep 6 - Samuel Joe Brown, 15, was killed on his bike near Goole in Yorkshire after being hit by an Audi car being driven by a 67-year-old local woman.
The driver was arrested and a second 15-year-old boy was treated for a shoulder injury. Sep 5 - Gordon Butler, 76, was a member of Hereford Wheelers cycling club and was found by the side of the B4350 in Powys after a report of a man coming off his bike. He was pronounced dead in hospital.
Sep 5 - Benjamin Hydes, 21, was killed when he was hit by a Ford Transit van driven by a 31-year-old man in Doncaster. Police are calling for witnesses. Sep 5 - Robert Cherry, 79, died after a collision with a skip lorry in Walton in Surrey.
He died of head injuries later in hospital. Sep 5* - Delaney Brown, 19, was killed in a hit-and-run in Luton by a stolen silver BMW car in what police are treating as a suspected murder and described as a deliberate and unnecessary act . UPDATE: Kyle Beckford, 22, has been charged with murder.
Sep 3 - Robert Tyler, 62, from Bishopsfield was killed in Harlow after a crash with a blue Vauxhall Corsa, driven by a 31-year-old woman. She was uninjured and arrested. Sep 2 - Matthew Hamilton, 15, was killed when he crashed into the back of a car in Carlisle.
He died later in hospital. Police are appealing for witnesses. Aug 24 - James Cresswell, 19, known as Jimmy, was killed when he was struck by a single decker bus while riding his bike in Wolverhampton.
He died the next morning in hospital. The driver of the bus was not arrested. Aug 22 - Natasha Chhina-Beverley, 21, from Howden, died when she fell and struck her head while cycling on the pavement in North Tyneside.
A bus had been passing at the time and police would like to speak to passengers who may have witnessed the incident. Aug 18 - Len Grayson, 75, was killed while taking part in a road race on the A19 in a crash with an Alfa Romeo car. The 29-year-old car driver was taken to hospital.
Aug 13 - Stephen Vanhinsbergh, 57, from Ramsgate was killed in a crash with a small lorry on the London-bound carriageway of the A299 near Herne Bay in Kent. Aug 11 - David Lingwood, 52, from Caergwrle was found on the roadside under a railway bridge in Gresford. North Wales Police are calling for anyone who may have witnessed a collision with a car.
Aug 10 - Anthony Phillips, 18, from Bromsgrove was killed after a woman in her 50s mounted the pavement in her Kia Picanto and collided with his BMX bike in Droitwich. He died the next day. The driver was arrested and released on bail.
Aug 8 - Andrew Leonard Chick, 40, from Newport died after a crash with a black Volkswagen car on the SDR bridge in Newport in South Wales. The driver of the car had minor injuries and was arrested on suspicion of causing death by dangerous driving on his discharge from hospital later the same day. Aug 6 - Mark Sanderson, 53, from Edinburgh was the third cyclist to be killed in and around the Scottish capital after a crash with a Fiat Panda on the A703 near Peebles after losing control of his bike.
Aug 3 - Scott Crawford, 50, was killed after crashing his bike in a narrow country lane. The cause is unclear. Aug 3 - Graham Epps, 29, from Wincheap, died in a crash with a silver Vauxhall Meriva on the A2 near Canterbury that left his bike in pieces .
The 50-year-old driver was arrested on suspicion of causing death by dangerous driving. Aug 2 - Dan Harris, 28, was killed by a bus carrying foreign journalists from the Olympic Park. The driver of the bus was arrested.
July 30 - Raj Soni, 18, died three days after losing control of his bike and colliding with a wall in North Somerset. The police said: Despite wearing a cycling helmet, he suffered serious head injuries. July 30 - Kyle Coen, 14, was killed in a hit-and-run after he was knocked from his bike by a grey Fiat Bravo on the A2 London Road near Sittingbourne in Kent.
The driver did not stop. July 29 - Paul Lake, 27, from Wolverhampton as found dead with serious injuries on a grass verge by the roadside in Kingswinford in the West Midlands. His death is still being investigated by crash investigators.
July 25 - Adam Cumbor, 20, from Great Ayton died in a crash near Kildale in North Yorkshire. The cause remains unclear. July 25 - Kadian Harding, 14, from Hampshire was killed in a crash with the driver of a van on the A4 near Malborough.
July 19 - Arthur Bough, 78, was killed in a crash with a lorry driver on the A451 near Kidderminster. The lorry driver was not injured and was arrested. July 17 - Alexander Martin, 83, died after falling from his bike in Pinchbeck in Lincolnshire.
Police are investigating. July 16 - Jason Sandford, 33, died after a crash in Newquay. It is believed he hit a stationary car.
July 15 - Denisa Perinova, 21, died after a collision threw her in front of a Mini on the B480 in Stonor near Henley. July 10 - Neil Turner, 31, was killed in a crash with the driver of a car in Croydon in south London, believed to be the ninth death in the capital so far this year. July 8 - Alexander Ward, 23, from Cambridge was killed when he was struck by a horsebox near Temple Guiting in Gloucestershire.
The 58-year-old driver of the horsebox was unhurt. July 5 - Tarsem Dari, 60, died after a crash with the 34-year-old driver of a tipper lorry in Southall Broadway in West London. The driver was arrested on suspicion of causing death by dangerous driving.
July 4 - Paul Frankie John Dyas, 40, was killed following a crash with the driver of an HGV in Widnes in Cheshire. July 1 - Harrison Carlin, 15, from Hucknall, was killed in a crash with the driver of a Mitsubishi Lancer car. The driver was unhurt.
June 28 - Gary Michael Newsam, 51, was killed in a crash with the 24-year-old driver of a blue Toyota in Sherborne. They had been travelling in the same direction at the time of the crash. June 27 - Tom Ridgway, 20, a student of animation at Bournemouth University, was killed when he was knocked off his bike by the driver of a van on Streetsbrook Road in Solihull.
The driver remains on bail after being arrested on suspicion of causing death by dangerous driving. June 26 - Redwan Uddin, aged 9 years old, was killed in a hit-and-run when the driver of a silver Mazda car hit him and his brother while they were cycling on their mountain bikes in East Ham in London. A 21-year-old man later handed himself into police and was arrested on suspicion of dangerous driving, failure to stop and GBH.
June 25 - Dean Biddiscombe, 27, was killed by a lorry in Bath Road in Bridgwater in Somerset, as the lorry driver turned left into the Morrison s distribution centre. The 30-year-old lorry driver was unhurt and was arrested. June 20 - Maris Erenpreiss, 21, a Latvian man from Penn Fields, died when he clipped a kerb and was thrown from his bike.
The builder who tried to save Mr Erenpreiss s life called for traffic calming measures on the horrendous stretch of road at Old Hill in Tettenhall in the West Midlands. June 11 - Ian McNaughton, 72, from Argyl, suffered serious head injuries after a crash on the A38 at Buckover. He died in hospital 11 days later.
Police are investigating the cause of the accident - it is not known what other vehicles may have been involved. June 9 - Georgia Ellen Flynn, 18, from Flixton, was injured outside the Trafford Centre in Manchester when her bike was in a collision with the driver of a lorry. She died later in hospital.
June 8 - Lewis Monks, 19, a talented BMX rider, was killed in a crash with the driver of a bus while riding abreast with friends on the Newstead Road in Weymouth. June 5 - Amber Cameron, aged just 8, was killed in a crash with a bus while riding her bike in Elderslie in Scotland. She had been off school during the bank holiday and sadly died at the scene.
Local residents said they had repeatedly warned about the need for traffic calming measures on the street, which is home to many families and young children. June 5 - Trelawney Burgoyne, 39, died after a crash with two cars on the B1150 in Norwich in a crash with the drivers of a black Vauxhall Vectra and black Saab. May 30 - Peter James, 78, was killed in a crash with the driver of a Ford Focus on Stock Way North in Nailsea in Somerset.
Paramedics attempted resuscitation, but he died at the scene. May 29 - Lee Chapman, 23, was killed at 10.30am in a crash with a dustbin lorry in Hastings on Haywood Way. He was pronounced dead at the scene, close to the HGV testing station in Ivyhouse Lane.
May 27 - Alex Fryer, 22, was found by the roadside with head and chest injuries after cycling home through Benfeet in Essex. Police are still investigating the cause of his death. May 28 - Mark Brummell, 53, was in a crash with the driver of a Renault Scenic in Ipley in the New Forest.
He died later in hospital. The driver, a 59-year-old man, was arrested on suspicion of causing death by dangerous driving. May 24 - Joe Wilkins, 39, a firefighter from Eynsham, was killed in a crash with the driver of a Ford Focus in Appleton in Oxfordshire.
The driver, a 39-year-old man, has been arrested on suspicion of causing death by dangerous driving. May 23 - John Knowles, 40, from Beeston was killed in a crash with a lorry driver in Bramcote, Nottinghamshire. May 17 - Daniel Hargreaves, 41, was killed in Huyton in Liverpool in a crash with an HGV.
He suffered serious head injuries and was pronounced dead at the scene. The 63-year-old HGV driver was arrested on suspicion of causing death by dangerous driving. May 14 - Paul Fingleton, 47, was killed while cycling round the notorious Broughton roundabout in Preson, in a crash with a Citroen Relay van.
May 4 - Michael Walker, 17, was killed on the Holes Bay Road in Poole in a crash with a Ford Fiesta driven by a 70-year-old man. May 3 - Sam Crisp, 21, died of serious head injuries after a crash with a Vauxhall Corsa in Sprowston in Norfolk. May 2* - Phil Dawn, 34, cycled across a level crossing in Nottinghamshire while the gates were down, and was struck by a train at around 4.30pm.
April 29 - Zakiyuddin Mamujee, 58, a shopkeeper from Northwood near London, died after being knocked from his bike while delivering newspapers. The driver of the car, who was in his 60s, was arrested on suspicion of dangerous driving. April 22 - Orla Lawlor, 26, was cycling with her cycling club when she killed at 10.45am in a crash with a Rover car on Edworth Drive in Bedfordshire.
April 16 - Mark Alan Camber, 48, was killed in a crash with a car in Terrick in Buckinghamshire. Two men were arrested on suspicious of dangerous driving and another on suspicion of obstructing police. April 12 - James Cramp, 41, from Bexhill, in hospital after being struck on his bike by a lorry as he was cycling on the A259 at 7am.
April 6 - Stephen Warrington, 60, was killed in a crash with a lorry on the A1 near Blyth in Nottinghamshire, the second lorry-related cyclist fatality on that stretch of the A1 this year. March 30 - Peter Doidge, 36, from Bishopsteignton, was killed after coming off his bike near Newton Abbey. Police were looking for a driver of a dark coloured saloon car to come forward.
March 27 - Tommy Berry, 58, was killed in a crash with a black Fiat Punto on Meadow Lane in Croston in Wigan. March 27 - Frank Mugisha, 41, died on April 2, six days after a collision with a car in Tottenham. the 62-year-old driver was arrested on suspicion of dangerous driving.
He is the fifth cyclist to be killed in London so far this year. March 25 - Paul Derbyshire, 44, from Cheddleton in Staffordshire, died after falling from his bike while cycling in Draycott-in-the-Moors. It is not believed any other vehicle was involved, but a number of motorists stopped to help.
March 23 - Olatunji Johnson Adeyanju, 17, known locally as TJ , was killed in a hit-and-run in Deptford in South London. The silver Audi car was later found abandoned and a 27-year-old man arrested on suspicion of causing death by dangerous driving and failure to stop. March 23 - Lyndsey Maurice Dando, 80, was killed on his bike in Frome in a collision with a 37-year-old motorcyclist, Robert Chapman, who also died at the scene of the accident.
March 18 - Andrew Ridsdale, 43, died after a crash with an HGV on the A1 in Nottinghamshire. UDPDATE: Nigel Drake,43, has been charged with causing death by driving without due care and attention. March 10 - Junaid Ali Khan, 12, was killed when his bike was in a crash with a Suzuki Swift car in Chorlton in Manchester.
March 5 - Ali Nasralla, an eight-year-old schoolboy, was hit by a black cab as he cycled home from school in Kingston in southwest London. He died from head injuries in hospital the next day. March 5 - Bryan Simons, 40, died of head injuries in a crash with a taxi in Edinburgh, which was pictured with a smashed winsdcreen at the scene.
February 12 - Stephen David Salt, 46, from Morecambe was killed in a crash with two cars on the Kendal bypass, one being driven by an off-duty police officer. February 6 - Alan Mort, 63, a retired paramedic, was killed in a crash with a Range Rover on the A458 in Flint. UPDATE: John James Evans, 44, has been charged with causing death by dangerous driving.
February 3 - Henry Warwick, 61, a bicycle courier, was killed at a busy London junction in a crash with a Terravision airport bus. February 3 - Ken Usher, who was 77 and a record-holding veteran cyclist, was killed in Whaplode Drove in Lincolnshire last Friday in a crash with a Suzuki Wagon. January 25 - Lee Anthony Davison, 31, was killed in Washington in Tyne & Wear on January 25 in a crash with a car as it overtook him.
UPDATE: William Moon, 54, has pleaded guilty to causing death while driving without a licence. He received a suspended jail sentence and was banned from driving for five years. January 24 - Robb Fraser, 40, was captain of the Thatcham Cricket Club in West Berkshire and was killed in a collision with a lorry in Thatcham.
January 23 - Christopher Griffiths, 50, was killed on Teeside on the A19 near Hartlepool in a collision with a lorry. January 19 - Neil Thompson, 54, from Leicestershire, was killed near Desford in a collision with a Nissan car. UPDATE: The driver, William Manson, 62, was jailed for eight months for causing death by careless driving in October 2012.
January 13 - Josh Dale, 14, was hurt in a crash with a blue Ford Focus in Colwick, Nottinghamshire, and died of his injuries in hospital on January 24. January 13 - Maria Micklethwaite, 36, was killed in a collision with a car in South Hiendley, near Wakefield in West Yorkshire. January 11 - Steven Shaw Prime, 47, was killed in a collision with a white van on the A18 in North Lincolnshire.
January 7 - James Darby, 44, was struck by the door of a parked car as it was opened by the driver in Beckenham near London, and he died of his injuries on January 22. January 5 - James Hodgson, 14, also died on January 5 on the A483 near Welshpool in Wales in a crash with a black Volkswagen Polo car. January 5 - Andrew McNicoll, 43, died on Lanark Road in Edinburgh.
It is believed he was struck by an overtaking lorry after he collided with a parked car. UPDATE: A man was detained by police but released without charge. Police say inquiries are ongoing.
January 4 - David Noy, 64, was the first fatality when he was killed in a crash with a car on the B1121 road near Saxmundham in Suffolk on January 4. * = it is currently unclear whether five of these fatalities will be included in official Government figures of casualties on the roads.
In cases where a fatality takes place on railway tracks, where there is suspicion of murder or where the cyclist had dismounted before being struck, those fatalities may not count as road traffic casualties.
Also, casualties in Northern Ireland are not typically included in the final statistics, which document fatalities in Great Britain.
- A Guide to the UK's Best Classic Truck Shows Dep-O Magazine Haulage has long played a vitally important role in British society and is seen by some today as a key component in helping to develop the economy once more after a prolonged period of austerity. The haulage industry and, more specifically the trucks used by hauliers, are both regularly celebrated in the UK by industry enthusiasts, former and current drivers as well as many more who appreciate the role that haulage has played in our lives, with specific events now organised to celebrate some of the classic trucks used in years gone by. There are a number of classic truck shows running on an annual basis across the UK, so detailed below is your brief guide to a few of them and what you can expect on attending: Retro Truck Show The Retro Truck Show, held in Warwickshire on the 15th September, is an annual event organised by the Heritage Motor Centre.
This show is still in its infancy with 2013 only being the third year the show has been held, however the event has proved incredibly popular with large numbers of visitors arriving to see a variety of trucks manufactured between 1960 and 2000. This is a great opportunity for enthusiasts to get together to admire and celebrate the very best trucks to have hit the roads, and is open to show trucks, working trucks and trucks currently being restored so it guarantees to offer a vast variety of vehicles from some of the world s leading manufacturers. With a museum onsite, as well as a separate model show and trade stalls, the Retro Truck Show offers an enjoyable day out for truck lovers of all ages.
Classic and Commercial Vintage Show The Classic and Commercial Vintage Show is a two-day event held in June that celebrates commercial vehicles manufactured up to and including 1988.
2013 was the sixth year the show had been held, with visitors enjoying an extensive variety of classic commercial vehicles in an event that celebrated the 80 th anniversary of ERF Trucks. Alongside the many vehicles that can be viewed, numerous commercial vehicle trade stalls are set up which offer practically everything; from spare parts and tools through to models and artwork of some of the most prestigious trucks made plus much more, the chances are high that you will be unable to resist purchasing a little memento to take home with you. Arranged in conjunction with one of the truck magazines, the Classic and Commercial Vintage Show is regarded as the biggest classic commercial vehicle show in Europe.
Cornwall Truck Show This annual event next held on the 26-27th July 2014 run for charity with over 10,000 being raised to date in the four years that the show has been held. Open to HGVs of all makes, models and ages, visitors can view vehicles old and new, vintage and custom built, up close and personal. Drivers are on hand to answer any questions and tell you a little more about each vehicle, before you might even have the opportunity to jump up into the driver s seat to experience what it s like behind the wheel of each truck.
Many of the major hauliers attend the Cornwall Truck Show in the hope of winning a Class Award handed out to the very best trucks at the show; with many other displays, trade and manufacturer stands, there is plenty to keep you entertained whether you head down for the day or decide to camp over and enjoy the weekend experience. Barnard Castle Truck Show The Barnard Castle Truck Show held last weekend in August draws in trucks of all makes and ages, including vintage and classic models. Prizes are awarded to vehicles across many different categories, with visitors celebrating all that is good about the haulage industry.
In addition to the extensive and varied range of vehicles, which includes classics, vintage models, working trucks and customised vehicles, there are many trade stalls and commercial stands from the leading manufacturers in the industry including: Scania, Volvo and Mercedes. This show regularly draws in thousands of visitors with plenty of fun and enjoyable activities for all the family. If you are a truck lover and are particularly keen on classic, vintage and retro vehicles, make a note in your diary of these fantastic shows and head off to view some of the great trucks on offer the next time the shows come around.
This post was written by blogger and lover of all things truck related Oliver Kyle who regularly attends these shows and even bought from the selection of used trucks from Malcolm Taylor Commercials so he could embark on a project to customise his own vehicle.
- Al Gnoza finds out why truck drivers may loiter in the left lane ... HARRISBURG, Pa. (WHTM) - A few months ago, abc27 aired a story that took exception to drivers who spend way too much time in the left lane. In Pennsylvania, the left lane is supposed to be used only for passing. Our story was especially critical of truck drivers who take forever to pass someone.
We received an email from a man named Kenneth, who said he was a truck driver and that most trucking companies install a governor in their trucks which limits how fast they can go. We went out to a local rest stop to ask truckers if that was the case and if they had governors in their trucks. "Yes, 65 miles per hour...is as high as we can go," said Jamie Jones, a tractor trailer operator from Michigan. "A lot of them are governed at 60 or 61," said Michael Campbell of Missouri. "That's just part of the deal if a guy gets out and is trying to pass somebody. I can only go 65.
It's going to take me a while to pass a truck that's going 63." Of course many may remember the days of trucks flying down the Interstate. So what has changed? "Insurance companies," said operator Andre Cockerham of Virginia. "They regulate the bigger companies." In email exchanges with Kenneth, we asked him why he feels the need to pass someone if he's only going a mile or two an hour faster. He said it's to keep fuel costs down.
He said slowing down and speeding up costs more in gas and that the cost is then passed on to the consumer.
- Back to Work blitzdefence After a weekend free of Championship distractions it is straight back to work for the Level 2 clubs as we reach Round 10 of Stage One. So without further ado I`ll reach for the Cornish crystal ball and make my bold predictions .. Bedford Blues v Cornish Pirates This fixture rarely disappoints as two teams used to being at the top of the Championship pile go head to head.
Second-placed Bedford have lost 2 of their last 3 whilst the Pirates, currently in mid-table, are on a five game unbeaten run and travel with a strong squad. Is the Bedford line-up a red-herring or is this really a good time for the Cornish side to visit GR. A month ago I would have gone for an easy Blues win.
This time Bedford by 5. London Scottish v Moseley Ninth versus tenth at the Athletic Ground between two teams in no real form. Curiously it is the kind of game which has the potential to be a real high scoring affair as it was in the Cup when the Midlanders won.
I fancy the same again. Moseley by 6. Rotherham Titans v Leeds Saturday`s early kick-off at Clifton Lane and a chance to see if the Codling Effect ahs shaken the Titans out of their slumber from two weeks ago.
The new boss will want a reaction after their hammering in Cornwall but Leeds have all the tools at their disposal to inflict more misery on their South Yorkshire rivals. Leeds by 8 Jersey v Newcastle What a story this would be if Jersey could humble the Falcons. The Geordies just keep on trucking whilst Jersey were brought down to earth with a bump last time out at Bristol.
The islanders need to keep picking up points to survive but they won`t get anything here against Dean Richards` Mean Machine. Falcons by 22 Plymouth Albion v Bristol Albion ended a worrying run of three straight defeats in turning over the Scots two weeks ago. Bristol still seemingly can`t decide if they are Arthur or Martha yet this season and on a heavy Brickfields pitch in front of a baying Devonian crowd this should be quite a spectacle.
Liam Middleton has had public reassurances from the Bristol boardroom but one more humbling a la Nottingham could spell the end of his reign. Bristol by 7 Nottingham v Doncaster The appointment this week of Clive Griffiths over Brett Davey at Castle Park with either have galvanised the Castle Park or spread dressing room discord. The Knights cannot afford to court relegation and have got 12 games to save themselves.
Nottingham though are on a bit of a roll (if you discount losing to Newcastle last time) and are tough cookies at Meadow Lane.
It`s the Green & Whites here for me.
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- Beyond the GTA | The Shipping Guy's Blog As Canada s largest city gets bogged down in gridlock, other regions within Ontario are positioning themselves as transportation hubs with a distinct advantage Hamilton, situated on the banks of Lake Ontario, practically within the shadows of Toronto s towering skyscrapers, is home to a vibrant marine port, rail hub and cargo airport all less than an hour s truck travel from several high-volume US commercial border crossings. Yet it has always been known as an industrial city, better known for its fire-breathing, smoke-belching steel mills than its endless transportation possibilities, or for that matter, sustainability. A new member-driven organization dubbed TransHub is hoping to change all that, buoyed by a McMaster Institute for Transportation and Logistics report that found Hamilton is already a significant economic player on a national and regional scale.
The report, A Sustainable Strategy for Developing Hamilton as a Gateway, noted the Hamilton Economic Region s economy is larger (by GDP contribution) than that of Saskatchewan, Manitoba, Nova Scotia, New Brunswick, P.E.I. or Newfoundland and Labrador. Yet the report went on to say Hamilton could do much more to take advantage of its geographic location and abundance of existing transportation infrastructure.
Hamilton has not reached its full potential from a goods movement perspective, nor from a sustainability, or economic development perspective, the report concluded. As a transportation hub, the Hamilton region already has a lot going for it. John Dolbec, president and CEO of TransHub, rhymes off some of the region s attributes: We have a port, which is the busiest port on the Canadian side of the Great Lakes, we have an airport, which is Canada s largest courier cargo airport right now, we have a ground transportation system with easy access without substantial gridlock to North America s three busiest border crossings (in Sarnia, Windsor and Niagara) and we have 152 million people within one day s truck travel and 300 million within one day s train travel.
Hamilton, Dolbec noted, was perfectly positioned to be a major transportation hub without ever really aspiring to be one. We have all the assets in place to make us an effective transportation hub, he told Truck News in an interview. The question is not whether we re going to become a transportation hub, but whether we are going to be a hub that achieves our full potential or a hub that underperforms?
TransHub, formed just over a year ago, is aiming to leverage all the Hamilton region s attributes and better promote them to the transportation and logistics sectors. Dolbec said the region, which extends beyond Hamilton itself to include Niagara and Burlington as well as the southern reaches of the Kitchener-Waterloo and Guelph areas, has the potential to add 59,500 jobs 35,000 within the supply chain sector and another 24,500 related by 2031 and to generate $10.2 billion in economic growth over the same period, $4.8 billion of which will stay within the region with the remainder benefiting the Canadian economy as a whole. The message is already getting out, Dolbec said, noting Maple Leaf Foods and Canada Bread have both committed to building major food processing facilities in the region, which won out over 24 competing jurisdictions.
TransHub, still in its infancy, now boasts 32 corporate members. It operates much like a Chamber of Commerce, with member organizations working together towards the greater good. Trucking members include: Earl Paddock Transportation, Joseph Haulage, Fluke Transporation and Rims Transport.
Knowing that skilled workers will be required to fill all the soon-to-be-available transportation-related jobs, the organization has also formed a Youth Division. There s no point in trying to attract 5,000 jobs here over the next four years unless we have enough young people willing to take up careers in that field, Dolbec acknowledged. We re hoping to increase the number of young people opting for careers in the supply chain.
On the labour front, Hamilton also is home to a large number of unemployed or underemployed blue collar workers many former steelworkers who would make great truck drivers. But Dolbec is cautious about positioning the region as an area where prospective truck drivers are in abundance. I wouldn t want to give your readers the impression it s some kind of paradise (for finding drivers), Dolbec said.
A critical skills shortage is a phenomenon everybody is facing. We may be better equipped than most other regions because of the large mass of unemployed and underemployed blue collar folks, but it s a crucial problem everywhere. Dolbec prefers to focus on other advantages for businesses, including the availability of inexpensive land and low development costs.
We have one of the lowest costs in terms of real estate of any jurisdiction in Ontario and in terms of development costs, Hamilton-Niagara has the lowest development charges, Dolbec claimed. If there s an area where the Hamilton region could fall short, it s that its marine port isn t equipped to serve as a major container hub. Ocean-going container vessels are choked off at the St.
Lawrence Seaway, which was never constructed to allow container ships to pass through. Therefore, containers are generally offloaded at the East Coast ports and then transported to the Hamilton region by rail. Containers still represent an emerging opportunity for the region, however, according to Dolbec.
With the deepening of the Panama Canal, more container ships from Asia will choose to offload at East Coast ports and from there, containers can be moved very efficiently via Canada s rail network to the Hamilton area for further delivery to nearby markets and those in the Midwestern US. The Canadian railway system has significant competitive advantages over the US rail system, Dolbec said. When the Panama Canal is finished in 2014, container traffic moving through this area will come through the Canadian East Coast ports simply because of the nature of the rail system in the US, which is frankly not as efficient or effective in terms of handling that (volume).
It will mean lots of increased opportunities for Canadian trucking to be able to trans-ship this stuff from intermodal transfer facilities somewhere in this area to the US Midwest. Hamilton, of course, isn t the only region that s trying to market itself as a transportation hub. Five hundred kilometres to the east, on Hwy.
401, Cornwall is experiencing a renaissance of its own. Located near Ottawa and just over an hour southwest of Montreal, Cornwall is making a big push to be considered a true transportation hub. Just how big a push are we talking?
Half a billion dollars was invested in the community last year alone. The interest in logistics expansion in the community is enough that representatives from the city, the industry and school system got together in late February to discuss opportunities for the future. The day-long event, co-hosted by the Canadian Supply Chain Sector Council (CSCSC) and the City of Cornwall at St.
Lawrence College and attended exclusively by Truck News, opened with a look at recent and future investments in transportation in the region. The list included: Supply Chain Management s (SCM) 1.4 million sq.-ft. distribution centre (DC) with 900 employees; Target s 1.3 million sq.-ft.
DC (currently under construction); Shopper s Drug Mart s 600,000 sq.-ft. DC, with more than 125 employees; Boundary Properties 600,000 sq.-ft. DC (currently under construction); Benson s 150,000 sq.-ft.
DC, with more than 125 employees; and Richelieu Hosiery s 150,000 sq.-ft. DC with 50 employees. On the trucking side of things, Minimax Express, International Truckload Services and Seaway Express have all set up shop in Cornwall, with about 100 employees each.
Other notables include Cornwall Warehousing, Villeneuve Tank Lines and Translogic Express. But all this transportation activity begs the question: Why Cornwall and why now? Bob Peters, senior development officer with the City of Cornwall, said: We ve had half a billion dollars invested in Cornwall in 2011 alone, and prior to that, in 2009, we had our biggest building year ever, and 2010 was no small year either.
So it s been about three years of consistent stellar growth for Cornwall, while the rest of the country was really going through a soft period and a downturn. Like Hamilton, Cornwall boasts inexpensive real estate and low development costs and is relatively free of traffic congestion. Peters said the city opened up 500 acres of service land along Hwy.
401 with no development charges at all. The region also boasts a skilled workforce. Peters said when you combine all those factors, the area becomes a very attractive option for a company looking to set up a distribution centre: Literally, we are saving (the company) millions and millions of dollars.
Business perks aside, geography is also a key factor in Cornwall s burgeoning transportation presence, with its close proximity to Montreal, Ottawa, and the US and easy access to Hwy.
401. We re a great gateway or launching pad for Eastern Canada, but we re also able to service Central Canada at the same time, said Peters. CSCSC executive director Kevin Maynard said Cornwall s emergence as a transportation hub is the result of a perfect storm.
Combined the with ability of the municipality to provide serviced land at the size that s required for distribution centres access to transportation, access to other markets and the availability to service land is the primary reason why large-scale distribution centres are being located in Cornwall. So, it is a perfect storm, he said. At present, about 2,000 people work in the Cornwall Business Park (which houses the majority of the aforementioned businesses), but it s been suggested that number could rise to 3,000 as early as 2014.
To keep pace with Cornwall s growing need for new workers to support its emergence as a transportation gateway, educators are working with both the city and the industry to generate interest in the transportation and logistics sector as a viable career path for young people. With the emergence of supply chain management sector jobs in the Cornwall area and also in Greater Eastern Ontario it begs the question: What sort of program should we be providing to better support that industry ? said Don Fairweather, campus dean of St.
Lawrence College s Cornwall campus. So we created an advisory council with members from this industry who are speaking to us about what they need and how we could help It s a great example of the college responding to community need and listening to the community, and then mobilizing our resources to help meet the needs. Added CSCSC s Maynard: I think one of the biggest things is that we are looking at a collaborative opportunity.
In Eastern Ontario, and particularly in Cornwall, there has been a lot of engagement from the municipality, from learning institutions like St. Lawrence College, from employers and other groups to look at bringing the message together and providing opportunity for people to work together for a common goal. Peters said that the other real challenge will be to present transportation and logistics as a desirable career path.
The biggest distribution centres and other transport companies in the area that are hiring that are looking for truck drivers, in-house workers, IT specialists, engineers we are looking to mirror up people with those skills with those job opportunities. It s not going to happen overnight. I think we are all well aware of the demographic situation in Canada Cornwall is no different but the goal is to engage young people through their college and post-secondary careers to understand the opportunities and the rewards that are in the logistic sector.
Thanks Truck News!
- BookNAround: Review: Gonzalez and Daughter Trucking Co.
by ...Libertad, an American citizen, is incarcerated in a Mexican women s prison for a crime that she is unable to articulate to the other inmates. What she can and does do, is to start a Library Club within the prison where she ostensibly reads to the inmates. But she s not reading the battered books she holds in her hands.
She is telling the life story of a girl, who has lived her whole life on the road with her former professor turned Mexican fugitive trucker father, complete with embellishments, obfuscations, and straight narrative. The stories of Libertad and Gonzalez s daughter intertwine, wrapping around each other as past and present mix. The fabricated (or is it?) story of Mudflap Girl (the handle Gonzalez s daughter adopts) moves by fits and starts to meet up with the story of Libertad in prison telling the story.
The story moves in installments, leaving the listeners in the prison and the reader outside the book wondering what happens next, a cliff-hanger technique Libertad claims to have learned from watching soap operas. Meanwhile, Libertad s daily life in prison is also explored. Life in a Mexican women s prison comes across as quite different from any other country.
There are different classes of prisoners and different levels of privilege, the lines of which Libertad easily crosses as a storyteller. The cover copy on this novel mentions magical realism but I didn t find that at all here. What I did find was a delightful meta-story with a subtly done theme of women s friendship woven through it that completely engaged me as a reader.
The story of Mudflap Girl is a coming of age tale while the narrative thread with Libertad in the women's prison is about storytelling and the freedom to own ourselves within a greater social framework. The young girl who grows up in the cab of her father's truck, the mascot of many but without real friends of her own becomes, through her time leading the Library Club at the prison, an adult with meaningful friendships and connected, caring familial relationships. And in both stories, what Libertad relates is a tale of community, first of the trucking community and then of the diverse mishmash of women incarcerated in this Mexican prison.
Both stories weave together throughout the novel, intricately twined together, explaining and embellishing each others' plot line. While the idea of female empowerment shines through Libertad's storytelling, both in Mudflap Girl's story and in the stories of the different women in the prison, men don't come off very well, causing an unsettling imbalance. But the created community of the prison, a family both by circumstance and choice, is an appealing refuge to an otherwise rootless woman and makes for an enchanting read.
Definitely unusual, this was a quick read that keeps the reader turning the pages to find out the fate of Mudflap Girl, Libertad's crime, and the way that each and every character's story unfolds.
Ultimately a redemptive story, it will leave the reader with a warm feeling and an appreciation for the Sheherazades among us who lighten our sorrows with their skilled storytelling.
- Business for Sale: A Long-Haul Trucking Company - NYTimes.com Let s take a look at another business for sale. And once again, we ll consider the business from the point of view of a potential buyer, but we will also see what lessons this business might hold for owners of other businesses. This business for sale is a trucking company that specializes in what s known as hot-shot trucking.
There is some confusion over what precisely constitutes hot-shot trucking, but this company works in the oil industry and specializes in moving high value oil-and-gas parts all over the county. Based in the northern Plains, it has been in business more than 20 years. Unlike many trucking companies, this one gets paid for trips that go to and from a delivery.
It appears to be a very clean company, with the necessary permits, an excellent safety record and the required insurance, authorities and audits in place. Please note: As with the last business for sale that I wrote about, this one was brought to me by the brokerage site Bizbuysell.com. I have no stake in the sale of the business, nor do I certify that any of the information about the business presented is accurate.
The information provided came to me in the form of the public listing and through conversations with the selling broker. The broker for this business is Joe MacGuire of the Murphy Business and Financial Corporation. It claims to have strong profits and seems to have provided the present owner an excellent living.
As we ll see, there have been some issues that may have slowed the sale of this business. Broker: Mr. MacGuire.
Type of business: Trucking company serving oil and gas companies nationwide. Employees: Eight full time and two part time. Location: Northern Plains states.
Asking price: $2.2 million. Fixed assets and real estate: $1 million. Intellectual property: Knowledge in specialized sector of trucking business.
Reason for selling: Owner has been in business for 30 years and is approaching retirement age. Financials: Year Sales Free Cash Flow Cash Flow/Sales 2011 $2,544,000 $778,000 30.5% 2012 $2,161,000 $524,000 24.2% Business Overview The owner is the founder and has worked in all aspects of his business. He is said to run a tight ship and is known for having a sound operation.
He says he has had opportunities to grow the business, turning down business on a regular basis, but has been happy with the money he makes. The business has operating agreements with several service companies that provide recurring revenue. As you probably noticed, sales dropped from 2011 to 2012.
I would want to know why this happened. There are significant barriers to entry in this business. Besides the cost of the trucks, there are permits and licenses that are required of those in the long-haul trucking business.
Also, employees have to go through significant training to operate large trucks and for the freight they carry. The owner says he is in no rush to sell and has told his broker that he will wait for the right deal. Challenges This could be a challenging company to sell.
It s a specialized business, and it will take a buyer time to learn the details of operation. The seller has indicated that he s willing to stay on with a new buyer for several years. As long as this works and the owner and new buyer get along, the owner s knowledge base should be transferable.
The seller might want to think about systematizing the operations of his company. The more information that is documented, the easier it will be to transfer the company to a new owner. Deals of this size can be hard to finance, and it can be difficult to find buyers who have enough cash.
The owner may have to agree to help, and if he decides to do so, he should review the creditworthiness of the buyer carefully. An alternative financing method could be finding a Small Business Administration lender that would be willing to underwrite a significant portion of the transaction. It appears the company has about 45 percent of the asking price in hard assets.
Things to be learned If you own a business like this and you really want to sell it, plan early for your transaction. Having a systematized operation with a real supervisor or supervisors can make the business far more attractive. The seller has saved money outside his business.
This is allowing him to take his time and wait for the proper buyer. Business owners who have put money into a retirement plan or other outside investments often have more options when it s time to sell than those who don t. This owner is also well served by having solid business contracts that produce recurring revenue.
Buyers like that. This business is making enough money to cover its cost of replacement equipment and provide cash for growth. Both are issues a sophisticated buyer will consider.
My take on this company I find this type of company interesting. It has a strong niche, and it is producing solid profits. It is significant that the broker says the business is spotless clean trucking companies can be hard to come by.
The broker told me that the seller was loyal to his employees and was very interested in making sure he finds them a good owner. There has been some conversation about selling to competitors, but at this point, the seller has not been pursuing those conversations. He is concerned that his competitors may not treat his employees the way he did.
Because the owner has put some roadblocks in the way of selling the company, he may have a hard time finding a buyer that meets his needs and desires. If you were considering buying this company, what issues would you be concerned about? What questions would you want to ask the seller?
Do you think the business is priced correctly?
What would you pay?
Josh Patrick is a founder and principal at Stage 2 Planning Partners, where he works with private business owners on creating personal and business value.
- Concerns raised about access - Cornwall Standard Freeholder Opponents of gravel truck traffic on two semi-residential roads bordering the city are claiming that quarry operators are getting preferential treatment from municipal officials. Some residents are wondering if quarry representatives got unfair access to city councillors, especially, as well as South Stormont councillors prior to a public informational meeting last week. The informational open house, organized by South Stormont, was held to present options on how to alleviate the impact of trucking on Richmond Drive and Atchison Road and gauge the public's response. "It appeared there was a presentation to distort what the real situation is by quarry operators," said Frank Cash, secretary to a coalition of property owners known as the Long Sault-Cornwall Ratepayers Association.
Cash indicated that he entered one of the civic complex salon rooms to find Cornwall and South Stormont Township council members alongside city engineering staff, township officials and representatives from Lafarge and Bray quarries. Moments later, he was asked to leave because the meeting was closed to the public. From what he could garner during his attendance, Cash viewed the closed meeting "as a (South Stormont and quarries) sales pitch to promote their own solutions." In an earlier meeting, Bray president Mike Bray claimed the quarry would have substantially higher trucking expenses if the city had went ahead and banned the trucks from Richmond Drive.
This would force the quarry trucks to use a slightly longer, alternate route. The truck ban proposal By Cornwall city council last September was put on hold in October after South Stormont complained and requested further consultation. Cash said he isn't opposed to the quarries and South Stormont lobbying efforts as long as there's a chance for rebuttal. "It makes it a difficult time getting information so we are able to think of intelligent questions to ask; we've been hampered that way," he said.
South Stormont Mayor Bryan McGillis shrugged off the concerns, explaining that quarry officials have met privately with his township staff previously. "It wasn't a big deal," McGillis said of the closed meeting's exhange of information so that councillors are well informed before meeting the public later during the open house. He said the public has had previous opportunities to address council and the quarries about their concerns at previous open sessions. "Nothing's being done in secret, without the public." However, McGillis isn't surprised that Cash brought his grievance to the media. "They (Cash and Richmond Drive resident Wyatt Walsh) continue to be the loudest complainers, so I'm not surprised," McGillis said. Walsh has clashed publicly with McGillis, including a confrontation after a city council meeting.
Two of the city councillors present, Andre Rivette and Bernadette Clement, said they were unaware before and during the meeting that other members of the public were not included, just quarry reps. During the closed session, Rivette said he queried McGillis about South Stormont's royalities derived from the sale of quarry aggregates. "I pointed out Bryan where that money is, what account is it in?" South Stormont's stance is not to make immediate improvements to Richmond and Atchison, claiming that a study during the spring of 2008 indicated the roads are holding up safely. Cornwall is eyeing the possibility of making improvements to its portion of Richmond and, if that's the plan, hopes that South Stormont and the quarries ante up as well.
Different scenarios to address the issue were presented during the closed meeting as well as the open house, explained city engineer Jean Lemire. Barring a truck ban, Lemire said the city is offering repair and improvement options such as widening the road by one metre, securing the base to reduce traffic vibrations and creating a sidewalk to improve safety for pedestrians. These have been met with mixed response, with Clement saying that some residents she met during the open house were receptive to improvements. "They were saying, we expected the quarry traffic, although we've noticed the last two or three years an increase in trucks and an increase in the heaviness of the load that makes it feel shaky in homes a little more," Clement said.
While quarry operators would rather keep Richmond open to trucks, Cash, Walsh and other more vocal residents believe that a new road should be built to handle the trucks.
- Cornwall Featured in Today's Trucking MagazineReleased 2012-10-23 01:44:31 GMT: 9 months ago.
0 click(s)FULL ARTICLE Rock Hill's Textile Corridor gains investor. Comporium, a local telephone and Internet provider, will pay the city of Rock Hill $276,000 ... Released 2012-08-26 19:10:16 GMT: 11 months ago.
1 click(s)FULL ARTICLE In 1999, we were trying to convince my mother to move from Florida and up to North Carolina where she'd be closer to us, and during one of her ...
Released 2012-08-19 14:36:54 GMT: 11 months ago.
0 click(s)FULL ARTICLE About two years ago, I discovered and exhibited my textile mill photography in Greenville, South Carolina at the Textile Heritage Festival.
- Cornwall residents create innovative product for trucking industry Seaway News Cornwall residents create innovative product for trucking industry Seaway News CORNWALL, Ontario - Steve Kelly, transport driver and Lisa Cook, dispatcher understand the security issues that transport companies and their drivers face they live it every day.
Working together, Kelly and Cook have opened a new company ...
The SSL ...
- Cornwall trucking companies promoting city | Roadway Trucking A group of trucking companies in the Cornwall area will be sporting decals promoting the city s rise in prominence as a logistics hub on their equipment as part of a new initiative by Cornwall s economic developers. More than 400 of the decals, showcasing the city s economic development Web site, ChooseCornwall.ca, have been distributed already, with more already on order, according to city officials. The decals will be displayed on the rear doors of the trailers.
It makes sense to promote the city with the companies that are in part responsible for our recent growth, said Bob Peters, senior development officer for the City of Cornwall. Local transports are on the road every hour of the day and night, and in the process are seen by hundreds of thousands of people. Companies participating in the program include Minimax Transportation, Seaway Express, International Truckload Services (ITS), Tallman Truck Centre, Villeneuve Tank and Freight, and Benson Group.
Combined, the companies have more than 500 trucks on the road. It is fantastic to see so many of our corporate citizens step up to help promote the City, said Mayor Bob Kilger. The decals are attractive and deliver a message of the entire community working together towards a common goal, says Yves Poirier, president of Minimax Express Transportation.
I am looking forward to hearing the reaction from those working in and around our Toronto terminal.
The Cornwall Business Park is home to several trucking companies as well as distribution centres for some of Canada s top companies, including the Benson Group.
- CT lawmakers eye NY's Texting Zone strategy for highway safety ... October 25, 2013 Article as it appeared in the Connecticut Mirror Ever feel the urge to text while driving? If that happens in New York, look around. There s probably a sign nearby showing where the next safe Texting Zone is located.
New York officials have captured some of their Connecticut counterparts attention with their new campaign to stop cellphone use on highways. Earlier this fall the Empire State installed nearly 300 signs on its major highways, notifying motorists of the proximity of the nearest public rest area. The Texting Zone awareness campaign came shortly after N.Y.
Gov. Andrew Cuomo announced an extensive enforcement crackdown by state police that included a 365 percent increase in tickets issues for illegal activity on the highways. Connecticut, which like New York has recently toughened penalties for illegal cellphone use on the highways, has its own campaign.
Connecticut legislators and Gov. Dannel P. Malloy approved two measures this spring to discourage illegal cellphone use.
Starting this month, the fines for violations increase from: $125 to $150 for the first offense; $250 to $300 for the second offense; $400 to $500 for each subsequent offense. The state also now imposes at least one point on the record of all drivers guilty of illegal cellphone use. And cellphone use now is banned even when the driver is operating a vehicle at a temporary standstill, such as at an intersection stop light.
The state Department of Transportation is partnering with AT&T s national campaign It Can Wait an educational outreach program to high schools across Connecticut. The state also sponsors a safe driving video contest for teens. State Sen.
Andrew Maynard, D-Stonington, co-chairman of the Connecticut legislature s Transportation Committee, praised efforts here, but said the New York approach deserves some attention. It s something that s worth discussing, he said. It certainly is interesting.
Sen. Toni Boucher of Wilton, the ranking GOP senator on the Transportation Committee, said the New York approach would be a smart way to take advantage of the 30 public rest areas and service plazas on Connecticut s highways. It makes a lot of sense to me, Boucher said.
Something as simple as a reminder, for most people, is all that they need. With cellphones offering an ever-increasing array of applications, you now have a virtual computer in a hand-held device all of which can tempt a driver who feels a sense of urgency to use one of them. If you know the next rest stop is just a mile away, maybe you wait, Boucher added.
The head of the state s largest trucking association also said this week that Connecticut could benefit from mirroring New York s approach. But Michael Riley, president of the Motor Transportation Association of Connecticut, said the state also should consider adding some new rest areas. I think that s a creative idea, a good idea, he said.
But it puts more pressure on a valuable resource. The state DOT recommended 12 years ago that Connecticut needed about 1,200 more rest area parking spaces, primarily for truckers needing a break while on long trips. And Riley said the need now is closer to 1,500 spaces, adding that many rest area parking lots routinely are filled to capacity during the night.
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- Dragon buys Cornish haulage firm - Business Cornwall 11:31 am, December 6, 2012 Pall-Ex, the European palletised freight network owned by Hilary Devey of TV s Dragons Den fame, has acquired Launceston-based haulage firm, Intercounty Distribution. Commenting on the announcement, Pall-Ex s MD, Adrian Russell, explained: The opportunity was presented to us after Intercounty s managing director Nick Coombes announced his retirement earlier this year. We are happy that Nick has decided to stay in his role a little longer to oversee the acquisition.
The south west is often considered one of the trickiest areas for any network to cover given that it is a peripheral part of the country. There simply are not that many hauliers that are the same calibre as Intercounty in the region. The move will see Intercounty s current workforce staying in place at the Launceston depot, supported by Pall-Ex s own corporate team.
Financial terms were not disclosed.
- Dragon's purchase | This is Cornwall PALL-EX, the European palletised freight network owned by Hilary Devey of TV's Dragons' Den fame, has bought Launceston-based haulage firm Intercounty Distribution.
Commenting on the announcement, Pall-Ex's managing director Adrian Russell said: "The opportunity was presented to us after Intercounty's managing director Nick Coombes announced his retirement earlier this year.
We are happy that Nick has decided to stay in his role a little longer to oversee the acquisition." The move will see Intercounty's current workforce of 40 and their 20 trucks staying in place at the Launceston depot, supported by Pall-Ex's own corporate team.
- Gage Morin Posted Two Wins In 2012 At Cornwall Motor Speedway ... Posted on01 January 2013. By Craig Revelle Finish Line Web Design December 27, 2012 The 2012 racing season got off to a strong start for Gage Morin, winning the first regular event at Cornwall Speedway to close out the month of May. The next couple months were a struggle, as Morin struggled with a chassis that was outdated compared to most of the competition.
They raced weekly at Mohawk Raceway on Saturday nights and Cornwall Speedway on Sunday night throughout the season, but it soon came evident that a new chassis was needed to regain their competitive edge. Morin debuted the 2012 chassis in late July with instant success. A win at Cornwall Speedway, and then a second place finish at Mohawk proved that the new car was just what the team needed.
Gage posted a few more strong finishes to close out the 2012 season. The team will be working hard over the off-season, looking to improve on their 2012 season stats, and will start their season with that new car that produced some great results late in 2012. They have also just launched their brand new website, and are currently seeking additional marketing partners for 2013.
If you are interested in working with this young and successful team, please contact Gage at [email protected] Gage would like to thank his sponsors, pit crew and all the race fans for their support. Cornwall River Kings, M.
Bray Construction, MC Trucking and Filion Trophies are all an integral part of the race team as sponsors, and Car Owner Doug Young and crew members Kevin Lobb, Marcel St. Louis, and Chris Marsolais are dedicated and committed to making sure the car is ready to go each race night. For more information on Gage Morin, including sponsorship information, up to date news, schedule, results and more, please visit our recently launched website, www.gagemorin.com.
Photo: Gage Morin won two features at Cornwall Speedway, including this one on July 29th after debuting his 2012 Bicknell car. (Rick Young Photo)
- HS2 and low carbon transport, part three beleben Part one | Part two In The carbon impacts of HS2 , Jim Steer s Greengauge 21 developed a base scenario, consistent with Government policies and forecasts , in which the operation of phase 1 of HS2 was estimated to reduce emissions by 1.8 million tonnes CO 2 equivalent (MtCO2e) over 60 years. This would comfortably offset the approximately 1.2 MtCO2e from building the line. The report claimed that there is huge scope to influence the carbon outcome of HS2, and specifically, to ensure that it brings about a useful reduction in emissions.
Under an environmentally-responsible scenario, the operational carbon savings could increase to 3.5 MtCO2e, increasing the net saving (taking into account embedded carbon) to 2.3 MtCO2e. But in contrast, under a laissez-faire scenario, without appropriate sustainability policies, it is possible that there will be no operational carbon savings available to offset the embedded carbon. While the first phase of HS2 between London and the West Midlands is estimated to deliver a 1.8 MtCO2e reduction in carbon emissions, this would be increased four-fold to a saving of more than seven million tonnes CO2e when the second phase of HS2 opens.
The route extensions to Leeds, Manchester and Heathrow substantially increase the scope for mode shift from air and car travel. Further, we conclude that, in the design for HS2 and for a wider HSR network, the following would maximise HS2 s sustainability: a) Reducing the top speed of HS2 where justified, balancing energy consumption and mode shift. Reducing the top speed of HS2 from 360km/h to 300km/h could reduce energy consumption by 19%.
In the early years of HS2 operation, before the electricity supply is substantially decarbonised (say, before the 2030s), the carbon impacts of HS2 would be improved by adopting this lower top operating speed. Then, as electrical power generation is more fully decarbonised and the HSR network is extended, the journey time improvements on HS2 become even more important in delivering mode shift, and so a top speed of 360 km/h is more likely to be needed and justified by the carbon savings from reduced air and private car travel; b) Construction of city centre stations rather than parkway stations where feasible. City centre stations are estimated to be around 7% more efficient in carbon terms than parkway stations, even when only considering the direct impacts of HSR travel.
The effect of local access trips to HSR stations, which can be made more readily by sustainable travel modes to city centre stations, will only increase this benefit. All HS2 stations need to be designed around high modal shares for sustainable access travel modes and supported by planning policies that deliver sustainable patterns of land use; c) Full use of capacity freed up on the existing rail network. HS2 Ltd has adopted conservative assumptions on how much West Coast Main Line (WCML) capacity freed by HS2 is re-used for new and improved rail services.
We estimate that the HS2 carbon savings could be increased by 8% by fully using spare WCML capacity for enhanced commuter or inter-regional passenger services. Even more benefits could be delivered with policies that ensure greater occupancy of these medium-distance trains. This highlights the value in ensuring that future rail franchises are set up so that they are able to unlock the spin-off benefits of HS2.
However, the carbon savings from using the additional unclaimed capacity of three train paths per hour in each direction for freight are considerably larger still, adding 55% to the direct carbon savings from HS2. This is such a strong advantage that it will be worthwhile examining complementary measures to ensure that a major switch from HGV road haulage to railfreight is achieved as a consequence of HS2. As well as the extension of HS2 further north, wider policies that would have greatest effect in terms of maximising the potential of HS2 to reduce carbon emissions include: a) Ensuring the rate of electricity decarbonisation set out by the Committee on Climate Change is delivered.
The Committee on Climate Change (CCC) has recommended an ambitious decarbonisation trajectory for the UK s electricity sector which would result in the average HSR carbon emissions per passenger reducing by 92% by 2050. A slower but still relatively ambitious reduction in the carbon intensity of electricity could see the total HS2 carbon savings in the base scenario reduced by nearly one-third. A scenario in which there is a second dash for gas and therefore slower decarbonisation would reduce the HS2 carbon benefits by two-thirds.
b) Air capacity regulation and management. HS2 will reduce the number of passengers making short-haul flights, and even the first stage of HS2 brings about a significant reduction in carbon from aviation, estimated at 2 MtCO2e over the life of the project. The question of how this result is affected by subsequent decisions on the numbers of runways and their levels of use at the congested South East England airports cannot be addressed at a national level because constraints on airport development in one country may simply move the location of airlines hubs to other countries.
Even if there is an uptake in longer-haul flights in place of displaced short-haul services at Heathrow, the aviation sector carbon reduction benefits of HS2 might therefore be achievable, particularly with appropriate regulation and management. c) Management and regulation of the motorway and trunk road network to reflect the external costs of driving. Policies to manage the capacity and use of the strategic road network, including through pricing mechanisms, could increase the carbon savings of HS2 and would help ensure that the benefits of mode shift to HS2 are sustained.
It is not possible to optimise the carbon savings by looking at individual travel modes in isolation; management of their use needs to be considered together. d) Transport and spatial planning policies to encourage sustainable travel choices. Ensuring that HS2 serves locations of high demand density and locations where there is high capacity public transport should be a planning aim.
The accessibility boost that HSR can provide to cities is a unique quality. It can be used to magnify the carbon benefits of HSR if complementary policies on spatial development seek to foster an intensification of development in urban areas so as to reduce trip distances and the need for private car use. Obviously, Mr Steer hasn t got the foggiest idea what the carbon intensity of aviation, cars, electricity generation, or whatever, would be in the period 2026 to 2086; because future events such as rates of technical progress, and demand distribution for travel, are not knowable.
But in showing a relatively large net reduction in emissions from classic rail carbon, Mr Steer s diagram implies a substantial reduction in train kilometres and connectivity for non-HS2 towns like Stoke-on-Trent, Peterborough, Bolton, and Coventry. Even though calculation of carbon emissions for past years is not an exact science, the Department for Transport climate change factsheet gives an insight into the relative importance of greenhouse gas emissions by source. For the year 2009 alone, UK domestic transport emissions were estimated by DfT at 122.2 million tonnes, and the UK total was 607.2 million tonnes.
In the improbable event that Mr Steer s estimates were accurate, the direct carbon reduction from HS2 over the whole period of 60 years would be ((1.8 1.2)/607.2)*100, i.e.
0.1% of the United Kingdom s total emissions for the single year 2009. The secondary measures mentioned in the Greengauge 21 report are not dependent on HS2 for their implementation. Through its National Planning Policy Framework, the coalition government is moving away from the approach mentioned by Mr Steer, in favour of a plus-laissez-faire approach to land-use planning.
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- Joseph Francis Responds to Donna R's Letter to the Editor on ... . To learn more about our contest and how to enter click below at the bottom.) . First off kudos to Donna R for stepping up and inspiring my rant which reaches out to those who do not understand and those who can make a difference.
What so many people who read will not be able to understand is how many people this happens to effect! My family has dealt with this for almost my whole life. No money to make money!
I am willing to bet most of you also have family who are struggling to get by and you may not know it. . It s like an endless pit which drains your happiness and leads you to stress, frustration, depression and a very real feeling of helplessness. . People need HELP!
If there is anyone in government who can help I implore you to do more especially in pushing for funding for Job Zone! I am the perfect example of the potential waiting to be unlocked. I was funded through Job Zone to become a professional truck driver.
I am currently employed for a local trucking company in South Mountain. . The owner of the company realized how much help I needed when I told him I could not afford to meet with him in person to interview and that I did not have a car. He reached out by driving 45 minutes to Cornwall and meeting with me!
Without my AZ license this would not be possible. . I am now employed and generating tax revenue and doing my part as a working cog in the system. . Most people will not get this opportunity however, including a few people I know personally who are being turned away by Job Zone Maybe it s a lack of funding or discrimination due to age and gender but whatever the reason it shouldn t be like this. .
Also the RIDICULOUS prerequisites to get funded by the government for training NEED TO GO! . The biggest one is the fact your essentially not allowed to make money when trying to get funding. You read that right.
If you want to do second career you have to be the poorest of the poor. Unless your living with family with no job and not enough money to take care of yourself then and only then do they take a chance on you. . If you look at the amount mentioned by Donna $606 per month and you take that investment by social assistance and tally it up it equals $7272 per year.
My training cost less than $6500 as I went through C & C Professional Truck Training. I am now employed and over a year I will generate more than $50000 in gross pay. . Many of these so-called welfare bums are so poor they can t afford to change their situation!
When you have a random directionless resume with no training or certificates or diplomas NO COMPANY will look at you unless it is to look down on you much like society already does. . With services like Job Zone you get a chance. I am hard worker but no one would give me a chance.
My training opened so many doors that are changing my life and I am going to help my family because the government and this city will not give them the opportunity that I got. . My fellow Canadians City of Cornwall. Province of Ontario The greatest country on the planet Canada.
I dare you to read this and to do something about it. Step up and help YOUR PEOPLE. An investment in YOUR PEOPLE will return to the city, provincial and federal governments coffers 100 fold what they invest in the system now.
Rather than pay people to struggle and skim by on the bare minimum why not make a bigger investment for the long term benefit. . YOUR PEOPLE are a small risk investment. Let me explain in a way that those who have money can understand Much like a struggling company like Research in Motion in September a measly $6.00 a stock Today $17.54.
If you invested $600(100 shares) in September those shares would be worth $1754 today. . Job Zone invested $6500 in me. I am 23 years old and now worth roughly $50,000 a YEAR.
Do the math, If 100 shares of stock in me was worth $6500 that is $65 a share. At 50,000 a year those shares are now worth $500 a piece. For retirement I will likely have to work until I am 65 for example.
42 years of working at $50,000 a year is $2.1 MILLION. That s not including the fact I will get raises and bonuses. . Now investing in a 40+ year old person may not generate the same However if a 45 year old works until they are 65 at $50,000 a year they will generate $1 million dollars! .
Have I made my case or does the Canadian government need a power point presentation in a room full of suits? All of which have no idea what it s like to live in poverty. Will they make a difference?
Probably not but The 99% need a fighting chance, something they do not have in today s society. . So many of these welfare bums will meet you halfway if your willing to truly help them so what s stopping you? We are your struggling Blackberry manufacturer.
Do you take a relatively small risk on our product striking gold? Or do you continue funnel minimal cash into small businesses that you know are not going to thrive in the long run without a bigger investment? We are your Ford, General Motors manufacturer but the difference is we are not asking for a 300 billion bail out so we can continue to charge the people $35000 a car.
We are asking for a minor investment in education and training so that we may live better lives and do our part to generate tax revenue rather than drain it. . As a politician if you want votes maybe this is your legacy, As a person who looks down on the less fortunate maybe you should look in the mirror and ask yourself what you would do if you were in this position. It s never going to be the simple solutions like many on the outside think.
Having tasted the poor side most of my life and a little of the thriving side of things I will forever lend my voice to those who need it because I would hope and pray that if they had the chance they would do the same for me. . My name is Joseph Francis and I thank you for your time and thank you to Donna for standing up! . PS, Instead of clicking like on some stupid picture on Facebook try sharing stories like this that will make a difference in the lives of so many who truly need it. . (Comments and opinions of Editorials, Letters to the Editor, and comments from readers are purely their own and don t necessarily reflect those of the owners of this site, their staff, or sponsors.) Share why Cornwall Ontario is an Amazing community and earn a chance to win a $1,000 local shopping spree!
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Joseph Francis Responds to Donna R's Letter to the Editor on Poverty in Cornwall Ontario & 100 Letter Entry! , 10.0 out of 10 based on 5 ratings
- Kent Getting to Kent | Broadstairs Kent Connections How to get to Broadstairs Kent Coming in, out and around Kent couldn t be simpler it has fantastic transport links both inside the county and other the rest of the county and also to Europe. Listed below are just some of the ways you can travel to Kent. By Rail Served by South Eastern Trains, Thanet has seven railway stations which provide regular passenger services to London Victoria and Charing Cross station, which take around two hours.
The new high speed train can take you from Ramsgate to London St Pancras in just 1 hour and quarter! The International Passenger Station at Ashford allows passengers to board, and disembark from, Eurostar rail passenger services to and from Lille, Paris and Brussels via the Channel Tunnel. By Sea The Port of Ramsgate is a busy cross-Channel port.
Freight ferries go to Ostend. Passenger ferries travel from Port of Ramsgate to Belgium You can also make the short trip to Dover around twenty minutes by car and regular ferries will take you to Calais and other European destinations. There are additional ferry, fast ferry and hovercraft services from Dover (20 miles/32km) and a deep-water container port at Sheerness (50 miles/80km).
The Channel Tunnel The Channel Tunnel is one of the most popular routes which links mainland Britain to France. The Eurotunnel terminal at Folkstone is 30 minutes by road for car, coach and accompanied lorry freight services to the continent. Lorries and coaches should be pre-booked; cars can pre-book or be transported on an arrive and travel basis.
There is no facility for passengers without vehicles to travel. By Air Thanet also has its own international airport which serves popular European destinations. The airport has facilities to accept both cargo and passenger flights.
For international and domestic passenger services, London Gatwick is 131 km, London Heathrow 152 km, London Stansted 147km, London Luton 193km and London City 120km serving all international airports. Thanet is 75 miles from Central London and 56 miles from the M25/Dartford Crossing. A fast-link dual carriageway now connects Thanet with the M2 and the UK motorway network, which is easily accessible.
Several local companies provide trailer or containerised road haulage and distribution services throughout the UK and internationally, which will allow you to bring as much as you like!
- Life After Money: Fran, my trucking friendI switched the computer on this morning and found an email from my old trucking buddy, Fran. She was one of the first few women that joined the Lady truckers Club in 1986. A smashing Yorkshire lass from Huddersfield.
Fran used to come to all the parties, and all the truckshows when we had club get togethers. Always the life and soul of the party. A lady with loads of trucking experience, she often put the men to shame with her 'can do' attitude.
She would have a go at anything, even the dirtiest jobs would not faze her. I class her as one of the all time greats, she worked hard and gained respect from her truck driving colleagues. I remember this party we had at Penrith Truckstop.
We had a competition for the best dressed table, and as it was close to Valentines Day, Fran chose red hearts to decorate her table. Of course she won. Today, we got all the photo's out, the magazine clips, all the trucking memorabilia, and had a right good natter about the good old days.
And they were. We remembered all the fab times we had, all the laughs and tears, all the people we met, all the trucks we drove, all the jobs we had. I am so glad that Fran called in today, we will keep in touch, and I hope we can meet up again soon.
We spoke about having a Lady Truckers reunion party.
That's something to think about, you never know.
Maybe, possibly, might do that.
- Long Haul Trucking in the UK: 10th July 2010 - Drive to CornwallOK, we're off. Alarm set for 6am to prepare for the big drive down to Cornwall, ready for the start of my cycle from Land's End to John o Groats in aid of Cancer Research UK. Carol's packing the lunches and I'm packing the car.
We leave the house at 9:30am, which is more or less on schedule. Very unusual for us, we are normally two or three hours late. Good start!
I drive all the way because the car is packed to the gunnel's and there isn't enough room in the passenger foot well for me to get my size tens in. First stop, 200 metres down the road, throw the ball for Louie the Labrador to tire him out so he doesn't whine in the car. Ten minutes later, job done, he's cream-crackered and too tired to even jump in the car, let alone whine.
Cue Fergus the Sheltie, eye for the main chance, Louie is too tired to resist Fergus' amorous advances (Note to self: Take Fergus to the vets when we get back, he's a confused boy). Drives going well, no traffic jams and everyone is excited. We stop for lunch and let the dogs stretch their legs.
Poppy decides the time is right for a game of 'Smick Stick'. This game involves chasing people around with dog's doings on the end of a stick. Poppy was of course pretending, however, we quickly became aware that 'Smick' was indeed involved and somehow Poppy had managed to get it all over her shoes, socks and legs.
Yikes! Back in the car, with a few more stops, we are in Cornwall. For the next three nights we are staying at St Tinney Farm Camping and Caravan Site.
Tomorrow is going to be a rest day after the long drive, so to avoid putting the tent up and down twice we are basing ourselves here in North Cornwall. We quickly put the tent up, then down to the pub for a modest refreshment or two. Oh no, Katy discovers cider.
Song for Today: Jack Johnson - You and Your Heart
- MagaretNo: http://mensajessubliminales.mobi/read_blog/2350/what ... With Trucking Experts Conference Board users can communicate using quick status updates of 160 characters or less. This free flowing dialogue lets you send messages, pictures and video to anyone! It`s also easy to find and connect with Trucking Experts dispatchers for private threads and to keep track of their updates.
All this and more in a simple interface.
- National Left: Trucking Justice.Imagine for some reason you need to go to court and also need Legal Aid and found that you couldn't turn to a Solicitor who you knew and trusted but found that one was appointed for you. Imagine your reaction if that Solicitor came from the same Company as Eddie Stobart trucking According to the Guardian Apparently what may be on this what when new rules on Legal Aid come into force "The subsidiary of the haulage firm Eddie Stobart has emerged as a leading contender in bidding for a new generation of criminal legal aid contracts that would deprive defendants of the right to choose their own solicitor. Lawyers are planning protests outside parliament in opposition to the Ministry of Justice's proposals, which aim to cut fees, reduce funding of judicial reviews and save a further 220m out of the legal aid budget.
The row within the legal profession over the plans is intensifying. The head of Stobart Barristers has described traditional law firms who rely on legal aid as "'wounded animals waiting to die " Guardian 8th May 2013 Trevor Howarth, its legal director, said the firm would be bidding for the new criminal defence contracts. "We can deliver the service at a cost that's palatable for the taxpayer," he said. "Our business model was developed with this in mind. "We at Stobart are well known for taking out the waste and the waste here is the duplication of solicitors going to the courtroom. At the moment there are 1,600 legal aid firms; in future there will be 400.
At Stobart, we wouldn't use 10 trucks to deliver one product." Howarth said he had received emails from solicitors with the heading "Truck Off". He added : "I have already taken calls from barristers on our panels who say they have been contacted by solicitors telling them they won't use them again if they take instructions from us." On removing a defendant's right to choose their solicitor, Howarth said: "I don't think the lack of choice is damaging. People are not entitled to access justice with an open cheque.
No one is stopping them paying for their own choice of solicitor." Soliciters in Wales have warned that UK Government changes to legal aid will result in miscarriages of justice and the closure of high street Members of the legal profession lobbied the Wales Office about the impact they claim cost-saving proposals from the Ministry of Justice will have on people throughout the nation. Mark Davies of Swansea-based Goldstones Solicitors, said: This is going to have a devastating impact on high street firms. The Wasting Mule tells is that.
It is planned that 21 contracts will be awarded to provide legal aid criminal services in Wales nine in South Wales and four each in Dyfed-Powys, Gwent and North Wales. Describing the challenges of serving Dyfed-Powys, he said: It s 4,700 square miles. It s a huge area.
To put that into context, if you get arrested in Newtown and the lawyer that has the contract is based in Haverfordwest, it s going to take over two and a half hours just to get that lawyer over there and back; it s a 130 mile round-trip. What we are going to have is effectively the death of the high street firm. Western Mail 21st May 2013 Lynda Roberts of Porthmadog-based Breese Gwyndaf Solicitors feared that today s standards of Welsh language provision would disappear if services are provided by a few large companies.
Ms Roberts is also alarmed that in most criminal cases clients will lose the ability to change their representation. Describing the importance of ensuring that people in Welsh speaking areas could access advice in their first language, she said : Client choice is paramount... The provision of advice is essential in the Welsh language in those areas.
Speaking in the Commons, Conservative Justice Secretary Chris Grayling said: I have absolutely no intention of ending up with a legal aid market dominated by a small number of very large firms. "A central part of the tendering process will involve a quality threshold that ensures that we have the quality of advocacy and litigation support in this country that we need and expect. He added: We must ensure that every defendant, innocent or guilty, has access to a proper defence. We also need a system that is affordable at a time of great financial stringency.
The Fear is that (though some will say the definite result) is that the changes will be on Legal aid will be defended by young inexperienced solicitor and there will be increased miscarriages of justice through inept defence or the firm with an eye on the costs will persuade defendants to plead guilty How many MPs and Lords who support this measure have or (ever will) needed Legal Aid ?
This is truly frighting move that could see a further difference between those who can afford a decent defence and a difference between acquittal rates based on ability to pay.
- Netherlands Diary 15: Delving into the Dutch Way My latest Business in Vancouver column: . Delving into the Dutch Way and the Netherlands world-beating power of consensus-based economics Last month, I had a chance, at the invitation of its government, to visit the Netherlands. Here is what I learned about the Dutch Way.
It doesn t take long for the word polder to come up in the conversation. Specifically: the Polder Model the Dutch Way of consensus-based economic and social-policy making. I m assuming this has something to do with the fact that the Low Countries are low, rather easily flooded and flat.
There s no high ground for just the rich and powerful. Everyone has a stake in public infrastructure like dikes that protect reclaimed land or polders from the sea. Therefore, there has to be a buy-in from almost everyone on critical decisions and cost sharing.
This strategy for knowing how to work well with others turns out to be a good strategy for doing business in a global world. Better yet, the Dutch figured out a way to make money with it. They market their skill at logistics: managing the flow of resources between origin and consumption everything from containers to time, information to energy and at every stage minimizing the use of resources.
In the Netherlands, logistics is already a big business: a half-trillion-euro industry, worth 10% of GDP, with 12% of jobs (813,000 of them), and it s perfect for the Polder Model: communication, co-operation, adaptation. In 2008, the government even launched a strategy a logistics action plan for the Netherlands so that by 2020, the Dutch expect to be the top European provider for supply-chain co-ordination, not to mention a role in such operations around the world. They set up platforms and tables places where various interests can come together.
They funded universities and specialized professors. They established Dinalog, a conversion factory that analyses research from those universities, matches it up with enterprises, especially small- and medium-sized ones that couldn t otherwise afford such research, and then facilitates dialogue, especially with younger people whom they recruit from around the world. Seems all rather obvious?
Who would object to more co-ordination and co-operation, more sharing for mutual benefit? Ever tried to get Canadian railways to talk to each other? Or trucking companies?
Or different levels of government? Or unions and management? So what are the results on the ground?
There is at the Port of Rotterdam, the third largest in the world by some measures, one of the most extraordinary scenes I have ever viewed: . There are no human beings in this picture even though all that equipment is in motion. From the containers on the ships to the cranes to the flatcars to the trucks, it s all completely automated.
The manager of this terminal is Dutch-based European Gateway Services (EGS), a company that started in 1966, a mere decade after the introduction of the container, with 35 boxes. By 2012, that was up to 7.7 million. Now the company is in 52 ports in 26 countries.
These systems require the exchange of information. And exchanges of data require trust, confidence and a cultural tradition of co-operation. Sound familiar?
EGS has marketed itself as the trusted middleman figuring out the mutual advantages to be gained if all the partners are open. The issue is not the automation; it s been around since the 1990s. It is getting the agreement with unions to introduce it even though there will be a significant loss of certain kinds of traditional jobs.
Because business has been good for EGS, it has seen a modest increase in employment even as systems become more automated. However, resistance in North America, including at Port Metro Vancouver, has meant that our ports are vulnerable to those that, having succeeded in automating, offer savings in time, cost and security advantages that have not yet overcome our superior location. You can guess that we will frame the issue just as I did in that last paragraph as one of competitiveness: how the forces of change will prevail over the interests of the least efficient or least powerful unless they successfully fight back.
Our expectation is that change is about contested ground, not conciliation. Or unless we find another way to accommodate the future. Possibly, one might hope, the Dutch Way.
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- Netherlands Diary 11: Risk Assessment and Apathy I came to The Netherlands with an expectation that I d get some interesting views on the touchy subject of pipelines, particularly those full of fuel. What kind of debates and reactions do they get when someone proposes to dig up a tulip field to run another line of jet fuel to Schiphol airport, I wondered. . Nope.
Nada. No one I met seemed overly concerned. . Probably because they ve been living with underground pipelines for so long.
Or because they haven t blown up. Or because they consider the alternative so much worse like trucking the stuff. From their logistical perspective, whenever a human being gets introduced into the flow: problems.
A pipeline by comparison is the safest form of transmission they know so long as they can keep human hands off it. . So they re always checking. In one corridor, for instance, helicopters fly over every kilometre every fortnight just to make sure no one is starting to dig a hole in some right-of-way.
Consequently, no accidents, they claim, for over 30 years. . . British Columbians don t expect the current pipeline proposals to provide them with cheaper energy; the product is for export, for which the province is expected to take what many believe to be a disproportionate risk for not-enough benefit. Change that equation, and we might look at pipelines more like the Dutch. .
You d also expect they d be more anxious about a more obvious risk: flooding. . And yet, as with the pipelines, I found a surprising indifference to the prospect of sea-level rise, given the finger-in-the-dyke mythology we have of the Dutch. But as one of them put it, when you re already five meters below sea level, what s another one or two? .
The trauma of the flood of 1953, when the dykes were breached and hundreds of lives were lost, resulted in the construction of infrastructure secure enough (they believe) to withstand a ten-thousand-year storm surge.
But as the floods in eastern Europe have shown this year, that time-frame may not be the one they will actually be dealing with.
- Netherlands Diary 14 Big Flower Nothing so well captures the Dutch skill at supply-chain management as a million square meters of flowers: . The Dutch manage a good part of the western world s day-to-day consumption of flowers from three major facilities in The Netherlands and through logistical connections to other petal-producing centres, like Kenya and Ecuador. The largest market is not far from Schiphol Airport (Aalsmere, above), but air is not the way that most of the flowers come in.
Trucks handle the transfer from the nurseries to retail markets around Northern Europe. . So impressive are the logistics that the Flower Market has become a tourist attraction all on its own a place where the ballet of market capitalism is literally performed. . In between production and consumption, there is the Flower Market auction the place where the price is determined, the supply coordinated with the demand, and the transfer arranged.
Some of it is for show, maintained by tradition. (This, after all, is the home of the Dutch auction where the price starts high and declines until a bid is placed.) But the bidders in their serried ranks don t really need to be there. And many aren t. Like stock exchanges everywhere, electronic exchanges are replacing them. .
As these communal places disappear, there will no doubt be nostalgia, but not a lot of regret. The Dutch still intend to be overseeing the exchange of flowers no matter where or how it happens. Or more particularly, they will be centralizing the information even as technology allows for the decentralization of physical facilities.
All the better to apply specialized knowledge (developed here) to smooth the processes, make them more efficient, and the Dutch more money. In that tradition, even the world s largest Internet Exchange is in Amsterdam (as measured by average throughput). Back to trucking another place where there s more potential to apply logistical skills: to capture the wasted space in all those mobile containers, shortening up the time and travel it takes for goods to move.
It s the cultural shift that s the challenge: convincing competitors to share information to achieve a better result for all but maybe not as much as market domination would. All the more reason, then, to wonder why the Dutch, who can achieve amazing things among competitors around the world (they ve made Kenyan rose growers members of their co-op), don t apply the same rationale at home on their roads, where clearly supply and demand are not balanced or priced in the same rational way as the stuff that the trucks which clog up the roads carry inside. As well, there s a question no doubt discussed but to which I was not party: how to deal with the social implications of displacement as logistics becomes ever more automated.
Even those who climb the educational ladder may find their jobs off-shored or simply disappeared. Well, no matter how good or bleak the news, there s always a market for flowers, to celebrate in good times and to serve as an affordable consolation in bad. The Dutch count on that. .
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- Netherlands Diary 7 Polder Models and LogisticsIt doesn t take long, when talking with the Dutch about how they do things, for the word polder to come up in the conversation. More specifically: the Polder Model. . . The polder model is a term first used to describe the acclaimed Dutch version of consensus-based economic and social policy making, specifically in the 1980s and 1990s.
The term quickly took on a wider meaning, to denote similar cases of consensus decision-making in the Dutch fashion. It is described with phrases like a pragmatic recognition of pluriformity and cooperation despite differences . . I m assuming that, historically, this has something to do with the fact that the Low Countries are low.
They re rather easily flooded. And flat. So there s no high ground for the rich and powerful to separate themselves from the people below.
Everyone has a stake in public infrastructure like dykes. Especially dykes that protect reclaimed land from the sea or polders. . Therefore, there has to be a buy-in by almost everyone when decisions are made.
Or at least something like 75 percent approval. . This results in a lot of meetings tables, they call them, and legislative structures that depend on consensus. But it also allows them to make decisions and move on with broad support.
And given that the Dutch know they can do very little of global impact all on their own, they ve developed a strategy for how to work well with others the Dutch Way. Turns out that this is a good strategy for doing business in a global world. . Best of all, they figured out a way to make money with it.
They market their skill at logistics. . The Wiki again: . Logistics is the management of the flow of resources between the point of origin and the point of consumption in order to meet some requirements, for example, of customers or corporations.
physical items as well as abstract items such as time, information, particles, and energy. . The logistics of physical items usually involves the integration of information flow, material handling, production, packaging, inventory, transportation, warehousing, and often security. The complexity of logistics can be modeled, analyzed, visualized, and optimized by dedicated simulation software. .
The minimization of the use of resources is a common motivation. . In The Netherlands, logistics is already a very big business thanks to their strategic location: a ' half-trillion industry, worth 10 percent of GDP, with 12 percent of jobs (813,000 of them). And it s perfect for the Polder Model communication, cooperation, adaptation.
Finding ways of working together and sharing. . So in 2008, the government launched a strategy specifically, a Logistics Action Plan for the Netherlands. By 2020, the Dutch expect to be the top European provider for supply-chain coordination. .
To do so they set up platforms places where all the various interests can come together to share. (We ll examine one of those platforms on light rail later in this series.) They funded universities to specialize in this field. Already, 45 professors do. The idea: to valorize knowledge, getting it out of the classrooms and journals, and into the hands of small and medium-size businesses. .
They also established Dinalog the Dutch Institute for Advanced Logistics, structured to bring together businesses, enterprises, universities and governments. Dinalog is the (physical and virtual) place where the private sector will cooperate with Centers of Excellence (the universities) to create a kind of grad school for real life. . The Dinalog Academy, for instance, does master classes, grad-student and young-professional exchanges, (including the social aspects of a cooperative culture).
The Institute also handles demonstration projects, research grants, business hubs even financing and pooling projects. Some of it sounds like the what you read on the covers in the business section of airport bookstores. Synchromodality, for instance.
Collectively it s called Open Innovation. . Dinalog, in short, is a Conversion Factory - analysing material in the academy, matching it up with enterprises, facilitating the dialogue and bringing people, especially the younger ones, into the process. . Seems all rather obvious?
Who would object to more coordination and cooperation, more sharing for mutual benefit? . Ever tried to get Canadian railways to talk to each other? Or trucking companies?
Or different levels of government? .
Maybe it s time we found a way to go Dutch.
- New Sales Executive joins Burcombe Haulage We are pleased to welcome Julie Mudd to Burcombe Haulage as our new Sales Executive. Julie, who lives in Liskeard, comes to Burcombe with a wealth of experience in sales and providing excellent service to a wide range of customers looking to move goods and freight efficiently, reliably and at competitive rates. This is exactly what our TPN service provides and Julie is both looking forward to working with our existing customers and building relationships with many new ones over the coming months.
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- No comments - Gypsy & Traveller NewsFrom the Travellers' Solidarity Network The intricate legal struggles over pollution at Dale Farm are part of a larger war prosecuted against Roma, Gypsies and Travellers across Europe writes Grattan Puxon An attempt to reduce residence rights on Dale Farm in order to avoid the huge cost of removing contaminated waste appears to have been thwarted at a planning inquiry yesterday (11 Sept). A barrister spent great efforts on behalf of Basildon Borough Council trying to elicit an admission that a small brick building, now in ruins, had never been a dwelling but merely a day room. The significance of the argument lies in whether the building was a place of residence, as this means there is a lower limit on levels of pollution.
A year ago next month, Basildon spent millions of pounds clearing Dale Farm. Council contracted workers dug massive trenches to prevent the 86 families who own the land from from returning to it. In the process, they exposed dangerous substances, including asbestos and hydrocarbons.
The full extent of this contamination will be revealed in a report by the UK Environmental Agency next month. By that time, Secretary of State Eric Pickles will also have received the report of yesterday s inquiry. If he concludes that part of the cleared Dale Farm is still legally residential and dangerously polluted, Basildon will almost certainly be required to remove the offending waste.
The bill for trucking out and disposing of some 150,000 tonnes of contaminated soil will run into further millions of pounds. For the residents of Dale Farm, the immediate question is where they will be able to live in the coming months. Many, having lost their chalets in the eviction, have been living in caravans on the private access road.
We have no choice but to carry on the fight, said Nora Sheridan, a resident at Dale Farm. There s nowhere we can go without being chased by the police. The day before the inquiry, Lord Avebury and MP Andy Slaughter paid a visit to Dale Farm and urged Basildon not to squander further millions of public money in attempting a second eviction.
Families are living with no running water, no electricity and no showers or toilets, Avebury commented. Another planning inquiry has already refused to quash fresh enforcement orders that require all those on the roadside to quit by 29 September. Lawyers are considering an appeal to the high court.
Meanwhile, Basildon council must look at a plan submitted by the Irish Traveller Movement in Britain to build an alternative mobile-home park in the area. But this could accommodate, if approved, only 15 plots. On the anniversary of the UK s biggest Traveller eviction - in which Taser-wielding riot police stormed defensive barricades a demonstration is to be held outside Eric Pickles office organized by the Traveller Solidarity Network.
What may happen in coming weeks is still anybody s guess. The struggle for Dale Farm residents has been going for more than a decade. Part of a large war prosecuted against millions of Roma, Gypsies and Travellers around Europe; this one looks set to continue.
Outside Basildon council yesterday, Dale Farm mothers and supporters displayed a poster calling on the EU to ban all evictions, a plea unlikely to be heeded in the present climate of anti-Roma racism and violence.
The 8 April Movement is urging Roma organizations to join together and carry out coordinated protests in every city in Europe on Roma Nation Day, 8 April, 2013.
Desperate for a cessation of the current camp burnings, expulsions and constant harassment operations, which are even causing long-sedentary communities to take to the road, many Roma NGOs are backing what promises to be a massive display of emerging national solidarity and purpose.
- North Devon's Biosphere Reserve Life's Journey project ... New access paths open up the Tarka Trail s hidden heritage This February and early March, work will begin to create two new pedestrian access points from the Tarka Trail so that people can discover remains of the old Rolle Canal, one of Torridge s best kept secrets. The 7 mile canal was begun in 1823, was opened in 1827 before being superseded by the new railway between Torrington and Bideford opened in 1872. The first new path takes walkers from the Tarka Trail, on the former railway near Weare Giffard, down the railway embankment to a field at the bottom where the Rolle Canal s inclined plane used to be.
Mike Williams, from the Environment Agency explains. The inclined plane is a feat of Victorian engineering that used a huge water driven pulley system, to haul boats laden with limestone up a steep slope to an upper level 12 metres vertically above the river . The Environment Agency bought this field a few years ago for flood management purposes but has been thrilled to discover more about the industrial archaeology hidden in a damp corner.
The Life s Journey Project has already helped us to repair an old stable associated with the canal and this new path will open the area up to more people . A new set of steps will also be built near Beam to form the northern link in a walking loop following the canal route to Staple Vale near Torrington. Once the new path is completed, Tarka Trail users will be able to leave their bikes and walk along a well preserved section of the canal and see just what an engineering masterpiece it is says Adrian Wills from the Rolle Canal and Northern Devon Waterways Society.
Volunteers from the Society have been working for many months to improve the path and this new access point is one of the final improvements. These improvements are part of a set of linked works and activities funded via the Biosphere Reserve s Life s Journey Project ; a partnership project that is working with local communities and volunteers to safeguard and reveal the cultural heritage at three different sites Fremington Quay, Home Farm Marsh and the remains of the Rolle Canal between Landcross and Torrington. The sites are linked by and accessible from the Tarka Trail shared access cycleway/path and by their shared history of development shaped by people s interaction with the local environment.
The project is predominantly funded by a Heritage Lottery Fund s Your Heritage grant of 40,800 and will create a lasting, accessible and engaging legacy for users of the Tarka Trail and communities in its immediate neighbourhood by bringing some of the fascinating history of this area to life. To find out more about the project contact Matt Edworthy, Biosphere Reserve Outreach Coordinator at NDBS on 01271 388508. [email protected] The Life s Journey Project runs from January 2012 until October 2013 and involves many different organisations.
The Heritage Lottery Fund are the biggest funding contributors ( 40,800). Explaining the importance of the grant award, Nerys Watts, HLF s Head of South West , said: This project combines a programme of repairs and enhancements with volunteer participation and involvement to ensure that the history and heritage of these well loved and significant North Devon sites can be protected and made available to the widest possible cross section of the local community and visitors alike. We are delighted to be able to support this work.
HLF investment has helped to bring in resources from a variety of other sources including Land Fill Tax through Devon Waste Management ltd Fremington Parish Council The Gaia Trust The Rolle Canal and Northern Devon Waterways Society The Environment Agency North Devon Museum (Barnstaple) Fremington Quay Environment Group Grants have also been given to the Project from The Bideford Bridge Trust Lord Clinton s Charitable Trust Councillor Rodney Cann, Devon County Councillor for Fremington 2500 is also coming from visitors to the area though Marsdens Cottage Holidays Biosphere Visitor Investment Scheme where people booking holidays in the area have donated 1 for projects that improve the area s environment. North Devon Area of Outstanding Natural Beauty and Biosphere Service (NDABS) is a partnership organisation based in Bideford and hosted by Devon County Council. It is core funded by Natural England, Devon County Council, North Devon Council and Torridge District Council.
The Service co-ordinates and delivers activities set out in the North Devon s Biosphere Reserve Strategy and the North Devon AONB Management Plan, and works with a wide range of local, regional, national and international partners. It also helps maintain and develop the South West Coast Path and Tarka Trail. More information about the work of the service can be found at http://www.devon.gov.uk/ndabs http://www.northdevonbiosphere.org.uk About the Heritage Lottery Fund: Using money raised through the National Lottery, the Heritage Lottery Fund (HLF) sustains and transforms a wide range of heritage for present and future generations to take part in, learn from and enjoy.
From museums, parks and historic places to archaeology, natural environment and cultural traditions, we invest in every part of our diverse heritage. HLF has supported over 30,000 projects, allocating 4.6billion across the UK. Website http://www.hlf.org.uk A note on the key features and locations included in the Life s Journey project .
Rolle Canal remains between Landcross and Torrington: The project will focus on the physical remains of the 6mile long Rolle Canal begun in 1823, particularly; The sea lock at Landcross, the Inclined Plane and upper canal basin at Annery/Ridd and the canal channel at Furze Beam. Consolidation and interpretation of the remains will focus on what they tell us about the clay trade in north Devon and the need for agricultural improvement in the 19th century, how those environmental factors required improvements to transport infrastructure and the design, building and operation of the canal and its eventual decline. The Rolle canal was built between 1823 and 1827 and operated until 1872 when its route was used to accommodate the new railway between Torrington and Bideford and linking through to Barnstaple via Fremington.
The canal carried limestone and coal for the kilns at Weare Giffard and Torrington, and heavy ball clay for export. Like at Fremington, the navigational constraints of the river (Torridge in this case) meant that the canal was needed to increase the volume of this trade. None of the Rolle Canal features that are included in this Project are listed or are Scheduled Ancient Monuments.
The Project will be focussing on Fremington s development as a port in the 19th century, the associated railway that connected it to the national trade network and the people that lived and worked in the immediate area. The Taw Vale Railway & Dock Company was formed in 1838 to build a deep-water quay at Fremington and a horse-drawn rail link to Barnstaple. It was needed to export raw materials from northern Devon particularly clay and other minerals, and to bring in coal and limestone for industry and for the production of agricultural lime.
The Taw Vale line was formally opened on 25th April 1848 and opened for freight in late August. Wagons were pulled by horses but by 1850, haulage on the line stopped because the horses hooves were damaging the sleepers. The line was subsequently extended and connected to the burgeoning steam railway network and opened for steam trains in July 1854.
The arrival of steam helped Fremington become the most important port between Bristol and Lands End. In 1891, 26 men were employed there. In 1929, 20,000 tons of heavy ball clay was exported and on average, 20 wagons of coal per day were sent out around North Devon.
Fremington Quay was taken out of use in 1969 and the sidings were removed. The area was neglected for many years but was re-developed in 2001. Although the original buildings have gone, the quay was repaired and a new Heritage Centre & Caf opened in a re-constructed station building and signal box.
This project is focussing on the natural heritage of the site, its historical and current agricultural management and the environmental story it opens up about our changing coastline and coastline management. Home Farm Marsh is a 71ha former intensive dairy farm owned since 2002 by the Gaia Trust. Gaia is working to increase the site s wildlife value through conservation management and is looking to restore it to its former status as a wetland.
The land was won from the Taw Torridge estuary in the 19th century and is protected from inundation by substantial earthwork sea defences that, in the face of climate change, rising sea levels and resource constraints, will be left through no active intervention to breach over time letting in the sea and returning the land to the estuary. The site adjoins the Taw & Torridge Estuary Site of Special Scientific Interest and Important Bird Area, and lies between Salt Duck Pond and the RSPB s Isley Marsh Reserve, both of which are SSSIs. Home Farm Marsh is not however designated.
The Trail doesn t just link the places already described. It is itself a cultural resource. The entire Trail is a 163 mile long figure of eight that links places associated with Henry Williamson s 1927 novel Tarka the Otter.
It is made up of footpath, active railway line and, between Braunton and Meeth on the line of the former railway, a shared use trail for pedestrians, cyclists and in some places, horse riders.
It is a wonderful place for people to get away from it all and be inspired by the landscapes, wildlife and history of northern Devon and is a significant tourist asset for northern Devon that is estimated to contribute 7million/per year to the area s economy.
- Ontario Premier Kathleen Wynne Drives Her Big Red Truck in ... Added by admin on August 12, 2013. Saved under Community, Cornwall, Cornwall Area Politics, Headlines, News, Ontario, Ontario Provincial Politics, Politics Tags: cornwall ontario, headlines, kathleen wynne CFN Ontario Premier Kathleen Wynne was in Cornwall Ontario at a local Trucking firm that received funding to help create a few jobs. It s the photo junket season with the Preme hopping from town to town pressing the flesh and meeting some of the community.
She had a chance to drive a big red truck too! Sadly due to some favoritism miscommunication I elected to not wait, and wait, to ask some questions of our Premier. Some of which were probably pretty darn good too .
Congrats to local firm Minimax Express Cornwall and the Poirier family on their funding!
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- railways-history, memorabilia and nostalgia - Hungerford Arcade I hope you all enjoy this wonderful article on Railways and follow the links for some amazing photographs. Railway s place in the development of transport Railways have been part of the transport scene in the UK for two centuries, and indeed their origins go back much further than this - to early attempts to improve the efficiency of mining operations with the use of wheeled wagons running over specially prepared grooved plateways. It took two developments to turn these early efforts into something more like the railway system we recognise today: the recognition of the low rolling resistance of a metal-faced flanged wheel on a raised continuous metal rail, and the ability to produce these iron components economically in sufficient quantities to the required strength and durability the development by Richard Trevithick, an inventor from the Cornish mining tradition, of a steam engine small and efficient enough to be mounted on to a vehicle and used as a source of locomotion .
It has been well-documented how the conditions for such progress to be achieved existed uniquely in the UK during the period of the industrial revolution and it can be argued that the development of an efficient and effective railway network turned this country into the industrial powerhouse it became during the Victorian era. The pre-eminent position of railways continued into the 20 th century until it was increasingly threatened by the greater flexibility of road transport, both at the personal level and for business purposes. However a pendulum swing is taking us in the 21 st century to a view that railways represent a more sustainable solution to many of the UK s transport needs, and investment decisions are correspondingly starting to reflect this view.
Overview historical development The early driver for railway development may well have been the need to transport raw materials between mines and the industrial customers of their products, but the use of boats around the coast and latterly on canals had demonstrated the economy and flexibility to be gained from shipping bulk quantities over greater distances than were possible across country, by such roads as then existed. So it was not long before the visionaries foresaw the possibility of a network of railways linking the producers of raw materials with their customers wherever they may be conveniently located, and ultimately with the consumers of the processed goods. A more dangerous, even subversive, notion which some had was that under the right conditions it would be possible to transport people on this network of rails!
It was one thing for railways to change the basis of our industrial capability, but passenger transport was a step too far for some, with the potential social consequences of the free movement of people throughout the country. Such opinions informed some of the early decisions on railway construction, but as the momentum and appetite for new schemes built up all but the most determined resistance was swept aside. As soon as the railway was released from the immediate confines of the mine, quarry or other facility which it served, it became an entity in its own right with the resulting birth of the railway company.
Early examples were still locally promoted and based the Stockton & Darlington and the Liverpool & Manchester (the first passenger carrying railway for public use) being well-known cases. But it was clear that this approach would not provide a truly national network. In the spirit of the age, it was business leaders who banded together to promote trunk schemes e.g.
the London & Birmingham Railway, and the Great Western Railway (GWR). Government involvement was limited to oversight, by the need for an Act of Parliament to be passed before any railway could be built. Throughout the Victorian era the railway network grew incrementally as a combined result of local, regional and national initiatives.
New railway companies were formed, with many willing investors hoping to find rich dividends, all of this in the highly competitive environment of private enterprise. The resulting railway network grew like Topsy , reaching its largest route mileage in the early years of the 20 th century. Small companies serving local communities were generally not commercially viable and tended to be swallowed up by the larger companies they connected with, which themselves had an interest in the traffic and business derived from these smaller concerns.
Consolidation within the ranks of these private companies was finally brought to an end by an Act of Parliament of 1921 by which most of the remaining railway companies were formed into four regional groups, which continued to operate as four separate private companies, still able to compete with each other due to overlaps in the by now sprawling railway network. The big four system of railway companies continued to operate successfully for over 20 years but was finally brought to an end after the railway system itself had been worn out, over-used and under-invested of necessity during the Second World war. Nationalisation by the Labour government in 1948 heralded the retrenchment of British Railways (BR) into a business which reflected the realities of a world which was very different from the one in which the railway system was built up and flourished.
In particular, two aspects of the business were subject to close scrutiny and rationalisation: the route network itself which was evaluated by accounting methods to determine which lines no longer were economically viable to operate. The Beeching report consigned many routes and services to railway history, resulting in many closures which in the light of later developments have been much regretted, and in notable cases have been reversed, either in the public interest or as a result of railway enthusiast action. the decision to look for alternative sources of motive power and to discontinue the use of steam haulage.
The railway industry itself had been very active in considering ways to exploit technology as scientific advances were made the internal combustion engine was developed to the level where it could power a railway locomotive early in the 20 th century, and electric propulsion from an external source had similarly been proved to be viable. Unfortunately our pioneering spirit of the 19 th century had been ceded to the new industrial powers, and when BR did eventually resolve to modernise its motive power, the process was rushed, wasteful, and irrational. Nevertheless, the last steam-hauled train ran on British Railways in August 1968 signalling the start of a period of dependence on diesel fuel while major electrification projects sought to deliver the full potential of a modern rail system.
It should be noted that during the period of railway success in the UK during the 19 th century, the Government took a light touch to regulation, trusting private enterprise to deliver the rail system which would bring economic prosperity to the country. Through the 20 th century increasing Government involvement has coincided with the decline of what was once a treasured national asset. So the upheaval of nationalisation in 1948 was duly followed by privatisation in the early 1990s - to a formula unique to this country.
Historically speaking our railway companies have been vertically-integrated i.e. they own, operate and are responsible for all aspects of the railway lines on which they offer a service. This responsibility covers all infrastructure land, track, earthworks, bridges, buildings, track, signalling rolling stock, maintenance, staff , schedules, commercial matters, etc.
It is a subject of debate as to whether the current complex horizontally-oriented model with separate companies each with their own individual specialties e.g. passenger franchises, freight operators, railway infrastructure, rolling stock, maintenance, new construction, etc. is the optimum for the business overall.
Ephemera and artefacts It was clear to many from the outset that railways were going to have a significant impact on the life and times of the people living during the railway age. As such the railway scene was regarded as an aspect of life which was worth observing and recording, in whatever means were available at the time. Much was written about the railways in official documents and by authors of fiction, and railway scenes were captured by artists, perhaps most famously by JMW Turner in his Rain, Steam, Speed , showing a GWR broad-gauge express crossing the Brunel bridge over the Thames at Maidenhead.
When photography became a practical prospect, railways were one of the first subjects to be captured, and later on the Lumiere brothers first movie film was of a train arriving at their local station on the C te D Azure. However the history of our railways can equally be seen through the many artefacts which are produced through the very existence and operation of the railway companies themselves. These range from the smallest items of ephemera like tickets, timetables, share certificates and other publications, through day-to-day items like cutlery, crockery, badges, insignia to more substantial pieces of railway equipment like furniture, goods items, signalling equipment, locomotives, carriages and wagons, - and finally to fixed items of infrastructure the civil engineers province of bridges, tunnels, track beds and alignments, station buildings, goods sheds, etc.
With the passage of time and the continual process of technological development, let alone the constant churn in the operation of the railway business, a large proportion of these artefacts will have been lost forever. Redundant infrastructure tends to leave evidence of its history for many years after it goes out of use e.g. a walk along the towpath from Crofton to Wolfhall gives an introduction to the competition between the GWR and the Midland&SW Junction Railway.
Otherwise, the activities of enthusiasts and collectors have managed to save many examples of the less permanent artefacts for the benefit of future generations. Museum displays and trading Publicly-owned collections of railway artefacts can be viewed at many museums throughout the country, notably at the National Railway Museum at York and its various outstations. Here you can see many items brought together to demonstrate the historical development of railways.
For many though it is not enough to be able to see and study these items as displayed their interest and enthusiasm spills over into the collecting habit. Many different types of railway items have become popular as targets for private individuals as they build up collections of memorabilia of railway subjects of special interest to them. Such material, just like any other form of antique, is traded by specialist dealers who are knowledgeable about railway history and appreciate the rarity of and demand for particular items.
To take an example, one of the most obvious items of interest in the railway scene is the locomotive. Over the nearly 200 years of railways many types of locomotive have come and gone as new designs incorporate technological advances to improve efficiency and reduce operating costs. Traditionally life-expired and redundant locomotives were scrapped by specialist recyclers for the value of their mostly metallic content, without thought for conservation e.g.
there is no extant example of an original GWR broad gauge locomotive. Even so it was not unusual for small detachable items to be saved particularly the makers plate and the locomotive number plate(s). Many of these have survived to be traded avidly and expensively by modern enthusiasts, and you could expect to pay a 5-figure sum for an original name plate of a popular class of locomotive.
Large scale exhibits and museum railways The size and residual value of the larger pieces of railway equipment makes them impracticable for most private individuals to collect, but at various times enthusiast groups have come together to preserve large scale items like locomotives, carriages, signal boxes, etc. However railway preservation really came more to the public attention when it became feasible to preserve entire railway lines. The history of the railway preservation movement arising from the wholesale line closures in the 1950s and 1960s is a separate topic in its own right suffice it to say that there are now numerous railway lines throughout the country which have been brought back into use in the form that they were many years before they closed, with steam and heritage diesel haulage, slam-door carriages of the steam era, traditional station buildings, footbridges, signal boxes and semaphore signalling, operated under special rules for preserved railways by largely volunteer staff.
Such railways can be viewed as working museums, providing a real-life environment for the preservation of railway artefacts of all types and sizes, whilst at the same time giving a realistic depiction of railway working in past times - for the education of the young and as a nostalgic reminder for the older generations. Working steam on modern railways When steam haulage was finally abandoned in 1968, British Railways was very keen to prevent any private individuals or organisations tarnishing their modernised image by operating steam trains on their network. This ban was opposed by many who saw steam haulage as an important part of our railway heritage and others who identified commercial opportunities for ongoing steam operation.
This prohibition was never likely to hold fast for very long given the pressure exerted from many directions. In the early 1970s Bulmers, the cider makers, were given permission to operate a steam-hauled exhibition train, and this was followed by a number of return to steam passenger specials on branch lines away from the glare of publicity on the mainline routes. Eventually the right to operate any train on the national network, subject to technical approval and payment of track access charges, was built into the privatisation of railways in the 1990s.
The current situation is that there are many steam-hauled excursion and tour trains operating on the main lines of the national network. Locomotives used are mostly the largest express engines, expensively maintained to the highest standards for mainline running, and driven professionally by a new generation of drivers trained in the skills required to operate these idiosyncratic machines. Hungerford context The railway to Hungerford was built in a number of stages, initially as a branch line from Reading as part of a scheme for a Berks & Hants Railway.
The Hants part was never built but the line is still known as the Berks& Hants route even though the closest it gets to Hants is 2.4 km at Thatcham.
150 years ago last year, the line was extended west to near Devizes, and at the end of the 19 th century it was incorporated into the new GWR direct line to the South West via Taunton. Until then, true to its soubriquet the Great Way Round , the route was via the GWR main line to Bristol. The B&H line continues to be important in modern times, with HST expresses to Devon and Cornwall, and heavy eastbound flows of aggregates from the Mendip quarries in Somerset.
The B&H was taken into the GWR early in its life and remained GWR through to nationalisation the GWR itself surviving the 1923 grouping substantially unchanged. The passenger service is currently provided by First Great Western (no relation). There are a number of railways in the immediate vicinity which were closed after nationalisation.
The Lambourn Valley branch from Newbury is nearest at hand Newbury also had a north-south option with the Didcot, Newbury and Southampton Railway. Marlborough had both a GWR branch line from Savernake and was also on the parallel and competing through route from Cheltenham to Andover but both of these have gone, as has the original branch line to Devizes. In all these cases there are still earthworks which act as a reminder of the railways, but almost certainly there are no remaining artefacts which can be salvaged legitimately for further use from the mostly private land over which they now cross.
More tangible reminders of steam days on these routes can be gained from the Didcot Railway Centre, which also has a small operating line on steaming days , and the Steam museum located in the old railway works at Swindon, at one time the main factory for locomotive and rolling stock construction for the GWR and one of the largest engineering works in the world.
Further reminders of steam days are afforded by a number of preserved railways in the area, and on special days we are fortunate enough to be able to view some of the steam trains still operating on the national network.
More information on these subjects, and picture galleries of the trains involved, can be found in my articles for the Hungerford Chain Mail - available on the Internet at http://www.hungerford.uk.net/chain.php from Issue 117 onwards.
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- September 21 Southern Ontario Transportation News Stories ... Tonawanda-based Noco expands Canadian operations Buffalo News Noco has expanded its operations in Canada with the acquisition of about 7,000 heating and transportation fuel customers in eastern Ontario , the Town of Tonawanda-based energy company said Thursday. As part of the expansion, the company has opened See all stories on this topic DEPARTMENT OF FINANCE : Governments of Canada and Ontario Announce 4-traders The Honourable Jim Flaherty, Minister of Finance, and the Honourable Bob Chiarelli, Ontario Minister of Infrastructure and Minister of Transportation , announced their governments support for a public-private partnership (P3) to build the GO Transit See all stories on this topic Stintz to Metrolinx: Don t expect a TTC subsidy for new LRT Toronto Star I don t know where they re going to get the money, she said. Stintz was responding to a suggestion from Ontario Infrastructure and Transportation Minister Bob Chiarelli that Metrolinx and the TTC are still negotiating an operating subsidy for the new See all stories on this topic Air Canada to Hire Over 900 Employees The Leading Aviation Industry Resource for News, Equipment and Air Canada employs approximately 27,000 people across Canada and world wide including more than 930 in Atlantic Canada ; 5,300 in Quebec; 12,000 in Ontario ; 800 in Manitoba; 1,700 in Alberta and 4,400 in British Columbia.
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Lawrence College Launches New Program in Cornwall ...St. Lawrence College will offer a much anticipated Supply Chain and Logistics Techniques program in January 2013. Delivered on St.
Lawrence College s Cornwall campus, the 18-week program is comprised of 15 weeks of in-class instruction, followed by 3 weeks of field placement at some state-of-the-art distribution centres within Eastern Ontario. Cornwall - October 16, 2012 - St. Lawrence College will offer a much anticipated Supply Chain and Logistics Techniques program in January 2013.
Delivered on St. Lawrence College s Cornwall campus, the 18-week program is comprised of 15 weeks of in-class instruction, followed by 3 weeks of field placement at some state-of-the-art distribution centres within Eastern Ontario. The program will be delivered by the College s Corporate Learning and Performance Improvement (CLPI) Division and was developed in response to a growing need for workers to support an expanding Supply Chain sector in Eastern Ontario.
Cornwall has recently developed into a Centre of Excellence for the distribution of goods and materials across Canada with several companies establishing regional distribution centres in the city, including Walmart Canada, Shoppers Drug Mart, Target, the Benson Organization, Richelieu Hosiery, Canlyte, and American Standard. "This sector is the fastest growing sector in the region s economy and continues to have significant positive impacts on the regional transportation and warehousing sectors, creating hundreds of new jobs," stated Mark Boileau, Manager of Cornwall Economic Development. It should be noted that other Eastern Ontario communities have also seen investment in the supply chain sector, with Sears Canada, Tim Horton s and Giant Tiger also having major distribution centres in the region. The Supply Chain and Logistics Techniques program was created in response to the need of employers in the Supply Chain Sector, working in warehousing and distribution, transportation or the manufacturing/retail areas.
We recognize the importance of the supply chain and logistics sector in Eastern Ontario. As we continue to develop and align training and education with workforce demand, we will maintain our commitment to providing ready now people: that s people with exactly the right skills that an employer is looking for at the right time, said Charlie Mignault, Director of Business Development, Corporate Learning and Performance Improvement at St. Lawrence College.
As we expand this mandate in our communities we will act as an engine for regional economic development and provide organizations with the people that will help their companies grow and prosper in the future. The Supply Chain and Logistics Techniques program looks to see students graduate with a skill-set that will make them attractive assets to companies within the sector. The focus of the course will be to have students learn best practices and techniques that will allow them to succeed in one of the key driving forces of the Canadian economy.
The field of supply chain management is one of the fastest growing sectors in the Cornwall community with a diverse range of excellent job opportunities for trained individuals, said Richard Schneider, General Manager at Supply Chain Management Inc. "We are pleased the college is offering this program and look forward to working with graduates in the future." Supply Chain Management operates a 1.4 million sq.ft. distribution centre for Walmart Canada and is Cornwall s largest private sector employer. In a similar fashion, the Shoppers Drug Mart distribution centre in Cornwall is operated by Matrix Logistics and Target's newly constructed 1.3 million sq.ft.
distribution centre will be operated by Eleven Points Logistics. The Supply Chain sector is a term used to incorporate companies and economic activities relating to the movement of goods between manufacturers and consumers. As such, it incorporates companies involved in transportation (trucking companies), warehouse (distribution centres) and procurement.
The sector employs people with a diverse range of skill sets. The supply chain is one of the most essential sectors of the Canadian economy, involving about 767,000 workers from a range of occupations and industries, said Kevin Maynard, Executive Director of the Supply Chain Sector Council This program from St. Lawrence College will help the sector meet its human resources and labour-market challenges.
Second Career applicants may be able to receive funding for the Supply Chain and Logistics Techniques program.
Second Career is an Ontario Government program that enables laid-off Ontarians to train for a new job in high demand careers.
- Steve Bayfield: Winter Solstice Trucking CompanyFrom December 1982 to December 1983 I was working with Tony Pettitt again (from Earthforce, 1977), now based near Carmarthen, South Wales and Bob Phillips from Farnborough, Hampshire. Two poets who had worked together before, doing performance poetry under the banner Winter Solstice Trucking Company, gigging at the West End Centre, Aldershot back in 1976. This new concept was a much expanded live performance unit with the intention of staging an assortment of songs, sketches, poems, dance and musical interludes.
The general theme was of an anti-nuclear nature, forming a statement of protest aimed at the world governments who indulged in the 'race for supremacy / total overkill' school of thought which prevailed in the early eighties. Tony, Bob and I began working with percussionist Rob Dingley-Linton from North Wales and a growing number of contributors based around the Carmarthen and Kidwelly districts, including from Glyn Abbey, Jim Greer (set design) with dance choreography and performance by Janet and Sue Bilsborough and Diane Greer. I first met Rob back in late 72, in the days of Planet Oa at Fleet, Hampshire.
Bob Phillips and I made many journeys down to South Wales from Hampshire to work on this ambitious programme. On the last of these occasions in December 1983, Rob was unable to make it. Days later while in Bristol news came to us of Rob's untimely death following a motorcycle accident, we just had time to make it up to Llansilin to attend his funeral.
Any enthusiasm we had for the on-going project dwindled away while we came to terms with this sad loss.
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- Team Markley Adinolfi Urge Cheshire Motorists to Sign Statewide ... June 27, 2013 Sen. Markley at the Cheshire Gulf Station on Rte.
10 during the Axe the Gas Tax petition drive aimed at fighting the hike scheduled for July 1. Hartford, CT Senator Joe Markley (R-Southington) and Representative Al Adinolfi (R-Cheshire) along with Republican legislators from across the state gathered signatures for a petition to fight increases in the state gas tax and diesel fuel tax scheduled for July 1st.
Motorists can sign an online petition by visiting www.AxeTheGasTaxCT.com. The size and cost of an already-bloated government is growing yet again through this tax hike, and that s something that s unlikely to sit well with Connecticut motorists, Rep. Adinolfi said.
The gas tax in Connecticut is already about 22 cents higher than in neighboring states like Massachusetts and the July 1st gas tax hike would raise prices at the pump another 4 cents per gallon. This tax is another burden on our citizens and we should be doing everything in our power to stop it, said Sen. Markley.
The tax set to increase (called the petroleum gross receipts tax) is a hidden state tax on gasoline that motorists pay above and beyond the state (25 ) and federal (18.4 ) excise taxes. This tax is a percentage of the wholesale price of gasoline and is scheduled to increase from 7% to 8.1% on July 1st (a 16% increase). According to the Connecticut Energy Marketers Association (CEMA), the average wholesale price of gasoline in Connecticut is currently $2.82/gallon and Connecticut state taxes on a gallon of gasoline total 45 cents.
At the same time, Connecticut s Diesel Fuel Tax, which is based on the petroleum gross receipts tax rate, is scheduled to increase by 3.5 cents per gallon, which will increase trucking and transportation costs, causing a ripple effect that will increase consumer costs on everything from groceries and clothing, to construction, as well as other goods and services. Legislative Republicans offered plans this legislative session in committee and in both the State Senate and State House of Representatives to eliminate the tax hike and they proposed several options to replace the lost revenue. None of which were accepted by the majority party.
The petition drive at the Cheshire Gulf Station on Rte.
10 garnered a number of signatures in two hours. As of Tuesday, more than 14,000 people statewide had signed the online petition. The next step is to present the petition to the Governor in the hopes public pressure will force him to call lawmakers back to Hartford for a special vote to repeal the tax hike.
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- The Port: More movement, less jobs | Price Tags From Metro Vancouver and TransLink Regional Update Port s Choices Affect Land Use Regional Planning, February 1 Between 1991-2006 jobs related to the ports in Metro Vancouver declined slightly and changed significantly. The regional planning committee heard a presentation on February 1 from Professor Peter V. Hall (Urban Studies, Simon Fraser University) on trends in port logistics employment from 1991-2006.
Hall said that contrary to what people would assume, port growth doesn t necessarily translate into job growth. Overall employment in the sector declined slightly between 1991 and 2006 with relative decline in water, rail and truck and growth in warehouse. Hall explained that during this time period of great expansion, there was a decrease in the use of rail and water but an increase in warehousing, which was a shift in employment.
In the region, more trans loading is happening which means that the import channels are changing. A container might now go to a warehouse, then into another container and then sent off on a truck, creating more jobs in warehousing and local trucking. Hall said that warehousing is cheaper than moving stuff on the docks, which might be encouraging more movement than we want.
Instead, a container may move 2-3 times in the region for reorganization. We ve made it cheaper with land policies and more roads , explained Hall. The Cities of Surrey and Richmond have difficulty with truck transportation and illegal parking on farmland.
Metro Vancouver s board of directors has voted to send a letter to federal Transport Minister Denis Lebel suggesting the port s proposed land-use plan not include any designation to allow non-agricultural uses on the agricultural land reserve.
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- The Trucking Network Normal operations resume at Cornwall port ... Cornwall, Ontario, May 17, 2013 The Canada Border Services Agency (CBSA) can confirm that normal operations have now resumed at the Cornwall port of entry, which recently experienced a service disruption. CBSA clients can subscribe to the E-mail Border Alert Service on our Web site. Up-to-date Border Wait Times for our busiest land ports of entry can also be found on our Web site.
Cross here often?
Follow the Cornwall port of entry on Twitter for up-to-date information: @CBSA CWL.
- Transport, logistics weather Sandy well despite glitches | Online News (Reuters) U.S. train, truck and logistics companies were among the first to get rolling in the aftermath of Superstorm Sandy thanks to many lessons learned from Hurricane Katrina and other storms, according to industry analysts and executives. That quick rebound is why the shipping business is expected to be a key driver for the Northeast economy as the region rebuilds.
Customers slammed by Sandy many still without power and fuel need deliveries of everything from relief supplies to lumber, machinery and replacement cars. The need for speed represents an opportunity for trucking and express delivery companies such as United Parcel Service Inc (UPS.N) and FedEx Corp (FDX.N), which began making some deliveries the day after the storm. That business in the Northeast is really getting a lift because supply chains have been disrupted and expedited (service) is what you call on when you need to get something somewhere, said Kevin Sterling, BB&T Capital Markets analyst in Richmond, Virginia.
The expedited shipping services that UPS and FedEx specialize in are premium services that are among the most profitable for the package delivery companies. Sandy represents a revenue opportunity close to $14 billion for truckers, which will haul in a host of products, including food, batteries, generators and building materials, said Noel Perry, principal of Transport Fundamentals in Cornwall, Pennsylvania. Perry s estimate has spiked seven-fold since the end of October as forecasts of the devastation swelled.
I d like to be a flatbed guy right now, Perry said. Rental trucks are also in high demand, with customers in Sandy s path replacing damaged vehicles and needing larger fleets to help catch up on business lost during the storm. Miami-based Ryder System Inc (R.N) was sending up to 500 rental trucks to supplement the 1,200 rentals it typically has in the storm zone.
Transport company shares have outperformed the broader market in the days after the storm hit. The Dow Jones Transportation average .DJT closed at 5018.28 on Friday, down 0.7 percent from the close on October 26, just before Sandy hit. The broader Dow Jones Industrial average .DJI has fallen 2.2 percent in that time.
To be sure, delivery companies and railroads took a short-term earnings hit from Sandy. Intermodal volume the supply of goods moved in containers that can be shifted from train to truck or from ship to train, fell 3.8 percent in the latest week due to East Coast port disruptions, said analyst Fadi Chamoun of BMO Capital Markets. We expect volumes to begin to pick up over the next several weeks as major ports such as New York-New Jersey are now back in full swing and are working through the backlogs, he said.
In addition to backlogs and rebuilding volume, UPS and Fedex the largest package delivery companies, are gearing up for expected double-digit increases in holiday deliveries driven by e-commerce. Moody s Investor Service said East Coast freight railroads CSX Corp (CSX.N) and Norfolk Southern Corp (NSC.N) could have lower cash flows and higher costs in the current quarter, but Sandy will not likely affect long-term operating performance, liquidity or credit ratings. LESSONS LEARNED Freight transportation company triage playbooks have been evolving with a series of disasters, including Hurricane Katrina.
By the time Sandy hit, trucking and logistics companies had topped off gas tanks, bought or rented back-up generators to power distribution and fueling centers, and shipped relief and manufacturing supplies to the Northeast that customers would need after the storm. During the storm and in the days after, these companies and East Coast railroads diverted shipments away from the hardest-hit areas and found alternative delivery options for customers Wal-Mart Stores Inc (WMT.N), which owns most of its trucking fleet, is among the discount retailers that Moody s said will benefit from storm recovery and rebuilding efforts. Walmart has shipped more than 1,900 truckloads into the storm zone, of which 600 were full of emergency products such as gas cans, flashlights, batteries, water and chainsaws.
Plenty of trucks were ready to move the added supplies due to Walmart s crisis preparation and Sandy s pre-holiday timing. Walmart had rented and pre-positioned five generators and had ready access to fuel at its Sam s Club warehouse locations. We really started to formalize our processes after Hurricane Katrina, Bryan Boudreaux, senior vice president of Walmart Supply Chain, Eastern Business Unit.
Unfortunately, because of the wide area that I support and that Walmart has across the United States, we ve had plenty of opportunity to update the processes all the time. GENERATORS KEY Despite all the emergency planning, Sandy unearthed some problems that transport companies will address in crisis planner updates. Ryder had filled all of the gas tanks that serve lease customers at its locations impacted by Sandy.
But next time, Ryder wants to get its generators, needed at some locations to power fueling stations, to the crisis area sooner, said Robert Sanchez, president and chief operating officer. Ryder, which counts Dunkin Donuts (DNKN.O) and Staples Inc (SPLS.O) among its customers, said it bought generators after Hurricanes Katrina and Wilma in the Southeast. Ryder this time shipped the generators after Sandy hit, when it evaluated where they would be most needed.
One of the things we learned for the next time is that we want to get those generators much closer to where the point of impact is going to be, so that after the storm we can get them hooked up and running and maybe buy ourselves another 24 hours that we probably lost in transporting them, Sanchez said. A downed cell-phone tower in New Jersey caused a half-day communications failure that slightly deferred some UPS business. As a result, UPS plans to more widely deploy high priority call systems managed by the National Communication System, part of the U.S.
Department of Homeland Security.
That is an area that we need to look through, work through and try to create a fallback if communications goes down on a larger scale for a longer period of time, said Dan Gross, vice president of UPS transportation network planning, North America. (Reporting By Lynn Adler.; Editing by Patricia Kranz and Andre Grenon) Source 11.
November 2012 by onlinews Categories: Business, News |
- Truck News - Blog: Riding shotgun with a paraplegic truck driver As I ve written in the past, one of the things that makes the trucking industry so compelling to write about is its people. The Canadian trucking industry is comprised of hundreds of thousands of people from all walks of life. And practically every one of them has an interesting story to tell.
Let me introduce you to Mike Dingler, an owner/operator with International Truckload Services (ITS) in Belleville, Ont. Mike works the nightshift, running drop-and-hook domestic loads between ITS in Belleville and customers in the Greater Toronto Area, Hamilton and Brantford to the west and Cornwall and Brockville in the east. What s extraordinary about Mike, is that he does all this despite being confined to a wheelchair.
I recently spent an evening with Mike, as we ran a load of paper from ITS s Belleville yard up to the space it leases from Maritime-Ontario in Brantford and then back to Belleville with an assortment of general freight. I ll be telling his story in the June issues of Truck News and Truck West . But when I have a good story to tell, I have a really hard time keeping it to myself even just temporarily - so I ll share a few details with those of you who frequent this blog.
Mike is 44 years old and has always been mechanically inclined, spending his younger days tearing down engines, transmissions and other components and then carefully reassembling them. He lived on a farm in Durham Region and was comfortable operating heavy trucks and farm equipment from a young age. At the age of 20, he fell asleep while driving a pick-up truck with a load of wood and careened 151 feet off a dead-end road before a large tree abruptly stopped the truck in its tracks.
I never broke one bone in my body but it tore the main aorta from my heart. I don t remember anything, he told me. Mike was airlifted to Sunnybrook Hospital and once stabilized, sent to the renowned Lyndhurst Centre for rehab.
They were to teach him how to use his wheelchair, but after several weeks of being put off by doctors, Mike called a buddy to come pick him up. He left the rehab centre and learned how to get around in the wheelchair on his own. Since then, Mike s been getting by on a $1,000 monthly disability cheque and doing odd jobs to make ends meet.
He decided he wanted to earn a better living, get off disability and improve his lifestyle. So, he did what most of us would consider unthinkable and decided to pursue a career in trucking. Of course it wasn t easy.
There are few, if any, paraplegic truck drivers out there, so off-the-shelf driving aids weren t readily available. Mike found a 2004 Freightliner with a Meritor automatic transmission on Kijiji and traded his pick-up truck for it in a straight-up swap. He then built his own hydraulic lift system to get him in and out of the truck and installed controls allowing him to work the throttle and brake by hand.
Mike then had to get the entire system approved by the MTO. Next up, he needed a job. Mike went to work with Musket Transportation but when the contract he was serving went away, he moved on to ITS.
Chris McMillan, field operations manager with ITS, told me Mike quickly proved his abilities during the road test. Belleville has some really interesting corners and after the first hard right-hander at the bridge downtown, I knew that Mike would be a great addition to the ITS family, Chris told me. Still, the company wasn t planning to treat Mike any differently than any other company driver or owner/operator.
Nor did Mike want special treatment. Mike s been working at ITS for a couple months now and by all accounts is doing a great job. He does his own pre-trip inspections and even more remarkably, most of his own maintenance, including oil changes.
He has a forklift in his shop to which he s attached a platform to the forks so he can raise himself up to whatever height is necessary to perform maintenance and repairs. He has also welded together two creepers, so he can get underneath the truck without his feet dragging along the ground. It s a good thing too, as repairs have been plentiful.
In his first weeks with the truck, the starter, clutch and air compressor all needed replacing. Welcome to life as an owner/operator, Mike. Mike can couple and uncouple the trailers, but many yards park the trailers so closely together that he can t get to the landing gear in his wheelchair.
He has hired his cousin to come along with him to handle coupling and uncoupling. His assistant also earns his keep by running into any offices that aren t wheelchair-accessible to pick up the required paperwork. What s unique about Mike is not only the fact he s a paraplegic truck driver, but also the fact he goes about his business with a consistently positive attitude.
He s thrilled to be on the road and realizes he s lucky to be alive. He hopes to one day get daytime work with ITS, but he ll bide his time and earn it just like everyone else has to. He really doesn t feel like anyone owes him a thing.
His outlook is refreshing and invigorating. This blog was intended to be a short glimpse into Mike s life a teaser, really for the feature coming out in the June issues of Truck News and Truck West . I failed to keep it short, but believe me, I could go on much longer and I will do so in the print edition.
This is a story you don t want to miss. Meanwhile, I want to hear your stories. Do you know any professional drivers with disabilities?
How have they overcome the challenges that are inherent to the job?
- Trucking companies & Dental services : British Expat Discussion ... Was just thinking it would give you two options for prospective jobs rather than one if you did have experience,but should have mentioned its not any skills shortage list either.
Although as BEVS said an accredited company is probably your best option. __________________ EOI 12/11/2011 selected 16/11/2011 ITA 18/11/2011 Returned 16/12/2011 New COE req'd 03/01/2012, my medical referred 16/01/2012, Approved 29/02/2012, Blueys 23/03/2012 Husband arrived NZ 26/07/2012, house now rented, NZ 31/10/2012 Last edited by ellenarosemary : Jan 30th 2012 at 10:07 pm .
- Trucking Companies. (Cornwall) | Canada Jobs Looking to partner with trucking companies that already have MC# Visit youtube.com and search cargo master crane unload Loads come out of Chicago, IL and deliver to Ontario, Canada Looking for reliable and trustworthy carriers YEAR ROUND FREIGHT-NOT SEASONAL Put on 1 truck, or more! $ 3.25 avg per mile Vous cherchez s associer avec des entreprises de camionnage qui ont d j MC # Visitez youtube.com et rechercher cargaison ma tre grues d chargent Les charges de sortir de Chicago, IL et de livrer l Ontario, Canada Vous recherchez des transporteurs fiables et dignes de confiance ANN E DE FRET-PAS DE SAISON Mettez 1 camion, ou plus! $ 3,25 par mile avg Location: Cornwall Compensation: 3.25 avg mile Principals only. Recruiters, please don t contact this job poster. Please, no phone calls about this job!
Please do not contact job poster about other services, products or commercial interests.
craigslist | all jobs in cornwall, ON
- UK haulage firm announces Czech partnership. | Export Cornwall ... A Bradford-based freight company has signed an exclusive trade deal with a Czech firm.
The notion that the UK is a world-leader in haulage has been reinforced by this potentially highly-lucrative contract, which was announced between Redhead International and AWT Cechofrecht.
The two companies have a long history of working with one another and the deal, which sees Redhead become the sole UK partner of AWT Cechofrecht, also sees Read the full article here: http://www.ukti.gov.uk/uktihome/localisation/225540.html
- UKIP Independence Party North Cornwall Branch: USA Truckers ... RT News - Published on 11 Oct 2013 The government shutdown the World War II memorial, now truckers are shutting down America. On October 1, the Obama administration closed the WWII memorial in DC, which was paid for with private funds to honor the country's most beloved veterans. One week later, the Administration allowed for an immigration reform rally to take place on the National Mall with hundreds of illegal immigrations in participation, just a few hundred feet away.
The outrage caught national headlines and the National Park Service has since changed the wording on the signs around the memorial. Ride for the Constitution has sent their drivers to clog traffic on DC interstates to bring awareness to their cause. They are demanding that President Obama leaves office and are upset with excessive regulation in the trucking industry that is jeopardizing their livelihood.
Twitter: PerianneDC Ride for the Constitution has sent their drivers to clog traffic on DC interstates to bring awareness to their cause.
They are demanding that President Obama leaves office and are upset with excessive regulation in the trucking industry that is jeopardizing their livelihood.
Twitter: PerianneDC Find RT America in your area: http://rt.com/where-to-watch/ Or watch us online: http://rt.com/on-air/rt-america-air/