European Logistics

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  • 11 bespoke-built forklift trailers for logistics provider Canute HaulageA new fleet of 11 bespoke-built forklift trailers are being put into operation by Barloworld Handling and its logistics provider Canute Haulage. Each trailer is designed to offer the most flexible materials handling equipment delivery service for customers nationwide. Operating with brand new Scania 6x2 mid-steer tractor units, the tri-axle step frame trailers feature curtainside bodywork with sliding roofs and have been built by Hampshire-based Andover Trailers.

    The order includes nine 13.6m trailers and two 10.9m trailers, with the shorter units designed specifically for making deliveries within London and the south east. The new fleet represents investment of more than 1.2 million by Canute Haulage, with each trailer featuring a striking Barloworld Handling livery. It also marks a notable piece of repeat business for Andover; when the company was established in 1985, the first trailer it built was a forklift carrier for Barlow Handling.

    Michael French, Group Fleet Engineer at Canute Group, says: "Every feature we've incorporated into these trailers has been selected to combine efficient deliveries for Barloworld with a swift and professional service to its customers. "The full height and full width power-toe ramps ensure a shallow loading angle, meaning we can accommodate even the lowest ground clearance warehouse equipment, whilst the sliding roof enables us to transport high-mast machines." The TSE sliding roof is an all-steel system which was specifically chosen by Andover Trailers for its sheer strength and durability, which allows it to withstand buffeting when travelling with the roof open. The roof has four locking positions giving Canute maximum flexibility for loading high-mast trucks, whilst keeping as much of the trailer dry for other machines. The trailers also feature swing-out rear pillars to ensure Canute's drivers aren't restricted by the width of the door frame when loading larger machines.

    For maximum safety, a reversing camera is linked to an in-cab monitor to aid manoeuvring, whilst the ramps can be operated via remote-control, allowing the driver to observe every stage of the lowering process. The trailers are built with a low profile neck with ramps enabling forklifts to be loaded onto the upper deck. Closed steel crossmembers in the frame help to provide additional strength for concentrated loads, with machines secured via 14 pairs of lashing points.

    An electric winch is built-into the bulkhead to aid with the loading and unloading process, whilst four storage compartments have been added for the safe carriage of gas bottles - ideal when delivering fleets of gas-powered forklifts. The trailers feature BPW axles and air-suspension, with 360mm brakes and 19.5" tyres for greater durability. Haldex brake gear was chosen to make the trailers compatible with other assets in the Canute fleet.

    The new articulated vehicles replace a mixed fleet of tractors, trailers and rigids, giving Canute maximum flexibility in the event a tractor suffers unexpected downtime. French explains: "With an articulated fleet, if a tractor unit suffers a failure we can quickly despatch another truck to pick-up the trailer and continue deliveries. The trailers also enable us to maximise the number of machines we can carry at a time, which reduces vehicle movements and is better for the environment." The fleet is expected to cover more than 80,000 km a year operating from Barloworld Handling's 17 regional support centres throughout the UK.

    Each trailer will be used for delivering and collecting contract machines, as well as supporting Barloworld's short-term hire fleet; one of the largest in the UK, and which has benefitted from 6 million in new assets within the last 12 months.

  • 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.

  • 17/07/2013 Express-online optimizes freight-vehicles' reloading ... SESAME ACTIVE SYSTEM has developed the pan-European Express-online platform to optimize the loading rate of light commercial vehicles. The company s multi-criteria search engine identifies matches between vehicle journeys and demand for express freight deliveries across 30 European countries in real time, and then puts the interested parties in touch with one another. Express-online represents a win-win innovative solution for both haulage companies and freight forwarders.

    Following the development of international goods traffic across Europe and the integration of new member states into the European Union, the road transportation of goods has grown threefold in Europe over the past 40 years (from 1970 to 2010). In light of rising energy and environmental costs, it is more important than ever to maximize load rates in utility vehicles. Close to 60% of all light commercial vehicles carrying out urgent deliveries come back empty on the return leg of their long-distance journeys: this represents more than 200 million miles travelled in Europe every year.

    In order to address this environmental and economic aberration, SESAME ACTIVE SYSTEM has developed the Express-online platform. The platform offers an online matching service whereby its multi-criteria search engine identifies matches between vehicle journeys, on the one hand, and requests for express freight deliveries, on the other, across 30 European countries. The Express-online service is delivered in real time, putting the interested parties in contact with each other.

    As SESAME ACTIVE SYSTEM points out, this represents a winning formula for both haulage contractors and freight forwarders. Haulage companies often use light vehicles with limited loading capacity. This means that they are unable to find cargos at good rates on the standard freight exchanges for their return journeys.

    In turn, this results in the light vehicles having to go back to base empty. The Express-online platform is particularly well-suited to the needs of haulage companies: it can help them get their reloading requirements met. The platform puts hauliers in contact with freight forwarders with urgent freight-transport needs needs that, more often than not, only involve a few pallets, and which can be addressed easily, as soon as the haulage company s vehicle arrives on site for collection.

    Via the website, the express-freight haulage company gives details of the unladen journey that its light vehicle will be making; the haulage contractor must provide all the vehicle s specifications. The haulage company can then quickly view any reloading opportunities that fit in with its spare capacity and with the route that the vehicle will be following. When the Express-online system identifies a freight/vehicle match, it immediately alerts both the haulage company and the freight forwarder via their respective dashboards, as well as by email if required.

    Each player is then free to contact the other party or not. Unlike traditional freight exchanges, the Express-online servers automatically calculate how far each vehicle has moved in terms of both time (i.e. the length of a journey) and space (i.e.

    the distance covered). The haulage company can also adjust this by itself, in the event of its vehicles being ahead (or behind), as compared with the initial estimates. Because calculations are carried out dynamically, the haulier is able to find suitable reloading opportunities (i.e.

    requests for picking up freight items) in the middle of a journey. Conversely, a warning system alerts freight forwarders of the passage of a suitable vehicle at the required time: then, ordering customers get directly in touch with the carriers. By ensuring that the light commercial vehicles used for deliveries are loaded on their return journeys and not only on their outward journeys Express-online helps to reduce congestion on roads and to cut CO 2 emissions.

    Furthermore, the freight forwarders and haulage companies negotiate the reloading tariffs between them, which represent another benefit for both parties. As a result, the light haulage firm can reload its vehicle (instead of the vehicle going back empty) and the express freight-forwarding company pays between 40% and 50% less than it otherwise would for a standard urgent delivery. Express-online covers all of Europe and the platform interface has so far been made available in English, French, German, Italian and Spanish.

    The website is for freight forwarders as well as hauliers whose paperwork is fully up to date and who specialise in urgent long-distance transport. The specialist haulage companies are also rated for each of the journeys that they make. Their ratings are then posted up on their profile pages, assisting potential customers in their choice of haulage contractor.

    Both the Centre Francilien de l Innovation , i.e. the Paris Region s centre for innovation, and OSEO Innovation , which supports innovative businesses and technologies in France, provided the Express-online website with their support during its development. A patent has been registered for the website by SESAME ACTIVE SYSTEM.

    About SESAME ACTIVE SYSTEM SESAME ACTIVE SYSTEM is headquartered in Nanterre, in the Paris Region. The company has launched the Express-online platform with a view to providing an innovative web-based service that can interconnect and serve transport professionals, more particularly in the express-transportation segment of the market. Thanks to the Express-online service, light commercial vehicles used for express deliveries across Europe can optimize reloading rates, thus cutting the proportion of empty returns.

    This, in turn, reduces road traffic and cuts carbon emissions.

    For further information, please go to: Short URL :

  • 1962 the busing Burgl we General Umzugswagen (02 - Trucker Steve I found a few good freight image : 1962 the busing Burgl we General Umzugswagen (02) the Photo by George Schwalbach (GS1311) Bussing is a German bus and truck manufacturer established in 1903 by Heinrich Bussing (1843-1929) in Braunschweig. Bussing first truck, 2 ton payload using a 2-cylinder gasoline engine, and a worm drive machine. Successful design under license by other companies in Germany, Austria, Hungary and Straker British squire in the future is built.

    Bus it s time to start building a heavy-duty truck before the First World War. These trucks have a 4-cylinder and 6-cylinder engines. (5 tons and 11 tons).

    1923 Bussing first rigid three-axle chassis, used in the upcoming models, and allows the bus to lead the market share of commercial vehicles in Germany. (Wikipedia) mold bus AG wurde von Heinrich Bussing IM Yalei 1903 ALS Heinrich Bussing the, Specialfabrik fur Motorlastwagen, Motoromnibusse and MOTOREN, Brunswick, Elmstra e the gegr ndet and entwickelte SICH Zu einem Germany gr tenAnbieter the von Omnibussen and Lastkraftwagen in the Central European MIT beachtlichen Exporten AUCH back to travel bersee. The the the 1930er Jahrenpr gten Insbesondere seit Gordon mold Omnibusse MIT DEML wenemblemDAS Bild Germany st dtischenVerkehrs.

    The Bussing Valencia Fahrzeuge, Spezialit t von MIT Unterflurmotor.

    1971 wurde DAS Unternehmen Feng MAN bernommen. (Wikipedia) The busing Burgl we General Umzugswagen (01) in 1962 the Photo by George Schwalbach (GS1311) Bussing is a German bus and truck manufacturer established in 1903 by Heinrich Bussing (1843-1929) in Braunschweig. Bussing first truck, 2 ton payload using a 2-cylinder gasoline engine, and a worm drive machine. Successful design under license by other companies in Germany, Austria, Hungary and Straker British squire in the future is built.

    Bus it s time to start building a heavy-duty truck before the First World War. These trucks have a 4-cylinder and 6-cylinder engines. (5 tons and 11 tons).

    1923 Bussing first rigid three-axle chassis, used in the upcoming models, and allows the bus to lead the market share of commercial vehicles in Germany. (Wikipedia) mold bus AG wurde von Heinrich Bussing IM Yalei 1903 ALS Heinrich Bussing the, Specialfabrik fur Motorlastwagen, Motoromnibusse and MOTOREN, Brunswick, Elmstra e the gegr ndet and entwickelte SICH Zu einem Germany gr tenAnbieter the von Omnibussen and Lastkraftwagen in the Central European MIT beachtlichen Exporten AUCH back to travel bersee. The the the 1930er Jahrenpr gten Insbesondere seit Gordon mold Omnibusse MIT DEML wenemblemDAS Bild Germany st dtischenVerkehrs.

    The Bussing Valencia Fahrzeuge, Spezialit t von MIT Unterflurmotor.

    1971 wurde DAS Unternehmen Feng MAN bernommen. (Wikipedia) Days picture Rossco (Image Focus Australia) This F-series trucks for long-distance Yarramalong timber mill timber.

    Related posts: 1962 Ford truck manual cover Nice truck photos Cool burnout image Cool image of the half- Nice disgusting photos Tags: 1962, Burgl we, busing, General, Umzugswagen Category : Truckers pictures

  • 19th Century Historical Tidbits: TruckingI stumbled on this advertisement in an 1876 newspaper. Now I've heard of drying before but I never imagined the word trucking being used during the 19th Century. Below are some examples of how the word was used.

    This species of traffic is termed trucking or trading; and at some places you are thus asked, in local phrase, to truck or trade for a horse, a cow, or a little tactic, a term which signifies a poney, or little horse, of low price. Or you are perhaps told, that such a one wishes to give you trade for your horse: this bargain is considered to imply value for value, at a fair price set upon various articles agreed upon; sometimes settling this price by mutual agreement of the parties, and at other times having recourse to what is called sending out: for example, / will truck for your home, with such and such articles, and send out. If the party proposed to agrees to this proposition, each party chooses an indifferent bystander; the two examine the articles to be exchanged.

    Source: The Literary Magazine 1805 Reiceach, a. Selling, trucking; fond of trucking; saleable. Definition in the New Gaelic Grammar 1825 being used to define a word but note that the same word also means selling.

    to the practice of trucking, swapping, or bartering, ... This species of traffic is termed trucking or trading ; and, at some places, you are thus asked (in local phrase and expression) to truck or trade for a horse, a cow, or a little tachie, &c. (which last term signifies a poney or little horse of low price). Or you are perhaps told, that such a one wishes to give you trade for your horse: this bargain is considered to imply value for value, at a fair price set upon various articles agreed upon ; sometimes settling this price b.y mutual agreement of the parties, and at other times having recourse to what is called sending out: for example, / will truck fgr your horse, with such and such articles, and send out.

    If the party proposed to, agrees to this proposition, each party chooses an indifferent bystander, the two examine the horse and the articles to be exchanged (of all of which there is a good general knowledge throughout the southern states). These arbitrators then retire, and report the prices affixed on their return to the company, always fixing the forfeit to be paid in punch, &c. to the company, by the party who refused to abide by the award; which is optional in either, on pa*ying the forfeit to the company.

    If the bargain takes place, both parties are almost sure- to treat, and, perhaps, many more of the company will do the same ; which creates a great deal of mirth and good humour among all but those who happen to be, sometimes, disposed to interrupt rural harmony with high-bred airs. Source: The Monthly Review 1850 note this definition is very similar to the one in 1805. Which tells us the term trucking is still being used in the same way.

    Thus goes on the routine of trucking during the season, the loaders being employed in the interim preparing the logs for the return of the trucks. Nothing can present a more extraordinary appearance than this process of trucking, or drawing down the mahogany to the river. The six trucks will occupy an extent of road of a quarter of a mile; the great number of oxen the drivers half naked (clothes being inconvenient from the heat of the weather and clouds of dust) and each bearing a torchlight the wildness of the forest scenery the rattling of chains the sound of the whip echoing through the woods then all this activity and exertion so ill corresponding with the silent hour of midnight, makes it wear more the appearance of some theatrical exhibition, than what it really is, the pursuit of industry which has fallen to the lot of the Honduras woodcutter.

    About the end of May the periodical rains again commence.

    The torrents of water discharged from the clouds are so great as to render the roads impassable in the course of a few hours, when all trucking ceases the cattle are turned into the pasture and the trucks, gear, tools, &c., are housed.

    Source: Colonial Magazine and East India Review 1846 Oddly enough I could not find the term trucking in the 1877, 1884 & 1895 Webster Dictionaries.

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  • 3 dead, 2 wounded in Fla.

    truck company shootings - ...By DEREK KINNER Associated Press LAKE BUTLER, Fla. (AP) - A longtime employee of a Florida trucking company was once very close with his former boss, even described as his right-hand man. But police say Hubert Allen Jr. drove around Saturday and shot former co-workers and his onetime boss, killing the ex-employer and another man before turning a gun on himself.

    On Sunday, residents in this close-knit community near Jacksonville mourned and tried to piece together what happened. Police didn't release any new details or information on a possible motive. "Mr. Hubert was a real quiet guy," said the Rev.

    Patrick Maxwell of the Victory Christian Center. "He wasn't the type who would go around and say I have a grudge against anyone." Maxwell said he visited Allen's daughter and grandchildren after the shootings. The family was as surprised as the rest of the town and had no idea what sparked the shootings, Maxwell said. Allen's wife died in the late 1990s and he lived alone.

    Maxwell said he had developed a serious heart disease and his church had prayed for him recently. Allen, 72, didn't attend the church, but his daughter and grandchildren did. It wasn't yet clear why Allen stopped working for Pritchett Trucking Inc.

    On Saturday, Allen drove to a location owned by his former boss, Marvin Pritchett. He shot and killed former co-worker Rolando Gonzalez-Delgado, 28, around 9 a.m., then went a short distance and killed Pritchett, 80, who founded the company in 1980. A few minutes later, Allen pulled over where another former co-worker was driving a farm tractor, exchanged words with him and fired a shotgun, authorities said.

    The victim, 66-year-old Lewis Mabrey Jr., was in good condition Sunday, hospital spokeswoman Nickie Doria said. Allen then went to the company's headquarters in Lake Butler and shot 44-year-old David Griffis in the stomach, the sheriff's office said. Griffis was in critical condition Sunday.

    Allen killed himself at his nearby home. It was clear to everyone in town that Allen and Pritchett had a good relationship at one point. "You had the assumption, no, the conviction, that they were close," Maxwell said. Pritchett grew up in Union County and was constantly involved in businesses, from gas stations to truck companies to his beloved farm, Rolling Oaks.

    Residents said he was known around town as Mr. P, a generous man who gave to charitable groups and projects and treated his employees well. "He arrived at work before anyone else. He was always there for his employees," Bill Thomas, who worked as a dispatcher for Pritchett for several years, said outside Pritchett's longtime church, First Christian.

    As Thomas spoke, the church bell, which can be heard across town, rang. "He was instrumental in that, too," he said, explaining that Pritchett helped finance the new bell. The church prepared for a prayer service Sunday evening. The Rev.

    Art Peterson said he met with Pritchett's family and counseled them. "It's rough. They're still in a state of shock, but they're coping," he said. Thomas, who left the trucking company six years ago, said he used to see Allen around often, overseeing Pritchett's farm. "He was always Mr.

    P.'s right-hand man," Thomas said. But it had been several years since he had seen Allen, he said. Thomas said Allen was the great-grandfather of NFL running back C.J.

    Spiller, who started a game for the Buffalo Bills on Saturday night despite the shootings. Thomas said Allen had an influence on Spiller's life. "I believe he had a lot to do with C.J.'s upbringing. In the South, families are very close, and grandparents are around every day," Thomas said. "C.J.

    is a fine young man and, like I said, Hubert was a fine man. I have no idea why he did what he did. It just blows my mind." Spiller was born in Lake Butler and was a star at Union County High School.

    After the game against the Washington Redskins, a Bills representative stood at Spiller's locker and said the running back would have no comment. On Sunday, flags flew at half-staff at the trucking company's headquarters. The company's website said it employs 400 people and owns hundreds of vehicles that operate around the country.

    Copyright 2013 The Associated Press.

    All rights reserved.

    This material may not be published, broadcast, rewritten or redistributed.

  • 30 Pounds of Apples French Onion Crostinis If I ve said it once, I ve said it in every post since mid-September: I love fall. Everything about it almost. That cool, brisk air and the crunchy golden leaves fluttering down like pennies in a pool are spectacular elements of the season.

    But they are caused, of course, by our hemisphere tipping away from the sun for the winter, and our hours of sunshine diminish rapidly. Add in our fall back from Daylight Savings Time, and suddenly I m driving home from work in the dark every day for the next four months. This lack of sunshine not only lowers my energy and productivity, it also seriously cramps my food-bloggin style.

    In early summer, I discovered that I had a much easier time taking photos for this site if I essentially stopped preparing food in my dismally dark kitchen. A table in our office against the window (purchased by Brad some time ago as a study station for the rare moments he wants to study at home) has now become my destination for cutting boards full of ingredients. The natural light that pours into this room is vastly superior than the peaked light fixture in the kitchen.

    I ve virtually stopped photographing in my kitchen all together, save for the occasional cooking-in-the-pot action shot or rolled-out-dough-on-the-counter. So as the days get shorter, you can pretty much guarantee that if the sun is out and I m not at my job, I m probably trucking ingredients back and fort between the office and the kitchen. Now you know.

    Such was the case on Wednesday, when I finally had the perfect nexus of daylight, time off, and a baguette that hadn t turned to a brick, to share a recipe with you ve I ve been trying to share for A YEAR. I discovered these little gems last year when I threw my Halloween party and they disappeared more rapidly than almost any other treat I cooked up. Simple enough, these little crostinis are quite the catch.

    As is to be expected, this recipe starts with the chopping of onions and their slow, wonderful caramelization. As with most recipes involving caramelized onions, I am usually extremely confident that I ll have WAY too many onions at the end. Don t think that way.

    It s amazing how far onions will cook down in 30-40 minutes. Plus, if you do have leftovers, you can always make this, which is almost reason to make too many onions on purpose, if you ask me. Aside from onions, our thin slices of baguette are simply spread with a bit of dijon mustard and topped with some wonderfully pungent gruy re.

    The slicing and spreading and grating are perfect ways to pass the time while the onions caramelize. These would be perfectly edible at this point, but what is French-onion-anything without a pleasant melting of cheese? Just a few minutes in the oven (under the broiler if you PROMISE to keep an eye on them) does the trick.

    Before you know it, you ll have a gorgeous little snack. These make a great savory addition to any party menu, especially since they can be whipped up in a flash and require so few ingredients. It s a good thing they are quick to make too: I almost didn t get photos of the finished product before the sun disappeared for the day.

    Thanks goodness for tripods and manual exposure! French Onion Crostinis 3 medium onions 3 T butter 1/8 tsp salt 1/8 tsp black pepper 2 T balsamic vinegar 1 T Worcestershire sauce 1 French baguette, 1-2 days old 8 oz gruy re cheese, grated 3/4 c dijon mustard Peel onions and chop in half. Lay each half of the onion flat side down and slice onion in 1/4 slices.

    Separate layers of the slices so you end up with about six cups of half-moon shaped pieces. Heat butter in a large frying pan until melted and add onions. Saut for 5-10 minutes until onions begin to soften.

    Add salt, pepper, vinegar, and Worcestershire sauce and place heat on medium. Cook onions for another 30 minutes or so, stirring often, until onions are very soft and cooked through. While onions are cooking, preheat oven to 375 F and line two cookie sheets with parchment paper.

    While onions are cooking, slice baguette on the bias in slices a little less than 1/2 thick. Spread one side of each piece of baguette with a thin layer of mustard and place on the cookie sheets, mustard-side up, fitting as many onto each pan as you can. Once onions have caramelized, place some onions on top of each piece of baguette, enough to include onion in each bite.

    You can add more or less to taste, depending on how many onions you chopped. Sprinkle a tablespoon or two of grated cheese on top of the onions on each piece. Bake crostinis in the oven for 15-20 minutes or until cheese has melted and begun to bubble.

    You can also finish with a minute or two under the broiler, but keep a close eye on them to make sure they don t burn.

    Serve warm!

  • 3quarksdaily: Locomotif: A short survey of trains, music & experiments Locomotif: A short survey of trains, music & experiments by Gautam Pemmaraju I have always loved locomotives passionately. For me they are living creatures and I love them as others love women or horses. Arthur Honegger The influential electronic music artists Kraftwerk, saw their 1977 concept album Trans-Europe Express as a symbol of a unified Europe, a sonic poem enabling a moving away from the troubled legacy of the war, and particularly, of Nazi Germany.

    The spectre of the Reich and their militaristic high speed road construction was often linked to the band s fourth studio album Autobahn, although the band saw it, in part, as a European rejoinder to American keep on trucking songs. The French journalist and friend to the band, Paul Alessandrini, had apparently suggested the idea of the train as a thematic base (See the wikipedia entry): With the kind of music you do, which is kind of like an electronic blues, railway stations and trains are very important in your universe, you should do a song about the Trans-Europe Express . Described as embodying a new sense of European identity , the album was destined to become a seminal work of the band, not just in fusing a qausi-utopian political idea with their sonic aura, at once popular, idiosyncratic and profoundly influential, but also in reclaiming the train , which chugs across borders that had been fought over .

    In response to Kraftwerk s espousal of European integration, band member Karl Batos says here, We were much more interested in it at that time than being Germans because we had been confronted by this German identity so much in the States, with everyone greeting us with the 'heil Hitler' salutes. They were just making fun and jokes and not being very serious but we'd had enough of this idea. The chugging beat, ripe with unlikely hooks, and hypnotic, minimalist arrangements is in ways an ideological amplification of the idea of Autobahn , referencing the transport networks of Germany, and seeking in its propulsive proto electro groove a high speed velocity transit away from the horrors of Nazism and World War II .

    There was, however, as Pascal Bussy writes in Kraftwerk: Man, Machine, Music (1993), a formidable nationalism underlying their somewhat nebulous politics. Kraftwerk believed, as H tter is quoted saying to the American journalist Lester Bangs in 1975, that they were unlike other contemporary German bands which tended to be Anglo-American; they wanted instead to be known as German since the the German mentality, which is more advanced, will always be part of our behaviour . Drawing quite a bit of inspiration from pioneering avant-garde artists such as Karl Heinz Stockhausen, the Italian composer Russolo & the Fluxus Group (which included La Monte Young, Jon Hassel & Tony Conrad), it was actually the Frenchman Pierre Schaeffer that they were directly indebted to, in some manner, with regard to their electronic transport music.

    As Karl Batos reveals in the aforementioned interview, they were following his path , since it was the Schaeffer s Musique Concr te piece using only train sounds that they were referencing. Musique Concr te was a Schaeffer s way of turning his back on music . It was a method of empirically gathering environmental sounds and creating sonic envelopes using these sources.

    In doing so it was in an opposition with the way musical work usually goes , Schaeffer believed, and the process of collecting sounds, concrete sounds , whatever their origin be, was to abstract the musical values they were potentially containing . It was a way of freeing composition from its formalist shackles and reformulating the process of composition, a new mental framework , which saw the shaping of music as a more plastic process. In a 1986 interview (read here), the broadcast engineer who worked for the radio station ORTF, says that having successfully driven out the German invasion in the years after the war, music was still under an occupying power Austrian, 12 tone music of the Vienna School.

    It was this that he wished to reject and seek instead, salvation, liberation if possible . He along with Pierre Henry, in contrast to purely electronic music, developed pioneering modes and techniques of electroacoustic improvisation, wherein naturally occurring and other environmental sounds, any and all sounds , were recorded and then manipulated to create musical compositions. Etudes aux Chemins du Fer (Railroad Study) is often described as an early example of an audio mash-up, and the first one of railroad sounds engines, track sounds, whistles and other associate sounds.

    Described here as audio portraits for the end of the machine age and the beginning of the electronic age , Schaeffer was drawn to external events and impressive machines . He recorded these sounds at several locations, his intention in part, was to remove the original meaning of the sounds. Then using reverse, loop, speed change edit techniques, the final composition became then a surrealist sonic reconfiguration, a sonic collage of sounds, freely collected and organized.

    Schaeffer s ideas were influenced in part by Luigi Russolo, who propounded an elaborate aesthetic theory of noise (see also intonarumori instruments). John Cage s thoughts on noise are also quite extensive, and as Paul Hegarty points out here, all noises can be brought into the realm of something like music, and will drastically increase the remit of sound making and listening . It is this principle, of a broader, unexplored universe of sounds and noise open to exploration and experimentation that underscores the thoughts of Russolo, Cage, Schaeffer, amongst many others.

    Hegarty further points to Cage s increased liking for noise, more than intervals and just as much as single sounds , and Russolo s belief in the richness of noise. In his seminal futurist manifesto, The Arts of Noise (1913), Russolo states that hitherto, musical art had looked for the soft and limpid purity of sound and then sought to caress the ear with sauve harmonies , but it is noise-sound that has brought radical change for, This revolution in music is paralleled by the increasing proliferation of machinery sharing in human labor. In the pounding atmosphere of great cities as well as in the formerly silent countryside, machines create today such a large number of varied noises that pure sound, with its littleness and monotony, now fails to arouse any emotion.

    His evangelical zeal of noise aside, Russolo s points to his belief in the grandness of the machine age, its ability of bring large, transformative change, and of course, the grandness of human endeavour gloriously and emphatically reflected in the image (and noise-sounds) of machines. There is more pleasure, he contends, in the sounds of trolleys, autos and other vehicles than heroic or pastoral symphonies . Though Beethoven and Wagner have deliciously shaken our hearts in the past, now we are fed up with them , Russolo explicates in his grand manifesto.

    As the music journalist Paul Morley writes here, Russolo s manifesto provided the name for the experimental British band fronted by Trevor Horn, who Morley christened as Art of Noise. In pushing the boundaries of defining what music could be, Morley writes that Russolo's influence was path breaking and that he "helped create a musical landscape all the way from experimental classical music via avant-rock to electronic pop . Fuelled further by jazz innovations, and the avant garde ideas of Stockhausen and Cage, Russolo s legacy goes a long way, in particular, influencing the way technology was used (and abused) to mix sound and noise and, All great radical modern music made by humans and machines mixing noise and nature is Russolo's great dream of industrial sound come to life.

    Everything in his head could eventually be produced in a modern recording studio. Russolo was far more flexible than the futurist guru Filippo Marinetti, Morely points out, who rejected the musical (and artistic) past with great ceremony. Marinetti s intense nationalist fervour, his militant, fascist tone, the base upon which his ideas were formed, are more than evident in this translation of the founding of Futurism and the writing of the manifesto, wherein after a sleepless night of discussions and drafting with friends when for hours we had trampled our atavistic ennui into rich oriental rugs, arguing up to the last confines of logic , having written that they would destroy the museums, libraries, academies every opportunistic and utilitarian cowardice , the last point of their incendiary manifesto declares, We will sing of great crowds excited by work, by pleasure, and by riot; we will sing of the multicolored, polyphonic tides of revolution in the modern capitals; we will sing of the vibrant nightly fervor of arsenals and shipyards blazing with violent electric moons; greedy railway stations that devour smoke-plumed serpents; factories hung on clouds by the crooked lines of their smoke; bridges that stride the rivers like giant gymnasts, flashing in the sun with a glitter of knives; adventurous steamers that sniff the horizon; deep-chested locomotives whose wheels paw the tracks like the hooves of enormous steel horses bridled by tubing; and the sleek flight of planes whose propellers chatter in the wind like banners and seem to cheer like an enthusiastic crowd.

    Equally dissatisfied with traditional music, and also desiring some kind of freedom from the shackles , Feruccio Busoni authored a paper titled Sketch of a New Aesthetic of Music in 1907. As Thom Holmes writes in Electronic and Experimental Music (2008), after encountering Thaddeus Cahill s prescient electronic musical device the Telharmonium, he immediately grasped the relevance of the achievement to his own quest for a means of creating microtonal music . Besides, he also immediately understood, Holmes reveals further, the special relationship between inventors and musicians : I almost think that in the new great music, machines will be necessary and will be assigned a share in it.

    Perhaps industry, too, will bring forth her share in the artistic ascent. Francesco Pratella, another futurist ideologue, in 1911, wrote his own manifesto against traditionalism, intellectual mediocrity and commercial baseness , and unfurling to the freedom of the air and sun the red flag of futurism , he thereby issued a call to young composers to embrace adventure and new ideas. As Holmes points out, Pratella was interested in atonality, and the use of semitones, and to crush the domination of dance rhythms , but it would be his follower Russolo who would take this thought further, and build his noise-making machines.

    Amongst the Intonanumori that Russolo built in collaboration with painter Ugo Piatta, which produced a families of sounds, from roars, whistles, whispers, screeches, material noises, and voices, there was one, which Holmes writes of, that was meant to imitate the sound of an automobile engine starting. Russolo and Marinetti staged the first futurist concert in 1914, and described the reaction of the incredulous public as showing the first steam engine to a herd of cows . As Holmes writes, in a 1922 interview Russolo had said, speed and synthesis are the characteristics of our epoch , once again pointing to the the likely marriage of electronics with music .

    Russolo s ideas caught the fancy of many, who saw great possibilities of experimentation. Arthur Honegger s 1923 orchestral work, Pacific 231, inspired by a steam locomotive, is an early example of the fusing of some of these ideas. Edgard Var se (from Charlie Parker to Frank Zappa, he had a long list of admirers; see here) who knew both Marinetti and Russolo, took the cue.

    Holmes points out that although disappointed by the iconoclastic music being made by the futurists, he was very taken by the possibilities. Using dissonance and atonality, his musical experiments was energized , Holmes writes on, with striking rhythms, clash of timbres, and unusual combinations of instruments , and the underlying thought is revealed in this quote: I prefer to use the expression organized sound and avoid the monotonous question: But is it music? Organised sound seems better to take in the dual aspect of music as an art-science, with all the recent laboratory discoveries, which permit us to hope for the unconditional liberation of music, as well as covering, without dispute, my own music in progress and its requirements.

    Composers and inventors alike were seeking such liberating ideas, and what with the likes of Lee De Forest, Vladimir Baranoff Rossin , Jorg Mager, Leon Theremin, Maurice Martenot and Robert Moog who created exciting new inventions, and experimentalists such as George Antheil (see Ballet M canique), John Cage and Stockhausen, but a few stars in the grand firmament of musical argonauts, the early promiscuous entanglement between music, art and technology was to eventually, over the decades, result in noisy fornication in the open. The programmatic futurism of the early 20 th century is now a distant problematic, moderated by the unfolding of history; and the wars, the onset of the electronic age, the digital age, have radically transformed these early experiments, extricating them in some sense, from their original ideological moorings. Simplistic attributes have given way for keen and oftentimes, playful conceptualism.

    In search of lost silence , John Cage embarked on a musical train journey in 1978, creating an improvised concert on a train over two days in Bologna. Alvin Curran reconstructed this in 2008. Steve Reich s piece for strings and tape, Different Trains , first performed by the Kronos Quartet uses recorded voices as melodic elements, aside from other experimental techniques.

    It plays with memory reconstruction and the composer has mentioned holocaust trains in association. There are several other interesting experiments linked to trains, not merely evocations of memory, sensory experience, or reflected abstractions but also quirky conceptual formulations. A more one dimensional concept , is Entfernte Z ge , or Distant Trains (1983), a musical sculpture by Bill Fontana, set in a field where once stood one of the busiest pre-war train stations of Europe, the Anhalter Bahnhof.

    There is also Australian scientist and sonic artist Alan Lamb s 2006 installation Loco Motivus project, which involved a found Aeolian harp (see my piece on aural mapping and 'found' instruments) using wayside telephone wires at Pindari, a farm near Wagga, NSW. The performance was conducted on an eight-carriage train, and as it pulled into a silo sliding, the sounds of the wires were transmitted to the train via CB radio. Lokofon is another notable example by Norwegian musician/artist Espen Sommer Eide, which involved a set of soundworks by different artists on the northernmost train railroad in the world.

    One artist, Anton Nikkel , the curator of this work informs me, lectured on Russian railroad construction while propaganda music was playing in the background. Alexander Chen s reimagining of the NY Subway Map (Massimo Vignelli s 1972 diagram) as a set of strings, is a fabulous interactive work, wherein the trains (or imagined graphic ones at least), become the performers, as the artist puts it. The subway train is recreated in another visually provocative and striking video piece, titled Dynamics of the Subway, by Japanese artist/designer Keita Onishi, wherein geometric shapes propel the formation of the composite sound and visual.

    Trains have long inspired great music (not to mention art and literature as well). From classic American railroad folk songs and ballads, blues, jazz, rock and pop (see this exhaustive list and this Smithsonian Folkways collection), not to mention Hindi film songs, there is a vast array of music linked to trains (alert readers will possibly point to more). Emory Cook, the inventor and recording engineer, made a series of recording of trains in New York, titled Rail Dyanamics (1950).

    A limited express Japanese train is called Sonic. There has been a long fascination with the great machines, and what trains have represented and inspired, has been in part, the ability to metaphorically travel with pulsating vigour, a sort of propulsive, percussive march to newer ground. With freight and fireball, express and bullet, electric and ghost, it is perhaps the freedom train that is most obviously emblematic of the journey to newer artistic thought and expression.

    Posted by Gautam Pemmaraju at 12:30 AM | Permalink

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  • 5 Advertising Commercials That Scored | CopyClique Congrats to the gutsy brands advertising in Super Bowl 46. Marketers paid a hefty $3.5 million to air a 30-second Super Bowl ad this year. With an audience of about 100 million viewers plus the viral marketing legs the videos are getting online these commercials will likely be worth their super expense.

    In a world where people generally flee TV ads like the plague, the Super Bowl is the only televised occasion where we do just the opposite. I mean . . . Some watched the game, which was a good game . . .

    Most watched the Madonna halftime show, which was great . . . But nearly everybody tuned-in for the Super Bowl commercials, many of which were awesome! Namely these: Pepsi, King of the Super Bowl Ads Who won the cola war is sort of obvious, even on YouTube: A YouTube ad (video) promoting Coca-Cola s animated Polar Bowl commercial doesn t have nearly as many views as the highly-viewed Pepsi commercial.

    A mighty trio stars in this royal ad: Sir Elton John, X Factor winner Melanie Amaro , and Pepsi (the prize for all). Go Melanie! Chevy Trucks Outlast the 2012 Mayan Apocalypse One of the last men on Earth a Chevy Truck owner makes it to safety, despite the Mayan 2012 prophecy come true.

    Trucking through destruction and smokey ruble, the lucky man meets up with a couple of pals who also survived. Sorry to say, their one friend didn t make it. Because, of course, he was driving a Ford Truck.

    Now that s rugged competitive advertising! Teleflora Valentine s Day, Courtesy Sexy Adriana Lima Never has a striptease in reverse been so sexy. Gorgeous Brazilian supermodel Adriana Lima puts on her clothes in this Teleflora commercial , and you can t help but stop and stare.

    The advertising message: It s very easy to get through Valentine s Day a winner. Just buy her flowers!? Something tells me men will buy flowers this Valentine s Day in record numbers. (Thanks, Adriana!) Breaks Through with Confident You Hey baby I want that car!

    This one made me LOL when it aired during Super Bowl 46. Love how cool the customer dude plays it. Meanwhile, his inner-Robin Thicke is crooning lustfully after that car the one that s making his spirit soar.

    Not a celebrity-filled budget buster, yet memorable which makes it effective. Message: Feel 100% confident about an auto purchase, once you ve used . Fiat Abarth Commercial ft.

    Supermodel Catrinel Menghia Bet a leisurely walk carrying Starbucks coffee never gave you moments like this The hot Italian car you spot is so seductive, it s as if Italian supermodel Catrinel Menghia is coming onto you. Alas, your brush with Catrinel, a swimsuit and lingerie goddess , is just a mirage. But that sexy Fiat 500 Abarth is oh, so real.

    A compelling intro for a hot little car. Which were your favorite Super Bowl ads? And how about Madonna s halftime performance?!

    That was an ad for something .

    What say you?

  • 5 Must-Have Client Services When Searching for a MAM Vendor 5 Must-Have Client Services When Searching for a MAM Vendor A relationship with the Client Services department can transform your company s automated marketing endeavors. When searching for a MAM partner, there are five key areas of service that you should consider. The 5 Must-have Client Services 1) Program Management : A dedicated Client Services account team will not only tend to the daily maintenance of your program, but also ensure you are getting the maximum value and benefits of the platform s capabilities.

    This type of service includes managing your users, creating and generating custom reports, managing your assets, and collaborating with your other vendors.

    2) Template Construction : The MAM vendor should take your myriad of marketing materials and organize and consolidate them in a way that makes distributing them to the market more efficient and more effective. Examples of this type of service include creating brand-compliant templates that are customizable by your users, preparing your pre-approved assets for dispersing to users, and advising on best practices for user collateral customization experience.

    3) Technical Support Services : True technical support means resolving issues quickly and correctly, and the fastest way to do that is relying on trained professionals to personally answer your end users questions and recommend solutions in real-time conversations. This type of service could include support for corporate admins or end users and can be available 24/7 if desired.

    4) Creative Design : Reduce agency costs by hiring your MAM vendor, who already works closely with applying your business rules, to develop brand-compliant materials for you. This type of service includes creating new marketing template designs and customizing the platform to match your brand.

    5) Custom Development : Find a system that is flexible to support the specific business rules of your marketing needs. Examples of this type of service include facilitating the development of the platform to meet your evolving needs, advanced SSO, and integrations with your other preferred 3 rd party vendors.

    One of Saepio s clients, a large trucking company, expanded by using four types of Client Services. In doing this, they were able to alleviate some internal challenges and ensure smooth transitions as their organization evolved. Q&A How A Trucking Company Benefitted From Expanding Their Use of Saepio s Client Services Q: What are the services that the trucking company is using?

    A: The client is using four of the five services that Saepio offers: Program Management, Custom Development, Technical Support Services, and Template Construction. Q: What prompted the client to engage Saepio in additional services? A: After several years of relying on a separate marketing support vendor, the company decided to discontinue that relationship.

    At that point, they quickly realized that their internal team didn t have the bandwidth to handle the support needs of approximately 14,500 international end users. Q: How long did it take to add-on the service? A: Saepio established the support services for English, French, and Spanish end users within two days.

    Q: How has the client benefitted from expanding their use of Saepio s Client Services? A: The trucking company s users have received quick and comprehensive solutions from the Saepio support team, who rely on their first-hand knowledge and experience with the platform. Additionally, within a few months of providing technical support, Saepio identified five specific areas of support the client s users needed.

    By relaying these findings, the client was able to establish an internal organizational change that had been long overdue. Specifically, the client empowered its regional marketing leads as defined points of contact for users marketing questions. Ultimately, these changes have improved the client s distributed marketing efforts and enabled their users to receive definitive direction and support from the company.

    Q: Overall, how does the client feel about using Saepio s Client Services? A: Definitely the best 3 rd party of the many ones I worked with over the last few months! Applications Analyst at the trucking company For more information on our client services team, you can check out our website at

    To learn more about our marketing asset management and distributed marketing management solutions, feel free to give us a call at 888.468.7613 or shoot us an email at [email protected]

  • 7

  • 70,000 Spanish truckers strike, blockade border with France - Libcom French and Spanish truckers blockaded roads on the border of south-western France on 9th June in protest at rising fuel prices. In the latest show of distress with fuel prices, Spanish truckers on Monday began a blockade of their country's border with France, lining up their rigs and slowing them to a crawl to protest the cost of fuel. The strike blocked the highway in both directions in southwestern France.

    The protest turned ugly when would-be strike-breakers in Spain found their windshields and headlights smashed and their tires slashed. But the Spanish drivers were not the only ones feeling the pinch. French drivers slowed traffic near Bordeaux to demand lower fuel prices, offering a foretaste of a planned national strike by truckers next Monday.

    Portuguese drivers blocked roads, and in Belgium thousands of labor union members demonstrated in Li ge to protest the rising cost of living as a result of fuel costs. Fuel prices have been far higher in Europe than in the United States for many years, largely as a result of fuel taxes imposed after the oil shock in the 1980s. Taxes account for at least half the price motorists pay, and sometimes more than 70 percent.

    But the sustained surge in oil prices has left many Europeans bewildered by the relentless increase in the cost of gasoline and diesel bills. Depending on where and how fuel is bought, the price of diesel - widely used in private cars as well as by truckers, fishermen and farmers - can reach the equivalent of almost $9 per gallon. Throughout Spain, approximately 70,000 truckers joined the strike Monday, according to Desir e Paseiro, a representative of a truckers' association that is threatening to paralyze the country unless the government introduces measures to lower their fuel bills.

    On Monday morning, groups of slow-moving truckers blocked the major highways around Madrid in a so-called snail protest that snarled traffic. Some food distributors fear their trucks will not be allowed to roll. "We are the ones who move the merchandise that this country needs to function," Julio Villascusa, a truckers' representative, told the Cadena Ser radio station on the eve of the strike. "If we don't have the money to keep buying fuel to offer this public service, well, then this country comes to a halt." Spanish truckers say the price of diesel fuel - which varies among European countries - is now ' 1.30 per liter, roughly $7.73 per U.S. gallon, compared to ' 0.95 per liter a year ago.

    At that price, they argue, it costs them far more to buy fuel than they earn from trucking contracts.

    The rising European anger may well be matched by the price of oil, said Jeffrey Currie, global head of commodities research at the investment bank Goldman Sachs.

    At an oil and gas conference in Malaysia on Monday, he suggested that oil prices were likely to hit $150 a barrel this summer, surpassing the record of $139.12 set last Friday, Reuters reported. "I would suggest that the likelihood of that happening sooner has increased tremendously - sometime in the summer," Currie was quoted as saying. "Demand for oil is weak, but supplies are even weaker."

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  • 8 People You Didn't Know Were Truck Drivers - Are you beginning to think that trucking can t lead you anywhere? Think again; you ll be pleased to know that before the fame and riches, these 8 men were truckers. Similar to you, this group of famous men gave trucking a try.

    So read on, you re going to be surprised by some of these names. Sean Connery Born the son of a truck driver, Sean Connery came from humble beginnings in Scotland. He started out in the Royal Navy, but after being discharged on medical grounds, Connery held a variety of jobs, including trucking.

    After being discovered, Connery went on to become an Academy Award-winning actor for his role in The Untouchables . He is best known for playing 007 in the first James Bond movies. Elvis Presley Before becoming to the King of Rock and Roll , famous musician and actor, Elvis Presley, was a truck driver.

    Presley was born on January 8, 1935 in Tupelo, Mississippi and was far from the world-famous star he was destined to become later. After graduation, he took a truck driving job at Crown Electric working for only $40 per week. Knowing he wanted to become a singer, Elvis continued to pursue his career throughout years of rejection.

    At one point, Presley was even told to stick to driving a truck because you re never going to make it as a singer. When Presley finally his had big break, he went on to record numerous number one singles, including All shook up and Jailhouse Rock. Today, Presley is still one of the most celebrated singers.

    Charles Bronson The quintessential big screen tough guy, Charles Bronson, is best known for his roles in Once Upon a Time in the West , The Great Escape and The Dirty Dozen . Before becoming a big time American film and television actor, Bronson grew up extremely poor in the coal region of the Allegheny Mountains north of Johnstown, Pennsylvania. Bronson enlisted in the army in 1943, where he served as a truck driver for a short time.

    He later trained as a bomber tail gunner in the Air Corps and flew 25 missions. During his service, he received a Purple Heart for wounds he received in battle. Vitto Mortensen In 1980, Lord of the Rings trilogy star, Vitto Mortensen, earned a degree in Spanish Studies and Politics from St.

    Lawrence University. After graduation, he went to Europe where he lived in Spain, England and Denmark. While he was there, he took odd ended jobs, such as a driving trucks around Esbjerg and selling flowers in Copenhagen.

    Liam Neeson Who knew that Liam Neeson used to be a truck driver? Not us. This Oscar-nominated actor was once a truck driver before his roles in movies, such as Taken and Schindler s List .

    Neeson grew up Northern Ireland, where he discovered he had an interest in acting at a young age. After being shortly enrolled in college, Neeson worked as a truck driver and a fork-lift operator at Guinness Brewery. More recently, Neeson is known for his roles as the good guy.

    Not busy next weekend? Go check out Neeson s latest movie, A Million Ways to Die in the West . James Cameron World-famous director and screenwriter, James Cameron, was born in Canada on August 16, 1954.

    Cameron s interest in becoming a director started around the same time he was a truck driver. Upon seeing the original Star Wars film, Cameron decided to quit his job as a trucker to pursue a career in the film industry. A wise decision we can now say, since Cameron s films Titanic and Avatar are the highest-grossing films of all-time.

    Chevy Chase Funny man, Chevy Chase, is best known for his role as Clark Griswold in four National Lampoon s Vacation films. Chase s film career began when he was cast on Saturday Night Live , as one of the original cast members. But before his career took off, Chase held many odd jobs, such as a truck driver and construction worker.

    Rock Hudson One of the most popular movie stars of his time, Hudson was widely recognized as the leading man in the 1950 s and 1960 s. Before he was Star of the Year , Hudson worked as a truck driver, while all the time longing to be an actor. Hudson s success and recognition came along with the movie Magnificent Obsession , but really rocketed when he starred in Giant .

    In 1985, Hudson passed away from AIDS-related complications, becoming the first major celebrity to die from the disease.

    By the likes of these names, who knows who s sitting behind the wheel of a truck today?

  • A

  • A Monster Truck Primer | A lot of people think that The Amazing Race is over for us. But the beauty of The Amazing Race is not just that we got to visit a lot of places in this world that we wouldn t have otherwise .but it s also that we got to meet 20 other super-cool people whom we never would ve met otherwise. And through them, we re still sharing all kinds of amazing new experiences. (Even better none of us have to be eliminated at the end of them!) One of those amazing individuals we met is Rob French, a champion Monster Truck driver.

    He and his wife Kelley, (a champion rodeo rider,) are based in the tiny town of Boston, Georgia. We had a great time with them on the Race, and learned a lot from each other. Rob recently came through Utica on a Monster Truck tour, and was kind enough to invite us to a show.

    It was our first Monster Truck Show! We re not sure how many of you have had the chance to attend a Monster Truck rally, so we took good notes and lots of pictures. Here s Rob in action (his truck is on the far track): Click through the slide show below and learn what we did about the world of Monster Trucking.

    Thanks again, Amazing Race, for making our world bigger once again.

  • A New Debate Emerges: LNG or CNG for the Long Haul Amidst the constant discussion of plentiful domestic natural gas and its use as a transportation fuel, an unusual technological and philosophical debate has emerged. Those familiar with the industry know that until recently, fleet managers considering the conversion from gasoline or diesel to natural gas had basically two options: compressed natural gas (CNG) was the choice for any return-to-base, short mileage vehicles, and liquefied natural gas (LNG) was the option for long-haul on-highway Class 8 trucks, also known as tractor trailers or semis. The reasoning behind this was relatively straightforward, and more or less a product of a few issues inherent to gaseous rather than liquid fuel (energy density, tank storage capacity, re-fueling time).

    However, due to a variety of innovations, a paradigm shift may be under way. In comparing alternative fuels to gasoline or diesel, a major consideration is the relative energy density and associated cost, weight and size of on-board fuel storage. For natural gas, when compressed, its energy density is only about a quarter that of diesel, and when liquefied just 60% of the energy density of diesel.

    Therefore, either option requires greater fuel storage capacity to achieve a comparable range, which means more and/or larger tanks. Compared to CNG, LNG contains 2.4 times more energy per diesel gallon equivalent (DGE). Moreover, since LNG, like diesel and gasoline, is a liquid, one could achieve comparable refueling speed, whereas the level of compression required to fast-fill with CNG is very high (~3,600 psi).

    As a result, for the long-haul trucking sector, the energy density and associated cost(s), weight and on-board storage capacity of LNG have long been viewed as the more attractive, viable option. Relatively recent advances in tank storage capacity and fast fill refueling technology have allowed room for debate as to whether LNG really is the only natural gas option for the long-haul trucking industry. To best highlight the philosophical nature of this emerging debate, it may be best to look at two of the leading natural gas refueling infrastructure providers, Clean Energy Fuels (CLNE) and Trillium CNG (TEG subsidiary), each of which has taken an opposing view on this topic.

    Clean Energy was the first mover in the industry and is now by far the largest provider of natural gas refueling infrastructure in the US. They are betting big on the fact that CNG is the choice for local urban fleets (refuse vehicles, delivery trucks, etc.) but that LNG is the option for long-haul tractor-trailers. Alternatively, Trillium CNG, along with their partners at AMP Americas, a Chicago-based investment firm, strongly believe that CNG should be the choice for all heavy-duty fleets, regardless of distance traveled or route.

    Without commenting on which approach is better, the following will help to explain each company s thought process. CNG and LNG are both proven forms of natural gas storage, with distinct advantages over diesel and gasoline when used as a transportation fuel. To produce CNG, natural gas is taken directly out of the United States' expansive network of natural gas pipelines, whereas LNG must be cryogenically liquefied to -260 degrees F (to become a liquid) and often must travel via ground transportation (tanker truck) to stations across the US.

    With pipeline access, LNG can alternately be produced from the gas grid through MMLS (movable modular liquefaction system) units. On-site, CNG is compressed immediately and enters a truck in a process that is almost identical to traditional fueling practices, from the driver s perspective. On the other hand, LNG requires drivers to wear a mask and gloves to protect themselves against cryogenic burns.

    For the Class 8 truck sector, Trillium/AMP have made the decision to build CNG stations because, in their words, it is a cheap, simple and safe way to transport and store natural gas. They have also found that the additional simplicity of CNG over LNG makes it an easier product to maintain, as well as a less expensive product to produce. For example, according to their general pricing model and marketing materials, on average, end users of CNG gain a $.48 advantage over LNG, for a product that works equally well, has less associated hazards and a greater built-in infrastructure across the US.

    Alternatively, Clean Energy has invested heavily in LNG infrastructure, including two liquefaction facilities, to supply their network of 150 existing refueling stations and more in the works that they refer to as America s Natural Gas Highway. While the production and transport of LNG require greater technical expertise and significantly more capital than for CNG, LNG cost savings are realized on refueling infrastructure/operation. This is primarily a result of the high electricity demand/cost required to achieve the compression necessary for a fast-fill CNG station.

    There is also greater flexibility in where a station can be located (no need for natural gas pipeline access) and in future expansion of existing stations. For more on Clean Energy s take on this debate, you can watch their CNG vs. LNG educational video here.

    In either case, the technology is fully commercial, if not mature, so the debate is rooted primarily in economics. Regardless, the pace of innovation across the natural gas industry has been astounding over the past decade, from extraction processes, to refueling infrastructure, fuel storage and engine technology. So although the rapid rate of natural gas vehicle adoption may intensify this fuel debate, both options are viable and economically/environmentally superior to diesel for the Class 8 sector and time will tell which option is truly best suited for the long haul.

    While the question at the pump may well be, liquid or gas, the one thing that is clear is that NGVs of all sizes are here to stay!

  • A Start of Somethin' German.... | MyFDL I ve started this rant many of times and have since deleted its message and congested word babble. I ve since decided to start with a story, you know, those good ole fashion things that many people talk about which usually leads to comprehension and smiles. I was once told, or maybe I read it somewhere, the best way to grab someone s attention is to tell them a story.

    This goes back further in time, maybe even to the beginning of time where our time was spent around a fire, talking of stories and myths that helped us get to where we are today. So this is where I remain, in a fractal called today. We pushed off from our little humble home in the southern hills of Germany.

    My son and I. Just the two of us, sorry I am not purposely trying to get that song stuck in your head, but you re welcome. We cruised down the street toward the railroad tracks.

    The sun was bright and the wind light upon our faces, for we were trekking along the wooded road. My son loves the shaded view, letting the light peak through at certain little points, and then flicker to shade and so on. It s almost mesmerizing, like looking out a car window racing down a highway going 75.

    Except today his father was trucking at an intense speed of .12 mph. I don t walk, I stroll. I ve also been told to enjoy a walk at least once a day, by yourself .but I m sure this little story is an exception.

    Letting the mind ease into the scenery, I somewhat lost that weighted feeling of being on Earth. I noticed the life around me, the light and the little things that constantly work around us without our knowledge nor our consent. The birds and the bees were busy today.

    Here in Germany, I would say, almost every town is dissected by railroad tracks and all of them are connected by a single paved road that is kept for bikers and walkers. A brilliant planning scheme I must say, allows those bikers their space and the beautiful scenery of the rolling hills throughout the endless pastures. As my mind wandered I noticed a simple yellow leaf falling from the heavens, it spun like a helicopter blade, lower and lower and landed softly at my son s leg.

    Luckily he didn t notice it, probably one of the few things he didn t notice on the day, but it lay there in silence. I wonder what the odds are of that happening, as well as the forgot about small little detail of a swallow pooping on my right arm as we began our trek down the windy road. Is getting pooped on really good luck?

    I guess that s up to the person and their experience, which to me, I m going to take as a good sign, why wouldn t I? Why wouldn t I take everything that happened to me, regardless of my societal blinders, as good luck or a good omen? So many moving parts in that little scenario, me walking, my arm holding the stroller s handle, a swallow circling above, the wind lightly blowing .and yet somehow, someway, its little present fell through a space that connected us, and in turn did connect us in a very very loving way.

    It reminds me of the day I was mowing the grass back in Texas. It was a hot ass day and I was probably 16 or so, doing my chores because that s what kids do I guess. Mowing the grass, listening to my Paul Simon cassette on my headphones, and all of a sudden I felt a wet drip down my back.

    Looking to the sky for rain, I didn t find any kind of clue as to what the hell it was. Stopping Paul through his Graceland, I marched inside for a second opinion. My mother informed me that it was the longest bird poo she d ever seen.

    It had somehow .again .someway ..found its way between my shirt collar and my skin, which was probably less than an inch, and hit my spinal highway. This to me is one of the most amazing poop stories in history, or at least my history ..hat tip to the bird, you sir, or madam are one skillful pooopeer. Anyways, we cruised along this path.

    My mind racing as to how to form the beginning of a series of emailed thoughts on how to think for yourself. This subject has perplexed me in a myriad of ways, but nonetheless I have walked with this idea for quite some time. The answer came through a story, to write upon your life, and let others view and experience it through their own eyes and minds.

    Let them walk with you and your racing mind and heart, let them hear your story, for it is the only one that you know so well. These are my days, walking along these different roads, some paved, some graveled, all of them give me the insight toward the living beings alongside me you know, what others call nature. This is the beginning of a story with an insider s view upon my life and wonderings, I am not here to change the world, I am here to change myself, with the tools that I have been given, and the ancestors who walk with me each and every day.

    I talk to them you know, when the wind touches my face, cascades down my handlebars, and they tell me, you sir, are ridiculous and the universe is enjoying that little spice, so keep them handlebars bushy. We often stop at my son s great grandmother s house, she is usually at home, either in the yard tending her vast network of living green things or shuffling around the house doing who knows what. Germans are good for that I believe, they have a deep engrained belief that everyone should be working or doing something.

    Enter stage left, American stay at home dad with handlebars and a goofy grin. I throw curveballs, lots of them. We sit in her kitchen, she boils water for the Nescafe we re about to enjoy.

    Coffee here in Germany isn t what it is in Kona, Hawaii .but I digress, it s the little things, and Nescafe puts a perfect burn to my lips when I m smiling and watching my son crawl all over her while I listen to her nonstop German as she tells him to look here Kainoah look, look. Or of course, probably one of the more famous German words, nein meaning no. She has also called him a kleine schmeizer, which I m told roughly translates to little pooper ..again back to the poopin terms .

    I love watching her wrinkles on her face move as she smiles with him. It reminds me of certain childhood memories I had with my great grandmother. I have always felt a deep connection to these times and this woman, for I sang Icelandic with her, her native tongue, and brought a few tears of joy, probably the only such positive feedback I have received from my singing .but alas, the universe is open for sung and written words.

    I ve also stumbled across some writing that say the words are not the prayer. The feeling that your body has in reaction to the words spoken .is in fact the prayer. Ladies and gentlemen, there are many things inside all of us that we have no clue about, my life has somewhat crossed into subjects such as these for I feel as though the entirety of humanity needs a few voices, a few thoughts that run in an opposite direction.

    I guess I shall part now, get ready for my soccer practice that keeps the sausage pounds at bay. From my knowledge of living in another country and being subjected to a foreign language, I can surmise, that sometimes things don t cross over across languages, some words in German have no real meaning in English and vice versa. Which also puts a thought of how many different languages are out there, how many thoughts and feelings are bubbling all over the world right now, in this instant.

    There are however, many more similarities than differences in this wonderful human family we consist of.

    Lets start by reinforcing those as well as our basic nature of love, that we re all hardwired for ..and never forget to dream.

    All the love to you all, with a dash of bird poop for good measure .

  • A Truck Driver's Lonely and Hard Life - Speak Spanish Courses Don t believe the ads that want you to believe that a truck driver has a easy and glamorous life.This is especially true for truckers that drive long distances. There are many trucking companies that advertise new trucking jobs that pay upwards to 160k. Truckers have jobs that keep them on the road for a lot of time.This kind of job takes you away from all of your family and friends.You might have to spend long periods of time driving from location to location.Truck drivers miss plenty of birthdays and other important family events.If you have a family, this can be very hard to take.It is hard to form a relationship with your family on a regular basis.This ends up with a lot of broken homes.Both you and your family will suffer.

    It is argued that this is not a bad lifestyle for a single person who does not have ties to any one location.It would be a good challenge for the person who likes the open road.To be quite honest, this lifestyle turns out to be a lot cheaper.However, this is usually only true if the pay justifies the time spent on the road. Although this job could save you plenty of money, you still have to account for the time that you will spend a lot of time by yourself.Or, that a lot of time is spent within the confines of the truck.A lot of truckers would argue that the job does not pay enough money.This is based upon the opinions of both single and married truck drivers. Just because truckers are on the road, it should not stop them from enjoying some of the comforts of homelife.This is why many trucks are fitted with sleeper cabs that have beds and other comforts of home such as microwave ovens.This is one way for truckers to relax and unwind while on the road.There are many different trucking companies that offer such sleeper cabs.Try to analyze a couple of Mack, Freightliner, Peterbilt, Ford or kenworth reviews.Find out which sleeper cabs are available such as the Aerodyne Sleeper or the Studio Sleeper.Both are considered to be good.It is just a matter of reading the reviews and finding a sleeper that fits your lifestyle and budget.Being on the road should not stop you from experiencing some of the amenities of home.

    All in all, a truck reviews driver has a hard life.It can be frustrating and desolate.However, there are many truckers on the road today.

    Learn more about scania trucks visit this website Prime Mover Magazine

  • A Week on The Road Trip 2 | TRUCK BLOG UK After getting back to the yard and swapping trailers I had to make a quick detour to Tesco at Ipswich for some extra pants! Being a full time office waller and a part time international driver I only had enough pants for 4 days not 5! Having stopped for some new under-crackers I was off, some perfect timing and I met up with Tom and we had about 2 hours before his tacho time ran out.

    Obligatory long queues at Dartford meant the M25 was back to the J28 side of J27 (check your maps!) so we opted for A12, A130, A13 and join the queue at the bottom of the Dartford bridge. We bang down the M20 and made Ashford Truckstop with 10 minutes left on Tom s Tacho. We parked up (above), sun setting, good shower and good enough food, quick pint then off to bed, a good end to a short day.

    Not much in Ashford Truckstop and for the price you wonder if thats the reason. The place not being as busy as it used to be. I did come across this blue Mercedes Actros MP2 in exactly the same blue as my old MP2, the only other one i ve ever seen in the same shade of blue.

    Coupled to a matching low height euroliner, she looked a pretty sight and very tidy with no livery. Any ideas who s it is?? email me; [email protected] If only Thursday started as well as Wednesday ended, I managed to read the new DFDS timetable wrong and got in the Dunkerque queue instead of the Calais queue, well at least it proves I m human!! (I still feel like a prat!

    sorry Tom). We could have had another hour in bed, which almost proved costly by the end of the day. Anyway on the boat, which actually had a little swell on for the first time and I m pleased to say that I am a good sailor, even with a belly full of breakie.

    Dear DFDS, how is it I was first in the queue for cooked breakfast, the eggs appeared from the kitchen and by the time I sat down my breakfast was already pretty cold?? A tip for DFDS truckers, use the microwave! Off the boat and away.

    A good run down and we even passed one of our subbies as we cruised along in the big DAF s enjoying the French sun. Just for a minute I begin to think the day was getting better. After all I did spot Oakleaf European s MAN TGL 12 ton fridge heading North as I headed South on France s busy A1. (In a Hannibal from the A-Team voice) Here s the plan, when we load a trailer for Paris, we advise our customer of our arrival so they can arrange an unloading gang.

    This is supposedly to avoid any delays as it can take a couple of hours to tip. Our arrival takes priority over everything else, that is the deal or not as the case may be. I was 10 minutes early, so I was chuffed, bearing in mind I had finally caught the sat-nav out!

    The road layout had changed and a classic piece of trucking history saved the day, for the younger readers it s made of paper and it s called a Street Map. I pulled in the delivery yard to find myself greeted by a Ying and Yang situation. A lovely blue Belgian V8 Scania, but unfortunately he had just opened his rear doors on the 40ft container and the delivery point ignored my arrival and got on with the Belgian.

    Oh well .. .5 hours later and lots of emails and phone calls I was finally tipped. What a great day! My reload from the bread factory was surely off?? ..No re-arranged for 11am Local time Friday.

    I needed to get as close as possible with the 2.5 hours I had left. No way was I going to make it to the factory, so I plumped for the services just South of Valenciennes on the A2. Once again I pulled in with a few minutes to spare.

    If I had had another hour I would have made it to the reload point, my own silly fault! I was 30 mins from the bread factory, so I had plenty of time off. You d think these small services would be fairly quiet but oh no.

    I parked up and got the dinner ready. The photo you ve all been waiting for is here, The Dinner Photo. Microwaved Pasta Carbonara, with a fresh ham and cheese salad and baguette from the shop, Deeeeeelicious!!

    Now while I watching a film, I noticed the Bulgarian next door was having a pleasant meal and a drink at the front of his truck with who I naively thought was his wife/girlfriend. I happened to notice that they were getting quite fruity but purposefully left the drivers window open with the curtain open too. I also noticed there was a dodgy looking geezer in a car directly opposite whistling signals to the truck, well the woman actually.

    Are you working it out?? About 11pm and after much activity in the Bulgarian cab, the lady (or not) left our satisfied Bulgarian friend, jumped in the car with the dodgy geezer and drove off. I dare say a few hundred Euro s better off!

    That not being enough I woke the next morning, opened my curtains only to find that all round the front of the truck and trailer I was surrounded by Danish pensioners. I decide a refreshing shower was required to bring me back into the real world .No the showers were buggered. Sod it, off to the load point on time for my loading slot.

    Will it be like the first trip? A few 3 hour delay before loading? It is Friday afternoon after all.

    No such inconvenience, I was there all of 42 minutes I think it was. Sealed and off. This time I head back along the A2, A21, A26 and back to Calais.

    The last little cock up in this bizarre couple of days on the road was I took the wrong lane at the Peage and I was ushered off the A26 before you could say Garlic Bread and a bag of onions! Off, round the roundabout and back on. Back to Calais in the glorious, glorious Friday sun, fuel and adblue with no problems.

    Round to P&O and a UKBA check, all ok. Through to the lanes, a 1 hour wait and I was back on the sea. I had forgotten just how good a hot soapy shower can feel after 2 hot days a without a wash.

    platefuls of Bangers Mash and baked beans (due to an undercooked sausage) and I decided to go out and join everyone else on the out side decks to enjoy the early evening sun. The word mill pond springs to mind. Dover in view ahead; Calais in view behind; Off the boat into a busy Dover, straight out and up Jubilee Way, this time I remembered the bump.

    No problems up the A2/M2 through Dartford onto the A12. No V-Festival traffic at Chelmsford so straight back to Hadleigh. From arriving in Calais all had finally gone smoothly, meaning I had a nice end to my week on the road.

    Just over 2600km I think it was. I was the fleet of the fleet home and by 10pm I was back at my house, still with no wife and boy as their holiday didn t finish til Saturday. Will I do it again?

    Oh yes, bring on next years summer holidays!!

    View Larger Map

  • A&R International chooses Krone Code XL | Haulage Today on Jun 16, 13 by admin with No Comments A&R International Haulage, based in Grays Essex, has added three sliding roof Krone curtainsiders to its fleet. The Profi Liners come with Code XL certification which, says the company, is a prerequisite for permissible transport operations in Europe. Contracted to Uniserve, the largest privately owned freight and...

    A&R International Haulage, based in Grays Essex, has added three sliding roof Krone curtainsiders to its fleet. The Profi Liners come with Code XL certification which, says the company, is a prerequisite for permissible transport operations in Europe. Contracted to Uniserve, the largest privately owned freight and logistics provider in the UK, A&R International deliver predominantly to French, Belgian and Dutch destinations and insist on the high standard of trailer construction and loading capability to which the EN code 12642 XL applies.

    Gone are the days when any curtainsider would do says Rob Scriven, A&R s founder and Director. We not only need trailer strength but also loading flexibility to a high safety standard and in this regard Krone s multi lock system comes into its own. Take for example a typical load comprising 9 tonne Eurostar transformers.

    These are crane loaded through the roof and then lashed into position using the multi-lock side rave. This has strapping points every few inches along its length, each of which has a two tonne rating and if you use two points, then naturally it doubles to four tonnes. We secure fore and aft of each transformer on each side which gives us 16 tonnes.

    It is safe and beyond question, legal. Groupage Flexibility Furthermore, the system allows A&R to handle groupage loads such as pallets or IBCs with equal flexibility and consideration to weight distribution. In this regard, the trailers are specified with front lifting axles which automatically engage over 16 tonnes, thus saving on tyre wear and fuel.

    Rear steering axles are also fitted to aid manoeuvrability and reduce tyre scrub. For UK operations, A&R s 11-strong tractor fleet provides an unaccompanied pick up and reload trailer service from eastern ports, including Immingham, Hull, Harwich, Dover and Purfleet. From Owner- Driver Beginnings Established in 1978 by Rob Scriven, A&R International has built a reputation for quality service based on its in-depth knowledge and experience of the transport industry.

    Above all continues Rob, we are committed to our operating licence and maintain the most stringent maintenance and inspection procedures to ensure first time MOT passes and minimum need for corrective work. Anything which we can t deal with in our in-house workshops is referred to Volvo or Krone, who provide solid backup at any hour of the day or night. Krone s European service network is also there if we should need it.

    Manufacturing plant secures the deal Our trailers will work hard for at least eight years says Rob and therefore we needed a combination of durability and flexible loading to ensure minimum down time and maximum return on investment for the business.

    To this end, I was impressed by everything I had heard regarding Krone s credentials but it was not until I visited their trailer plant in Germany that I was convinced.

    The impressive level of automation and build quality left me in no doubt

  • A&R International chooses Krone Code XL | HGV Ireland A&R International Haulage, based in Grays Essex, has added three sliding roof Krone curtainsiders to its fleet. The Profi Liners come with Code XL certification which, says the company, is a prerequisite for permissible transport operations in Europe. Contracted to Uniserve, the largest privately owned freight and logistics provider in the UK, A&R International deliver predominantly to French, Belgian and Dutch destinations and insist on the high standard of trailer construction and loading capability to which the EN code 12642 XL applies.

    Gone are the days when any curtainsider would do says Rob Scriven, A&R s founder and Director. We not only need trailer strength but also loading flexibility to a high safety standard and in this regard Krone s multi lock system comes into its own. Take for example a typical load comprising 9 tonne Eurostar transformers.

    These are crane loaded through the roof and then lashed into position using the multi-lock side rave. This has strapping points every few inches along its length, each of which has a two tonne rating and if you use two points, then naturally it doubles to four tonnes. We secure fore and aft of each transformer on each side which gives us 16 tonnes.

    It is safe and beyond question, legal. Groupage Flexibility Furthermore, the system allows A&R to handle groupage loads such as pallets or IBCs with equal flexibility and consideration to weight distribution. In this regard, the trailers are specified with front lifting axles which automatically engage over 16 tonnes, thus saving on tyre wear and fuel.

    Rear steering axles are also fitted to aid manoeuvrability and reduce tyre scrub. For UK operations, A&R s 11-strong tractor fleet provides an unaccompanied pick up and reload trailer service from eastern ports, including Immingham, Hull, Harwich, Dover and Purfleet. From Owner- Driver Beginnings Established in 1978 by Rob Scriven, A&R International has built a reputation for quality service based on its in-depth knowledge and experience of the transport industry.

    Above all continues Rob, we are committed to our operating licence and maintain the most stringent maintenance and inspection procedures to ensure first time MOT passes and minimum need for corrective work. Anything which we can t deal with in our in-house workshops is referred to Volvo or Krone, who provide solid backup at any hour of the day or night. Krone s European service network is also there if we should need it.

    Manufacturing plant secures the deal Our trailers will work hard for at least eight years says Rob and therefore we needed a combination of durability and flexible loading to ensure minimum down time and maximum return on investment for the business.

    To this end, I was impressed by everything I had heard regarding Krone s credentials but it was not until I visited their trailer plant in Germany that I was convinced.

    The impressive level of automation and build quality left me in no doubt Get this week's top trucking story direct to your mobile phone for less than 50 cent per week Subscribe Now Tags: Krone XL

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  • A.R.T.

    Logistics launches Europe to Mongolia trucking service | 3PL Mongolia s mining boom driving demand for project and containerized trucking service to the landlocked country Hong Kong, March 13th 2013 - A.R.T. Logistics, a leading project logistics company focused on Central Asia, Russia and the CIS, has launched a twice-monthly Less-Than-Truckload service connecting Europe to Mongolia. A.R.T.

    Logistics established its operational hub in Vilnius, Lithuania in 2008.

    25 European countries are connected with multiple destinations in Central Asia on existing lanes and now with Ulan Bator in Mongolia on the new service through Vilnius warehouse. Based at the Vilnius hub, experienced logistics staff also provide a range of value-added services including sorting, marking, packing, order collection and weighing. A.R.T.

    Logistics also organizes cross docking of shipments according to the Customs requirements of the EU, Russia and Mongolia. The trucks cover the 7,000 kms journey in between 11 and 13 days across very harsh terrain, using a team of experienced local drivers. We launched the trucking service primarily to meet growing demand from international mining companies operating in Mongolia, the transit time is the fastest available in the market, said Tatiana Serova, Commercial Director of A.R.T.

    Logistics. Apart from mining equipment we are transporting essential supplies for mining personnel. The deliveries are time critical and we have a robust and reliable service with our own experienced support staff based at key locations along the route and at the borders, added Serova.

    Mongolia s mining industry is booming and accounted for 87.7 per cent of the country s exports in 2012. Mongolia is the largest supplier of coking coal to China with approximately 34% share by volume in the first half of 2012. Future plans are to extend the Mongolia service to the North American market and eventually to Australia and South East Asia.

    About A.R.T Logistics ART Logistics is a specialist multimodal project logistics company, focused on Central Asia, CIS, Mongolia and Asia with an international network of offices.

    ART Logistics has the expertise, both locally and internationally to deliver high quality logistics solutions by road, rail and air in challenging environments in the emerging markets of Central Asia and the CIS.

    ART Logistics has a focus on risk management to deliver secure, safe and on-time logistics solutions for the customers in the oil, gas and mining sectors.

  • Account Manager Dedicated CR England Trucking USA UT Spanish ... There's no fee to include your jobs in Vanara- just fill in the details below and submit the form. ( * ) indicates mandatory field. With sophisticated technology we are able to present in real-time almost every newly listed job that has just been posted with thousands of sites. We simply aggregate (that is where we derive our name) each new job as it is posted with all the major sites.

    Now you don t have to spend hours searching thousands of individual job boards, career sites, job aggregators, local newspapers, and corporate sites.

  • Alaska: Avalanche on the Haul Road! Click through the image for more photography from recent Dalton Highway avalanches in the Fairbanks Daily News-Miner courtesy of Ed Davis. Never a dull moment on the Haul Road, Alaska s Dalton Highway through ultra-rugged terrain out to Prudhoe Bay oil operations. Six-to-eight recent, rather odd slush avalanches, the Fairbanks Daily News-Miner reported over the weekend, led to what you see in the photo above, one of at least two such instances involving haul rigs in Atigun Pass.

    No one was injured in either of the cases, fortunately, but it points to the myriad dangers driver face there, made apparent for many around the world in recent years, of course, in the Ice Road Truckers series. (Season 3 followed drivers operating there, as did, in part, Seasons 5 and 6.) One Haul Road regular who s impressed her magnanimity upon an array of U.S. humanity well beyond the trucking world, Carlile Transportation driver Lisa Kelly, is the subject of a feature in this month s Overdrive , well on its way to subscribers mailboxes. (Also included in this issue: profiles of our Most Beautiful contestants, strategies for coping with the California emissions regulations, custom rigs and plenty of discussion of the new hours rule, set to go into effect July 1.) Kelly is back on the Ice Road Truckers show with the new season, starting up this Sunday on History, this time around running new routes on Canadian ice roads in Manitoba. Stay tuned to the site here for the full feature about her, going live tomorrow and tracing her path toward trucking through childhood motocross racing, pizza delivery, school bus driving and on to the growing trucking veteran s role she seems to be playing on the show.

    For now, here s a look at the June cover (below) to tide you over.

    Hopefully no chance of an avalanche where you are.

    Stay safe out there!

  • Albanian leader in transport and road haulage Whether you are a manufacturing company exporting to Albania or a freight forwarding company servicing Albania, then using Shala Trans for your transports to Albania offers huge benefits and competitive advantages. We speak the language, we know Albania inside out, how to get the best deal for you and how your overseas customers and delivery points think. Shala Trans is the The Albanian Road Freight Specialist!

    as: We have got 25 years expertise and experience in the Albanian market and a proven track record We handle full loads and part loads into any areas of Albania, for both general and hazardous cargo We have an extensive network of agents and depots throughout Albania Experienced and dedicated staff.

    You can trust and rely on them, they give the best advice, the best service and get the best deal for you - Italian Importer, Retail Sector.

    We are small enough to offer you a reliable, personal and friendly service but we are big enough to count and are highly regarded in our industry and in our marketplace.

  • Alberta truckers facing driver shortage | Alberta Edition Troy Media Tags: Alberta's Business, Business - Jobs Translation December 10, 2012 CALGARY, AB, Dec.

    10, 2012/ Troy Media/ We see them roaring up and down Alberta s highways all of the time but we usually don t think too much about the contribution that freight trucking makes to the economy. But without it we d have a hard time moving much around. Total operating revenue for trucking companies in Alberta in the final quarter of 2011 (the most recent data available) was $2.18 billion a new record high.

    At the same time, total operating expenses were $1.88 billion. That left the total profit margin at about $300 million, or just about where it was in the same quarter a year previous. Wages, salaries and benefits for employees make up about 26 per cent of the total operating expenses for truck transportation companies.

    Fuel costs make up only 18 per cent of operating expenses: however, fuel costs have gone up by more than half between the start of 2009 to the end of 2011. That represents the fastest growing cost component for truckers. Other expenses such as insurance and capital depreciation accounted for the rest.

    But, for many trucking companies in Alberta, the biggest problem they are facing is a shortage of available and qualified drivers. As in many industries, the average age of truckers in the province is rising steadily. And as the experienced hands start to retire, fewer young people are moving into careers in trucking to take their place.

    That could push wages up even higher for companies down the road as they seek to offer salaries competitive with other industries. | ATB Financial Read Alberta s Business This snapshot is FREE to use on your websites or in your publications. However, Troy Media Alberta Edition, with a link to its web site, MUST be credited. To leave a comment, scroll down Troy Media Contact Us to interview or book one of our columnists.

    Click here to access Troy Media s Hi-Res photo library. You require a password to access our Photo Gallery. If you don't have one, click here.

    Discover the Troy Media Advantage

  • American Freight Trucking EASTLINK GLOBAL LOGISTICS HONG KONG CHINA 812B, 8th Floor, Hong Kong Plaza, 181-191 Connaught Road West, Hong Kong M17 1HH Map It EastLink is a global shipping agent based in Asia proactively striving for excellence while offering logistic services to its customers worldwide.

    EastLink proudly offer all types of sea freight logistics

  • An Update On The Situation In Greece | Internet Millionaire Articles By Mark Anastasi Yesterday we arrived on the Greek island of Santorini in the Cyclades, with newlyweds Steven and Corinna Essa. This place is stunning. Definitely a must for your list of travel destinations.

    Of course, the first thing our group of five laptop entrepreneurs did was connect to the Wi-Fi to check our sales and check our emails. It never gets old to open your laptop, connect to the Internet, and see that even while you re traveling or sleeping your websites, memberships, autoresponders, or webinar replays are making you money. In the evening, we walked on the picturesque cobbled streets of Oia, and sat at a taverna for some drinks and a bite to eat.

    The situation in Greece I hadn t visited Greece in a couple of years, and the atmosphere around the place has changed dramatically. In Athens, foreigners are greeted with words like, I hope you re not Germans . (there s a strong anti-Germany sentiment in Greece at the moment, because of the job-destroying austerity measures that the EU -led by Germany s Angela Merkel- are demanding). The country is in its fifth straight year of recession.

    Every year for the past five years the economy has been contracting. In the past 2 years Greece s population has declined by 500,000. More than 1,000 Greeks are emigrating abroad every day, and last year 6,000 doctors left the country.

    One taxi driver was fuming because the government liberalized the taxi profession, and the taxi license he had paid 230,000 euros for was now only worth 70,000 euros. Another taxi driver told me he lost 580,000 euros in 2010 because he owned 5 trucking licenses, and they liberalized that profession and suddenly all his licenses were worth zero. Everyone is reeling from the massive price increases and tax increases.

    The taxes are now added to your electricity bill. If you don t pay your bill, they cut off your electricity. Meanwhile, the incidents of gangs of Kalashnikov-wielding criminals breaking into people s houses and stealing whatever they can is becoming an almost daily occurrence.

    Meanwhile, in the political life of the country, little has changed. It is the same corrupt officials that are now back in power, after a little bit of reshuffling of the cabinet positions. At the insistence of the European Union, at least the government relented and put the former Defense Minister Akis Tsohatzopoulos in jail.

    e had been paid over 2 billion euros (!) in bribes from defense contractors, including many German arms companies Billions more were paid in bribes to Greek politicians by building contractors and various vested interests in the buildup to the Olympic Games in 2004 and the nationalization of many key industries in Greece. Some people made billions from buying these assets cheaply, politicians got rich, and now the Greek people are left with massive tax hikes and debts they can t possibly ever repay. I spoke to a few Greek youths, over the weekend.

    Some had just finished their studies, and their job prospects looked bleak. I told them about my book, and they got excited about the possibilities that being a laptop entrepreneur can open up. Corinna X, for example, got fired from jobs 5 times, before she decided to start her own Internet business.

    A year later she now has a monthly recurring income of over $11,000 a month. Perhaps I should organize a seminar in Athens sometime With what is happening around the world, you need to have the mobility to move abroad if circumstances dictate it and continue your business uninterrupted. If there ever was a time to be a laptop entrepreneur, it is now.

    What are you waiting for?

    Want more?

    Grab my free reports and videos on

  • An Update On The Situation In Greece | Online Business Articles By Mark Anastasi Yesterday we arrived on the Greek island of Santorini in the Cyclades, with newlyweds Steven and Corinna Essa. This place is stunning. Definitely a must for your list of travel destinations.

    Of course, the first thing our group of five laptop entrepreneurs did was connect to the Wi-Fi to check our sales and check our emails. It never gets old to open your laptop, connect to the Internet, and see that even while you re traveling or sleeping your websites, memberships, autoresponders, or webinar replays are making you money. In the evening, we walked on the picturesque cobbled streets of Oia, and sat at a taverna for some drinks and a bite to eat.

    The situation in Greece I hadn t visited Greece in a couple of years, and the atmosphere around the place has changed dramatically. In Athens, foreigners are greeted with words like, I hope you re not Germans . (there s a strong anti-Germany sentiment in Greece at the moment, because of the job-destroying austerity measures that the EU -led by Germany s Angela Merkel- are demanding). The country is in its fifth straight year of recession.

    Every year for the past five years the economy has been contracting. In the past 2 years Greece s population has declined by 500,000. More than 1,000 Greeks are emigrating abroad every day, and last year 6,000 doctors left the country.

    One taxi driver was fuming because the government liberalized the taxi profession, and the taxi license he had paid 230,000 euros for was now only worth 70,000 euros. Another taxi driver told me he lost 580,000 euros in 2010 because he owned 5 trucking licenses, and they liberalized that profession and suddenly all his licenses were worth zero. Everyone is reeling from the massive price increases and tax increases.

    The taxes are now added to your electricity bill. If you don t pay your bill, they cut off your electricity. Meanwhile, the incidents of gangs of Kalashnikov-wielding criminals breaking into people s houses and stealing whatever they can is becoming an almost daily occurrence.

    Meanwhile, in the political life of the country, little has changed. It is the same corrupt officials that are now back in power, after a little bit of reshuffling of the cabinet positions. At the insistence of the European Union, at least the government relented and put the former Defense Minister Akis Tsohatzopoulos in jail.

    e had been paid over 2 billion euros (!) in bribes from defense contractors, including many German arms companies Billions more were paid in bribes to Greek politicians by building contractors and various vested interests in the buildup to the Olympic Games in 2004 and the nationalization of many key industries in Greece. Some people made billions from buying these assets cheaply, politicians got rich, and now the Greek people are left with massive tax hikes and debts they can t possibly ever repay. I spoke to a few Greek youths, over the weekend.

    Some had just finished their studies, and their job prospects looked bleak. I told them about my book, and they got excited about the possibilities that being a laptop entrepreneur can open up. Corinna X, for example, got fired from jobs 5 times, before she decided to start her own Internet business.

    A year later she now has a monthly recurring income of over $11,000 a month. Perhaps I should organize a seminar in Athens sometime With what is happening around the world, you need to have the mobility to move abroad if circumstances dictate it and continue your business uninterrupted. If there ever was a time to be a laptop entrepreneur, it is now.

    What are you waiting for?

    Want more?

    Grab my free reports and videos on

  • Anna Q's Attic: R D Barker Trucking, Rutland, Vermont 1935 R D Barker Trucking, Rutland, Vermont, plow truck in 1935. Not sure where this photo was taken but check out the load of stones in the bed to weigh the truck down for plowing. Murray, Rutland, Vt, signature in lower left corner.

    Anyone know who the photographer was?

    Connect with Anna Q's Attic at Facebook!

  • Are California air pollution laws putting truckers out of business ... Listen Now 17 min 0 sec David McNew/Getty Images Trucks are driven near the Ports of Long Beach and Los Angeles, the busiest port complex in the US, on September near Lon Beach, California. The federal judge tentatively denied the largest trucking association, the American Trucking Association, from blocking the new anti-pollution measures for the ports set to take effect on October 1. Trucking industry representatives are awaiting a judge s decision in their case, which asks the U.S.

    EPA to ease state air quality regulations. The California Air Resources Board (CARB) wants to cut the particulates flowing from the tailpipes of diesel trucks. Newer vehicles already do they re manufactured with diesel particulate filters.

    But what about the older trucks? Many have hundreds of thousands of miles on the dial but aren t ready to quit just yet. Joe Rajkovacz of the California Construction Trucking Association said that implementing the rule will cost the trucking industry over $10 billion, and the rule would mostly affect smaller businesses. "This rule will basically take the equity away from most small businesses in California.

    The equity in their businesses is primarily their vehicle, and they would typically use that vehicle to trade up to another vehicle," he explained. "You're forcing people to either destroy perfectly good equipment. Or, if they sell it out-of-state, where is the alleged savings of health effects? The trucks will operate someplace else." Rajkovacz added that the cost-benefit doesn't justify CARB's rule, and people can't afford to make financial commitments during California's recession. "No, they can't raise the money from their operations in order to satisfy the mortgage on their new trucks.

    A Class A truck to replace it would cost anywhere between $150,000 and $180,000. That's going with a brand new truck. If you're talking about a car carrier, those start at a quarter million," he said.

    Melissa Lin Perrella, senior attorney of the Southern California Air Project, said she questions the validity of $10 billion, but she acknowledges that the truck industry will need to spend money to comply. "What are the true costs of this regulation, and what are the costs if we don't move forward?" she asked. "For decades now, those that breathe dirty air have gotten the short end of the stick, and I just feel that it's completely unacceptable to tell the kid with asthma or the mother with lung cancer who lives close to a busy roadway that their lives aren't worth replacing old, dirty trucks." Should those trucks and bulldozers be required to come up to the new standard? The state board and environmental backers say, of course. But the truckers contend that the repairs are so costly, it will put many small owner-operators in debt, or out of business altogether.

    Weigh In: Should the EPA give them some leeway?

    Or given the heavy traffic to and from California s ports and agricultural regions, are we better off with the cleaner air rules?

    Guests: Joe Rajkovacz , Director of Governmental Affairs and Communication for California Construction Trucking Association Melissa Lin Perrella , Senior Attorney, Southern California Air Project, Los Angeles, with the Natural Resources Defense Council (NRDC) since 2004

  • Are cheaper trucks on the horizon? I was flipping through the latest issue of Car & Driver on the plane Monday on my way up to Chicago to test-drive and International 9900i tractor when I ran across an excellent article entitled Free-Trade Cars by Justin Berkowitz. The full article is HERE, if you re interested, and very much worth a look if you re one the multitudes of fleet professionals fretting about the never-ending price hikes affecting new truck purchases today. The gist of the article is this: President Obama s administration is currently in serious talks with the European Union (EU) about implementing a trade-free agreement that could have significantly drive down new truck costs.

    According to Berkowitz, the United States today charges a tariff of 25 percent for pickup trucks and commercial vans imported into the United States. Likewise, the EU charges a flat rate of 10 percent on imported automobiles (the U.S. tariff for imports is 2.5 percent of the vehicle price.) Eradicating that tariff, particularly for trucks, would be a huge boost to the U.S.

    truck market, opening the doors for whole new crops of compact trucks and vans, as well as larger vehicles such as the Volkswagen Amarok. I reached out to Berkowitz via Twitter and asked if the negotiations and any agreement would include heavy-duty trucks as well, and he seemed to think they would be. So, assuming the EU and the U.S.

    align their respective vehicle regulations, truck prices could drop considerably and new markets for American-made vehicles could suddenly open up in fell swoop. Even more intriguing, Berowitz notes, such an agreement could spur a rash of new plant construction and corresponding jobs here in the States. BMW, Mercedes-Benz and VW all say they would consider building more plants here in the U.S.

    if they were able to export those vehicles to sell in Europe without having to pay a 10 percent import duty.

    Negotiations start in earnest next week on these issues.

    And it s one the trucking industry in general ought to keep a close eye on.

  • Argument preview: The elusive limits of Congress's broad ... At first glance, the plight of New Hampshire resident Robert Pelkey may not seem to have much to do with Congress s efforts to deregulate the national airline and trucking industries. But when Mr. Pelkey sought compensation from a used car dealer that towed his car away from his home and refused to give it back, he wound up mired in one of the most indeterminate areas of federal preemption jurisprudence preemption under the Federal Aviation Administration Authorization Act (FAAAA) and its close cousin, the Airline Deregulation Act.

    When the Justices take up Dan s City Used Cars v. Pelkey on the morning of Wednesday, March 20, they ll be searching for the elusive line between what gets preempted under those statutes and what doesn t. They ll find few clear answers in the FAAAA s text, which (subject to a few exceptions) preempts state laws related to a price, route, or service of any motor carrier with respect to the transportation of property.

    The Court s previous cases have articulated no obvious limits to this preemption regime and the lower court cases are, frankly, a mess. In Pelkey s favor: an appearance by the federal government, also opposing preemption, and facts that a majority of Justices may deem a good vehicle to put the breaks on the preemption train. In Dan s City s favor: an open-ended statutory text that the Court s previous cases have read to broadly support preemption at every turn.

    Pelkey s plight There s no denying that the facts of Pelkey s case are sympathetic. While Pelkey was confined to bed with a serious medical condition, petitioner Dan s City Used Cars towed his car away because he failed to move it before a snowstorm, as the rules of his apartment complex required. Soon after, Pelkey was admitted to the hospital, had his foot amputated, and suffered a heart attack.

    While Pelkey was in the hospital, Dan s City sought permission from the state to sell his car at auction. This required Dan s City to certify that the car a fully operational 2004 Honda Civic with less than eight thousand miles on the odometer was worth less than five hundred dollars and wasn t fit for use. It wasn t until Pelkey left the hospital two months later that he discovered his car was missing.

    Pelkey s attorney asked Dan s City to give the car back, but the company went ahead with a scheduled auction, at which the car failed to sell. There s a dispute about what happened next: the lower courts found, and Pelkey claims, that Dan s City falsely informed him that the car had been sold at public auction; Dan s City denies that. But nobody disputes that the company (which runs a used-car lot) traded the car to a third party without compensating Pelkey. (These facts may remind some readers of the Steve Goodman song, Lincoln Park Pirates, written about a Chicago company known for its towing practices.

    You can watch Goodman perform the song here.) Pelkey has two claims, under the common law of negligence and the state s consumer protection law. He claims Dan s City made false statements about the car s condition, whether the car had been abandoned, and whether Dan s City made an attempt to find the car s owner. His consumer-protection claim piggybacks on a state statute governing the disposition of abandoned vehicles.

    Reversing a trial-court decision and explicitly parting ways with the Alabama Supreme Court, the New Hampshire Supreme Court held that Pelkey s state-law claims are not preempted because they don t relate to the transportation of property but are instead concerned with the collection of debts and the rights of property owners to recover their property. Alternatively, the court concluded that the state law at issue isn t sufficiently related to a towing company s service to be preempted because the service of a towing company is the moving of vehicles while the state law here relates to post-service debt collection. A frustrating phrase: Everything is related to everything else For much of the twentieth century, the American transportation industry was subject to extensive public-utility-like regulation by the federal government regulation deemed necessary to stabilize industry during the Depression.

    By the 1970s, however, these New Deal-style reforms seemed outdated; they locked in high prices, prevented market entry, and insulated carriers from competition especially in the airline industry. When Congress deregulated the airlines in the late 1970s and again when it deregulated trucking in 1990s, it wanted to make sure that the states couldn t thwart those federal efforts through re-regulation. So it enacted broad preemption provisions that trump state laws relating to the prices, routes, or services of motor carriers and airlines.

    Because Congress did little to spell out the scope of its intended preemption, figuring out the meaning of those words turns to some degree on figuring out what Congress had in mind when it deregulated the transportation industries. (An aside: Although you may find the history of transportation deregulation unimaginably dry, Justice Breyer doesn t. As a Senate lawyer in the 1970s, he worked closely with the late Senator Ted Kennedy to pass the Airline Deregulation Act, whose preemption provision is nearly identical to the FAAAA s. As a law professor, he wrote a book that delved into great detail about regulating competition in the airline and trucking industries.

    And he s the author of the Court s only previous opinion explicating the scope of FAAAA preemption. It s a pretty good bet that Justice Breyer will be an active questioner on Wednesday.) So what did Congress have in mind? The FAAAA s legislative history shows that it was mainly concerned with getting rid of classic economic regulation stuff like entry controls, tariff filing and price regulation, and regulation of the types of commodities carried.

    But many state laws can easily be characterized as classic economic regulation, and limiting principles are in short supply in this context. Lower courts have struggled with cases over everything from consumer, labor, and antidiscrimination protections to bribery laws, finding preemption in unexpected places. The big problem here is that the key term related to doesn t provide any guidance.

    In the ERISA preemption context, where the phrase also appears, no less a committed textualist than Justice Scalia has observed that applying the relate to provision according to its terms is a project doomed to failure because everything is related to everything else. Dan s City is not the only FAAAA case on the Court s docket this Term. In American Trucking Associations v.

    City of Los Angeles , which is scheduled for oral argument in April, the Court will confront the question whether the FAAAA contains an unexpressed market participant exception. In that case, the Solicitor General has filed a brief supporting preemption. Arguments and analysis Given the difficulty of figuring out what the phrase related to means, the parties in this case wisely seek to focus their disagreement over other words in the statute.

    So it s entirely possible that the decision here will turn less on general principles of preemption jurisprudence and more on the unusual nature of the non-consensual towing business in New Hampshire. As to the common-law negligence claim, Pelkey and the government argue that that Congress was focused on positive enactments, not common law. Here, the act s language may help them.

    It preempts only a law, regulation, or other provision having the force and effect of law and contains a separate savings clause for remedies existing under another law or common law. In Sprietsma v. Mercury Marine , the Court read somewhat similar preemption language to exclude common-law claims.

    On the other hand, as Dan s City s reply brief points out, Pelkey s reading risks rendering the phrase or other provision having the force and effect of law superfluous. Pelkey and the Solicitor General both argue that Dan s City wasn t acting as a motor carrier when it disposed of his car and that the conduct at issue didn t involve transportation, which is defined as services related to the movement of passengers or property. Dan s, on the other hand, contends that Pelkey s claims are related to its services in both a logical and practical sense because the company towed the car, stored it, and expected to be paid for doing so.

    It urges the Court not to draw an artificial distinction between its towing and storage services, on the one hand, and the process of disposing of abandoned vehicles following that service, on the other. These arguments present the hardest line-drawing problems in the case. Does transportation include storing something after shipping it but before delivery?

    When we re talking about non-consensual towing, what exactly is the service and for whom is it being performed? How do we know when a motor carrier is acting as a motor carrier and when it switches into some other capacity? Dan s City says that the only way it can be paid for non-consensual towing is by selling the abandoned cars that it tows, so that Pelkey s claims about the company s disposal of his car actually go to the heart of the service provided and the payment obtained for performing it.

    This highlights the oddity that, in the business of non-consensual towing, the person who pays for the services never actually contracted for the service. Strangely, this line of argument could bring Dan s City into the teeth of another provision of the statute, which specifically excludes a state s authority to enact laws relating to the price of vehicle transportation by a tow truck if the towing is conducted without the vehicle owner s prior consent. Pelkey isn t arguing that his claims fall within that savings clause, though, so this exception presents interpretive difficulties for both sides.

    What will the Court do in this case? While the FAAAA s preemption provision is broad, the Solicitor General s brief points out, it is not limitless. My prediction is that the majority of the Court will view this case as an opportunity to set down some clear limits.

    Deepak Gupta is the founding principal of Gupta Beck PLLC, a national appellate litigation boutique based in Washington, DC. He specializes in Supreme Court and appellate litigation on behalf of plaintiffs, with an emphasis on class actions, consumers and workers rights, and constitutional law. He is also an Adjunct Professor of Law at both Georgetown and American Universities.

    Deepak previously served as Senior Litigation Counsel and Senior Counsel for Enforcement Strategy at the Consumer Financial Protection Bureau during the agency s founding in 2011-2012 and, before that, was an attorney for seven years at Public Citizen Litigation Group. Posted in Dan s City Used Cars v. Pelkey , Featured, Merits Cases Recommended Citation: Deepak Gupta, Argument preview: The elusive limits of Congress s broad preemption regime for transportation deregulation , SCOTUSblog (Mar.

    18, 2013, 10:42 AM),

  • Astatalk - Euro Truck Simulator 2-FiGHTCLUB download release Download Euro Truck Simulator 2-FiGHTCLUB | 552 MB Excalibur Publishing is pleased to announce that we ll be partnering with developer SCS Software once again to publish Euro Truck Simulator 2. SCS are the leading experts in the trucking sim genre and have developed such hit titles as UK Truck Simulator , SCANIA Truck Driving Simulator The Game and of course the original Euro Truck Simulator . Euro Truck Simulator 2 offers an unrivalled trucking experience with a massive amount of content that will keep you playing for many months or even years!

    Prove your skills in manoeuvring these impressive vehicles and take on a selection of delivery contracts across an incredible amount of European cities! A phenomenal amount of work has gone into this title from the creation of a European map that has taken years to create, an in depth business management section and high quality graphics that are a feast for the eyes! Features: Take to the wheel in over 60 cities set across Europe including England, Belgium, Italy, the Netherlands, Germany, France and more!

    Thousands of miles of real and well-known road networks. Hundreds of world famous landmarks and structures that can be seen when touring Europe. Customise your rig in a variety of different ways ranging from performance to purely cosmetic.

    Get behind the wheel of fully licensed trucks from several real life truck manufacturers. Start your own trucking business and watch it develop, even as you perform your own deliveries. Earn experience to unlock new missions.

    Make use of the fully functional GPS system to help you reach your destination. Explore the map to discover new truck dealerships. Expand your own delivery fleet by purchasing more powerful trucks.

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  • At L.I.

    Overpass, New Rules Are Announced for Truckers - NYTimes ... Tractor-trailers and other commercial vehicles are prohibited from using parkways in New York, like the Jackie Robinson Parkway in Brooklyn and Queens and the Saw Mill River Parkway in Westchester County. But inadequate GPS units sometimes lead truck drivers astray and onto these roads, causing accidents when trucks cannot fit beneath bridges a problem that has persisted for years despite advances in technology. On Monday, Senator Charles E.

    Schumer and federal officials announced new federal standards for GPS technology in the trucking industry at a news conference at the Eagle Avenue overpass of Long Island s Southern State Parkway. The bridge has been struck at least 27 times by trucks that should not have been on the road, Mr. Schumer said.

    Eighty percent of all the trucks that get stuck under bridges are a result of using the wrong GPS, Mr. Schumer said in a phone interview. Last year, there were 58 reported bridge strikes in New York City, according to the city s Transportation Department.

    The federal Motor Carrier Safety Administration will now issue official recommendations for GPS systems approved for use in commercial trucks. The professional-level devices take a vehicle s height, weight and contents into account and direct drivers away from prohibited roads, while consumer devices do not have that capability, Mr. Schumer said.

    The professional devices are more expensive, he acknowledged, but they will save truckers and taxpayers money in the long run by preventing damage to vehicles and infrastructure and by preventing traffic jams. People renewing or applying for commercial driver s licenses will also be required to take GPS training, Mr. Schumer said.

    A 2011 report by the State Department of Transportation found that the most common city locations for over-height truck accidents included the F.D.R. Drive, which accounted for 87 percent of those incidents in Manhattan; the Belt Parkway, the site of 70 percent of Brooklyn s total; and the Hutchinson River Parkway, where 60 percent of such Bronx collisions occurred. The Westchester Avenue overpass of the Hutchinson River Parkway and the F.D.R.

    s junction with the Gracie Mansion Tunnel at 88th Street are particularly notorious stretches, the report said. The problem also extends to the Hudson Valley, where 855 over-height truck accidents occurred from 1993 to 2011, and Long Island, which had 341 such accidents over the same period. In the Northeast, we re particularly susceptible to this because many of the highways were built before trucks were a main mode of transportation, Mr.

    Schumer said.

    Many of them were built for recreational purposes, by Robert Moses and others.

  • At least one person has called it the Dutch Wal-Mart. by Jamie Lee Rake The sales generated at Bargains Galore Thrift Store, 810 W. Main St., Waupun, benefit Central Wisconsin Christian School, a K-12 educational facility tied to the Christian Reformed Church (CRC) denomination. Since that ecclesiastical body s roots spring from Netherlander immigrants to the U.S.

    though waggish, that nickname given to Bargains by a pastor from the denom from another Holland-centric church body in the same town couldn t be much more fitting. Its actual handle fits awfully well as well. During the peak of its three-day business week, Bargains could almost charge to park in its sometime-insufficient lot, the place is so packed.

    And if you don t recognize any of your fellow shoppers at such times, you must be from out of town. Yes, Waupun s that small If you can play a game of Dutch bingo wherein you can converse with a stranger or acquaintance and figure out that you share extended relation in a few miles radius, you might it s rather tight, too. And since it s both my home town and city of current residence, it could be surmised that I might possess an inkling of knowledge regarding the musical tastes of my fellow Waupunites (Waupunians?

    Waupones?). Growing up here, they seemed rather monochromatic and steeped in the conformity of certain stripes of hard rock and commercial radio country of a variety and quality I was likely too young and uneducated to comprehend when the sunrise-to-sunset AM station here would regularly host concerts by major acts in the genre. The enclave of Jesus hippies who gathered at 70s upstairs weekend hangout The Upper Room might have been listening to somewhat more subcultural, perhaps wholly counter-cultural, sounds probably leaning toward folk rock;a safe bet would be that many of them now comprised some of the grandparent demographic whose dials are set to positive and encouraging K-Love Many of the folkies who didn t insist the Almighty inhabit their acoustic revelry, I m guessing, may have moved to Madison to be closer to the proletariat My own state of being a voluntary, schizophrenic musical pariah among my peer group, wherein yours truly would spend weekends soaking up the resolutely mainstream American Top 40, hoping to stay up late enough to catch Soul Train at the nigh ungodly hour it would air after Saturday Night Live and other comedy&music TV amalgams, and the less Casey Kasem-friendly acts I would read about in Trouser Press and Creem on the collegiate and community-sponsored politically lefty FM s to which friendly hipster language arts teachers and Fond du Lac record shop employees would hep me, can be plumbed to greater depths at another time.

    Suffice it to say it s heartening to see the same city in which I felt aesthetically stifled in recent years see such developments as a monthly bluegrass picking session, Cajun/zydeco music festival and high schoolers blasting Public Enemy on their car stereos. But if there s a hidden musical past among my municipality s fellow citizens, Bargains seems like the ethnomusicological dig wherein to find clues of it. That s part of the basis of this entire column: to unearth the discarded predilections of people who have no use for their old music collections (or moved them to a hard or thumb drive) and want to benefit a favorite non-profit with them instead of going through the various hassles of selling them online or to an antique dealer or used record shop, reaping the benefits of those benefactors largesse, fattening up my own collection and the bank accounts of the non-profits so bequeathed with redundant LP s, CD s et al.

    And if I weren t visiting a friend in Neenah around the time of my first installment of ABIFC, the burg where the sensibilities of this under appreciated prophet are coming to at last feel at home might have inaugurated this ongoing experiment. The first time my eyes spied The World: Original Cast starring Howdy Doody , it was in the used comedy section of one of a shop where I ve snarfed up much much used comedy. This peculiar platter featuring excerpts of the late 40s-early 60s kiddie TV show named for the henna-headed marionette named in the above title is comedic, I reckon, in the same way many Lenny Bruce and Richard Pryor bits are;but, lauded as those guys are by other stand-up s, my sensibilities, morality and Christianity are such as to classify them as fine raconteurs and soliloquizing character actors making satirical socio-political points with I m likelier to disagree as sympathize.

    but at their best those guys and others of a similar mindset at whom I can more easily laugh (maybe Bill Hicks, probably Dennis Leary) wield a deftness of observation that brings their points home. This World spins at a more leaden orbit. Interstitially juxtaposing songs and skits of Howdy, Buffalo Bob Smith, Princess Summer-Fall-Winter-Spring and their merry cohort are archival recordings from figures of contemporaneous and earlier 20th century history including General Douglas MacArthur, Presidents Dwight D.

    Eisenhower and Richard Nixon, Queen Elizabeth, movie magnate Louis B. Mayer and less easily-remembered personages. A careful gander at the front cover painting of Doody popping out from a telly reveals caricatures of Fidel Castro, Albert Einstein and other quotees in his facial features and bandana.

    And the Los Angeles Dodgers logo for one of his eyebrows?! Uh, yeah Since this curiosity is dedicated to The Peanut Gallery, Smith s and Doody s name for their in-studio audience of tykes, one could assume this to be a sincere, if misbegotten, endeavor. But to what end?

    The swings between prepubescent giddiness and very adult realities from the brink of annihilation ends up being a wash. since it s billed as a cast album, if it captures some kind of stage production, the date of its stage debut looks to be as lost to history as is the time of this long-player s release. At least whoever posted it on the usually reliable record collectors exchange has no idea.

    Going three pages into my favorite search engine ended as fruitlessly in gleaning more info, too. Considering the result, maybe that s as well? Considerably easier to examine is 1975 s self-explanatory, if grammatically irksome The Best of the Truck Driver s Songs (Starday/Gusto).

    As citizens band radio (CB) skyrockets in popularity due to the federal imposition of a national 55 mile per hour speed limit, the semi drivers who had been relying on it become the object of pop culture adulation;since their lives been a staple of country decades before the fad, a scrappy indie label with copious back catalog in vogue-ish subject gather a slew of those songs and recitations, slaps a picture of a big-haired and pretty (and married;check her hand) gal leaning on a Tonka truck on the front over, oddly prints the words to another number on the back cover without including it on the vinyl, and instant, authentic truckersplotation ensues. Late Spencer, WI native Dave Dudley provides Best s biggest pop crossover with Six Days on the Road. Vying for a career preoccupation with big rigs and their operators was Red Sovine, who fills three of the second side s, though he can t quite match the swagger of Dudley s original Truck Drivin Son of a Gun.

    Sovine was more on point when he spoke sentimentality and death instead of singing about being a baller on the highway, as on the the other tracks here, Phantom 309 and Giddy Up Go, the latter acting as a premonition of or prequel to his 76 commercial acme of CB, death and youth, Teddy Bear. Giddy, however, inspired an equally tear-jerking reply in (usually) comedienne Minne Pearl s Giddy Up Answer. At least as surprising as finding the lady with the loud Howdyyy!

    and tag on her hat are most of the bluegrassers here. The Willis Brothers Give Me 40 Acres, a Top 10 country single in 1965, comes closest to novelty territory with its tale of a trucker who d desert his trade if the cop who stops him for speeding can give him some farm land. equally grassy Hylo Brown, Lonnie IKrving, Moore & Napier and Coleman Wilson speak to other concerns of the Mack/Oshkosh./Peterbilt set, including cop car radar and wasting money on pinball machines at trick stops.

    The audio of Sovine s Trucker Driver s Payer would have better taken the space his Dudley remake did, but its textual inclusion adds a semblance of solemnity to this bandwagon jump. A double-CD including everything here and other big trucker-philic names of the same vintage or earlier (Red Simpson, Hank Snow) and those who followed (C.W. McCall, Cledus Maggard, Rod Hart, Jerry Reed s Smokey & The Bandit theme and Glen Campbell s probable kibosh on the trend, I Love My Truck ) if only to school current country fans that truck is not synonymous with a drunkenly dirt road-bound portable fornication and partying station.

    Far removed as any record would be from the above trucking collection in Bargains s context is Gershon Kingsley s First Moog Quartet (Audio Fidelity). Career arcs among the acts whose work can be found in the BG record racks probably don t come much more compelling, either. Musically directing Broadway musicals, collaborating with notorious experimental classical composer John Cage, and composing everything from operas to advertising jingles to pieces reflecting his Judaism fit into the nonagenerian s curriculum vitae, but it s his pioneering work with synthesizers that s most likely to take up the lion s share of his obituary.

    His Popcorn became arguably the first pop hit example of electro-pop when English studio band Hot Butter remade it in 72. Lastly, in what looks to be an ongoing feature of this column, I spring for a classical record. It seems no matter how old they are, people kept most of theirs in great shape, and a good many of seemingly even the most popular titles have never made the upgrade to CD, much less MP3, reissue.

    This month s honoree is late Russian pianist Emil Gilels s 1958 reading of J ohannes Brahms s Concerto No.

    2 with the Chicago Symphony Orchestra conducted by the also departed Hungarian wand twirler Fritz Reiner (RCA Victor Red Seal). Hey, both of us are in this experiment of my buying art music and listening to attentively it for what may be the first time. That is, if you haven t stopped reading yet.

    Anyway, the Brahms/Gilels/Reiner/C.S.O. combination caught my eye based on the recollection a good Facebook friend in Milwaukee, former intermittent hostess of a talk radio show there, of September 11, 20-1 East Coast terror attacks footage set to Brahms music. It might have been his second symphony, not concerto, that she heard, but this was still a worthwhile buy.

    Gilels first U.S,. recording was of Tchaikovsky piece, and he had likewise assayed works by Rachmaninoff and other technically challenging composers from his homeland. He comes through like a champ in taking his 88 s to ol Jo s Germamic emotional effusiveness and melodic breadth as well, though.

    Anyone wanting to gift me any of the CD box sets of Gilels work, the paper s address should be close to the front page for your information and convenience.

    Next month:where it all began for me!

  • ATA, OOIDA fight hours of service in court - The ongoing fight between the American Trucking Associations and the Federal Carrier Motor Safety Administration over the upcoming changes to hours of service rules continued Friday, March 15, in a Washington, D.C., court of appeals, where both sides presented oral arguments to a three-judge panel. FMCSA made the rule final in December 2011, and the changes will go into effect July 1. ATA says FMCSA doesn t understand the science that went into the rulemaking, specifically the 30-minute mandatory break.

    It s arguing, too, that the rule would restrict drivers from being able to manage their schedules effectively. The Owner-Operator Independent Driver Association has intervened into the case on the side of ATA. Public Citizen has also sued FMCSA and its presenting arguments in the case.

    It, however, has sued the agency because it says the hours rules are not restrictive enough.

    The court has not said when it will release a ruling.

  • ATDynamics entering European trucking market | DAC Disputes ATDynamics, a supplier of semi-trailer rear-drag aerodynamics technology, announced that it will provide its TrailerTail aerodynamics technology to the European trucking market. ATDynamics said it is working with European regulators, trailer manufacturers and trucking fleets to ensure the compliance of maximum efficiency TrailerTail technology with EU highway regulations. Advertisement ATDynamics is entering the European market with two TrailerTail technologies: a 50-centimeter (20-inch) device called TrailerTail Eco50 designed to be compliant with European regulation Directive 97/27/EC, which is expected to be passed in November; and the longer 122-centimeter (4-foot) device used in the United States, marketed as the Eco120 in Europe.

    ATDynamics is working with European regulators to allow a minimum 122-centimeter length exemption for rear-mounted aerodynamic devices. The company estimates that the European continent would increase its fuel bill by more than $3 billion annually by only permitting the 50-centimeter device. Pilot units currently are available to European trucking fleets.

    Building a sustainable global transportation system will require rapid innovation and significant international collaboration, said Andrew Smith, chief executive officer of ATDynamics Inc. TrailerTail is a proven technology which can be implemented immediately by the international community, and we look forward to continued work with trucking fleets, trailer manufacturers, regulators, environmental groups and safety advocates to re-nvent the shape of the modern semi-trailer. According to ATDynamics, TrailerTails adopted on the two million long-haul semi-trailers operating across Europe would reduce transport carbon emissions by nine million metric tons annually and would save European trucking fleets an estimated $6.5 billion in diesel fuel per year.

    TrailerTails also are designed to add safety benefits by improving vehicle stability in high winds, reducing spray in wet weather and creating a collapsible crumple-zone at the rear of trailers to reduce fatal rear-impact collisions. According to ATDynamics, the 4-foot TrailerTails have demonstrated 5 to 7 percent fuel savings at highway speeds in multiple SAE Type 2 J1321 tests conducted by independent third-party testing organizations in the United States; the fuel economy of ATDynamics TrailerTail Eco120 also was tested in Europe earlier this year through a partnership with TNT Express and a Dutch trailer aerodynamics company, Ephicas, in which 6 percent fuel savings were reported over a five-month testing period. Need DAC Report?

  • ATDynamics Launches TrailerTail Rear-Drag Aerodynamics ... HANNOVER, GERMANY (Marketwire Sep 17, 2012) Internationale Automobil-Ausstellung ATDynamics, the leading global supplier of semi-trailer rear-drag aerodynamics technology, announced today that it will provide its market-proven TrailerTail aerodynamics technology to the European trucking market. Ten thousand TrailerTails have operated 500 million kilometers on U.S. highways, saving the U.S.

    trucking industry seven million liters of diesel to date that would otherwise be wasted overcoming the aerodynamic drag experienced by box-shaped semi-trailers. ATDynamics is working with European regulators, trailer manufacturers and trucking fleets to ensure the compliance of maximum efficiency TrailerTail technology with EU highway regulations. ATDynamics will demonstrate TrailerTail technology in booth # 25 A08 from September 18-27, 2012 at the Internationale Automobil-Ausstellung (IAA).

    The company is also hosting a press conference as follows: ATDynamics: TrailerTail to Save Fuel for European Trucking Fleets Date: Tuesday, 18 September 2012 Time: 9:30 a.m. Place: Convention Center Messe Hannover, Room 107 ATDynamics is entering the European market with two TrailerTail technologies: a 50-centimeter device called TrailerTail Eco 50 that will be compliant with European regulation Directive 97/27/EC, which is expected to be passed in November 2012 and the longer, safer and more efficient 122-centimeter device used in the United States, marketed as the Eco 120 in Europe. ATDynamics is strongly encouraging European regulators to allow a minimum 122-centimeter length exemption for rear-mounted aerodynamic devices.

    ATDynamics estimates that the European continent would increase its fuel bill by EUR 2,6 billion annually by only permitting the 50-centimeter device. Pilot units are currently available to European trucking fleets. Building a sustainable global transportation system will require rapid innovation and significant international collaboration, said Andrew Smith, CEO of ATDynamics, Inc.

    TrailerTail is a proven technology which can be implemented immediately by the international community and we look forward to continued work with trucking fleets, trailer manufacturers, regulators, environmental groups and safety advocates to re-invent the shape of the modern semi-trailer. TrailerTails adopted on the two million long-haul semi-trailers operating across Europe would reduce transport carbon emissions by nine million metric tons annually and would save hauliers an estimated EUR 5 billion in diesel fuel per year. TrailerTails add additional safety benefits by improving vehicle stability in high winds, reducing spray in wet weather and creating a collapsible crumple-zone at the rear of trailers to reduce fatal rear-impact collisions.

    The 122-centimeter TrailerTails have demonstrated five to seven percent fuel savings at highway speeds in multiple SAE Type 2 J1321 (Fuel Consumption Test Procedure) tests conducted by independent third party testing organizations in the United States. The fuel economy of ATDynamics TrailerTail Eco 120 was also tested in Europe earlier in 2012 through a partnership with TNT Express and leading Dutch trailer aerodynamics company, Ephicas, in which six percent fuel savings were reported over a five-month testing period. Using a patented, origami folding design, TrailerTails collapse automatically out of the way when a driver opens the rear doors of a semi-trailer to access cargo.

    The devices are made of flexible, lightweight thermoplastic composite materials, can be installed by two people in less than one hour and are available for new trailers or retrofits. Drivers can collapse TrailerTails against the rear doors of a semi-trailer to eliminate additional vehicle length in high traffic areas. About ATDynamics, Inc.

    ATDynamics is the leading global supplier of semi-trailer rear-drag aerodynamics technology. Its flagship rear-drag reduction technology, TrailerTail, was first released in 2008 and is part of a suite of products engineered to reduce the fuel consumption of the freight transportation industry. Based in Hayward, California, ATDynamics is the recipient of numerous innovation awards and is a founding member of the North American Council for Freight Efficiency.

    ATDynamics is an affiliate of the U.S. Environmental Protection Agency (EPA) SmartWay Transport Partnership and is a key partner in the U.S. Department of Energy funded SuperTruck initiative.

    For more information visit: ** Note to Editors: High-resolution photos are available at

  • ATDynamics looks to expand national, global footprints ... ATDynamics CEO Andrew Smith said at a press conference prior to the Technology and Maintenance Council s 2013 annual meeting that he projects 50,000 trailers with TrailerTail aerodynamic devices will be operating in the United States in 2014. The company currently has more than 12,000 units (employed by 150 fleets) operating in the United States today. Smith said TrailerTail technology has the potential to save $50 billion in fuel costs worldwide over the next decade.

    Smith also announced that a recent European Union regulation (No1230/2012) has paved the way for trailer tail adoption on new trailers in 27 European countries.

    In response to the regulation, ATDynamics has developed the Eco50, a 50-cm version of its larger North American TrailerTail, said to improve fuel efficiency by 2 to 3 percent.

    With the recent EU regulation changes, we can now deliver a compliant, easy-to-install and operate TrailerTail to all long-haul European trucking fleets who are eager to purchase trailers 2 percent more efficient than they were last year, said Devin Koch, ATDynamics vice president of international markets.

  • ATDynamics Rear-Drag Reduction/Efficiency Product Approved in ... ATDynamics, the leading global supplier of semi-trailer rear-drag aerodynamics technology has announced that a version of the company s patented TrailerTail(R) rear-drag reduction technology has been approved for all new semi-trailers produced in the European Union (EU). ATDynamics also announced the recent appointment of Devin Koch to the new position of Vice President of International Markets. Worldwide transportation regulators have paid close attention to the rapid adoption of TrailerTail equipment on high efficiency trucking fleets in the United States.

    The fuel savings, durability and safety benefits demonstrated by over 12,000 trailers with ATDynamics TrailerTail equipment circulating on U.S. highways provided a case study for international transportation regulatory bodies and trucking associations. A length exemption for non-cargo carrying aerodynamic devices allows freight companies to quickly reduce exposure to volatile fuel prices and diesel fuel emissions.

    ATDynamics has been working closely with European regulators, trailer manufacturers and trucking fleets to ensure the compliance of maximum efficiency TrailerTail technology with EU highway regulations. As of January 2013, limited length TrailerTail equipment received regulatory approval stemming from the European Commission Directive 97/27/EC. TrailerTail technology has the potential to save the global trucking industry $50 billion in fuel costs over the next decade, said Andrew Smith, CEO and Founder of ATDynamics.

    We are thrilled that this regulatory shift in Europe will allow us to immediately offer a 50-centimeter version of our flagship ATDynamics TrailerTail to this nascent market. The TrailerTail Eco 50 is a 50-centimeter TrailerTail that was specifically designed to support the regulatory shifts in the EU. The TrailerTail Eco 50 collapses easily against the rear of a semi-trailer when needed and acts as a trailer door buffer in its collapsed state.

    The TrailerTail Eco 50 has the ability to save over 2% fuel savings at highway speed. A TrailerTail Eco 50 is compatible with all major European trailer brands. With the recent regulatory changes, we can deliver a compliant, easy-to-install and operate, TrailerTail to all long haul European trucking fleets who are eager to purchase trailers 2% more efficient than what they were allowed to purchase last year, said Devin Koch, ATDynamics Vice President of International Markets.

    ATDynamics projects that 50,000 trailers with TrailerTails will be operating on U.S. highways by 2014. Over 120 trucking fleets in the United States began to test or implement full fleet adoptions of TrailerTails in the last 18 months.

    About ATDynamics, Inc. ATDynamics is the leading global supplier of semi-trailer rear-drag aerodynamics technology. Its flagship rear-drag reduction technology, TrailerTail, was first released in 2008 and is part of a suite of products engineered to reduce the fuel consumption of the freight transportation industry.

    Based in Hayward, California, ATDynamics is the recipient of numerous innovation awards and is a founding member of the North American Council for Freight Efficiency. ATDynamics is an affiliate of the U.S. EPA SmartWay Transport Partnership, member of the American Trucking Association s Technology Maintenance Council and is a key partner in the DOE funded Super Truck initiative.

    For more information visit: ATDynamics .

  • Atlantic Truck Show (07-08 June 2013),Moncton,Canada Bucharest Auto Show and Accessories 10-20 October 2013 Romaero Baneasa, Bucharest, Romania Seattle Auto Show 16-20 October 2013 CenturyLink Field & South Lake Union, Seattle, United States Of America Autocomplex 23-25 October 2013 Expocentre Fairgrounds, Moscow, Russia Saint-Petersburg International Auto Transport Forum Expo Conference 24-27 October 2013 Lenexpo Exhibition Centre, St.

    Petersburg, Russia Doors and Closures in Car Body Engineering Conference 13-14 November 2013 Dolce Bad Nauheim Hotel, Bad Nauheim, Germany International Conference on Automation and Intelligent Manufacturing Cape Town Conference 20-21 November 2013 Cape Town Lodge Hotel and Conference Centre, Cape Town, South Africa

  • Audit shows problems with cross-border trucking programAudit shows problems with cross-border trucking program Audit shows problems with cross-border trucking program 09/06/2012 12:23:10 PM Coral Beach The future of the cross-border pilot program for Mexico-based trucking companies is unsure at best, according to a federal audit, and that could be bad news for U.S. produce exporters. If the program fails, Mexico could reinstitute retaliatory tariffs on U.S.

    produce. The 20% tariffs hit everything from potatoes to pears, costing U.S. growers and shippers millions.

    Mark Powers, vice president of international trade and transportation for the Northwest Horticultural Council, Yakima, Wash., said U.S. growers want the cross-border program to succeed. We also hope if Mexican (trucking) firms show they are not really interested that their government will take that into consideration when looking at potential tariffs, Powers said.

    The North American Free Trade Act, effective in 1994, requires the U.S. to allow cross-border trucking, but legal challenges by U.S. trucking oranizations kept the Mexican trucks out for more than a decade.

    The pilot program gained approval from President Obama and his Mexican counterpart Felipe Calderon in July 2011. The first Mexican truck came into the U.S. in October 2011.

    Also in October 2011, the Department of Transportation s Office of Inspector General began an audit of the program, as required by Congress. The audit period ran through May 2012, but wasn t published until Aug.

    16. Participation is so low that statistically valid data required by Congress cannot be collected, according to the audit.

    For example, the Federal Motor Carrier Safety Administration had estimated that 46 companies would need to participate in the three-year program to reach the target of 4,100 inspections. When auditors checked, four companies were participating with a total of four trucks and five drivers. FMCSA had done 89 inspections.

    The audit also found problems with the FMCSA s pre-assessments, especially in the area of testing drivers for English proficiency, which is required. The auditors observed three tests and in two of them the drivers were allowed to answer in Spanish. The OIG recommended that drivers be required to answer in English and that FMCSA test them on 22 traffic signs, rather than a random sampling of four.

    The agency agreed to make those changes.

    Other trucking companies have applied to participate in the program and the OIG audit report said if enough gain approval there may be a chance that enough data will be generated to accurately assess the program.

    The OIG is required to follow up with another audit after the three-year pilot program ends.

  • Author David Nissenberg publishes EZ Guides to trucking law ... Aren't these laws going to be changing here again soon with the FMCSA hours of service along with other things? LAS VEGAS David Nissenberg, author of the book, Law of Commercial Trucking, has published three EZ Guides to trucking laws and regulations in the United States. The guides are published in both English and Spanish on colorful, laminated sheets of paper suitable for carrying in the visor or side pocket in the cab I'm still trying to figure out why someone who cannot read or speak English can get a CDL!! - America's Trucking Newspaper

  • B

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  • Ban on taller haulage vehicles will damage trade, says FTA A group of trade associations in the UK and Ireland have written to the European Parliament s Transport Committee to ask it not to damage trade between the two countries by imposing height restrictions on good vehicles. Currently Ireland has a national height limit of 4.65 metres while the UK imposes no height restrictions. However in recent months there have been calls from within the European Parliament that all member states to comply with a height restriction of four metres, as many EU countries already do.

    Both the UK and Ireland however, apply a derogation as permitted under EU law to avoid imposing strict height restrictions on vehicles and as a result, a valuable industry of trade has developed with using taller vehicles, often know as high cube trailers . It is estimated that up to 90 per cent of the Irish fleet would be affected by such a height restriction, with serious cost increases. A suggested amendment in a report by Austrian MEP J rg Leichtfried would prohibit all cross-border movements of vehicles exceeding four metres in height.

    The letter, signed by the Freight Transport Association (FTA), FTA Ireland, Road Haulage Association, British Irish Chamber of Commerce, Irish Exporters Association, Irish Road Haulage Association and the Irish Business and Employers Confederation details estimates that the height restrictions would result in 3,000 extra trailer movements, adding 740,000 additional road miles and generating an extra one million kilogrammes of carbon dioxide per year for the two countries.

    Theo de Pencier, FTA's Chief Executive, commented: "We are extremely concerned about the adverse effect this would have on trade and the environment.

    According to the FTA, the letter has already received strong support from key members of the Transport Committee and from the European Commission.

  • Barrington Freight Blog: Bankruptcy surge among French hauliersSome 558 French haulage firms declared themselves bankrupt in the third quarter of this year, a recent workshop on the economic well-being of the sector revealed. More than two-thirds of the firms were liquidated directly by commercial courts, rather than placed under judicial administration in the hope of being rescued - the majority of them being single truck owner-operators. Over the year, to end-September, the number of French companies going bust in the sector totals 2,357.

    The surge in bankruptcies is largely attributed to the combined effect of severe downward pressure on road haulage rates, itself the result of shrinking volumes of freight, over-capacity and the growing impact of cabotage on the French market. Nor is it only small operators who are feeling the pinch. This summer, in an unprecedented show of unity, 14 trade bodies representing French road haulage firms of all sizes, launched an appeal to France s new Socialist government to address rising business costs or see the sector decline further.

    The appeal has fallen largely on deaf ears. In recent months, the government ended the exemption of employer contributions on overtime work (in firms employing 20 or more staff), a move which the country s biggest road haulage federation, the FNTR, estimates will cost its members 21 million. Fiscal legislation which allows employees to work overtime without paying income tax, has also been abolished.

    This works out at a reduction in truck drivers wages of around 4% - which has added tension to already difficult negotiations between haulage firms and employee unions on a new wage deal.

    Last week, employers saw their 'take it or leave it' pay increase offer for 2013, averaging 2.2%, rejected by Unions who are demanding a 5.4% rise after the salary freeze this year.

  • Barrington Freight Blog: French relocating to Belgium to avoid taxFrench Prime Minister Jean-Marc Ayrault has described the decision of film star Gerard Depardieu to move to Belgium to avoid higher taxes as "shabby". He suggested that Depardieu's move to the small town of Nechin, just over the border from the French city of Lille, was unpatriotic at a time of cutbacks. Nechin's mayor revealed this week that Depardieu, 63, had taken up home there.

    Some of France's wealthiest citizens are feeling victimised by the Socialist government, a BBC correspondent says. There is a general disgruntlement in business circles over the tax rates, the BBC's Hugh Schofield reports. Luxury goods magnate Bernard Arnault made headlines three months ago when he announced plans to relocate to Belgium, denying it was for tax reasons.

    Belgian residents do not pay wealth tax, which in France applies to individuals with assets above 1.3m euros ( 1m; $1.7m), starting at a rate of 0.25%. Nor do they pay capital gains tax on share sales. Next year, the top rate of income tax in France is due to become 75% on earnings above 1m euros.

    It is currently 50% in Belgium. ==================== Call or email for a freight quote today.

    Call us now on 01268 525444 or click here to email us Labels: freight to france, trucking to france

  • Barrington Freight Blog: Full loads to GermanyToday we have quoted for a full load from of packaging from Peterborough to Frankfurt in Germany. We distribute thousands of full truck loads a month between the UK and Germany. Our German full load experts are well experienced in finding the best solution for availability of trucks and competitive pricing.

    We utilise our network of accredited hauliers to find the nearest truck to avoid empty running and the impact on the environment. We can help you with full loads for - * Mega trailers to Germany * Euroliner trailers UK to Germany * Box trailers for secure transport * Express vans for urgent dedicated loads. Whether you need a euroliner to Dresden or a dedicated Sprinter van to Munich, we can help.

    Call Simon Poole or Matt Everard TODAY with your requirements.

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  • Barrington Freight Blog: Haulage from Germany to the UKToday we are arranging the collection of 3 pallets from Frankfurt to Berkshire. Germany is the UK's biggest trading partner and is our most frequent freighting destination. We can collect all over the UK for onward haulage to all parts of Germany.

    So whether it be Manchester to Munich, Fulham to Frankfurt, Cardiff to Cologne or Bradford to Berlin we have the whole thing covered!

    Call us today for - Economy deliveries to Germany Groupage from East Germany to the UK Import from Germany to UK Full load haulage to Germany Express vans from Germany to Wales Next day delivery to Scotland to Germany Pallet service to Germany Machinery transport from Germany Mega trailers to Germany Urgent shipments from Germany to the UK Tel - 01268 525444 Labels: full load haulage to germany, import from germany, mega trailers to germany, pallet service to germany

  • Barrington Freight Blog: Haulage from Spain to the UKThis week we have been asked to quote to ship an urgent pallet from Barcelona to Wickford Essex. We are often asked to provide freight costs from Spain to the UK. We work with many UK importers bringing tiles, olive oil, clothing, machinery and other manufactured goods from all parts of Spain to the UK.

    We have full coverage of Spain and Gibraltar for imports and exports. We can help you with Spanish haulage for part loads, pallets, full loads and urgent express shipments. Our Spanish depot locations include - Barcelona, Alicante, Madrid, Irun, Valencia, Bilbao, Malaga and Murcia.

    We have trucks leaving Spain daily so fast deliveries are not a problem!

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    in France - MotorhomeFun 30-04-2013, 13:22 # 5 ( permalink ) Funster Funster No : 19259 Join Date: Dec 2011 Location: Stokesley, North Yorks About Me: Happily married, ex army (Royal Engineers), worked mainly in heavy haulage.

    Interests: Football, m/bikes, traction engines MH Type: Lo-line C Class MH Model: Autotrail Comanche Years Motorhoming: In our 2nd year.

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  • Belize Oil Production in Decline by 50% - The San Pedro Sun News Submitted by Glenn Tillett Spanish Lookout, Tuesday, October 24 th , 2012 - If it wasn t for the robust flame from the flaring of gas from the extraction and separation operations at Belize s first producing oil field a visitor could be excused for thinking at first glance that they were on a college campus. The peaceful almost bucolic rural scene is only occasionally interrupted by heavy equipment, mostly trucks, and workers in overalls. Most of the time it is the clerical and white collar workers dressed more like college students or in exercise clothes who appear in sight.

    I had thought that with persistent reports of a sharp decline in oil production there would be visible signs of concern if not alarm, here at Belize Natural Energy s operations headquarters and oil field but there was no such evidence during my visit today. Instead most of the staff who answered freely when questioned said that they did not feel alarm because in their view there was no reason for concern. In an interview Belize Natural Energy s marketing manager Daniel Gutierez confirmed that production had fallen from 5,000 barrels per day in 2008, by nearly half to just 2,600 barrels per day.

    Gutierez said that despite having 13 wells operating at Spanish Lookout, and four more at Never Delay, production has been in gradual decline and the company s executives and technicians did not know when the decline would stop. They were confident, however, that at some point it would stop. When the field was discovered in 2005, initial estimates were that it had 18 million barrels of oil.

    Two years later that was revised upward to a 40 million barrel reserve. Belize Natural Energy (BNE) may have extracted approximately five million barrels from the field over the last six years. Using the industry standard of a 30% recovery factor the experts and the company believe that it will be in operation at Spanish Lookout and Never Delay for several more years.

    Most economists credit revenue from Belize s nascent oil production industry as the primary factor in helping the nation weather the bad economic conditions of the last several years. The bounty from the discovery impacts in many areas of the economy and not only on the Government s balance sheet. Services and products providers of all description are numbered among the industry suppliers and they as well as a work force of nearly 400 persons also benefit directly from the discovery and subsequent production of oil in Belize.

    And despite the decline in production, higher world market prices for crude oil have not meant a proportionate decline in revenues. Sustainability is a function of where the market is relative to volume and price, Gutierez notes. Still the decline does mean less revenue for the Government and people of Belize.

    There has been no significant retrenchment of the BNE workforce. Gutierez admits that there is some retrenchment by attrition but is firm that there are no plans to scale back. He estimates that the workforce is perhaps 6-7% smaller.

    Where the company is hurting, he opines, is in the area of exploration. BNE spent more than $100 million on exploration activities since the discovery of the Spanish Lookout field in 2005, but today it is not one of the 17 oil companies exploring for oil literally all over the length and breath of the nation. When its exploration licenses expired on January 1 st , 2012, it was forced to cease all exploration activities because the Government had chosen not to renew them, and had in fact awarded the blocks they had been exploring to Perenco Limited, a Guatemalan company.

    The decision impacted nearly 300 workers who had been employed, albeit on a contractual basis, in its search for more oil. Today the only company to have found oil in commercial quantities in Belize has been forced to the sidelines and it does not know why. Despite the adverse decision it continues to provide a means of livelihood for almost 400 persons, 96% of whom are Belizeans, and it is confident that it will be able to continue to do so for several more years, perhaps as long as until 2031.

    It is optimistic that it will be able to continue to provide economic viability for the 28 trucking companies that transport the oil 117 miles from Spanish Lookout to the port at Big Creek, now only once per week, where every 21 days a tanker is loaded for transportation to a refinery in Nederland, Texas, USA. Not all the oil extracted and separated by BNE is exported. Mennonite farmers and industrialists, the citrus processors, poultry farmers, shrimp farms, poultry producers, alcohol distillers and road construction contractors all combined purchase as much as 5% of BNE s production.

    The company also sells the liquid petroleum gas, mostly butane mixed with some propane that it separates from the crude oil extraction operation. It currently supplies 20% of the market, down from 30% just a year or so ago, at a price that is on average $30 less per 100lbs, than the Central American importers who dominate the market. At what we now know was its heyday, for a brief period in 2008 following the washing away of the Kendall Bridge by Tropical Storm Arthur, BNE was producing so much oil that it has to export to neighboring Guatemala.

    Back then there was talk of producing electrical energy from oil as well as possibly implementing refining operations. Indeed Blue Sky, a Belizean company did produce and sell some distillate products from crude. Back then there was much optimism that even more oil would be discovered, perhaps enough to at least make Belize a net user of fossil fuel products.

    Today that dream is still alive but perhaps more illusory. Certainly BNE will remain hopeful that they will get their chance to continue looking for oil. Certainly they will continue to apply for exploration blocks as some of the contracts expire.

    Belizeans too must hope that the decline will be arrested soon and that it does not fall to a point where extraction and production operations cannot be sustained.

    Follow The San Pedro Sun News on Twitter, become a fan on Facebook.

    Stay updated via RSS

  • Best of the weeks pics: Monday 28th July We ve collected together some of the best images shared on the Mercedes-Benz Trucks Twitter account this week for you read on below to see if your picture features! Our title image this week comes via @BrianWeatherle who shared this image of an Arocs (at an off-road track in Germany) saying, They build them tough in Worth . Our next picture came in from @McCannTrans, showing off a new interior shot of the latest truck to join their fleet.

    Let us know when it s out on the roads guys! Our next pic came via many of the Trucking new sites last week along with a message that AV Dawsonis was now running four New Actros 2545s with 330 kW (449 hp) engines. Enjoy the new trucks guys!

    Next up is one of our favorite pics from last week as the brave guys from @DerbyshireFRS used their mighty Unimog to rescue a (fairly nonplussed) cow. Brilliant effort guys! This beautiful #trickpic came in from @MB_Truck_Van_NI, featuring Pat Campbells first Gigaspace Actros with every extra (excellent work there Roy Owens)!

    Finally, Popular Mechanics was amazed and amused in equal measure early last week by this movie-inspired Unimog can you guess what character it was designed to look like?

    Thanks to everyone who tweeted their Trucking pics over this week, and apologies to all the brilliant pics we couldn t feature there was just too many good choices to include them all!

    We look forwards to seeing what pictures you might capture next week #Truckpics!

  • Beta stage | European Trucking Currently we are not sure if there s gonna be a BETA stage nearby, but, if we get enough activity on the forums and we are sure that there are people that are waiting to see this server online, test it and have fun inside, than there s going to be a faster procedure. Not much progress has been done until the last blog announcement, but we are still working on the House, Business and Vehicles system. The good thing is that, when those three will be done, not much will be left for the server to be done!

    Stay tuned on the images board in forums, images are coming soon!

  • Big Stupid Tommy: Jamming French Fries Into Your Mind...a decade ... Hello, and good evening! Welcome to the beginning of a second decade of this Blogamathing!

    10 years. Don't it fly, and such?

    Ye Olde Facebooke Status Update: I have been keeping a little blogamathing for 10 Years, as of today. I am grateful for the outlet to write my particular brand of drivel without outside influence and editorship. More than that, I am grateful for the friendships it has helped me forge.

    Thank you, blogamathing! You are a tremendous way to exchange fart stories! And it is.

    Absolutely tremendous. Dammit, I love fart stories. A short fart story, by the way?

    I was in the backroom of my store the other day, by myself. I was writing a couple of price tags for new items. Being by myself, I decided to break wind.

    These things happen, especially when Dr. Gutierrez's Huevos, Frijoles y Brocoli work their particular brand of magic in the bowels. Well, soon after, one of my weekend vendors walks through the back, and through my personal contribution to Global Warming.

    A particularly humorless man, he passes through the cloud, realizes what's happened (because, indeed, we were an embodiment of the George Carlin line, two guys on an elevator, one of 'em farts, they both know who did it...), and he turns to regard me, deadpan. "Really?" he says. "Yep. I'm afraid so. Regrettable, really." I've got a pretty deadpan deadpan myself, when I put my mind to it.

    Frankly, I'm impressed, considering I'd almost literally been called on my shit. "Not nearly as regrettable on my end." "Well, I've still got to check the laundry later." And he smiled. First time I've seen that. Ain't NOBODY don't like a good fart story.

    But I digress. Very true about the folks I've gotten to meet over the past few years. Absolutely honest about that.

    Being the somewhat shy cuss that I am, it's neat to meet people that I actually dig, and look forward to seeing. From all corners of this continent. People, it's been noted, that I'd probably never have even begun to cross paths with otherwise.

    Cool folks, definitely. Hope to meet more, sometime.... I don't write here as much as I used to, and definitely not as much as I'd like.

    Work being what it is, and life in general being what it is. Still, I pop by from time to time, and will continue to do so. Thanks to all those who still stop by from time to time.

    Thanks for reading. Thanks for saying nice things. And thanks, even, for jumping in to explain what the word penultimate means or to let me know that the Marshall Tucker Band song is actually called "Heard it in a Love Song" and not "Purty Little Love Song." I like you people, too.

    Thanks for being the smartest person in the room. No. Really.

    Eh. It's a hobby, this navel-gazing blogamathing. I enjoy it.

    Hope you do.

    We'll keep on trucking....

  • Big trucking companies ready to shift to natural gas across the US Sales of natural-gas powered big rigs could jump as much as fivefold this year as falling prices for both natural gas and the carbon fuel tanks required for such trucks come down, the Wall Street Journal says. Lowe's, Procter & Gamble, UPS and PepsiCo are among the major US companies that have gone on record saying they're expanding their fleet of trucks that can run on either compressed natural gas (CNG) or liquefied natural gas (LNG). For instance, UPS is buying 1,000 natural-gas trucks by year-end, and P&G, whose fleet is about seven percent natural gas, is looking to boost that figure to 20 percent by 2015.

    FedEx wants 30 percent of its long-distance trucks to be powered by natural gas by 2023, while engine makers like Cummins Westport and Volvo are adding products to the market. As a result, as much as five percent of new heavy-duty trucks may be natural-gas powered in 2013, up from about one percent last year. CNG sells for about $1.50 a gallon, less than half the $3.87 price of diesel last week.

    That means that, even with a carbon fuel tank boosting the price of a $120,000 rig by another $40,000 or so, a trucker that typically gets about six miles a gallon and drives about 100,000 miles a year, could pay back the extra cost in about two years. Already about 60 percent of new garbage trucks in the US will be natural-gas powered this year. Those drivers will be helped by an expanding network of CNG stations across the country.

    Autoblog 's got more on natural-gas trucks here.

  • Billboards and brain tumorsBillboards and brain tumors | Overdrive - Owner Operators Trucking Magazine Fatal error : Call to undefined method All_in_One_SEO_Pack::a:2:s:7:"content";a:6:s:13:"cn_recipients";b:1;s:17:"cn_moderated_only";b:1;s:30:"kwebble_disable_canonical_urls";b:1;s:15:"ngg_mrss_widget";b:1;s:17:"wpcf-custom-types";b:1;s:22:"wpcf-custom-taxonomies";b:1;s:11:"key_version";i:1;}() in /home/cms/public_html/wp-content/plugins/all-in-one-seo-pack/aioseop.class.php on line 310
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  • Biz Notes Federal tax liens PA Pubs Inc., 2433 Morgantown Road, Suite 202, Reading, 19607, Docket No.

    12293FT, $138,843.51 Golden Ridge Assisted Living Inc., 471 Lyman Ave., Womelsdorf, 19567, Docket No.

    12294FT, $11,298.86 Hull Plumbing & Heating Inc., 50 Covered Bridge Road, Oley, 19547, Docket No.

    12300FT, $3,120 State liens QDF Inc., 2530 Penn Ave., West Lawn, 19609, Docket No.

    1219831, $3,191.02 Municipal claims Federal Home Loan Mortgage Corp., 1518 Cotton St., Reading, 19606, Docket No.

    1219907, $348.68 Direct Properties LLC, 911 Marion St., Reading, 19604, Docket No.

    1219909, $348.68 Direct Properties LLC, 1059 Pike St., Reading, 19604, Docket No.

    1219910, $348.68 Direct Properties LLC, 1721 Haak St., Reading, 19602, Docket No.

    1219911, $348.68 Direct Properties LLC, 531 S.

    10th St., Reading, 19602, Docket No.

    1219912, $348.68 Direct Properties LLC, 608 S.

    10th St., Reading, 19602, Docket No.

    1219913, $348.68 Direct Properties LLC, 309 Spring Garden St., Reading, 19602, Docket No.

    1219914, $348.68 Berks County Mortgage Co. Inc., 402 S.

    11th St., Reading, 19602, Docket No.

    1219915, $348.68 Bankers Trust Co. of California NA, 1610 Locust St., Reading, 19604, Docket No.

    1219916, $348.68 BET Investing LLC, 519 S.

    11th St., Reading, 19602, Docket No.

    1219917, $348.68 American Investment Co., 1416 Church St., Reading, 19601, Docket No.

    1219918, $348.68 Direct Properties LLC, 1344-A Cotton St., Reading, 19602, Docket No.

    1219937, $348.68 Direct Properties LLC, 1333 Muhlenberg St., Reading, 19602, Docket No.

    1219938, $348.68 Direct Properties LLC, 204 W. Green St., Reading, 19601, Docket No.

    1219939, $348.68 Direct Properties LLC, 921 Church St., Reading, 19601, Docket No.

    1219940, $348.68 Direct Properties LLC, 1430 Church St., Reading, 19601, Docket No.

    1219941, $348.68 Direct Properties LLC, 720 Locust St., Reading, 19604, Docket No.

    1219942, $348.68 Direct Properties LLC, 640 N.

    12th St., Reading, 19604, Docket No.

    1219964, $348.68 Black Cat Investment LLC, 429 Gordon St., Reading, 19601, Docket No.

    1220042, $348.68 Greth Development Group Inc., Old River Road, Birdsboro, 19508, Docket No.

    1220066, $6,592 Doerrheim LP, 150 S. Fifth St., Reading, 19602, Docket No.

    1220091, $1,127.32 Cityspace at 108 South Fifth LLC, 108 S. Fifth St., Reading, 19602, Docket No.

    1220092, $1,176.75 Fintan Enterprises LLC, 46 N. Sixth St., Reading, 19601, Docket No.

    1220097, $507.85 Fintan Enterprises LLC, 46 N. Sixth St., Reading, 19601, Docket No.

    1220098, $493.54 Golden Property Investment LLC, 249 Maple St., Reading, 19602, Docket No.

    1220134, $353.99 Kashi Real Estate Inc., 15 N. Sixth St., Reading, 19601, Docket No.

    1220154, $3,277.50 Phoenix Rising SA LLC, 127 N. Fifth St., Reading, 19601, Docket No.

    1220156, $505.60 Citi Investment LLC, 49 S. Sixth St., Reading, 19602, Docket No.

    1220159, $848.16 Nassau Properties LLC, 1100 Lincoln Road, Birdsboro, 19508, Docket No.

    1220242, $204,491.35 Lawsuits Camp Fire UA ADAHI Council, Mohnton; Reading AMBUCS, Mohnton; Reading-Berks County Council of Camp Fire Inc., Mohnton; Judy Stump, Mohnton; and David Light, Reading, were sued for unpaid rent by The TSG GRAT No.

    9 LLC, Greenwich, Conn., in an amount in excess of $50,000, Case No.

    1219796, 8/24/12 Heller s Automotive LLC, Temple, was sued for debt collection by Advanceme Inc., Kennesaw, Ga., in the amount of $15,196.73, Case No.

    1219894, 8/27/12 Service Access and Management Inc., Reading, was sued for wrongful termination by David R. Neil, DuBois, in an amount in excess of $50,000, Case No.

    1219897, 8/27/12 Stewart & Conti Development Co., Mark L. Stewart, and Nick A.

    Conti, all of Collegeville, were sued for debt collection by Ronnie C. Folk Paving Inc., Shoemakersville, in the amount of $15,691.91, Case No.

    1219934, 8/27/12 MGS Insurance Agency LLP, Wyomissing, was sued for breach of contract by Jonathan D. Moyer, Reading, in the amount of $606,913.64, Case No.

    1220099, 8/28/12 American Mobile Home Supplies Inc. and Thomas V. Conlon, both of Womelsdorf, were sued for debt collection by Kohl Roofing & Siding Co.

    trading as Kohl Building Products Inc., Reading, in the amount of $2,624.29, Case No.

    1220217, 8/29/12 Real Estate Transactions Commercial Brian Marlowe and Jacelyn Marlowe to Limekiln Holdings 12 LLC, 2931 Limekiln Road, Amity Township, $335,000 Joseph E. James to Speedway One LLC, 1392 Ben Franklin Highway, Amity Township, $175,000 Grassland Farm LP and GF2 LLC to Melanie A. Vontersch, 130 Cleaver School Road, Colebrookdale Township, $500,000 Donald L.

    Miller and Audrey M. Miller to Kutztown Self Storage LLC, 50 Apple Alley, Kutztown, $147,500 Mi Casa Pa LLC to Adam Robles and Hannah Robles, 1039 and 1041 Penn St. and 1042 Court St., Reading, $390,000 Susquehanna Bank, Communitybanks and Blue Bell National Bank to Bret Gundy and Karen Gundy, Route 10, Robeson Township, $150,000 Kathleen M.B.

    Zerbe, Teresa M. Zechman, the Living Trust of Henry E. Bohn Jr.

    and Mae A. Bohn and the Henry E. Bohn Jr.

    and Mae A. Bohn Living Trust to David M. Wolfskill and Cindy A.

    Wolfskill, 216 Old W. Penn Ave., South Heidelberg Township, $900,000 Sheriff of Berks County to Devon Services LLC, 3001 Perkiomen Ave., St. Lawrence, $2,000 Luz J.

    Mercado to Reputable Streamline Properties LLC, 7661 Lancaster Ave., Tulpehocken Township, $45,000 High-end homes DiBiase Construction Inc. to Robert N. Smerek, 1819 Reading Blvd., Wyomissing, $525,000 New business registrations Corporations A Heater Man Inc., 96 Woodchoppertown Road, Boyertown, 19512 Berkshire Vitamins Inc., 1135 Berkshire Boulevard, Reading, 19610, sale of supplements NEKE Services Inc., 1412 Fieldstone Road, Sinking Spring, 19608, certa pro painters Reading Phoenix Station Inc., 200 N.

    Eighth St., Suite 800, Reading, 19601, logistics Limited liability companies Olitech Communications LLC, 2116 Garfield Ave., West Lawn, 19609, satellite-TV installations RSB Property Holdings LLC, 514 Friendship Drive, Fleetwood, 19522, residential property ownership and rental 1125 Moss St. LLC, 221 W. Douglass St., Reading, 19610, rental property Bello Cello LLC, 441 Mountain View Road, Shillington, 19607, food and beverage Berksters LLC, 26 Cedarwood Road, Wyomissing, 19610, website directory CardCodez LLC, 11 Solvay Drive, Reading, 19605, gifts cards online Caren Properties LLC, 1719 Penn Ave., Reading, 19609 Carroll Racing LLC, 505 Amherst Ave., Reading, 19609, horse training/racing Cashing In LLC, 301 S.

    Ninth St., Reading, 19602, real estate Cleanout Cavalry LLC, 144 Dale Road, Barto, 19504, property services CLM Trucking LLC, 362 Tulley Drive, Bernville, 19506, trucking GMB Holdings LLC, 521 N.

    Funk Road, Boyertown, 19512, home rehabilitation Mast Farms Corn Maze LLC, 242 Twin Country Road, Morgantown, 19543, corn maze Offsite Advantage LLC, 4333 Kutztown Road, Temple, 19560 PLP GHI Holdings LLC, 1150 Berkshire Blvd., Wyomissing, 19610, real estate rentals RMK Realty LLC, 304 Hampton Drive, Birdsboro, 19508, real estate Sage Virtual Solutions LLC, 913 Weiser St., Reading, 19601 Stephanie Rado Taormina Interiors and Art LLC, 540 Park Road South, Wyomissing, 19610, interior design and sale of related goods TD Solutions LLC, 900 Corporate Drive, Reading, 19605, debt collection Tomahawk Drive LLC, 701 Tomahawk Drive, Kutztown, 19530, real estate investment Caring Hearts & Comforting Hands LLC, 1718 Pear St., Reading, 19601, home health care Italian Treats LLC, 41 Fieldstone Lane, Fleetwood, 19522, baking of pizzelle and other Italian treats Fistitious names MonStar Reptiles, 806 Center Road, Womelsdorf, 19567, sell pets and supplies Project: Organization, 512 Main St., Shoemakersville, 19555, organizing and cleaning Hahn s Landscaping, 515 Carsonia Ave., Reading, 19606, landscaping One Way Graphics, 236 S.

    10th St., Reading, 19602, graphic design, website builder and maintenance, small print Shorty s Lunch Box, 784 Constitution Ave., Douglassville, 19518, mobile food truck Tommy s Auto Sale LLC, 408 N.

    Eighth St., Reading, 19601, auto sales M&D Auto Repair, 334 McKnight St., Reading, 19601, auto repair shop Sunshine Fitness Studio, 511 Reading Ave., West Reading, 19611, personal training studio Leesport Tax and Accounting Services, 133 Main St., Leesport, 19533, tax and accounts Main Street Billing, 460 Colebrookdale Road, Boyertown, 19512, medical billing South Mountain Transportation, 704 Point Road, Wernersville, 19565, transportation services Spiritual Enlightenment, 435 Sweinhart Road, Boyertown, 19512, teaching Reiki, energy wellness Aulenbach Wines, 516 Oley Furnace Road, Oley, 19547, production of fruit wines Benjamin s Tiling, 3131 State Hill Road, Sinking Spring, 19608, fixing and installing tiles Crooked Little Stiches, 104 Maidencreek Road, Fleetwood, 19522, hand-embroidered and sewn gifts EKR Services, 375 Orchard Road, Mohnton, 19540, office cleaning Koch s Garage, 1834 Perkiomen Ave., Reading, 19606, auto repair and inspection KTL Cigars, 100 Constitution Blvd., Kutztown, 19530, cigar lounge New Wave Flooring, 32 Limeklin Lane, Morgantown, 19543, prepare barn flooring Reinecker Dental Group, 4730 Perkiomen Ave., Reading, 19606, general dentistry practice Professional corporations Bieber Family Chiropractic Inc., 2704 Bernville Road, Reading, 19605, chiropractic care

  • Black English Full Timer-Trucker-Rock Climber - MotorhomeFunHello Fellow Homies, I'm sitting in my 6 berth Ford Dethleff 2009 (full timer, of 8 months) thinking... Is there anybody out there in my situation? WOW..!

    There are loads of you's....!!!!!!!!!! I'm a black English single guy, based in south west, UK. I had a house and wife in French France for 6 years, near Cahors.

    We separated and sold the house. On my return to the UK, I retrained and now drive articulated lorries (agency driver) for various hauliers I was renting a property on my return from France, but found myself never there. Then came the light bulb moment! "Motor home!" I have taken to it BIG TIME!

    I end up parking in the haulage company car parks, waking up, having breakfast, walking out my door (clothed of course) and stepping into my lorry... I'm really lovin' the life and hope you are too... I wild camp all the time..

    industrial estates... Truck lay bys... WIDE (middle/upper class suburban roads. (You know it makes sense) Happy days!

    The UK is my oyster!!!!

    Looking forward to hearing from you all....

    Be lucky CHARLIE

  • Blessing the Trucks | Car Talk RAY: This was sent in by Ed Win from Palmyra, Pennsylvania. Ed writes, "Flashback to summer 1942. The British are battling the Germans and Italians for control of North Africa.

    In one of the towns under British control is an Italian civilian named Tony Cardiello. Tony refuses to submit to the British demand that they use his trucking company to transport supplies. Always willing to negotiate, the British confiscate the trucks and throw Tony into a detention camp.

    Move ahead now to the late '70s. Here I was, out of college three years, doing the only thing that a political science grad could do to earn a living: driving a truck. It was a cold winter in 1978 -- we experienced many mornings with the mercury at minus 20.

    In those conditions, diesel engines just didn't want to start. As it turns out, Tony Cardiello was the morning mechanic for this trucking company. He was the one we turned to when our big rigs wouldn't get up and go.

    Tony taught us that if a truck wouldn't start, we should leave enough juice for him to give it a second try. His first question for us was always the same: 'Did you bless the truck?' We said, 'No, we didn't bless the stinkin' truck.' Upon hearing that, Tony would walk over to the stubborn truck, face the bulldog ornament on the hood, and make the sign of the cross. Then he'd say, 'Start the truck!' Nine out of 10 times the truck would kick over and we'd be on our way." So the question is, how'd Tony do it?

    Think you know?

    Drop Ray a note!

    Car Talk Puzzler

  • Blog Archive Industry Economic Update on LinkedIn Big Truck TV and Internet Truckstop have collaboratively partnered to create a twice monthly video webcast called the Industry Economic Update. The show highlights the key economic metrics and issues facing the trucking industry. We have created a LinkedIn group to provide a complementary forum to the webcast and is intended to bring together industry executives, economists, legislators, and consultants from trucking, logistics shippers, brokers, academia and government to highlight and constructively debate the economics of trucking in order to table concrete ideas and possible solutions to the challenges facing the industry.

    If you are a member of LinkedIn please check out this group and become a member. Tags: Big Truck TV, Brokers, Carriers, Industry Economic Update, Internet Truckstop, Trans4Cast, Transportation This entry was posted on Thursday, August 30th, 2012 at 10:25 am and is filed under Broker Blog, Carrier Blog, Internet Truckstop. You can follow any responses to this entry through the RSS 2.0 feed.

    You can leave a response, or trackback from your own site.

  • Blogging at Sea | TRUCK BLOG UK I was going to try and do a quick blog using P&O s Internet at Sea, but I m sorry to say it s just not up to the job of blogging!! I have been trying to open a photo or two just to add some colour to the blog, but it seems that the Internet at Sea doesn t like Flickr that much. Any way just to say for those who don t know I am actually out on the road this week.

    I left Hadleigh, Suffolk early Monday morning, tipped in Paris Monday afternoon, reloaded near Maubeuge on the French Belgian border this morning and now I am on board the Pride of Britain (P&O s new big ro-ro vessel). Hoping to tip in Rugby, Warwickshire Wednesday morning. Had a slow load this morning so I am a few hours behind, but no doubt the UK s unclogged traffic free motorway network will make it an easy journey up to Rugby this evening (that s French Sarcasm that is!).

    The pic above was me and the big DAF waiting for a few hours this morning waiting to load.

    I ll do a better blog / blogs of this weeks travels at a later date.

    There is a good chance that I will get a second trip to Paris this week too.

  • Blogging at Sea | I was going to try and do a quick blog using P&O s Internet at Sea, but I m sorry to say it s just not up to the job of blogging!! I have been trying to open a photo or two just to add some colour to the blog, but it seems that the Internet at Sea doesn t like Flickr that much. Any way just to say for those who don t know I am actually out on the road this week.

    I left Hadleigh, Suffolk early Monday morning, tipped in Paris Monday afternoon, reloaded near Maubeuge on the French Belgian border this morning and now I am on board the Pride of Britain (P&O s new big ro-ro vessel). Hoping to tip in Rugby, Warwickshire Wednesday morning. Had a slow load this morning so I am a few hours behind, but no doubt the UK s unclogged traffic free motorway network will make it an easy journey up to Rugby this evening (that s French Sarcasm that is!).

    The pic above was me and the big DAF waiting for a few hours this morning waiting to load. I ll do a better blog / blogs of this weeks travels at a later date. There is a good chance that I will get a second trip to Paris this week too.

    About these ads

  • Book Moving Freight with Better Trucks: Improving Safety ... Moving Freight with Much better Trucks: Strengthening Security, Productiveness and Sustainability OECD / ITF | 2011 | ISBN: 9282102930 9789282102930 9789282102961 | 361 pages | PDF | 5 MB The purpose of this report is to establish possible enhancements in terms of more successful safety and environmental regulation for trucks, backed by better methods of enforcement, and to identify chances for greater efficiency and greater productiveness. The report is primarily based on a evaluation of literature, consultation among stakeholders, and study and examination from functioning team members. It also provides the results of a comprehensive benchmarking research of 39 truck configurations in procedure about the globe from standard workhorse autos to extremely substantial potential vehicles and assesses their performance in conditions of dynamic stability, productivity and impact on the infrastructure.

    Table of Contents FOREWORD Key MESSAGES AND CONCLUSIONS Context Important Messages Conclusions CHAPTER one. Traits IN Street FREIGHT Transport The part of street freight transport 1.two.

    Perspectives and issues for this report one.three. Functions of the heritage of trucking 1.four. Community perception and amenity one.five.

    Traits in road freight policies one.6. Evolution of freight transport in OECD and ITF nations Road freight fees 1.8.

    Highway pricing for trucks CHAPTER 2. LOGISTIC Problems IN THE Street Transportation Loading ability Massing out two.2.

    Transportation as an component in logistics determination producing 2.3. Transport choice producing two.four. Logistics motorists and trends two.5.

    Organisational structure of the street freight transportation sector two.six. Growth of fees, rates and margins 2.7. The availability of competent drivers 2.eight.

    The performance of road freight transport 2.9. Problems in the market for road freight transport solutions 2.ten. General public interventions in logistics processes 2.11.

    Conclusions CHAPTER three. REGULATION OF Highway FREIGHT Transportation 3.1. The regulatory framework 3.2.

    Technical motor vehicle requirements 3.three. Weights and dimensions three.four. Developments in hefty automobile technical specifications three.five.

    Environmental standards 3.6. Truck operations 3.7. Motorists 3.eight.

    Transportation operators CHAPTER four. Analysis OF TRUCK Overall performance 4.1. Benchmarking idea 4.2.

    Automobile benchmarking method four.3. Vehicles four.4. Performance steps four.5.

    Final results 4.6. Influences on functionality steps four.7. Final results summary four.8.

    Productiveness and efficiency benchmarking 4.9. Calculating energy and energy four.10. Impacts of trucks on pavements and bridges four.eleven.

    Conclusions CHAPTER 5. ENVIRONMENTAL Difficulties Regional air pollutants five.two.

    Gas use and CO2 emissions 5.three. Noise emissions five.4. Conclusions CHAPTER 6.

    Hefty TRUCK Safety six.1. Introduction six.2. Latest developments in lethal truck crashes 6.3.

    Truck crash designs 6.4. Accident causation factors 6.5. Actions to boost the protection of trucks 6.six.

    Car technological innovation Driver support and communication programs Conclusions CHAPTER seven. INFRASTRUCTURE Issues seven.1.

    Introduction seven.two. The effect of truck traffic on pavements seven.3. The consequences of trucks on bridges seven.4.

    Protection obstacles, piers, bridge supports and growth joints 7.five. Impacts on highway traffic seven.6. Tunnels

    Intermodal terminals seven.8. Conclusions CHAPTER 8. Recent USE OF Higher Capacity Cars 8.1.

    Introduction eight.two. Position relating to the procedure of Higher Capacity Autos in OECD/ITF nations around the world 8.three. Evaluation of impacts of Larger Capacity Automobiles: overview and conclusions of main scientific studies 8.four.

    Conclusions CHAPTER 9. REGULATING FOR Improved Performance nine.1. Sorts of regulation nine.two.

    Overall performance-dependent regulation for trucking nine.3. Sector partnerships: Canada Saskatchewan nine.four. Weights and dimensions critique: Canada interprovincial nine.5 Secure, Effective and Infrastructure-Helpful (SPIF) vehicles: Canada Ontario nine.six Overall performance Based Expectations (PBS) Scheme: Australia

    Efficiency Dependent Requirements demonstration assignments: South Africa nine.8. Geographical and jurisdictional considerations nine.nine. Conclusions ten.

    COMPLIANCE AND Accountability 10.1. Introduction 10.2. Approaches to compliance and enforcement ten.3.

    Enforcement and compliance technologies 10.4. Sanctions and penalties 10.five. Measuring and checking ten.six.

    Achieving compliance in trucking Conclusion: new methods compliance as an enabler ANNEX A. Motor vehicle TECHNICAL Specifications: UNECE AGREEMENTS 1958 Agreement 1998 Arrangement Outlook ANNEX B.

    TRUCK Basic safety Facts (Enhance TO CHAPTER 6) B.two.

    Comparisons of fatality costs ANNEX Do.


  • 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.

  • Boreal Agrominerals mines natural fertilizer for organic growers ... The unrefined ore contains a unique blend of calcium, magnesium, potassium and phosphorous as well as micronutrients, trace elements and rare earths essential for healthy soils. Boreal Agrominerals sold 50,000 tonnes of Spanish River Carbonotite in 2013 from its Spanish River quarry, 60 kilometres northwest of Sudbury. A new northern miner is feeding the soil of North America s organic farms, gardens and flowerbeds.

    Boreal Agrominerals Inc. is digging Spanish River Carbonatite from its quarry 60 kilometres northwest of Sudbury and selling bulk quantities to organic farmers in Michigan, Ontario, New York, Massachusetts, Vermont and Quebec. A natural fertilizer, the unrefined ore contains a unique blend of calcium, magnesium, potassium and phosphorous as well as micronutrients, trace elements and rare earths essential for healthy soils.

    An alternative to conventional chemical fertilizers, the fine rock particles improve soil structure and help grow more nutritious and bountiful crops. We work with the largest organic farmers east of the Mississippi, said John Slack, Boreal s chief executive officer. For more than a decade, carbonatite from the company quarry has been applied on more than 60,000 hectares of farmland.

    Fruit, vegetable and cereal crop growers attest to its efficacy for improving soils and producing higher quality crops and better yields. The customer base we have today has been buying our product for 13 years, Slack said. These are rather smart farmers and if it didn t work, they wouldn t be buying it.

    Carbonatite deposits exist on every continent. They have a variety of industrial uses but are predominantly used in agriculture. Carbonatites normally have a propensity to contain minerals with uranium concentrations, but the Spanish River deposit is unique because it does not have those attributes, said Slack.

    It makes it ideal as a direct agricultural amendment for our markets, which are certified for organic food production. Spanish River Carbonatite is tested and approved for use on certified organic crops and is a registered fertilizer in Canada. John Slack, CEO, Boreal Agrominerals.

    A graduate of the Haileybury School of Mines, Slack prospected for minerals in northern British Columbia and Yukon for more than 10 years. When the junior mining industry collapsed in the late 80s and early 90s, he took over operation of the family farm, a 300-acre cow-calf operation in Erin Township, northwest of Toronto. His father, Malcolm Slack, a renowned mining engineer and executive, had bought the farm and, with John in charge, they transitioned it to certified organic production.

    Since they couldn t use conventional fertilizers, they focused their attention on carbonatite. Airborne geophysics performed by the Ontario Geological Survey originally found the 350-acre Spanish River deposit. When evaluating the site, Malcolm Slack viewed it as a potential source of metallurgical calcium for the mining industry and as fertilizer for organic agriculture.

    He was truly a visionary, said John. The concept that we re utilizing to this day is something that my father thought about for the better part of 25 years. Operating as Agricultural Mineral Prospectors Inc., the Slacks acquired the deposit in 1994 when organic agriculture was in its infancy, but growing very quickly.

    They licensed the quarry and found a market for their carbonatite without having to build an expensive calcine plant. We took the path of least resistance where we could finance this entirely ourselves and we started a family business, supplying this unique product to organic farmers. Boreal Agrominerals is a private company, formed by John Slack and partners in 2012.

    It secured a 25- year mining lease, quarry permit and the ongoing business from Agricultural Minerals Prospectors. Boreal employs a contractor to excavate carbonatite and truck it to a stockpile in Dowling, part of the Cityof Greater Sudbury. When Boreal gets an order, the carbonatite is simply screened and trucked directly to the farm.

    Most growers buy it in 40-tonne truckloads for $55 a tonne, and apply as much as 500 kilograms or more per acre. The company entered the consumer market last summer, selling 4.5 kilogram and 20 kg bags, branded as Volcanic Minerals Plus , at more than 60 retailers and nurseries in Canada and the United States. Because it didn t get its bags out until late June, it missed the start of the gardening season and is still assessing and adjusting its marketing strategy.

    It is currently developing a onekilogram bag to sell for less than $10, said Boreal president Paul Pitman, a geologist and resource consultant. Boreal outsources excavation, trucking and bagging of its product. The company estimates the Spanish River deposit holds a historical ore reserve of 2.8 million tonnes to a depth of 7.5 metres.

    With 2013 sales pegged at 50,000 tonnes, it aims to eventually sell 147,000 tonnes annually, 10 per cent of all fertilizer for certified organic acreage in the United States. At that rate, it could have enough ore to last 20 years. As part of its strategic plan, Boreal expects to confirm its ore reserve and build a plant in Sudbury.

    We re working with some fairly substantial distributors of organic rock dust products in the United States that are asking for specific mineral commodities. From this (Sudbury) facility, we ll be able to concentrate calcium, phosphorous, potassium and magnesium-bearing mineral species that fit into their proprietary fertilizers, said Slack. Although there are other carbonatite deposits mined for agricultural uses around the world, Slack does not view them as competition.

    The industry is growing exponentially, he said.

    Certified organic production is the fastest growing sector of agriculture, expanding 10 to 15 per cent annually for the past 20 years, he noted. Tagged Agricultural Mineral Prospectors Inc., Boreal Agrominerals Inc., geophysics, Haileybury School of Mines, John Slack, junior mining industry, Malcolm Slack, Organic food, Paul Pitman, Sudbury,

  • Bridge collapses following truck collision in Washington state, 3 ... Part of a road bridge has collapsed into the Skagit River in the state of Washington injuring 3 and sending some cars into the water. The incident occurred when a tractor-trailer carrying a tall load hit an upper part of the span, police said. The three injured were rescued from the water and hospitalized.

    No fatalities were reported. Two other vehicles were sent plummeting into the water below. Initially, it was speculated that the bridge collapsed on its own, but Washington State Patrol Chief John Batiste later confirmed that a truck collision caused the structure to crumble. "For reasons unknown at this point in time, the semi struck the overhead of the bridge causing the collapse," King 5 News cites Batiste as saying.

    The trucking company involved says it had received a state-issued permit to carry its oversized load across the bridge. Mike Allende, a state spokesman for the Department of Transportation, confirmed the truck had a permit. "We're still trying to figure out why it hit the bridge," he said. " It's ultimately up to the trucking company to figure out whether it can get through. It's their responsibility to make sure the load they have can travel on that route." Governor Jay Inslee declared a state of emergency for the surrounding countries, estimating that it would cost $15 million to repair the bridge.

    A driver who was on the bridge at the moment of the collapse told the newspaper that he felt a vibration, looked in his rear-view mirror, and saw that a section of the bridge was no longer there. "I hit the brakes and we went off the bridge," Sligh told reporters from Skagit Valley Hospital, adding he "saw the water approaching ... you hold on as tight as you can." Witnesses posted on Twitter images of the section of the bridge that collapsed, including one of a person sitting on top of a car. The four-lane bridge is located on a rural stretch of Interstate 5, about halfway between Seattle, Washington, and Vancouver, British Columbia.

    The bridge was built in 1955, according to the website for the privately run National Bridge Inventory Database. Some US infrastructure is aging faster than its planned maintenance, exposing serious technical problems. This is not the first time in recent years that a road bridge in the US suddenly collapsed, sending vehicles into rivers and causing casualties.

    In 2007, an eight-lane steel bridge on I-35 crossing the Mississippi River near Minneapolis, Minnesota, collapsed during the evening rush hour, killing 13 people and injuring 145 others.

  • British soldier turned ice road trucker dies in Alaska Highway plunge ... A former British soldier turned ice road trucker has died following a crash on the reports the Calgary Sun. Brett Colley, a 45-year-old father from Bewdley, Worcestershire, when driving through the Pink Mountain area of northern B.C. on Nov.

    13 when his truck plunged off the highway. The fatal crash is still under investigation by the RCMP and his trucking company, H&R Transport, according to the Sun report. I knew him very well he was a great guy, absolutely.

    He was very dedicated to the company and to his family, said Mike Weir, safety boss at H&R Transport in Lethbridge. He ll be missed. According to the Sun, Colley became enthralled with the idea of trucking in the Great White North after watching the television show Ice Road Truckers, and ultimately moved to Lethbridge to realize his dream.

    Colley s funeral will take place this week back in England, after H&R Transport helped to return him to his family back home, including his Russian wife Svetlana and four-year-old son Misha.

  • Businesses Benefit From Reliability WithStorage Hull From ...Hull, UK September 3rd 2012 Haulage companies play a vital part in the modern business world. They ship goods from businesses to customers, clients, and to other companies as required. Goods can be shipped around the UK and also to other countries around Europe and the rest of the world.

    It is important that the shipped items remain in good condition throughout the journey because damage in transit can prove costly not only financially but also to the reputation of the business sending the goods. Shipping companies should be reliable and they should provide a secure and flexible service. Not all businesses have regular delivery requirements and while some may require a set amount of goods to be delivered a single location on a specific day of the week, others may have very different requirements from one week to the next.

    As well as providing flexible and reliable haulage services, businesses can enjoy equally high quality storage Hull from Eurovision Logistics. Storage demands may be short or long term and they may be small or large depending on the business and the items in question. However, the items should be stored in the best possible condition and in a secure facility that prevents theft, damage, or other loss.

    Whether goods need storing for a few hours or for several weeks before being shipped on, the quality of the storage facility is absolutely critical to the performance of the storage company that a business uses. Damaged goods can mean damaged business. Storage Hull from Eurovision Logistics is one of the services offered by leading haulage and logistics company Eurovision Logistics.

    They are a leading provider of haulage and freight services in the UK and around the rest of Europe and they also provide a range of storage products and services that are designed to meet the needs of any company or organisation.

    Contact: Eurovision Logistics Fleet House Woodhouse Street Hull, UK Zip: HU9 1RJ Tel: 01482 388394 Web: Email: [email protected]

  • Buy Italian White Carrara Marble Polished Flooring Tiles 12 in.

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    In rare instances, you can also reside in a very congested area or an awfully rural house. Under such instances, trucking terminal might be 30-40 miles far from you. All orders have to be inspected with the aid of the consumer for any imaginable scarcitys or injury upon consumer ft.s receipt of products.

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    x 1cm thick Full solid Italian Bianco Carrara White Polished Marble Tiles. The complete value you see is for one Sqf/tile. Please no longere that We currently ship by implys of common providers for residential and industrial cargos.

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    In rare instances, you may just also are living in an awfully congested house or an awfully rural space. Under such circumstances, trucking terminal might be 30-40 miles away from you. All orders should be inspected via the client for any possible shortages or injury upon consumer feet.s receipt of products.

    Do no longer use or throw away any damaged items seeing that broken items can be inspected. This site is a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for sites to earn advertising fees by advertising and linking to Certain content that appears on this site comes from Amazon Services LLC.

    This content is provided as is and is subject to change or removal at any time. This entry was posted by admin on October 12, 2012 at 1:06 am, and is filed under Uncategorized. Follow any responses to this post through RSS 2.0.

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  • CA Cryptography | Parrett Trucking January 11th, 2013 by In this first part we will first enter into the definition of what is a digital certificate, is related to the electronic signature and explain the role that have the entities with the right to issue digital certificates, the certification authorities. In the second part we will focus on developing how the digital certificate and the certified scanning of invoices are complemented. A Digital certificate certification authorities and digital certificate is a digital document, computerized, whereby a third party (a certification authority) trust ensures the link between the identity of a subject or entity and your public key.

    We will explain what is the public key later. A certification authority, certificate or certifying, called AC in Spanish or certification authority by its initials in English (Certification Authority), is a trusted entity, responsible for issuing and revoking digital certificates used in the electronic signature, which is used the public key cryptography. Legally it is a particular case of certification services provider.

    Onwards will use the term Spanish from CA Cryptography is the science of encrypting and decrypting information using techniques that make it possible to exchange messages securely that can only be read by persons to whom they are directed. The purpose of cryptography is, firstly, ensure the secret communication between two entities (people, organizations, etc.) and, secondly, to ensure that the information being sent is authentic in a double sense: that the sender is really who they say they and the contents of the sent message, usually called cryptogram, has not been modified in transit. There are various formats for digital certificates, more commonly employees are governed by the ITU-TX 509 standard.

    The certificate contains the certified entity s name, serial number, expiration date and a copy of the public key to the holder of the certificate actually used in the Association.

    Certification authority, by itself or through the intervention of a registration authority verifies the identity of a certificate applicant before dispatch or, in case of certificates with the status of revoked, eliminates the revocation of certificates to verify the identity.

  • California Drought Forces Fisheries to Truck Salmon Smolts to Sea ... Every year between late March and early June, roughly 30 million Chinook salmon make their way from five Central Valley hatcheries to the Pacific Ocean. This year, however, these young salmon called smolts face a perilous journey due to California s enduring drought. Drought conditions in California mean that there isn t much rainfall or snowmelt to convey young salmon to the ocean.

    Photo credit: Roger Tabor/ USFWS In order to ensure that the Chinook make it all the way to the sea, the California Department of Fish and Wildlife (CDFW) and the U.S.Fish and Wildlife Service (USFWS) have adopted a drought contingency plan to transport salmon smolts closer to the Pacific Ocean in tanker trucks. Trucking operations began yesterday. If you are a baby salmon, the name of the game is to get from the river where you were born to the ocean, explains John McManus, executive director of the Golden Gate Salmon Association, an organization that aims to protect and restore California s Central Valley salmon habitat.

    Well, these fish are not great swimmers when they are four inches long, so the way they have evolved in nature is they get flushed out to the ocean. How do they get flushed? They get flushed from the rainfall or the snow melt.

    Unfortunately, drought conditions in California mean that there isn t much rainfall or snowmelt to convey young salmon to the ocean. The drought also means less sedimentation in the rivers. Salmon rely on the murky water caused by sedimentation for camouflage and protection, and are left vulnerable to predation by larger fish and birds in clear water.

    According to McManus, these factors combine to create extremely hostile conditions in the river. CDFW and USFWS, which, combined, run five hatcheries for fall-run Chinook, will try to circumvent this hostile environment by loading young salmon into tankers and trucking them several hours downriver. This is not unprecedented for CDFW the state agency trucks between 8 million and 14 million fish on an average year but this year CDFW will truck an estimated 18.4 million fish. (The USFWS will truck another 12 million.) It has been done before, says Harry Morse, an information officer with the CDFW.

    The state Department of Fish and Wildlife has trucked up to 18 million or more salmon several times over the last two decades, but usually only during circumstances that are very severe like this drought. The USFWS, which runs the Coleman National Fish Hatchery in Anderson, California, rarely employs trucking to move salmon smolts, generally releasing them from the hatchery to swim downstream to the ocean. The severe drought, however, has forced their hand the Coleman hatchery is much further upriver than the state-run hatcheries, and hatchery managers are concerned the majority of fish wouldn t survive the in-river migration.

    Trucking 30 million salmon is no small undertaking. According to McManus, a tanker truck can hold anywhere from 100,000 to 140,000 smolts. Assuming that each truck transports an average of 120,000 fish, the effort will require 250 trips.

    When they arrive at San Pablo Bay, the salmon will be released into nets where they will spend a few hours recovering from the ride and adjusting to their new surroundings before being released with the outgoing tide. Though experts agree that trucking is the best option this year, the plan is not without its downsides. Salmon make a smell map as they exit the river system.

    This map imprints in their brain, and allows them to navigate back to their birthplace several years later to spawn. Without making the down-river migration as smolts, salmon never have a chance to develop this map and may have a harder time finding their way home. State-run hatcheries are not particularly worried about the loss of smell maps.

    They have relatively high return rates of salmon that are released in the Bay. The federally operated Coleman hatchery, however, is located higher upriver, which means salmon have farther to swim back to their spawning grounds and more opportunities to get lost on the way. The big concern is that when you truck them, you interrupt the imprinting cycle so when they return as adults, they can t find their way back to Coleman National Fish Hatchery, says Bob Clarke, fisheries program supervisor at the USFWS.

    Besides leaving the hatchery with fewer eggs in the spawning season, hatchery managers are also worried about the impact that fall-run hatchery Chinook may have on fall-run wild Chinook. One of the things we try to do as hatchery managers is minimize the impact of our hatchery fish on wild spawning fish, says Clarke. When hatchery fish don t find their way back to the hatchery to spawn, they may displace or breed with wild fish.

    Other hatchery managers, however, are less concerned. There has been a history of mixture of stocks for about as long as the hatcheries have been in existence, says Morse, from the state run hatcheries. None of these systems since we dammed all of them off are pristine.

    Given the severity of the drought, it seems that Californians will have to accept these risks and accept salmon trucking as the best option. You are almost guaranteed that you won t get your fish back if you release them at the hatchery because of the hostile conditions in the river, says McManus, underscoring this point. The best shot you have this year is to truck them.

    Related Content: Organic Standards Lowered for Livestock in Drought-Ridden California Hundreds of California Businesses Band Together in Face of Devastating Drought California Farmers Demand Fracking Moratorium

  • California regulations drive out owner-operators Owner-operators are being driven out of business and the market value of used trucks has been hijacked by the ever-tightening emissions regulations in California, according to a panel discussion held this week at the Great West Fleet Executive Conference in Las Vegas. These emissions requirements from 2007 have been very egregious, very large, said Mark Sturdevant, an emissions specialist who works in sales with Velocity Vehicle Group. He and Robert Tennies, truck sales consultant for Western Truck Parts & Equipment, were the two featured guests on the panel, which was moderated by Chris Shimoda, manager of environmental policy for the California Trucking Association.

    It s not uncommon for an owner-operator to be faced with paying almost $100,000 for a truck with 250,000 to 300,000 miles, Sturdevant said. Yet as few as 10 percent of owner-operator customers qualify for a loan on such a truck today, compared to 45 percent to 55 percent four or five years ago, due to the recession s impact on the credit market. Overdrive sister site CCJ has the full story on the panel discussion.

    Click here to read it.

  • CALL FOR PAPERS: Alternative Clean Transportation Expo June 24 ... Home Requests for Speakers Proposals, Washington DC The goal of ACT Expo is to inspire increased implementation of alternative fuel and clean vehicle technologies in all vehicle markets from passenger vehicles to heavy-duty trucking. The conference will provide attendees with a keen understanding of the many economic and environmental opportunities created by the use of alternative fuels and advanced vehicle technologies. ACT Expo 2013 will again attract a national and international audience of key stakeholders across all areas of alternative fuels (electric drive, natural gas, renewable fuels, propane, hydrogen, biofuels) and clean vehicle technologies.

    Interested parties should submit presentation abstracts within the following categories: Funding programs Infrastructure planning and development Transportation policy and Planning Air quality management Vehicle, equipment, or component manufacturing and supply Emission control solutions SmartWay transport Telematics/GPS technologies Fleet operations and maintenance Renewable fuels (production and Policy) Purchasing and procurement strategies Case studies/best practices analysis Financial and operational modeling Conversion technologies Academic studies/initiatives Fuel supply and economics Engineering Funding or project finance Real world end-user success stories and project economic data are areas of particular focus for this summit.

    What to Submit Abstracts 1-2 pages in length should be submitted to ACT Expo organizers no later than December 14, 2012.

    Your submission should include: Title of suggested presentation 3 sentence summary Identification of technology and/or fuel focus Presenter name, title, and organization Target audience Commercialization status READ MORE Related posts: Call for Speakers: 2012 Alternative Clean Transportation ACT Expo May 14-17, 2012 Long Beach, CA Deadline: October 15, 2011 Alternative Clean Transportation Expo June 24-27, 2013 Washington, DC Call for Papers: Fuels of the Future 2013 January 21-22, 2013 Berlin, Germany DEADLINE June 22, 2012 CALL FOR PRESENTATIONS: International Biomass Conference and Expo April 8-10, 2013 Minneapolis, MN DEADLINE December 14, 2012 Call for Papers: Renewable Energy World Conference & Expo North America February 14-16, 2012 Long Beach, CA Deadline June 24, 2011

  • Camiones Espanoles Entonces Y Ahora Recently at work we have been loading quite a few Spaniards back to Spain or back to Paris so they load from the french markets and then head back to Spain. Also recently I have scanned the next batch of 750ish photos from the David Scarff collection. What is the link I hear you ask??

    The answer is that some of the haulage companies that Scarffy used to photograph back in the 1980 s are still the same firms that I am loading back to the continent. How many Spanish truck spotters can say the same for the British firms still running to the sun and back. Two Spanish firms that are still doing the run and providing our super markets with year round goodies such as Strawberries, Broccoli and of course those gorgeous Spanish oranges, are the names of Campillo Palmera and of course Transportes Caudete.

    I ll start with Palmera. The livery on the original Pegaso above has developed into the livery on the trailer behind the Magnum below. I think you can see how its developed.

    The Magnum has the trailer livery that I know and recognise as being Palmera, with the Palm Tree logo on the back doors. Where did the Palm tree come from?? Was it on the back doors of the Pegaso?

    I m not sure. But you can see the livery on the Magnum has moved on a bit and as an outfit the truck and trailer show the earlier livery and the newer livery. These days the new Campillo Palmera trucks still have the Palm tree on the side but the overall livery is much more of a European logistics company rather than a classic Spanish haulier.

    This doesn t mean they don t still look good! The new black cabs are smart and I guess these days with air conditioning, climate control and roof top coolers, the cabs no longer need to be white to reflect the sun and keep the heat down in the cab. Even so it s still good to see the company are still going and are still coming to the UK for our enjoyment in all respects!

    Now as for Transportes Caudete, they still have a fairly traditional livery that is very close to how its always been. Red tractor units and white Spanish looking frigo trailers. Much the same as British hauliers the Spanish used to favour using their own trucks, like the Pegaso, the Spanish Seddon Atkinson.

    But now due to the demise of these small manufacturers, the Spanish, like the rest of Europe, use the same as everyone else. Although Renault and Iveco seem to be the favourites for these 2 hauliers, we have had a couple of new Volvos come in for Palmera. Most of the Caudete fleet nowadays are Iveco with a few MAN.

    This Iveco was only a week or 2 old as the tyres were still immaculate and had that look of brand new tyre about them (good description huh!). The driver was quite happy with it. As you can see the Caudete trailers have remained very much the same.

    Old and new just having what they need to have on them, the company name and what they do. The older trailers do look more continental but again this is down to the improvements in modern trucks I think. There is no longer a great need to keep water and food on the side of the trailers as a modern truck cab has plenty of room for storage inside.

    I do still like the idea of a water tank on the truck some where, there s nothing like a cold wash to cool you down or wake you up! The one thing that is missing on the modern trucks is the 2 light up sign boards on the top of the cab. The yellow square one and the yellow triangle with the blue background.

    As I understand it these used to be some thing to do with the ferries, but I need one of you lot to tell me more please? Email me, [email protected] or leave a message below. Hopefully more Then & Nows to come, thanks to David Scarff s collection of photos.

    It s possible to find photos of everything, so a big thank you to Mr Scarff and I look forward to the next batch to be scanned (the wife s not so keen on the idea!).

    For those whho didn t get it, the blog title is Spanish Trucking Then & Now.

  • Camiones Espanoles Entonces Y Ahora | Truck Blog UK Recently at work we have been loading quite a few Spaniards back to Spain or back to Paris so they load from the french markets and then head back to Spain. Also recently I have scanned the next batch of 750ish photos from the David Scarff collection. What is the link I hear you ask??

    The answer is that some of the haulage companies that Scarffy used to photograph back in the 1980 s are still the same firms that I am loading back to the continent. How many Spanish truck spotters can say the same for the British firms still running to the sun and back. Two Spanish firms that are still doing the run and providing our super markets with year round goodies such as Strawberries, Broccoli and of course those gorgeous Spanish oranges, are the names of Campillo Palmera and of course Transportes Caudete.

    I ll start with Palmera. The livery on the original Pegaso above has developed into the livery on the trailer behind the Magnum below. I think you can see how its developed.

    The Magnum has the trailer livery that I know and recognise as being Palmera, with the Palm Tree logo on the back doors. Where did the Palm tree come from?? Was it on the back doors of the Pegaso?

    I m not sure. But you can see the livery on the Magnum has moved on a bit and as an outfit the truck and trailer show the earlier livery and the newer livery. These days the new Campillo Palmera trucks still have the Palm tree on the side but the overall livery is much more of a European logistics company rather than a classic Spanish haulier.

    This doesn t mean they don t still look good! The new black cabs are smart and I guess these days with air conditioning, climate control and roof top coolers, the cabs no longer need to be white to reflect the sun and keep the heat down in the cab. Even so it s still good to see the company are still going and are still coming to the UK for our enjoyment in all respects!

    Now as for Transportes Caudete, they still have a fairly traditional livery that is very close to how its always been. Red tractor units and white Spanish looking frigo trailers. Much the same as British hauliers the Spanish used to favour using their own trucks, like the Pegaso, the Spanish Seddon Atkinson.

    But now due to the demise of these small manufacturers, the Spanish, like the rest of Europe, use the same as everyone else. Although Renault and Iveco seem to be the favourites for these 2 hauliers, we have had a couple of new Volvos come in for Palmera. Most of the Caudete fleet nowadays are Iveco with a few MAN.

    This Iveco was only a week or 2 old as the tyres were still immaculate and had that look of brand new tyre about them (good description huh!). The driver was quite happy with it. As you can see the Caudete trailers have remained very much the same.

    Old and new just having what they need to have on them, the company name and what they do. The older trailers do look more continental but again this is down to the improvements in modern trucks I think. There is no longer a great need to keep water and food on the side of the trailers as a modern truck cab has plenty of room for storage inside.

    I do still like the idea of a water tank on the truck some where, there s nothing like a cold wash to cool you down or wake you up! The one thing that is missing on the modern trucks is the 2 light up sign boards on the top of the cab. The yellow square one and the yellow triangle with the blue background.

    As I understand it these used to be some thing to do with the ferries, but I need one of you lot to tell me more please? Email me, [email protected] or leave a message below. Hopefully more Then & Nows to come, thanks to David Scarff s collection of photos.

    It s possible to find photos of everything, so a big thank you to Mr Scarff and I look forward to the next batch to be scanned (the wife s not so keen on the idea!).

    For those whho didn t get it, the blog title is Spanish Trucking Then & Now.

  • Candy 'The Girl' Critchfield, produce hauler extraordinaire - Overdrive Candy Critchfield has been in one kind of truck or another for as long as she can remember. Raised in an Idaho farm town she describes as 20 miles from nowhere, her backyard was a potato field. She grew up sitting beside her Dad in a truck, working farms and hauling potatoes.

    A love for the show B.J. and the Bear and a desire to become the Singing Truck Driver led her to teach herself to drive, and at age 17, she was hauling beets in six-wheel farm trucks. After realizing she couldn t carry a tune in a bucket, she focused on driving, and has been doing it ever since.

    For the next 15 years, Critchfield drove every make and model of truck imaginable, from 5/4 to 18 speed, hauling farm loads from fields to warehouses or cellars. She would drive anywhere from a quarter-mile to 100 miles a day, depending on what field she was in and where the produce was going. As a single mom with three kids, Critchfield really appreciated help from her mother, who moved into her home and took care of the kids while she was away.

    I told my mom she would always have a home with me, she says. She still lives in my home. It s more hers than mine, I guess she s there a lot more than me!

    In 2008, Critchfield went from working for a private farm to hauling regional produce. When I first started regional, I was the only female with 18 other drivers, she says. There was a lot of prejudice and questioning my skills and ability to handle harvest hours.

    These guys had no idea I was raised driving farm trucks; I was used to harvest schedules. She was later told by another driver that she actually out-drove most of the guys who were questioning her to begin with. She proved herself without even realizing it.

    I pushed it, she says. But I didn t push it because of them talking, I pushed it because that s my personality. In 2012, Critchfield started hauling over the road for Gem State Transportation, where she was christened with the nickname The Girl.

    When she started there she was one two women drivers, she says, but somehow I got the nickname and it stuck. Things have come full circle today, Critchfield hauls produce from the warehouses she used to drop freight off at to the processing plants like Hunts Point in the Bronx and places like Sysco, who provide food to the service industries. The Girl enjoys her status as an over the road company driver and feels like part of something good.

    The boss has a relationship with us, she says. We matter. I make good money, but it s not really about the money.

    I feel like part of a family, not just a number. She enjoys it so much, she often stays out for more than a month at a time. They ll get me home whenever I need to get home, they re good about it.

    I just like being out.

    My kids are grown.

    I can enjoy it, and I do.

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  • Carriage in South Africa Which is Used to be in Great Request ... In SA there is actually no societal carriage, substantially there is, but it is utilized mainly by black inhabitants of the region: it s principally high double-decker commercial vehicles and minibuses. Traffic in the state is the left-sided, speed in settlements 60-80 km / h, on thruways 120 km / h, on some ways 100 km / h, wearing seat belts is compulsory. If lights don t function, traffic of autos is subsequent: who arrives the first moves forward, which is rather uneasy principally at rush hour.

    It is best to take on lease an auto with total cover; accordingly, when motor vehicle accident happens, the insurer will redeem the value of repair. When taking on lease an auto the client must redeem a fee for a whole tank of benzine; lease organizations grant gratuitous state scheme and roads atlases. In Johannesburg you may find cars for sale Gauteng: Volkswagen, Toyota, BMW and Mercedes old model, as well as French cars: Renault, Peugeot, Citroen, and not that accepted Audi.

    Rate of economics evolution of the country is oft fixed by the grade of its highways. Passenger interurban buses drive at velocity almost 120-130 km per hour, and each few hours conductors carry the salver with hot beverages. In the evening move you may watch TV, in case you wish to have a nap you will be given a pillow and blanket.

    Bus itineraries are uniting main towns for instance Durban, Johannesburg, Cape Town, and differentiate by the frequence of operation. Baz-Bus agency organizes service from Johannesburg and Cape Town via the Drakensberg at quite moderate charges; these destinations are created mainly for your inhabitants hiking to enjoy the mounts. The expenses of rail tickets are comparatively low in South Africa.

    High-priced trains such as Blue Train are created with maximum 72 customers, they are splendid and ride between Cape Town and Pretoria the Kruger Park and Pretoria, Port Elizabeth and Zimbabwe. The service is excellent conforming with highest standard like in the world s best hotels. Trains decorated in old manner, simultaneously are appointed pursuant to modern concepts of conveniences.

    South African deluxe train Blue Express , is the most high-priced mean to peregrinate in South Africa, which was made rather as a form of entertainment for tourist presenting all brilliance, rich and luxe of this region, rather than the transport. Heavy traffic commuter trains are exclusively utilizing electric locomotives in terrains of the Witwatersrand, Pretoria, Durban and Cape Town. Motion Control System enables the railway circuit to fit the rising haulage wants of South Africa and different countries in the neighborhood.

    The company South African Airways (SAA) the civil airline of South Africa, a participant of the Transborder Air Transport Association serves dense network of airlines. Airlines perform across-the-board international trips to thirty two countries, furthermore, 28 exterior airlines join SA with 46 exterior airports. In the state, the SAA provides more than 600 flights every week, linking all main cities.

    Notwithstanding, the safety is to be deliberate, latest one of the airplanes when taking off fell down to the ground because of one of the 2 movers broke down. Non-standard question and few locations are being revised, to the territories with the biggest sum of drivers the government conveyed surplus monetary assets for Krugersdorp used cars for sale. Taxicab is the most comfortable, though much more expensive form of transfer in the dwellings of SA.

    There are 2 kinds of cabs regular cab with the counter (defines charge for running and definitely mounted) and vehicles of private businesses (meters are normally vague and the price is arranged with the cabdriver). Do not drive off the highways, if the windstorm is expected, after tropical tempests on many roads even off-road vehicles can not drive. On an untrodden roadway may all at once show up a child the sands isn t as deserted as may seem, so be cautious.

    Maintenance stations and petrol-stations on the roads are quite rife.

    Rivalry leads gas station employees to operate some of free services, particularly dry and wash the windshield.

  • Carson, CA opportunity for truckers wanting to lease purchase by German Naranjo (Carson, CA) Container Drayage Division Lease Purchase Plan - Truck Available - Immediate openings in Oakland, CA; Seattle, WA and Carson, CA Opportunities exist in the OD Global Container Drayage Division for the Best of the Best Owner Operators in the trucking industry. Old Dominion Freight Line, Inc. is a less-than-truckload (LTL), non-union carrier providing regional, interregional and national transportation and logistics services.

    Due to continuing growth and high demand for our expertise, we're looking for full time (F/T) owner operators to fill immediate driving positions from our drayage facilities serving our Ports, Rail Ramps and Container Yards. We are seeking full time Owner Operators domiciled in Oakland, CA. Call 866-453-7110 Monday-Friday, 7:30a.m.-5 p.m.or contact Steven Baskin at 877-881-4276 En Espanol call German Naranjo at 877-881-4277 OD Cares!

    No one does it better with regard to Owner Operators than Old Dominion. Best of the Best Owner Operators Program Financially successful and stable Old Dominion Great Owner Compensation Structure Best in Class Business & Personal Protection Programs Fuel Cards furnished with Fuel Discounts Tire Discount Program Sign On Bonus Program, for eligible OO's Tractor Lease Purchase Programs, some with No Money Down and No Credit Check 100% Fuel Surcharge Paid to the OO 100% Detention paid to the OO Some Local and Over the Road runs Tags available, settlement deduction monthly Permits furnished free of charge Fuel tax compiled by OD Most recurring expenses Settlement Deductible Best of the Best Contracting Requirements Minimum 22 Years Old Class A CDL Hazmat Endorsement One Year Verifiable Driving Experience DOT Physical Long Form and Card. Must Have 1 Year Remaining TWIC Card 7 To 10 Year MVR Required No More Than a Combination of 4 Moving Violations And Accidents In The Last 3 Years. (No More Than 2 In The Past Year) No DUI or DWI Within Last 5 Years Criminal Background Checks Done By Safety No Criminal Convictions In Last 3 Years. (No Felonies, Theft, Or Larceny Ever) If you are an Independent Contractor looking for a new Owner Operator opportunity, go to for details.

    Or call 866-453-7110 Monday-Friday 7:30am-5pm PST En Espanol call German Naranjo at 877-881-4277

  • Cartels only have negative impact upon the consumers benefit | Law ... Introduction: The object of the competition policy, which is adapted in India, is to create a business environment where the firm can compete with each other and there should be always enough opportunities for the new firm to join the competition with the existing firms. Such kind of policy always promotes efficiency, means it gives an opportunity to the firms to increase their efficiency to do better business and earn better profit and also maximize the welfare of the people of the society because in such type of market position the people have enough choice in their hand in buying goods or services. The main problem of a competition friendly market is some activities of the existing firms of the market.

    Very often these firms started to collude to their competitor or forcing the competitors to go out of the market or buying out the competitors. We can find all these activities of the firms in our Competition Act 2002. Section 3, 4 and 5 of this Act says about the anti competitive agreement, abuse of dominance and combination and merger respectively.

    I have divided project into six parts, like introduction with hypothesis and issue, historical background, what is cartel under Indian Law, examples of cartels in India, provisions in Indian Law to detect cartels and at last the suggestion and conclusion of my project. Hypothesis: Cartels only have negative impact upon the consumers benefit. Issue: How the cartels work in the Indian market?

    Chapter 2 Historical background: Before the present Competition Act 2002, The Monopolistic Trade Practice Act 1969 was there. The MRTP Act 1696 was enacted in pursuant of a report submitted by Monopolies Inquiry Commission , which was setup by the Govt. of India to review the economic condition of India with regard to the concentration of the economic power to some private entities and also to examine the affect of the monopolistic and restrictive trade practice in India.

    With the changing of time it is felt that some change should be to the MRTP Act, because many new concepts, like globalization, liberalization etc, are coming, for which India has to change its business policy within and also outside of its jurisdiction. So the Competition Act 2002 is come into force. This new law is mainly came into force by the recommendation of the Raghaban Committee report, a committee set up by the Govt.

    of India, headed by S.V.S Rghaban. A committee, called Competition Committee of India (CCI) is also constituted under the present Competition Act 2002. The main functions of this committee are as follows: To eliminate practices having appreciable adverse effect on the competition.

    To encourage and sustain competition. Preserve consumer welfare. Maintain freedom of trade carried on by the other traders in Indian market.

    Chapter 3 What is cartel under Indian competition law? I have restricted myself in section 3 of the Competition Act, because it deals with the anti competitive agreement and cartel is a special kind of the anti competitive agreement The word anti competitive agreement means an agreement entered by two or more firms of the market to prevent either directly or indirectly other firms from entering into the market or even try to exclude them. The effect of such kind of agreement is always to curve out the competition from the market.

    There are two categories of the anti competitive agreement, horizontal and vertical. Horizontal agreement: It is an agreement entered between competitors operating at the same level of the production process i.e, enterprises engaged broadly in the same type of activity, for example agreement between producers or sellers or retailers dealing with same kind of goods. In this kind of anti competition agreement, there shall be a presumption of Appreciable Adverse Effect on Competition (AAEC).

    Means it shall presume that whenever there is such type of agreement, there will always be an adverse effect on the competition. The burden of disproving is upon the defendant. These types of agreements include the followings: Agreement regarding price fixation.

    Agreement relating to market allocation. Agreement relating to bid rigging. Agreement relating to limiting or controlling the product and supply market, technical developments, investments etc.

    Vertical agreement: It is an agreement between non-competing undertakings operating at different level of manufacturing and distribution process, for example, agreement between producers and whole sellers or between producers, wholesalers and retailers. Here the irrebuttable presumption of the AAEC cannot be taken to be account; the rule of reason comes into play for determining the nature of the agreement of this kind. Means you have to apply your reason to determine the adverse effect of such agreement upon competition, it is also true that for vertical agreements, the test differ in case to case.

    As cartels are a kind of horizontal agreement, so to examine cartels, first we have to know about the characteristics of the horizontal agreements. No particular form is required for such kind of agreements, but results should be as such which is not permitted under the Act. So the circumstances of the agreement and word exchanged between the parties, telephones, messages etc are considered as evidence of the conspiracy.

    Whether the means used to accomplish the agreement is lawful or unlawful is not matter at all, the thing is to be taken into consideration is the object of the agreement should be unlawful, means it should prevent or restrict the competition in the market. Cause or likely to cause adverse effect is important for anti competitive agreements. Two things are important in this regard, one is adverse effect, means the consequence of the said agreement should be adversely affect the competition( U.S v.

    Griffith ) and second thing is the intention of the parties to the agreement, but alone intention is not enough, there should be some overt act to give effect to that specific intention ( Ashton v. CIR). Effect doctrine is the other characteristic of anti competitive agreement in Indian competition law.

    It means the anti competitive agreement should have some adverse effect in India. In Haridas export v. All India float gas manufacturers the commission says that It is immaterial in this regard that where the agreement is interred into by or who are the parties of the said agreement, if that particular agreement has some adverse effect on the Indian market that is enough for considering that agreement as anti competitive.

    An anti competitive agreement may be entered between the parties by concerted practises , such type of practise exists when there is a informal cooperation without having any formal agreement. In this regard one case called ICI Vs. Commission is really has great importance, which says about the difference between the parallel behaviour and the concerted practice.

    It also says that parallel behaviour is not amount to concerted practice, but it may act as a good evidence of the concerted practice. If there are some conditions in any competition, which, after giving due consideration to the nature of the market, considered as against the normal rules of the market, then it may presume the presence of the concerted practise . Section 2 (c) of this Act define cartel , it says that cartel includes an association of producers, sellers, distributers, traders or service providers who, by agreement amongst themselves, limit, control or attempts to control the production, distribution, sale or price of, or, sale in goods or provision of services.

    The main features of cartel are given below: There should be an agreement, including arrangement and understanding. The parties to this agreement should be engaged in trade of same or identical goods or services. The agreement should be aimed at to limit or control or attempt to control the production, distribution, sale or price of goods or services.

    Cartel is nothing but a formal association of manufacturers or producers, who tries to limit the competition or to impose restriction on trade or business. The definition of cartel given under this Act is very wide in nature; it includes both trade and competition, which have some anti competitive effects upon the market. Cartels may form for any or all of these given purposes: To share an agreed or uniform price of the goods or services in the market.

    For the market sharing arrangement. Both of these above mentioned objects. The main thing is that a cartel is always aiming at in improving the position of the profit of the members of it.

    Cartels are per se bad. It not only includes acts preventing or restraining the trade or competition, but also any attempt to do such type of restrains. To include attempts in the category of cartels, there are some conditions to be fulfilled, There should be some intention to commit such type of offences.

    Some over act should be done to accomplice that intention. The overt act must have some direct relation to the act intended. Chapter 4 Examples of cartels in India: Soda ash cartel: Alkali Manufacturers Association of India v.

    American Natural Soda Ash Corporation is very important. This cartel was related to soda ash. Before formation of this cartel, there were 6 producers of soda ash, they were acting independently, after formation of this cartel they started to produce soda ash and supply them throughout the world in a very cheap rate.

    For this reason the local producers of different nations started to face difficulties to survive in the competition. In Indian also the same problem occurred. The Government of India charged a very high rate of anti dumping duty upon this cartel.

    Cement cartel: Now a day, a great boost is going on in the real estate industry in India. In this event, a great cartel was formed in the cement industry, as cement is the most needed component of the real estate business. In the year of 2000-2001 near about cement industry of India like, Grasim, lafarze, birla and many more entered into a cartel resulting prise control in Indian market.

    A complaint was filed to the Competition Cpmmittee regarding this. According to this complaint mainly in the city of Jabbalpur, the price of the cement increased significantly. The complaint also alleged about a concerted practice among the cement giants regarding the price fixation and it also gave detail of a minute report of a meeting where this concerted practice was carried on.

    The MRTPC ordered the 9 cement giants and the CMA to refrain from such activity like price fixing. If we make a close look to the condition, we can find that in March 2006 the production exceed the demand and the quarterly cost of production was also decline. In the mean time there was a sudden increase of the price by more than 11% in a month.

    In the absence of any solid reason behind such increase, we can say that there was a tacit cartel between the cement manufacturer regarding price fixation during that time. ATF cartel: The RIL has filed a complaint to the competition commission of India against the Public Sector Undertakings dealing with aviation turbine fuel. RIL alleged that they formed a cartel at the time for bidding for the ATF.

    PSU like IOC, BPCL, HPCL all were engaged in that cartel. RIL wanted to enter into the business of supplying the ATF to the Jet Airways, but for this cartel it failed to do this. Cartel in Road Transport: Road transport is considered as lifeline of the economic growth of any country, so India is not the exception to this.

    We can take example of Germany s Autobhan, which makes a revolutionary change in the economic position of this country by connecting the major cities with the remote villages. At the beginning the road was considered as public matter and exclusively made by the Government, but with the changing of the time it is not possible for the Govt. to take all the responsibilities regarding the road transport, there is also a factor of investment.

    Particularly for the maintenance and for investing more fund with the increasing demand private and foreign investors come into the picture. Competition starts between them. There is no doubt that this road transport sector of India is huge and also very profitable, so the investors starts to inter into anti competitive agreements and also bid rigging, which are totally prohibited under the Competition Act 2002.

    There are also instances of entry barriers, resulting territorial allocation of contracts, which are also prohibited under the Act. Illegal competition is also going on with the raw materials needed for the road construction, like steel, roads, cement etc. Proper road transportation system is required for better implementation of the socio-economic policies of the country.

    It also affects the price of the goods. So, the CCI should make appropriate provisions to give a check and balance method to control the anti competitive activities in road transportation system. Railway cartel: In the very recent time it comes into picture that in Indian Railway a cartel is going on regarding the seats of the compartments.

    Previously foam was used to make these seats. Suddenly the RDSO, which is the research and development wing of Railway shifted to a new material called recron for making seats. It comes to know from an investigation that the recron seats take Rs.

    50000 for one compartment, whereas the foam made seats charged Rs 18000 per compartment, the investigation further says that this recron is not suitable for the Indian weather also. The whole supply of the recron is given to two suppliers, without calling a tender for that and these two suppliers charged near about 200% more than the market rate of the recron seats. So, there is no doubt that these two vendors of recron act as cartel and the RDSO would never make any doubt regarding this.

    Another type of cartel in Railway can be found in Competition Commission of India v Steel Authority of India Limited and another , this case was filed by one company against the SAIL, alleging that it entered into an exclusive agreement with Indian Railway for supplying of steel for the railway track. Trucking cartel: Trucks are considered as the lifeline for the transportation of goods in India. In a country like India, transportation of goods plays a vital role in determining the price of goods.

    In this sector also we can find a huge cartel, which was consisted by some of the truck operators. They fixed the fare of the truck transportation and restrained the other truck operators to compete with each other regarding the price fixation. As a result of this there was an abnormal increase in the transportation cost, which leads to increase the price of the respective goods, causing detriment to the consumers.

    The MRTP Commission gave a cease and desist order to some of the truck operator union but as there was no provisions regarding penalties, so there were no penalties for these operators . Vitamin cartel: It is an international cartel, but affected India also. During 1990s some pharmaceutical companies from Japan, France and Germany entered into a cartel regarding the fixation of the price of the vitamins throughout the world and also made some division of market for vitamin throughout the world.

    This cartel was continued for a period of near about 10 years. Then France came out from this and coordinates with the US to restrain this cartel. France paid a huge amount as fine for this.

    India also faced a great loss for this cartel, but in the absent of any provisions relating to the oversee jurisdiction, no penalty was imposed by India . Chapter 5 Harms caused by the cartels to the consumers: It is a worldwide accepted notion that cartels have negative effects to the consumers. If we take example of any of the international or national cartels, we can find that the effect of such cartels is an extraordinary price high of the respected goods or services.

    There are at least 30% to 40% price high occurs due to formation of any cartel. The people have to pay that high amount to avail that respected good or service, though actually that goods cost more less than what the consumers have to pay. So, it is considered as a great detriment to the consumer welfare.

    Busting a cartel: If we go through the provisions of the Indian Competition Law, we can find that there are many provisions relating to cartel detection. The related sections are as follows: Section 19 which says about the grounds of enquiry in certain agreements. Section 26 which says about the procedure of the inquiry.

    Section 27 says about the orders which may be passed by the Commission. Section 32 says about the extra territorial jurisdiction of the Act. Section 33 deals with the power to issue interim order.

    Section 36 gives a clear idea about the power of the commission to regulate its own procedure. For the rectification of orders you can go through section 38. Section 39 says about the execution of order of the commission imposing money penalty.

    Section 46 is one of the most important sections regarding cartel detection. It says about the lesser penalty process of the commission. It should be read with the regulation which gives minute detail of this system.

    Section 48 says about the liability of the company and its members regarding contravening of any of the provisions of the Act . Chapter 6 Conclusion and suggestion: For detecting a cartel, the competition authority should have some extraordinary power, such as: Most of the cartels are formed in secrecy, so the competition authority should posses some special features to detect a cartel, means, they have had something more than what a general investigation agency have. More units of Competition Authority should be formed, with a special wing for cartel detection.

    More importance should be given to the leniency programme and also to the whistle blowing system. Huge penalty should be imposed, with criminalization of the persons involved in a cartel. Focus should be given to the presence of any arrangement in the market, and not upon the consequences of such arrangement to the economy.

    The Director General of the present Competition Committee has given a very wide power, which includes all the power of a Civil Court and also all power of inspector under section 240 and 240A of the Company Act. The Director General now has a wide power regarding search and seizure; he can make a search even without prior notification to the person against whom the allegation has made. As most of the evidences of such type of cartels are kept in computers, so in the investigation committee, the persons should have good knowledge of .

    Among all these suggestions some are already included in the Competition Act 2002 in India and the rest should be included to get a better result for detecting cartel, as cartels are the main impediment in the way to perfect competition. How do you rate the quality of the essay above? Thanks for letting us know!

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  • Case study: Norbert Dentressangle Why the trucking giant is well down the road to becoming a learning organisation Our L&D strategy isn t pink and fluffy it s about saving millions of pounds For a business with a tongue-twister of a name, Norbert Dentressangle s approach to learning is refreshingly straightforward and remarkably effective. The French-owned logistics, transport and freight group employs large numbers of drivers and packing operatives, and while its work isn t rocket science , according to Chris Dolby, the logistics division s L&D manager, it would be easy to overlook the contribution L&D can make to organisational development. Not so at Norbert.

    It recently took home the people development trophy at the Chartered Institute of Logistics and Transport awards, and can also demonstrate the value of learning to the bottom line: in 2012, work-based L&D projects accounted for savings of 2 million, says Dolby. For the last five years we have been operating in a difficult market and we have continually grown our investment in L&D, he says. That additional investment in people has had a real impact on the business.

    It also constitutes Dolby s ultimate measure of return on investment he would have to do some soul-searching if profitability took a nose-dive. That doesn t seem likely at the moment. A few years ago, a Briton s best chance of encountering Norbert Dentressangle would be spotting one of the company s distinctive red lorries emerging from the Channel Tunnel, or on the shelf of a model truck enthusiast (Norbert spotters are a rival faction to Eddie Stobart fanatics).

    Since a major acquisition at the end of 2007, the group has grown considerably. Its UK logistics division employs nearly 13,000 people and manages 2.5 million square metres of warehouse space. Pop into M&S for some new shoes and you are probably trying on a pair of size fives that spent time in one of ND s warehouses; pick up some fruit and veg from Tesco and it will have been moved in trays that are washed and replenished by the firm.

    We move stuff from one place to another, says Dolby. Our competitors use the same sorts of warehouses and similar methods so ultimately the difference between us and them is our people. We have to be more effective, more reliable and closer to our customers.

    This in turn requires staff who are engaged, motivated and entrepreneurial: We don t have huge layers of management. We empower people to manage their team and make decisions as if it was their own mini business. For them to be able to do that we have to train and develop them.

    This long-term aspect of L&D is built into the company s strategy under the strapline You grow, we grow . If staff help the company expand, it will in turn create more opportunities for their own development. In the shorter term, it s all about increasing efficiency.

    Take the annual management development programme (MDP), which costs around 78,000 for 30 people. At the start of the MDP, participants are each given a project: to make 4,000 savings in their part of the business, says Dolby. As a group they always smash that target.

    Last year s trainees managed 1.1 million through ideas such as consolidating routes and changing how empty trailers are managed. Money is not the only consideration, of cou rse. Another of the business s core KPIs is that 60 per cent of its vacancies have to be filled internally, meaning Dolby has to make sure the right people get the right development.

    A few years ago, however, he realised there was a gap in the L&D package: the business had no programme to develop talented shopfloor employees who had the potential to move into management. His solution was to rebrand ND s two-year graduate scheme as a fast track talent programme open to internal applicants as well as university leavers. Most still come from outside, but it has also drawn attention to some impressive internal potential, he says.

    Rebecca Smith started her ND career stacking shelves and picking stock at a Marks & Spencer warehouse in Hardwick, Cambridgeshire before joining the fast track scheme. In her first six months, she was placed at M&S head office, where she made savings of around 120,000 by making the customer returns process more efficient, Dolby says. In her third placement, she introduced performance management measures that led to significant savings.

    She s now on her final placement, at a transport improvement charity in Tanzania, and recently won Women in Logistics Young Woman of the Year award. The savings made by Smith and her colleagues do not necessarily come directly to ND. At sites where it runs open book contracts where ND s profit comes from an agreed percentage any reduction in operating costs has a much more direct benefit for customers.

    But strong relationships with happy clients can only be beneficial to the business, which is always the ultimate measure of L&D s worth. It is all about delivering performance that improves the bottom line, says Dolby. It s not pink and fluffy.

    It s about hard-nosed strategy that delivers profit.

    The CIPD s Learning and Development Show takes place on 30 April and 1 May 2014 in London

  • Celebrating the centenary of the first truck manufacturing plant | HGV ... On the 10th of September, the granddaddy of all French trucks (and most European trucks as well) turned one-hundred. No, we are not talking about an ancient truck model built with the impeccable style of the back-in-the-day Peugeot or of the gorgeous vintage Citro n parts that retain their beauty even in their modern (and more complex) iterations. Rather, it is the anniversary of a manufacturing plant and a very special one indeed.

    The Sochaux manufacturing plant, belonging to the PSA Peugeout- Citro n, is one of the most ancient active car plants in the world. While its history of production has been rocky and diversified, it was originally commissioned by Thierry Peugeot exclusively for the construction of trucks. This was motivated by the different economic and logistical scenario of France at the beginning of the century, when trucks were in an exceptionally high demand.

    Back then a car was not exactly an accessible consumer good, being reserved only for the wealthiest classes. Trucks, on the other hand, were very useful at a time when transporting resources from one side of the country to the other was becoming imperative to trade and development, but also increasingly challenging. It was the dawn of the French truck, and in some ways the situation has not changed much.

    The role of the truck, even with some of the remarkable new models that are still being produced by Citroen, is essentially the same as it was back then (except, of course, that the present vehicles are much, much bigger!). In the first decades of the century, the truck was in some ways more democratic and proletarian than the car: a farmer living in the countryside would have little use for a small personal vehicle, but he or she could use a truck to bring their goods to the city with much greater speed and efficiency than with a cart. The distance between urban and agricultural spaces suddenly shrank.

    Eventually, as the popularity of automobiles exploded in the subsequent decades, the Sochaux plant was put to use in making cars rather than trucks. It saw the passing of generations of Peugeot models: the 201, 402, 203, 403, 404 and the 504, to name but a few. In the contemporary age, it makes the Peugeot 308, 3008 and the 5008, as well as the Citro n model DS5, which requires the high levels of technology for their hybrid engines.

    This old truck plant is a glorious institution which still does very much for the French industry. It offers employment to more than 12,000 workers, and it is in the front-line of research and innovation in everything that is related to the cars of the PSA Peugeot- Citro n group. For the entirety of the next month, starting from the 15th of September, a number of expositions and events are going to be held at Sochaux to celebrate its history, along with that of its first trucks and its latest cars.

    It is the very least, for such an exceptionally important site.

    Bon anniversaire!

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  • Celebrity truck driver showing off Worktrucker smartphone app ... Lisa Kelly, of Ice Road Truckers and IRT: Deadliest Roads fame, is now the global ambassador for Worldtrucker, an online community for professional truck drivers and trucking enthusiasts Celebrity truck driver Lisa Kelly , an active member of the Worldtrucker community, will be revealing the new Worldtrucker Smartphone App and Website at the Volvo Trucks booth during the 2013 Mid-America Trucking Show (MATS) in Louisville, Ky. Kelly, of the TV series Ice Road Truckers and IRT: Deadliest Roads , was one of the first to try the app during her recent visit to Sweden. The new Worldtrucker app and website allows truckers to connect with other truckers all over the world and share their stories and passion for life on the road, Kelly said in a written statement.

    The Worldtrucker app is, of course, designed for truckers, by truckers. So come on, join the family. The public reveal of the new Worldtrucker smartphone app and website will take place Saturday, March 23 at 11a.m.

    Eastern in booth #32125. Show attendees will be able to meet Kelly, who will be in the Worldtrucker lounge at the Volvo Trucks booth and available for photos and autographs. Worldtrucker is a global online community for truckers, powered by Volvo Trucks.

    The community helps drivers keep in touch with their families, friends and colleagues. Members can share photos from the road by uploading directly through their mobile phone. I like keeping in touch with the trucking community, Kelly said in a press release.

    There are a lot of things that keep truck drivers united, and that s what s cool about the Worldtrucker concept. Other truck drivers can understand what you re going through, and thanks to Worldtrucker we can help each other. Volvo Trucks notes that by offering these social elements, it hopes to increase interest in the profession and support the recruitment of new drivers.

    The worldwide driver shortage is a vital issue for the industry. We know that truck drivers have strong professional pride, and that s exactly what Worldtrucker is about sharing that passion for trucks and for life on the road, said Paula K hnel, Worldtrucker manager , said in a press release. Initially launched in 2011, the online community now has more than 21,600 members representing more than 100 countries.

    Worldtrucker is available in 18 languages and its members have uploaded more than 120,000 photos of trucks and life on the road.

    Volvo Trucks says it aspires to make Worldtrucker the largest and most active truck driver community in the world.

  • Challenges of Trucking Accidents and Insurance | Personal Injury Blog Written by Don Jacobs, Trial Attorney37 The economy seems to be growing again. People are starting to purchase more. Discretionary spending is up.

    That's a good thing, right? Well yes, but a better economy does mean more commerce. And more commerce means more goods being delivered to retail outlets for waiting consumers.

    More deliveries means more trucks on the highway. The same highways we all use for work and pleasure trips. More trucks on the highways can mean more vehicle collisions involving large trucks.

    The unfortunate consequence of more trucking collisions is that injuries are generally much more severe when a large vehicle is involved. Particularly when it collides with a small vehicle. So if you find yourself on the wrong end of one of these collisions while operating your passenger vehicle, you may become part of a growing statistic, people injured in truck collisions.

    And the injuries can be severe and have life long consequences. But you probably figure, like most Americans, that at least a trucking company has lots of insurance. Don't all truck drivers carry at least a million in coverage?

    Isn't that required by state law? The government wouldn't let them use our highways if they didn't carry enough insurance to cover the type of injuries their vehicles can cause, right? Well, think again.

    The Motor Carrier Act of 1980 (the "Act") requires minimal levels of insurance be carried by all for-hire carriers with a gross vehicle weight of 10,000 pounds or more. The minimum coverage is $750,000 for all trucks not carrying hazardous materials. It can be as high as $5,000,000 depending what cargo is being transported.

    The trucking company can comply with the Act by showing proof of insurance, proof of surety bonds or approved self insurance at limits sufficient to meet the minimum liability requirements. The United States Department of Transportation registers for-hire motor carriers. These motor carriers are required to register and comply with the law.

    Some states have have a Single State Registration System allowing carriers to register in their home state instead. However, Oregon and 11 other states don't currently participate in the Single State Registration System. If you've been in an accident with a commercial truck, finding out who owns the truck and what insurance is available can sometimes be a difficult task.

    Many firms operate under assumed business names. The name on the side of the truck might not necessarily be the name of the company owning the truck. And although companies are required to file assumed business names with the Secretary of State, often the name on the truck doesn't match the name on the state website.

    Attorneys experienced in trucking company litigation will tell you collecting damages from a trucking company, even if insurance is identified, can be difficult and time consuming. As an example, one case handled by this firm against a commercial driver who caused an accident in Portland, ended up in bankruptcy court in Puerto Rico. The company purchased insurance in Puerto Rico, but it turned out the cut rate insurance company didn't have enough assets to pay all claims and filed for protection under the bankruptcy code in Puerto Rico.

    In order to recover damages for the client, we had to go to Puerto Rico, which is arguably a nice place to visit, but navigating their bankruptcy rules and recovering what we could on the insurance policy turned into a daunting task. What was particularly difficult was all correspondence on the case, including the insurance policy, which was written in Spanish. If you've been hurt by a commercial vehicle, retain an attorney experienced in trucking cases.

    Your chances of recovering full damages will rise by doing so.

  • Charges Filed Against Los Angeles Harbor Grain Terminal and ... 2012-11-02 By Editor On Tuesday, October 23, 2012, the Long Beach Police Department s Commercial Enforcement Unit presented a case to the Long Beach City Prosecutor s Office who filed charges in Los Angeles Superior Court against Los Angeles Harbor Grain Terminal, as well as three other trucking contractors. The 15 count complaint alleges that employees, officers and contractors of Los Angeles Harbor Grain Terminal engaged in overloading their trucks and driving them upon the highway. Some of these trucks were overloaded by more than 14,000 pounds.

    Overweight trucks cause substantial damage to our roadways, increase the chance of overturning, and significantly increase the stopping distance. The Long Beach Police Department has taken an aggressive position on overweight vehicles, as they are inherently dangerous to the drivers of these loads, as well as the general public. Furthermore, overloading their trucks allows them to unfairly compete for contracts with other companies who operate safely and lawfully within the City of Long Beach.

    Of the 16 defendants, four are companies associated with Los Angeles Harbor Grain Terminal and the remaining are their drivers. Los Angeles Harbor Grain Terminal, Pacheco Trucking, Perez Express Trucking, and Franco Trucking were all named in the complaint. Los Angeles Harbor Grain Terminal recently settled an enforcement action brought by the U.S.

    Department of Agriculture. In the settlement, Los Angeles Harbor Grain Terminal admitted that they deceptively weighed 758 containers of grain and thereby knowingly caused the issuance of false official weight certificates. The Long Beach Police Department will continue to make sure commercial vehicles are following all of the rules of the road for the safety of everyone.

    Anyone with further information regarding this or any other commercial enforcement complaint should contact Detective Jeff Jonkey of the Commercial Enforcement Unit at 562-570-5130.

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  • Chevron CEO: Policies show risk of high energy prices is greater ... NEW YORK, N.Y. - Chevron CEO John Watson notices something important as he visits his company's operations around the globe: Governments everywhere find high energy prices much scarier than the threat of global warming. And that means the world will need a lot more oil and gas in the years to come. To meet that demand, Chevron is in the midst of an enormous cycle of investment aimed at extracting oil and gas from wherever it hides in the earth's crust.

    Chevron Corp., based in San Ramon, Calif., is the second largest investor-owned oil and gas company in the world, and the third largest American company of any type as measured by revenue and profit. Over the last year, Chevron has earned $24 billion on revenue of $231 billion. Every day, the company produces the equivalent of 2.7 million barrels of oil and gas, mostly outside the U.S.

    Next year Chevron will invest $33 billion more than it ever has to drill wells, erect platforms, build refineries and scan for undiscovered deposits of oil and gas. Among its biggest projects: A natural gas operation in Australia that will ultimately cost Chevron and its partners $65 billion to build. Also planned are three deep-water drilling and production projects in the Gulf of Mexico that will cost $16 billion.

    Watson, a 55-year-old California native and Chevron lifer, joined the company in 1980 as a financial analyst. Before becoming CEO in 2010 he was vice chairman in charge of strategic planning, business development and mergers and acquisitions. He also ran the company's international exploration and production business, led the company's integration with Texaco and was CFO.

    Watson has helped shape Chevron into the best performing major oil company in the world by several financial benchmarks, including the profit it makes for each barrel of oil it sells. In an interview at The Associated Press headquarters in New York, Watson discussed world energy dynamics, U.S. energy policy, hydraulic fracturing, and working abroad.

    Below are excerpts, edited for length and clarity. AP: Why do people and politicians dislike big oil companies that deliver the energy they rely on and benefit from? WATSON: They don't feel like they have the choices.

    Most products that you consume every day, you have a choice. In energy you have less choice. And as costs rise, it hits the family budget.

    It's a convenience that we like, but we'd rather pay less for it. AP: Is there anything you can do about that? WATSON: Invest in good projects around the world.

    Every drop of oil that we produce anywhere in the world hits world markets and, other things being equal, brings prices down. AP: What do you think is the biggest misunderstanding about your company or your industry? WATSON: Just how much we invest in the business and the risks that we take to deliver the oil and gas that we all expect every day.

    We literally go to the ends of the earth to bring this energy to consumers. AP: Can the industry continue to produce oil and gas at a price that can keep the world economy growing? WATSON: I think so.

    We want to produce at a price our customers can afford, and I think there's ample resource to do that for the foreseeable future. AP: Energy companies complain that the U.S. is over-regulated, but at the same time they are expanding here and cite its many advantages.

    Which is it? Is the U.S. a terrible place to do business, or is it terrific?

    WATSON: On balance it's a good place to do business. We always have to be aware of what other governments are doing, and we have to be sure that we stay competitive. When I met with the president with some of my colleagues a couple weeks ago, that was the first thing that people talked about.

    It wasn't about taxes per se, it was about staying competitive. AP: People on all sides of the energy debate have long complained about the lack of a comprehensive energy policy in the U.S. Are we wishing for something that just can't happen in this country?

    And if not, what would it look like to you? WATSON: Historically the United States has had a wonderful energy policy. We're blessed with a diversity of resources.

    We have oil. We have gas. We have coal.

    We have nuclear. And renewables. And as a result, one of our biggest competitive advantages has been affordable energy.

    You need a strong economy and you need affordable energy to fuel that economy. AP: Do fossil fuel producers bear the responsibility for curbing greenhouse gas emissions? WATSON: We have the responsibility to deliver our energy in an environmentally sound fashion.

    The greatest advancements in living standards in recorded history have taken place in the modern hydrocarbon era. I don't think that's coincidental. Our leaders have to make a decision.

    Do they want that to continue or do they have a better solution for us? So it's not my call. AP: How should society go about reducing greenhouse gas emissions?

    WATSON: If you look around the world, the countries with the best environmental practices are the wealthiest. There's a reason for that. If you're worried about where your next meal is going to come from or shelter over your head, your focus is on those things.

    AP: The U.S. is a wealthy country, how should we reduce emissions? WATSON: Well, we are a wealthy country.

    On the other hand, the economy is growing slowly. We have high unemployment. I think that's part of the reason why the president said now is not the time for a carbon tax, because he recognized that that would put pressure on the economy and put pressure on our energy prices, put pressure on manufacturing business, put pressure on consumers.

    AP: When it's time to address the carbon issue, how should we do it? WATSON: It's very difficult for the United States to go it alone. Watch what (other) governments do.

    The day-to-day decisions being made (show) that concern about climate change is less than other concerns that they have. China is racing by the U.S. in greenhouse gas emissions.

    Germany is shutting down their nuclear power, the only energy source with zero carbon emissions that can be produced at scale. Japan, much the same way. Governments around the world are making the choice that the benefits of lifting people out of squalor are very important.

    And affordable energy is the way to get there. And that currently comes through oil, gas and coal. That doesn't mean there's nothing we can do.

    First, we can do a lot more on energy efficiency in this country. There are a number of promising technologies to deliver lower carbon fuels. I would support (government funding) of pre-commercial activity to try to advance some of these breakthrough technologies, rather than putting big subsidies on technologies that we know are more expensive and won't necessarily solve the issue.

    AP: Will fracking be curtailed in this country? WATSON: I see very little obstacle to it, notwithstanding all the rhetoric. Now it's being done in some different areas.

    People aren't used to it, and there have been legitimate concerns expressed, like truck traffic at a simple level, but also concerns about water supplies. They're understandable anxieties. And so we have to work through those with the governments.

    I think in due course we'll do that because they'll see the advantages to it. AP: Will natural gas become a bigger part of the energy mix? WATSON: Natural gas will displace coal in power generation.

    Getting natural gas into the transportation fleet is harder. It works best for vehicles that work from centralized fueling facilities like trucking fleets or buses and cabs. That is happening.

    Before it can make big inroads beyond that, infrastructure is going to need to be developed. It will take some time. AP: A recent factory fire in Bangladesh killed more a hundred people, shining a spotlight on the connections between Western companies and overseas suppliers.

    What is the responsibility of a company like yours when you go into a developing area? WATSON: We have global standards for how we operate. And it's our responsibility to operate to those high standards everywhere.

    We use local labour in almost all cases and we spend an enormous amount of time training people. We provide half the natural gas in Bangladesh. I've been there a number of times.

    If you go to a construction site, you won't see hard hats. You won't see shoes in many cases. And so we teach people safety standards.

    Follow Jonathan Fahey on Twitter at .

  • China's Latest Investment: U.S.

    Trucking! Reuters reports that one of China s biggest private firms, ENN Group Co. Ltd, will partner with a small American company to build a LNG fueling network throughout the U.S., aimed at trucking. Since the unexpected North American shale gas boom nearly halved the price of natural gas, cost savings of up to $2 per gallon are pulling several major fleets like Ryder and the UPS away from diesel truck purchases.

    How do you say 10-4, good buddy in Chinese? Matt Insley The Managing Editor of the Daily Resource Hunter , Matt is the Agora Financial in-house specialist on commodities and natural resources. He holds a degree from the University of Maryland with a double major in Business and Environmental Economics.

    Although always familiar with the financial markets, his main area of expertise stems from his background in the Agricultural and Natural Resources (AGNR) department. Over the past years he s stayed well ahead of the curve with forward thinking ideas in both resource stocks and hard commodities. Insley's commentary has been featured by MarketWatch .

    View articles by Matt Insley At The Daily Resource Hunter , we take a fundamentally different approach to research. With our boots on the ground, we travel the world looking for the most lucrative resource, energy, an precious metals opportunities. Each business day we call on our stable of world-class writers and thinkers to show you how to get ahead.

    Start your 100% FREE subscription to The Daily Resource Hunter today and you ll get receive out newest report: The 4 Easiest Ways to Profit From Oil Right Now.

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  • Christmas Trucks! | Alltruck The Coca Cola advert is on the TV which must mean it is officially Christmas time! Image courtesy of Mancunian Matters The Coca Cola truck is a Christmas icon, so we thought we d have a look around to see what other festive trucks we could find to help get us in the Christmas mood! Here are some of the best we ve come across Here s a truck from Comox Valley, Canada; which each year has a Christmas truck parade.

    You can see more pictures and video on their website . MAN got into the festive spirit with their special MAN TGX Christmas edition which spread some Christmas cheer touring Germany giving out gifts. Read the full story on Trucks Planet Complete with reindeer and an explosion of fairy lights this truck we found on Wholesale Trucks Direct screams Christmas !

    American haulier Benny Whitehead Trucking Co. go all out every Christmas with their Merry Christmas truck decoration. See a video of this truck in its full glory here So, there you have it some of the most Christmassy trucks we could find but are there better ones out there?

    Have you decorated your truck? Seen any trucks that caught your eye? Any Christmas truck parades that we don t know about?

    If the answer is yes, then let us know!

  • Cianbro, Berger push ahead with Maine East-West tollroad - private ...Cianbro builders and Berger Group engineers, teamed to build a 350km (220 mile) East West tollroad across central Maine, say they will have a feasibiity study ready "late winter, early spring." Cianbro project manager Parker Hadlock tells us they feel instinctively it is a project which will work financially but the feasibility study will give them a first grasp on the scale of costs and revenues and the options they can pursue. The project has been repeatedly studied but without any action. It isn't a high enough priority for local constituencies within Maine to gain government funding.

    The present push comes from Peter Vigue, president & CEO of Cianbro, a construction company headquartered in Maine but with construction projects throughout the northeast US and beyond. Vigue went public August 23 with his plan to assemble a group of business corporations to build the road. Government would never build the road, he said, but business could.

    He told me today in an interview this week: "We have to get this built. Failure is not an option. It is crucial for our future." Vigue was speaking as a Mainer, not as a Cianbro man, he said when queried. "The company will get by, regardless.

    No, the state of Maine must have this road for its economic survival." The state has been bleeding jobs and people for years now, he says. The major reason is poor road connections and expensive transportation to the rest of north America. He reels off examples of Maine businesses that are handicapped by circuitous, slow truck connections - businesses that can't compete because of trucking costs.

    local communities plagued by heavy truck traffic on local roads because the 80k pd (36.3t) ISTEA freeze on weight limits on the interstate prevents them using I-95 north of the Maine Turnpike. Needn't be the end of the road Maine needn't be, in a common phrase, "the end of the road" (I-95). Geography has placed it as a potential crossroads if only it can get some quality east-west connectivity.

    Maine lies squarely between Canada's maritime provinces to the east and Quebec and Ontario to the west. Also Maine's direct route to Detroit and Chicago lies through Montreal and Toronto, not way south through New Hampshire and Massachusetts and New York state diverting around the southern side of Lake Erie. Vigue says the staple traffic for his projected tollroad will be Canadian pass-through trucks.

    He talks at length about virtual border control that will check on trucks before they reach the border, maintain electronic seals on their cargoes, eliminating the delays normally associated with border crossings. Saving 200km (125 miles) and at least 2 hours The triangular journey from the port of St John in New Brunswick to Montreal on the Trans Canada Highway via Riviere du Loup on the St Lawrence made necessary to get around Maine is 800km (500 miles). The same trip through Maine would be 600km (375 miles) - three quarters of the distance.

    The savings is 200km (125 miles) or at least two hours. Vigue says the project is an opportunity to engineer the road for improved efficiencies through building the road to at least Canadian axle loadings allowing substantially heavier trucks. He'd also run long double trailers - often called turnpike doubles as seen on the Ohio Turnpike and the Indiana Toll Road among others. "Running twin 53 footers (16.2m) will be good for the bottom line and good for the environment.

    It reduces fuel consumption, and it reduces emissions," he says. The Maine East-West Highway he proposes will also attract holiday and tourist trips to the Maine coast from Montreal, Toronto, Detroit and Chicago, he says, as well as improving Maine's connections to the major metropolitan centers of Canada and the Mid-West. The East-West Highway would also work in with north-south routes: - I-95 if more sensible weight limits can be enacted - a Panam railroad intermodal yard at Brownsville Private land and existing logging haul roads provide big start Vigue says about two-thirds of the route being looked at can take advantage of large tracks of private foresting land.

    For long distances between I-95 and Calais on the eastern border of New Brunswick it can use the gravel roadbed of heavy haulroads established for trucking of logs. And there is some of that also west of I-95 where it heads off somewhat north of westerly compared to State Route 2. He starts reeling off names for the portion east of I-95 to New Brunswick: Stud Mill, Enchanted, Shirley Mills.

    Normal roadmaps don't show the haulroad there because it's on private property, but Google's satellite mode shows it clearly 25km (15 miles) or so north of State Route 9, the present main road between Bangor at I-95 and the New Brunswick border at Calais. Cianbro happens to have the construction contract for a new international bridge being built Calais to St Stephens NB. It will plug into a new expressway standard Highway 1 nearing completion between St Stephens and St John, providing full expressway from the US border at Calais ME all the way to Halifax NS.

    Halifax is the deepest natural port on the east coast of North America. At the western end of the East-West tollroad there is full expressway standard highway Montreal to Sherbrooke, but just rural 2-lane surface road from there to the US/Maine border. The tollroad developers are talking to the Quebec government about some arrangement to allow them to upgrade this stretch to the same standard as the road in Maine.

    This Sherbrooke to the Quebec/Maine border stretch adds about 100km (60 miles) to the 350km (220 mile) project within Maine. No enabling legislation needed Vigue says he doesn't think the project needs any enabling legislation because it is almost entirely on private land. It will only need the agreement of the state to cross north-south and make connections with some of these roads.

    The project will need to be fully reviewed environmentally, he says, but he doesn't see this as a major challenge. "This proposal is good for the environment. We can avoid communities. We don't need to go near any state parks.

    Many of the people whose land it goes through want the road very much." Two big river crossings The road will have to cross two substantial rivers - the Penobscot and the Kennebec. And there will be other small rivers and wetlands. Maine like Minnesota or Florida is full of lakes and marshes for quite a distance inland.

    The western portion of the proposed route however gets quite hilly, some say mountainous, but that is probably an exaggeration. Vigue expects the project will have to go through a full environmental review process including public outreach and consideration of alternatives.

    2 lanes or 4? Vigue and Hadlock say the highway will be designed to full 2+2 lanes expressway standards.

    Hadlock says the Canadians in particular are very keen on this on safety grounds. But both Cianbro men say they'll need traffic and revenue forecasts and costing before they can commit to this as the first stage. They concede it might have to be some kind of super-2 expressway initially - 1+1 lanes with selective 2nd lane sections for passing.

    It would then get the second roadway at some later stage - the way the West Virginia Turnpike was built. They'd prefer, however, if they can justify it, to build a regular 2+2 lane expressway right off. Costs $1 billion minimum The developers have been quoted as saying this is a billion dollar project.

    We said this sounded very low for a road of this length. Hadlock said: "We've been trying to say that is a billion dollars is the minimum. We don't really know until we do more work." Tolling Tolling will be all electronic at highway speed.

    Not just a road They stress also that it is "not just a road," that they want to look at providing a corridor for utilities and roadside businesses as well, and that intermodal arrangements will be important at several points along the corridor. Schedule Their schedule is to open the road in just under seven years. If the initial feasibility study is encouraging they will commission an investment grade traffic, revenue and cost feasibility study in April to be concluded by August 2008.

    If this is a go they will do environmental permitting, engineering and financial planning, aiming to start construction in August 2011. Construction would take three years. Cianbro is teamed informally at this point with the Louis Berger Group.

    They are each doing feasibility study work on staff time, Hadlock tells us. At a later point they may set up a more formal organization. But they will probably look to bring more groups in.

    In particular they need to involve people and companies along the possible routes more intensely. "We have some detailed routes in mind but we are flexible at this stage. We need to say to different property owners and communities 'What works for you, and take that into account,'" Hadlock says. No concession Peter Vigue says he doesn't think any enabling legislation is needed from state or federal governments.

    He is not talking about seeking any toll concession or even a charter from the state. He sees the road as privately owned on private property, although of course it will need state sanction for passing over public road right of way and making connections to those roads. Will the Uberstars and DeFazzes let it happen?

    It seems to us a major question is whether the interventionist pols will be spoilers. We didn't ask him directly but perhaps Peter Vigue's thinking is as follows: it is a private initiative, funded without any state money, a private facility on private property, with no government guarantees against competition, on what basis can it be regulated? Capital will clearly be easier to raise if there are no government controls over toll rates for example.

    The precedents are not good. The Dulles Greenway in northern Virginia was built entirely with private money, on land privately acquired without any assistance from any government (no eminent domain power) and on which it pays property taxes. It has no guarantees against being undercut by additions of free capacity.

    The Greenway is nevertheless regulated under the state's powers to regulate utilities such as electric, water and telephone companies. Politicians of all colors regularly demagogue without shame against the Greenway operators and propose toll reductions below those the regulators approve as reasonable. Truck weights and combinations?

    The developers are clearly not going to seek an Interstate designation for the Maine East-West highway. If it also avoids a National Highway System designation and doesn't accept federal money then can it be restricted by the TEA21 LCV freeze? Can the Feds stop it from running long doubles, triples and other combinations?

    Probably not under present law. However it wouldn't be surprising to see interventionist pols like Congressmen James Oberstar and Pete DeFazio of the house transportation committees go bananas at the thought of something like this happening beyond their control. Consider how full of indignation they are at toll concessions or longterm leases where ownership and detailed control is retained by the state.

    It is easy to see them sponsoring legislation that would designate the Maine East-West corridor as NHS, or otherwise find ways to assert power over it even as private property.

    For example, a simple prohibition on running LCVs over or under I-95 would be a show-stopper.

    It seems to us these political hazards are a cloud hanging over what is otherwise a most promising project. (PRONUNCIATION: Cianbro an Italian family name is pronounced CHIN-bro, and Vigue VIG-yu) TOLLROADSnews 2007-12-22

  • Cin sthesia: Bee-havioural science: "More Than Honey" The issue of colony collapse disorder shouldn't be a new one on cinema audiences - it was given an urgent laying out in 2009's explanatorily titled The Vanishing of the Bees - but the German doc More Than Honey lends it a more personal slant. Director Markus Imhoof (whose narration has been dubbed into English, with just the right level of curiosity, by John Hurt) is the grandson of a beekeeper, and he's here set out on an idiosyncratic, at times downright eccentric quest to track down the opinions of all those professionals doing their darnedest to keep our apian friends alive. They are an eclectic bunch, to say the least: academics using tiny MRI machines to generate bee brainscans, through which they attempt to explain the insects' suddenly suicidal behavioural patterns; old dears who, in the bees' absence, have been obliged to undertake the painstaking business of pollination by hand; migratory beekeepers whose job involves trucking swarms from one coast of the US to the other, following the harvest.

    The crowd favourite seems likely to be Fred, an Alpine bee-shepherd who does all of his hive-handling with no greater protection than a lit cigar, and routinely squashes his queen bees in order to maintain the racial purity of his hives. Historians and feminist theorists could have a field day with this, of course, and the film actively encourages contributions from all parties, an acknowledgement that this is one of those issues that will affect everybody if left unresolved. Inevitably, it gets scattered, buzzing from one field to the next in the hope its diverse strands will cross-pollinate and produce a grand unifying theory - and I'm not so sure that the one Imhoof settles on (that killer bees are the way forward) isn't as eccentric as anything else here.

    Its strongest suit is some fascinating, microcosmic photography, which takes us inside both functioning and collapsing hives, and provides urgent, up-close evidence of the kind of swarming industry we're set to lose if we can't fix this problem.

    More Than Honey opens in selected cinemas from Friday.

  • City resident shares passion for Italy and its out-of-the-way places as ... Fred Magnotta spent a good part of his working life driving a truck. Truth be told, driving continues to be a crucial component of his job today. Only now, instead of freight, he's carting around people as a nontraditional yet extremely knowledgeable Italian tour guide.

    Around 15 years ago, the West Scranton resident converted his passion for the country of his ancestors into a full-fledged travel business, Real Italy Custom Tours Ltd. For many weeks of the year, Mr. Magnotta can be found leading small groups of locals and out-of-towners on custom-built trips of the peninsula, from the scenic mountains of Tuscany to the ruins of Rome to the jaw-dropping rugged beauty of the Amalfi Coast.

    For customers of Italian origin, he makes it a priority to take them to the towns their families left for America. "I show them Italy the way I like to see Italy. You feel as if you're traveling around with a family member," said Mr. Magnotta, 51. "I feel if someone books a trip with me, I have an obligation to give them the best possible trip I can, because my honor is on the line." Mr.

    Magnotta's taste and know-how are impeccable, but his approach lacks anything even remotely resembling stuffy pretension. This is a tour guide who prefers camouflage shorts and work boots to khakis and loafers; who tends to call just about everyone he meets "bro"; who speaks a West Side variant on Italian called "Fretalian." As he put it with a laugh, "I'm the un-tour guide." His approach seems to be working just fine, considering the glowing testimonials on his website. Mr.

    Magnotta's friend and former employer, Chris Kane, of Kane is Able, went on one of Mr. Magnotta's tours with a few other couples a few years ago. It was an incredible experience, he said, mostly because "Fred shows you the parts of Italy the average tourist does not get to see." "A trip to Italy with Fred is truly special because of him," Mr.

    Kane said. "He speaks the language, all the Italians there just love him, he takes you to all small, family-owned boutique hotels and restaurants. So you truly experience the country's culture first-hand." The travel business has led to other business opportunities with an Italian bent for Mr. Magnotta.

    Years ago, the self-taught chef started having friends over to his house on Sundays for extravagant Italian dinners. That eventually led to him doing private dinner parties - multicourse affairs that run a couple hundred dollars a head. And, just recently, he became the Pennsylvania distributor for Italian winemaker and exporter Giorgio Rivetti, whom Mr.

    Magnotta befriended during his travels in Italy. Mr. Magnotta has spent the past few months visiting liquor stores and restaurants throughout the state, as well as doing tastings at wine shows and other events, like the Philadelphia Flower Show. "Over the years, I've gained a real passion for good wine," Mr.

    Magnotta said. "There's 12 wineries in my group. It's huge." Italian to his core Mr. Magnotta grew up in what he called "a very Italian household." Both sets of grandparents were immigrants.

    His father's side of the family, the Magnottas, came from Guardia dei Lombardi; his mother's side, the Tomeos, from Naples and Salerno. As a kid, Mr. Magnotta soaked up all the stories about the old country, picked and canned tomatoes, helped his grandfather make wine and his mother and grandmothers prepare homemade ravioli and sauce. "I had a lot of really fond memories; grew up with a lot of really great food," said Mr.

    Magnotta, who today cures his own prosciutto. (Right now, the current batch is hanging by the hoof in his attic.) A self-described bad student, Mr. Magnotta went to work as a truck driver for Kane after graduating from West Scranton High School. Later, he worked as a recruiter for TRL Trucking, and for several years, he sold draperies. "For a long time, a lot of people knew me as 'the blinds guy,'" he said with a laugh.

    Love at first site Mr. Magnotta first visited Italy in 1996 with his wife, Joanie, who at the time was his fiancee, along with a close friend. The three of them started in Rome, then rented a car and drove off into the Italian countryside.

    They got lost along the way, but Mr. Magnotta loved every minute of the experience. He had that ethereal feeling that he was "home," as so many people do upon visiting their country of origin. "I knew, that trip, something was going to happen there.

    I just knew it," he said. "I knew I would fall in love with Italy. But I didn't know that it would be to the degree that I did." Not long after, he returned to Italy, then returned again, and again, sometimes for up to six weeks at a clip. Each time, he discovered new parts of the country, improved upon his Fretalian and made friends with locals who found him simpatico.

    When he finally met his relatives there, he said, "it was three days of crying. It hit me hard." Before long, he started taking friends with him. Then it was friends of friends.

    With nothing more than word-of-mouth, a business model started to take shape. Tailored to the customer The most trips Mr. Magnotta has ever done over the course of a season is 14.

    When the business first started, it was exclusively Tuscany, Florence and Rome. Now, he can cover pretty much any part of the boot, as well as Sicily, depending on what the customer wants. To prepare for trips, he flies over for solo "reconnaissance" work, which comes in especially handy if his customers have family there.

    Mostly, Mr. Magnotta takes groups of up to eight people. He's done as many as 20, "but it's not what I prefer.

    It's not as personal." In addition to leading the tours, he drives the van. And he takes pride in the fact that he doesn't need a GPS to get around. The trips are high-end, and can cost as much as $10,000. "I'd never go below a four-star hotel, ever," he said. "Every trip's gotta be a slammer." Customers also get a tour guide who's like a good friend, only one who knows exactly where to go.

    It's Mr. Magnotta's job to take away all the stress people tend to have when they travel without a guide. Mr.

    Kane said Mr. Magnotta had his group roaring with laughter the entire trip. Whenever they visited a restaurant, the chefs either invited Mr.

    Magnotta into the kitchen or came out to the table with a special dish "made just for Frederico's group," he said. One morning in Tuscany, one of the group members asked Mr. Magnotta where they were headed upon boarding the van.

    According to Mr. Kane, Mr. Magnotta just smiled and said, "You'll see." A little while later, they pulled up at a beautiful monastery in the countryside. "When we arrived inside this beautiful place, the monks suddenly appeared to do Gregorian chanting," Mr.

    Kane said. Friends for life While a few of Mr. Magnotta's customers proved to be difficult, he's become good friends with the vast majority of them.

    One guy insisted on buying him a pair of $800 shoes as a gift. Another gave him a large fish sculpture that sits in Mr. Magnotta's dining room. "I try to make a connection with every single person," Mr.

    Magnotta said. "It's heady stuff. I take it to heart." Another customer wrote a letter to Mr. Magnotta's wife, thanking her for letting Mr.

    Magnotta take him on such a great trip. Indeed, Mr. Magnotta said, it takes a special kind of person to put up with a spouse who's away from home as much as he is.

    For as great a job as he has, he said, "you give up a lot." So, at the end of a long tour season, it always feels good for Mr. Magnotta to come home for a few months. Inevitably, though, Italy's seductive siren call beckons. "I've learned a lot about myself doing this.

    And I've learned a lot about people," he said. "I consider it a privilege to take people (to Italy)." Contact the writer: [email protected], @jmcauliffeTT on TwitterMeet Fred Magnotta Age: 51 Residence: West Scranton Family: Wife, Joanie; parents, the late Fred and Judith Magnotta Businesses: Mr. Magnotta owns Real Italy Custom Tours Ltd., and F. Magnotta LLC, which imports and distributes Italian wines.

    He also has a catering business specializing in private dinner parties. Favorite place in Italy: "The more you see of Italy, the harder it is to make that designation," he said. "It takes a lifetime to see it all." Charitable endeavors: On Wednesday, May 1, Mr. Magnotta will be among the participants in the Great Chefs XXIII "Chopped Challenge" benefit for the Women's Resource Center at Radisson at Lackawanna Station hotel.

    For more information on Mr.

    Magnotta's businesses, visit or

  • Civil resistance as deterrent to fracking: Part One, They shale not pass Can we mobilize and prepare the towns threatened by hydraulic fracturing with action plans so well-devised, so widely and transparently publicized, that unconventional energy developers wouldn't dare enter? See Part Two here. Image: Marie-Neige Besner.

    It's win before you fight. Using an innovatively designed civil resistance campaign as a nonviolent deterrent, the people of Quebec have so far been successful in defending their land against hydraulic fracturing. Over the course of three years, plans to drill some 20,000 shale gas wells along the St.

    Lawrence River, between Montreal and Quebec City, have been thwarted to the point of being recognized as a de facto moratorium on this form of extreme energy extraction. As an organizer who helped build this movement, I m here to share some strategic insights and tactical ideas. The battle planned What level of preparedness does a resistance movement need to display before it can avoid the need to engage physically in nonviolent battle?

    What constitutes a cost high enough to deter the fracking industry and the government officials it seduces? What kind of organizing does it take to prevent countrysides from being turned into industrial wastelands drenched in fracking contaminants, dotted with methane-spewing drilling rigs and carcinogen-emitting holding ponds, criss-crossed by 24/7 trucking operations over pipelines running everywhere? Can we mobilize and prepare the towns under threat with action plans so well-devised, so widely and transparently publicized, that unconventional energy developers wouldn't dare enter?

    How many organized communities would be needed, each ready to sustain protracted action of the kind the world has seen unfold in the West Sussex village of Balcombe? This idea of a citizenry so fiercely indignant, so powerfully organized it could actually shield its land from the fangs of a strong, wealthy and inherently polluting industry is what inspired an emergent, integrated civil resistance design. What the frack?

    Sometime around 2007, stealthily, in typical blitzkrieg fashion as they do everywhere, unconventional energy developers moved into Quebec to test drill and frack for shale gas, appearing right in the middle of people's fields and backyards. In 2009, environmental organizations issued their first few statements. In 2010, alarmed and intensely worried citizens started calling journalists, who found a compelling story: articulate, undeserving victims, and a secretive, maladroit, and insatiable industry.

    The issue suddenly got front page ink and prime time coverage. Citizens from rural areas soon found each other and started organizing. Artists and celebrities, some of whom owned properties in targeted areas, got involved.

    They helped further alert and mobilize public opinion through a viral video. An online petition gathered 130,000 names. Experienced activists informed by civil resistance theory and practice (including this author) felt compelled to join, moved by the outrage they felt, and what they feared might happen.

    In January 2010, the leadership of the main labour and environmental organizations called a meeting of activists to rally support for a "generic" moratorium on shale gas development, defined as an immediate suspension of no specific duration of all exploration and fracking operations. Labour and environmental leaders had reached a backroom deal with the main opposition party, the Parti Qu b cois. The Party would support the call for moratorium on shale gas in the St.

    Lawrence valley. One of the main environmental spokesmen was also being groomed for the position of future Environment minister. Nobody seemed to have a strategy to deal with what would happen once we got a short-term moratorium.

    We were concerned that the anti-fracking movement may end up in disarray, or disband, once a short-term fracking moratorium was declared. By definition, a moratorium is temporary. It might be rescinded, potentially under a new government that would no longer have much use for a citizen movement.

    La Campagne Moratoire d'une Generation (MDG), the One-Generation Moratorium Campaign, was founded on a mission to prevent "dirty energy", i.e. polluting fossil fuels - oil and gas, traditional and unconventional, whether found on the ground or offshore, including shale oil and gas - and nuclear energy, from being developed in Quebec. Luckily, because it lacked exploitable hydrocarbon resources and enjoyed an ample supply of hydroelectric power, the province never had developed meaningful fossil fuel resources.

    In December 2010, a group of us - all volunteers who initially met at the Greenpeace local office in Montreal - started circulating a call and proposal to leaders and groups who had kickstarted the fast-growing mobilization on the issue of fracking in Quebec: Let's get organized. We are not bluffing. Come May of 2011, we will be ready to take mass nonviolent action together.

    With three preliminary ingredients - an ultimatum to the Quebec government to impose a 20-year moratorium on fracking, a proactive nonviolent direct action training program, and a long-distance walk from Rimouski to Montreal - our hope was to lay the groundwork and build unity around a preventative struggle strategy to put on hold all current fracking operations and pre-testing wells in the province. Over the next couple of months, our enthusiasm and the depth of our commitment would be put to the test. Resistance to resistance: the challenge of unity Building unity around a preventative civil resistance strategy proved more difficult than we thought.

    It is quite ironic. The first and hardest line of struggle is sometimes found with those who, at least in our mind, are our prime allies. Initially, the main visible activist leaders in opposition to shale gas did not respond to the proposal.

    They ignored our repeated requests for a meeting to discuss strategy. Apart from Greenpeace, which has a history and ongoing practice of nonviolent resistance and direct action, the established environmental NGO's, the main spokespeople and the issue-advocacy groups focused on media campaigns simply ignored the idea, hoping it would go away. Then, seeing that the campaign didn't wither and was going to be officially launched, three of the main environmental leaders summoned us to quit the initiative, or be ostracized.

    Our insistence on the need to go beyond a generic moratorium and to build a capacity for mass civil disobedience were the main sticking points. Because the relationship was untested, and because an intentional civil resistance approach was relatively new to leaders who had become savvy in the game of traditional politics, the environmental leaders seemed to fear an uncontrollable fringe, as they equated civil disobedience in particular with violence. It got ugly.

    Still we didn't stop. We chose not to respond in kind, and kept our eyes on the prize, confident that one day, we would all congratulate each other on a joint victory. Walking the talk One of the highlights of the One-Generation Moratorium Campaign, and one for which it is most remembered, is the month-long walk it organized in the spring of 2011 along an itinerary closely following the areas claimed for fracking by the industry.

    On May 15, 2011, after the ultimatum and weeks of organising, a group of about 50 people, aged from 15 to 75, started out from the mid-sized town of Rimouski. From day one, with thumbs up at our banner and sympathetic honking at our signs, with the occasional gift of muffins and fresh water from front porches, it was confirmed we were walking the right path: ordinary people approved. Across the southern shore of the St.

    Lawrence valley, up the Richelieu river also under threat, down to Montreal, some 700 km (over 430 miles) were walked, in total for 33 days. Upon entering a town, we d put together our singing parade, complete with giant puppets, industry giants on stilts, and a roaring pipeline dragon flanked by papier m ch props such as a sick cow, a walking drilling rig, and a giant tap with poison signs. Each night, local folks were invited to a special event with local singers, skits, presentations and short movies, one of which was a participatory video made by local citizens.

    Each step of the way, we talked about fracking, the need for a 20-year moratorium, long-term solutions (energy saving and green alternatives), and the need to prepare preventative nonviolent struggle, including civil disobedience as a last resort. The press followed us closely, with national media at the start, middle and end points. The walk was the event of the day in rural towns.

    It would usually open the news, with the weather forecast sometimes closing with what the day would be like for the walkers. In cities like Trois-Rivieres and Quebec City, the march through downtown would bring out hundreds, marching with the fanfare and swaying with the samba band. When we finally reached Montreal, a crowd of some 10,000 to 15,000 people awaited - the largest environmental demonstration in Quebec history at the time - our allies having finally come together to celebrate.

    They held the banner in front of the march, with Parti Qu b cois leader Pauline Marois at their side, with no representative from the walk invited to the photo op, however In the month it took to reach Montreal, two small victories were achieved. First, a bill was presented and adopted for a reduced 5-year moratorium on shale gas development under the St. Lawrence River proper and any of its islands west of Anticosti.

    Second, on the eve of the walk entering the world s second largest French-speaking city, the Environment minister declared for the first time that no more drilling and no more fracking would be allowed in the province at all, until further notice. More than two years later, the de facto moratorium is still standing. We call it a citizen moratorium, because it was clearly the result of grassroots organising and popular mobilisation.

    Other huge benefits of the walk were: Trust and much closer relationships with rural groups all over the St. Lawrence Valley. Widespread support for the more "radical" position that shale gas should not be developed, or should remain in the ground for at least 20 years.

    Hundreds were now ready to attend Nonviolent Direct Action training sessions. Other leaders could not malign civil resistance as much - rumours of Moratoire D une Generation being "violent hotheads" subsided (or stopped working). More than a village to raise a movement Winning big usually requires a formidable synergy of efforts from wide and diverse civil society sectors.

    I would be remiss if I did not mention other key initiatives on which this success has rested. Over a hundred citizen groups were formed over the last three years, that Moratoire D une Generation (MDG) had little to no role in organising. Most were formed after a core group of infuriated citizens exchanged contact information, following an evening educational, at a local community hall.

    This built the powerful and well mediatized Regroupement Interegional Gaz de Schiste Vallee du St-Laurent (RIGSVSL), with a membership primarily composed of middle-aged, experienced home owners across the area under threat, many with ties to political parties, chiefly the Parti Quebecois. Using traditional community organising methods, the Regroupement canvassed rural communities, asking residents to sign a letter refusing access to the industry, and selling the highly visible red and yellow Non au gas de schiste signs that now dot villages and rural roads across Quebec. Over 30,000 property owners have signed the letter.

    With signature rates sometimes reaching as high as 90%, the organizers brought to city hall maps showing the supportive properties painstakingly coloured one by one. Many municipal governments were swayed. Bylaws specifically designed to protect drinking water sources from the industry drilling were adopted in over 60 towns.

    More symbolic than legally binding, these bylaws and letters have certainly made visible the blatant failure of the energy industry to gain any social acceptance of fracking in the province. The AQLPA, a government-funded environmental group, has also been key in providing initial expertise and direction to the movement. As well, an independent committee of academic and scientific experts should be mentioned as a major source of critical knowledge, expertise and analyses to the grassroots and media.

    View the discussion thread.

  • Classic Movie Ramblings: The Long Haul (1957) The Long Haul is an excellent and unjustly neglected British film noir from 1957. It s a gritty and very dark movie concerning corruption and crime in the trucking industry. Victor Mature and Diana Dors are the stars.

    It was made by a small independent producing company and distributed by Columbia Pictures. Harry Miller (Victor Mature) drives trucks for the US Army in Germany. When he is discharged he plans to return to the States but his English wife Connie persuades him that they should spend a few months in England first.

    Her family lives in Liverpool and her uncle can get him a job in his long distance trucking business. Harry soon discovers that this industry is rife with crooked practices and gangsterism. Harry is an honest man and wants nothing to do with it but when his truck is hijacked he finds that no insurance company will touch him and that as a result he cannot get work.

    Then his friend Casey offers him a job. He tells Harry it s slightly illegal. In fact it s highly illegal and it all goes horribly wrong.

    The prime mover behind most of the crime in the industry is trucking boss Joe Easy (Patrick Allen). Harry has already had a run-in with Easy and he is about to become involved with Easy in an unexpected and potentially very messy way. Harry has already encountered Joe s beautiful young girlfriend Lynn (Diana Dors).

    When Lynn and Joe have a major fight Lynn takes flight in Harry s truck. Harry has no intention of doing anything other than drive Lynn somewhere where she will be safe but one thing leads to another and they spend the night together. Apart from causing Harry a lot of grief with both Connie and Joe Easy this also makes things difficult for Lynn s brother Frank (Peter Reynolds) who works for Joe.

    Harry is now sliding into the noir nightmare world. His one night stand with Lynn was bad enough but now she s fallen in love with him. And he is being drawn deeper into crime.

    He simply cannot get honest work and then he discovers something that shakes him so much that he longer cares what happens to him. Harry is however basically a nice guy and he has a kid about whom he cares deeply. He also has to admit that he s in love with Lynn.

    He thinks he s given up but he s not the kind of guy who really gives up. This is classic film noir with a decent guy who becomes entangled in dirty dealings against his will, and his downfall is brought about by a femme fatale in the person of Lynn. Lynn is not an evil spider woman, in fact she s basically decent as well, but fate has cast her in the role of the femme fatale.

    Victor Mature gave his best performances in film noir and he s superb here. He is tough but sensitive, he doesn t go over-the-top but his anguish is obvious as his life slips out of control. Diana Dors gives yet another fine performance confirming her position as the queen of British noir.

    Lynn has had a tough life and she is both hardboiled and vulnerable. She doesn t want to wreck Harry s life but she can t give him up - he s the first decent man she s met. Mature and Dors generate convincing chemistry.

    Patrick Allen makes a very nasty villain. The supporting cast is very solid. Writer-director Ken Hughes displays an instinctive feel for the world of film noir.

    The plot is nothing startlingly original but that could be said of most film noir. It s the way the material is handled that makes for great film noir and Hughes handles the material with considerable skill. Basil Emmott s black-and-white cinematography is another major asset.

    Columbia s region-free DVD presents this movie in an excellent anamorphic widescreen transfer. This would make a great double feature with Hell Drivers , another fine British trucking noir made in the same year. The Long Haul is highly recommended as a fine example of British film noir.

    The superb performances by Mature and Dors make it a must-see movie.

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  • Collectibles make thousands at Shrewsbury toy auction ... A Victorian rocking horse and model steam engine were among childhood collectibles which sold at a Shropshire toy auction. Tekno limited edition and Corgi Classic truck models from collectors in Welshpool and Whitchurch sold for a surprise 8,500. The Tekno lots from the Welshpool collector, which carried estimates of between 80 and 120, sold for 6,000 while the Whitchurch collector sold his Tekno and Corgi Classic truck models for 2,600.

    The collections, which included boxed models from limited edition Tekno Irish Historical, Special and Modern Collections, went under the hammer at Halls in Shrewsbury. Bidders from across the UK and Ireland competed with an online French bidder for most of the Tekno and Corgi truck models. Top selling Tekno Limited Edition lot comprised two Scanias in the livery of Astran Europe Middle East Transport and Eddie Stobart, which sold for 300.

    These limited edition and collectors club truck models are in high demand not just from haulage company owners and lorry drivers but from collectors in general, said Halls toys specialist Stewart Orr. There is a thriving second hand collectors market for them because they seem to have become the premier collectable brand. The auction s top price went to a live steam twin cylinder traction engine with fairground style decoration, which sold for 900.

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    Already consigned to Halls next toys auction on September 17 is a rare, handmade model of the FW07 Williams Formula One racing car from 1980.

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  • Commercial Trucking Bilingual Dictionary: English/Spanish April 1, 2014 4:47 pm Published by admin Categorised in: Uncategorized Commercial Trucking Bilingual Dictionary: English/Spanish Overview Used Book in Good Condition Written in English with Spanish translations, this versatile book is an essential glossary and tool for anyone within the commercial truck driving industry, as well as in industries that interact with commercial truck drivers. Administrators, students, supervisors, agency officials, police officers, and DOT field personnel, along with professional commercial truck drivers can easily carry and use this handy bilingual resource in all phases of work relating to commercial truck driving. This includes inspections, exams, skills tests, classroom training, and more.

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  • reviews 2012 and the biggest stories of the ... A Year in Review: Commercial Motor 2012 what a year. Well, it was a mixed one for haulage and transport. Here are just a few highlights.

    January saw the traditional swathe of administrations hit in the first three months . In Scotland Macaskill Haulage entered compulsory liquidation; Palletways snaped up the assets of long-term member Oxford Logistics (Milton); Clearway Distribution in Nottingham was sold to its management team and became B2B Logistics. But that wasn t all: the first seeds of the four month threat of tanker driver strike action were planted.

    And there nary a let up in compliance failures for new traffic commissioners Nick Denton and Kevin Rooney to get their teeth into. In February seven members of the United Road Transport Union were arrested in relation to a Driver CPC fraud investigation. It would take until December Greater Manchester Police (GMP) to confirm no further action would be taken.

    Bad news from Northern Ireland in February too, when one of its best-known hauliers shut the doors. Noel Zwecker International of Co Armagh blamed soaring operating costs as so many would do In March Hull-based container haulier AR Lunn Transport Warehousing folded after 30 years of trading. Citing the same issues that Noel Zwecker had done just weeks before.

    March wasn t quite in like a lion, out like a lamb, it had a bite in the tail with Unite the union members at five different fuel-delivering firms backing strike action. A saga that would bring haulage into the national spotlight. A sad month in April as two of the biggest characters in the haulage community died: Stan Robinson and Brian Harris.

    Tributes poured in for two men who worked tirelessly to improve the industry. Robinson was described as like a father to everyone at the haulier that bares his name, while Harris famed for Brian Harris Transport s Devon to Scotland service was labelled a true gentleman of the industry. In the same month Vosa promised an overhaul of its OCRS system would be ready by 30 April.

    It would not go live until 1 October after a protracted series of technical problems. A worrying pointer for the industry came out in April too as statistics from the DSA revealed a dramatic fall in the number of people taking and passing their C and C+E tests This would be followed up in May , when a report from Skills for Logistics entitled A Looming Driving Shortage? said the shortage of professional drivers alongside the shortfall in Driver CPC training hours threatened economic recovery in the UK.

    In happier news, the long-running dispute between Unite the union and fuel distribution firms ended with tanker drivers voting to accept proposals that followed eight solid days of talks. The industry, MPs and consumers alike breathed a sigh of relief. In June one of the worst kept secrets in transport was revealed when Beverley Bell became senior traffic commissioner.

    She set about the role with gusto and promised effective, modern and fairer TC s. Another haulier hit the wall, this time McKay s Transport of Montrose closed its doors after 43 years of trading while Stobart shocked industry watchers making a 12.4m offer for car transporter business Autologic. July gave us the quote of the year.

    Road Haulage Association chief executive Geoff Dunning said of Vosa s botched delays over the implementation of changes to the OCRS: My old boss used to say if there s a choice between conspiracy and cock-up, it s usually a cock-up. We can t remember Roger King ever saying that to us Geoff! August meant the Olympics, and after all the fannying around with road closures and seeing James Bond meet the Queen, the highlight of the closing ceremony was a guest appearance by Transam Trucking and a dozen Daf XF 105s.

    An average of 23.3 million viewers saw the trucks circle around the Olympic stadium. It was like Super Saturday. But for truck spotters.

    On a Sunday. The big story in September was Volvo s viral video. Take two new FH s; one empty Croatian motorway; a tightrope; an impending bridge and one crazy lady and you have yourself a hit.

    A six and a half million viewers on YouTube hit. Volvo said the new truck redefined what a premium truck could offer. We said the new FH is a real driver s machine and that Volvo had listened to all the criticisms of the old model and nailed them .

    Not to be undone, Daf launched the new XF in Hannover. There were no stunts, just major changes under the reconfigured bodywork. In October the Department for Transport confirmed the HGV Road User Levy would begin in April 2014.

    The vast majority of hauliers in the UK will see the charge offset with corresponding reductions in VED, while foreign registered hauliers will have to pay 10 a day with a ceiling of 1,000 a year. As ever, the devil is in the detail, and details are sparse at this stage of debating the bill but the RHA welcomed the scheme getting the go ahead a year early. Annoyingly, the winner of an eBay auction for the first Volvo FH to come off the production line was a French haulier.

    November saw Transport for London admit, after a CM investigation, that it had issued just 1,485 fines to vehicles breaching the Low Emission Zone in 2012. It admitted to a light touch approach to the zone, which requires a Euro-4 minimum, instead looking to encourage operators to take appropriate action . The industry also suffered a bitter blow as the largest provider of asset finance to UK operators ING Asset pulled out of the market.

    Several financial firms said they would up the amount of finance they would make to the market to make up for the shortfall. In December Steve Prince Transport entered administration after it spent most of the year struggling to meet the obligations of a company voluntary arrangement (CVA). Its assets were sold out of administration to Specialised Pallet Transport, the director of which is Steve Prince Transport general manager Ron Prince.

    Finally, the year finished with the chancellor scrapping two fuel duty rises promised for 2013.

    Hopefully this bodes well for next year! ); } //]]

  • Commission proposes new lorry design rules | European VoiceLorries in Europe would be re-designed to be safer and more fuel-efficient under a proposal put forward today (15 April) by the European Commission. The changes to the Weight and Dimensions Directive would allow cabins to be designed with a rounded shape and would also allow the use of aerodynamic flaps at the back of the trailer. The Commission says this would save approximately ' 5,000 per year in fuel costs for a typical long-distance lorry covering 100,000 km.

    This represents a 7%-10% cut in greenhouse gas emissions. Changing to a curved shape would also enhance the field of vision of the driver, helping to save the lives of 300 to 500 vulnerable road users such as pedestrians or cyclists every year, the Commission said. Existing European Union law states that the front end of lorries must be square.

    Environment and safety NGOs welcomed the proposal. European lorries have been stuck in the past and this is costing Europe billions of euros in wasted fuel, said William Todts of Transport & Environment. The proposal is a small step towards freight transport fit for the 21st century.

    Lorries represent just 3% of the vehicle fleet but they cause 25% of road transport emissions and are involved in 18% of fatal crashes, which kill approximately 7,000 people annually. Lorries have an infamous reputation when it comes to road safety, and rightly so. Currently, a frontal crash with a lorry is like hitting a brick wall, said Jeannot Mersch, president of the European Federation of Road Traffic Victims.

    These improvements should be mandated for all lorries as soon as possible. Cross-border megalorries The proposal also contains a provision which would explicitly allow new megalorries', extra-large vehicles that are currently being used in some member states on a trial basis, to cross borders. The Commission changed its legal interpretation of the existing directive last year to allow megalorries to cross borders between two countries conducting the trials.

    Under EU law lorries may not be longer than 18.75 metres or heavier than 40 tonnes, but member states are allowed to use larger ones if they so wish as part of temporary trials. Before the legal reinterpretation last year, the Commission had said the directive requires these megalorries used on a trial basis to stay within their member state. However the reinterpretation angered some MEPs, who demanded that the change be put to them as a legislative proposal so the European Parliament could approve it or not.

    Environmental groups, which say the megalorries cause more pollution and discourage a modal shift to rail, said they will try to convince MEPs to reject the change. The Commission has opened the door to cross-border use of megatrucks in Europe without appropriate guarantees for both citizen safety and environmental protection, said Todts. We need better trucks, not bigger trucks.

    Road haulage associations have been lobbying for the large vehicles to be allowed, saying they would cut costs by 20%-30% and result in fewer trucks on the road. But rail organisations say it would result in a 30% shift of freight from rail to road, which would be contrary to the climate goals set out in the Commission's transport white paper. There are also safety concerns about the extra-large lorries.

    2013 European Voice.

    All rights reserved.

  • Composite case study Distribution truck in France Scania s new 320 engine for bio-diesel was the ideal fit for a high-profile haulage company keen to maintain its solid environmental credentials. Bertrande Lefebvre is in a hurry in the Scania P 320 6 2*4 biodiesel he darts about in the highly lively Paris traffic. Lefebvre, 37, has been working for five years at a trucking company that specializes in bread distribution throughout the French capital and surrounding areas.

    The haulage company has nearly 150 distribution trucks and delivers for four major bread bakeries to hundreds of shops, hospitals, schools and retirement homes. The job is in two shifts and Lefebvre mixes weeks of extremely early mornings with more daytime routes. In the mornings, it s all about quickly delivering steaming fresh breakfast bread, then it helps that the traffic tends to be decent at least until seven o clock.

    Commercially available bio-fuel When Lefebvre s boss told him that the truck he shares with another driver would be replaced with another Scania, with a biodiesel engine, he was both curious and a little concerned. Curious because it s always fun with new and different technology, and worried that he does not want any hassle: We have very tough schedules and we have no time for trucks that cause trouble or don t keep up with the traffic, Lefebvre clearly states. Among us drivers, trucks we call coffins are not popular, those trucks that are problematic in some way.

    Will it arrive too late or not at all, customers get angry and start shouting, and blaming the truck just isn t good enough , explained Lefebvre. So, obviously, I feel a bit unsure when you get told that you re driving the only truck on the market that is capable of both running on 100 per cent biodiesel and simultaneously qualifies for Euro 6. Bio-diesel and Euro 6 That his haulage company chose to purchase ten Scania trucks with the new 320 engine for bio-diesel and Euro 6 seemed natural.

    Because their trucks are seen so often in Paris traffic the sustainability argument was fitting for their high profile. It is also part of their policy to always buy trucks with the latest environmental classifi cation and to never drive them more than three years. So it is in fact rare for Bertrande and his colleagues to suffer from poor trucks.

    Their distinct positioning has been useful in several contracts. The focus on biodiesel has its origins in their environmental profile: the haulier was contacted by a large French oil company that noticed their policy and therefore offered cooperation on very favourable terms. The motive was to demonstrate a new biofuel, precisely the same biodiesel now available at the pumps that Lefebvre s haulier uses.

    How has it gone with the new truck is it any good? Driver environment in focus Actually yes, says Lefebrve, it is quite drama free, it s like any truck to drive. Sure, I ve noticed it takes a little more fuel than my previous truck, but of course that s to do with the lower energy content of biodiesel.

    But since we always fill-up back at the depot before we run out, it has no practical significance. I like the feel of the engine and that Scania has really thought about cab entry. When you get in and out of the cab maybe forty times in a shift, it is important to have good ergonomics.

    Lefebvre also appreciated that the engine delivers a relatively high torque for its size. Some days he delivers butter and sugar at one of the bakeries where he usually gets his bread, which means he is sometimes approaching the trucks maximum load capacity and the extra power is really necessary. Another property he has learned to appreciate in Scania is the steerable third axle.

    Even though the truck has so much cargo space, it is just as easy to take sharp corners as his old two-axle truck. So far, the ten trucks with biodiesel engines have logged approximately 50,000 km each on everything from ring roads around Paris to the narrow streets in the 9th arrondissement. One or two mirrors may have been lost along the way, but the engines are naturally working flawlessly.

    Specification: Scania G 320 6 2*4 Cab Type: CG14 Engine Type: DC09 108/320 hp Euro 6 Axle weight front: 7,500 kg.

    Bogie weight: 19,000 kg (11500 + 7500) Gearbox: GR875.

    Scania Opticruise with automatic clutch (2-pedal) Chassis Height: normal Suspension: front spring, rear air

  • Congestion pricing and transportation finance - Greater Greater ... Roads by David Alpert February 8, 2008 4:17 pm The panel at the New Partners conference on transportation finance featured NYC's congestion pricing hero Bruce Schaller, and Michael Replogle of Environmental Defense. As David Burwell of Project for Public Spaces said when he introduced the panel: The transportation trust fund is broke not just broken, but broke. Actually, the highway fund is broke now, and the transit fund has a few years left in it. (So the Bush Administration has decided, in its wisdom, to transfer the transit money to the highway fund.) In any case, we need to find innovative ways to fund transportation.

    There are a variety of strategies, like a VMT (Vehicle Miles Traveled) tax, congestion pricing, and more. Since the same committee that has to reauthorize the transportation fund also is the one considering the climate cap-and-trade proposal to auction off CO2 allowances. One program is bankrupt, the other will generate lots of money.

    Maybe we can use the CO2 revenue to finance the transportation system. Michael Replogle, Director of Transportation for Environmental Defense Fund: Scientists say we have about ten years to reverse the greenhouse gas emissions or face unpredictable climate change. Our economy is struggling and new economic powers are rising in countries like Asia.

    How do we align the ways we finance transportation with our public policy goals for performance? The highway trust fund is headed south, and a few years after that the transit trust fund is projected to go broke. The Transportation Study Commission just recommended a 40-cent gas tax.

    There's talk from that commission and another to call for more user fees and tolls. At the state and local level, there's an increasing reliance on sales taxes. Public-private partnerships?

    Shift transit money to highways as the President has recommended (which wouldn't help Smart Growth and climate change)? Or do we do nothing and let the system degrade? Public-private partnerships have led to new light rail lines, in Portland (where the cost of the new airport light rail was funded from a development project with Bechtel), or the Hudson-Bergen Light Rail.

    A toll road in Chicago was paid for by selling a 99-year lease to a private operator, while Indiana used money from that to fund a $100B expansion of its highways. The Beltway in Northern Virginia is adding new HOT lanes under an 80-year lease, and now Virginia wants to add even more lanes with its own money. These can cut either way, and it depends how the deals get done.

    Road tolls are growing, from Singapore which created a congestion charge in 1975 and financed better transit, and Oslo in the 1990s; New York congestion prices the Hudson River tunnels and is now considering a congestion pricing charge; and Minneapolis is turning HOV lanes into HOT lanes and using the money to finance a new transit line. Will this hurt or help Smart Growth? That depends on whether we use the money to manage the roads and transit for higher productivity, cut pollution, and generate revenue for public transportation?

    Or, will these funds just be used to built more roads faster and spur even more traffic and sprawl, which is the outcome of a lot of our public investment. If we just add toll managed lanes and use the money to pay for the lanes or for even more lanes, as the Washington Metropolitan Council of Governments wants to do, we just end up with more lanes, not better transit. On England's A1 highway, the private operator's contract ensures their revenue goes up if the congestion goes down, such as if they schedule maintenance during nighttime hours.

    Why not extend that here and link the operator's revenue to congestion and pollution? In Singapore, which is competing with America for the best and the brightest in biotechnology and other fields, after 30 years of congestion pricing the trasit share has gone from 40% to 67%. They adjust the charges four times a year to keep speeds at peak productivity.

    Traffic dropped 45% when they implemented the system and has stayed steady while incomes and auto ownership went up sharply. Germany is doing emission-based truck tolls, charging old dirty trucks, and cut CO2 emissions 7%. VMT fees were just successfully piloted in Oregon.

    Even the US Chamber of Commerce supports this, and it's a way to get beyond the gas tax. We protect privacy but charge people more to travel in congested corridors at peak times. Under the Urban Partnership Agreements, San Francisco is looking at congestion pricing on Doyle Drive (an approach to the Golden Gate Bridge); South Florida is using congestion pricing to clear congestion and raise funds for bus rapid transit to give people a choice.

    Follow the money, and we can help these instruments serve Smart Growth. Bruce Schaller, Director for Planning and Sustainability for NYC DOT: Joined NYC DOT in June of last year for implementation of the PlaNYC intiative. PlaNYC began with forecasts that NYC would add 1M new people over the next 30 years.

    They started by looking at land use, where to put the people, but quickly expanded the focus to a range of parts of the city's infrastructure including transportation. But PlaNYC includes adding housing within walking distance of subways and commuter rail (a change from the way the city has been growing since WWII); ensuring all NYers are within a 10-minute walk of a park; having the cleanest air of any big city. Congestion pricing is just one of 127 initiatives in PlaNYC, but has received most of the attention.

    Once you take the status quo out of the option list, then the discussion changes. It's how do you plan for growth, not whether or not you will have it. City's public space vision is that the streets and sidewalks aren't just about moving from Point A to Point B but that they are a public space as well.

    They prioritize more effective ways to get people around (transit) over driving, and for its effect on air quality. Finally, they aim to create a funding stream to finance transit improvements. Quick review of the proposal now on the table, from the congestion pricing commission: The congestion charge will be an $8 daily fee if you enter the zone below 60th Street between 6 am and 6 pm.

    Trucks pay $21, but clean trucks pay only $7. They removed the internal charge but added a $1 surcharge on taxi and livery fares, increase parking meter fees and partly eliminated the parking tax rebate. This is projected to create a 6.8% reduction in VMT and $491 million net revenue that would be devoted to transit improvements.

    Here are potential issues and objections raised with congestion pricing: Will the system work as envisioned? They've done extensive modeling on traffic demand and believe it will. Will it meet needs for improved transit?

    Absorbing drivers who shift, and the overall growth of the system? That's where detailed short-term transit improvements come in and a commitment to implement them before the start of pricing. Will the funds be used as intended?

    They've worked hard on the draft legislation to ensure this. Are there viable alternatives? Many were analyzed, both pricing and non-pricing alternatives including many modifications of the mayor's plan some of which made it into the commission recommendations.

    Cost to deploy the system? Recent changes by the commission reduce the cost by reducing the numbers of cameras. Is it unfair to those who must drive?

    80% of drivers have a viable transit alternative according to Schaller's research for TA. That has gone a long way to addressing this issue. Economic impacts?

    Partnership for NYC, the business group, did a study showing the high costs of existing congestion. Neighborhood impacts? They've made a commitment to neighborhood parking programs like Equity across income groups?

    Does this hurt the working people? Drivers have 30% higher income than transit users. The legislature may consider a low-income tax credit for low-income drivers into the CBD.

    Regional equity: are different parts of the region paying their fair share? This is interwoven with the offset because people from NJ will get the offset. Their position is that drivers from all areas will contribute to transit subsidies in proportion to the numbers of drivers from those ares, even if the contribution goes to the Port Authority instead of NYC.

    The legislature may revisit the NJ contribution. Burwell: I couldn't help thinking how far we've come. Just 20 years ago NYC was proposing a 8 or 12-lane highway underground along the West Side.

    From there to this new system is quite some progress. Question: How does the VMT tax pilot program work in Oregon? Replogle: They have a satellite-based GPS that tracks when you drive your car.

    It doesn't track exactly where you are but what zone you are in: if you are inside the State of Oregon, and whether you are inside or outside the Portland Growth Boundary. If you are inside, it's 10 cents, if outside, 1.8 cents. When you go to the gas station, a device communicates between your car's computer and the gas pump, and if you have the system, it deducts your gas tax from your gas charge and adds the mileage fees back in.

    The overall revenue is the same as the gas tax. Question: How did PlaNYC come up with the $8 per day level? Schaller: They looked at several levels, $8 and a couple above that.

    As you go above $8, you start to find an increased number of trips that aren't taken at all, which could have an economic impact. So part was a concern about suppressed trips. $8 is also the round-trip toll through the Queens-Midtown Tunnel and the Brooklyn-Battery Tunnel, so it's an existing level of charge, and thus more likely to be able to make it through approvals. Question: How does reducing the carbon footprint sell as an argument for congestion pricing?

    Schaller: Yes, it's a strong point. A number of fortuitous things brought us to this point, and one is the maturation of the discussion over global warming. In focus groups Schaller did for the Manhattan Institute, he was surprised how strongly received the environmental arguments were.

    In studies in the past, the environmental concerns have not weighed, but now people have gotten there. Replogle: climate is rising as an issue in public consciousness, but it's not the only issue. There are people motivated by asthma and the health impacts, and many are upset that the transit system isn't as good as it needs to be.

    Schaller: By itself, the environment is not sufficient, and perhaps none are sufficient on their own. Question: How does NYC plan to increase the transit infrastructure? Schaller: There are a number of large projects, 2nd Avenue Subway, East Side Access, that have been funded to an extent but not fully.

    There are also short-term improvements; they have two-page summaries of the transit benefits to every Council district, Senate district, and Assembly district in the city. Question: Strategies used to address equity issues? Burwell: Also what about in cities without alternatives unlike NYC?

    Replogle: A lot of work to make sure NYC transit improvements that go in place before pricing are ones that serve the neighborhoods without good transit alternatives now. The low-income tax credit Schaller mentioned has also come up in the Bay Area, to create a means-tested lifeline discount for congestion pricing fees. Studies show clearly, across the country, that our current system of financing is highly inequitable.

    If you introduce congestion pricing, will it help or hurt against the high degree of inequity? The answer depends on what you do with the revenues. If you put the revenues into expanding the roads, it exacerbates inequality and environmeental problems; if you put it into transit, it alleviates the inequity.

    Question: Does tolling really finance a whole system, or is it just 10% of the system? Replogle: This is a key public policy question in Congress and state legislatures. There's no single answer.

    It will be determined by our elected officials if we increase gas taxes or what. But we will need to be much more dependent on user fees if we're going to get control of the system, increase the productivity and effectiveness of the system. There's a growing role for private investment to transform the system into a more effective one.

    There will be a robust exploration of different options in the next few years. Question: How far are we from the VMT tax being applied in other communities? Replogle: the National Surface Policy Commission Report says 2025.

    The minority view signed by Secretary Peters says maybe 2015. He feels we need to be talking about a more rapid transition to VMT fees to measure the traffic on our networks. Now we don't even have a good way of measuring how much traffic there is.

    We need to know that to tackle reducing emissions. If you can't measure it, you can't manage it. It will also enable a host of market innovations to deliver new safety services like 911, managing traffic intersections to reduce red light running and reduce speeding, to enable pay-as-you-drive insurance, and other innovations.

    Schaller: It sounds like a good idea, but don't be too optimistic on how quickly you can move. In England, where London has congestion pricing, the national government moved toward a national road toll program and then backed right back off. People on both sides of the Atlantic need to think about what are the intermediate steps to move toward this in a more organic way, how do we move step by step and show people the benefits of additional pricing programs.

    Replogle: truck-based emission tolls could be a good intermediate option. We have a lot of old, dirty trucks; they run forever and you can keep rebuilding those engines, and we have no way to push for a replacement strategy. Germany got a buy-in from the trucking industry for their truck-only VMT program to better compete with dirty trucks coming from Eastern Europe.

    Question: How do you ensure that the transponders aren't used for surveillance, like enforcing speeding, or knowing who was in a high-crime area? Replogle: This is an important issue that needs to be explored. The Oregon pilot test was specifically designed to only track your zone, not the specific location.

    Whenever you use your Visa or cell phone your information is given out. We always come to live with a balance. Question: One opposition to congestion pricing comes from businesses.

    How did NYC get 135 businesses not to say they'll move to the suburbs? What has been the experience in other cities? Schaller: The business community was a leader in pushing for congestion pricing.

    Of those working int he CBD, only 16% drive to work, so the huge majority of employees aren't affected. At this point, if you're in business in Manhattan, you're not there by accident, you're there because you want to be in Manhattan, with real estate prices and the cost of doing business. Companies that are in the delivery business have not been as supportive.

    Replogle: The experience worldwide is that business leaders recognize that congestion and unreliability in transportation imposes a growing set of costs on their business and their operations that makes it harder to attract workers if they don't have good choices. Congestion pricing is a positive sell to the public and business if it delivers significant improvement in the quality of transportation, reliability, travel time and 2) better travel choices. Better performance and better choice.

    A lot of small businesses fear if fewer people drive past their shops. Experience in London, Stockholm, Oslo is that there has been no negative impact on commercial activity including small shops. The center city areas have become even more robust by becoming more attractive to pedestrians.

    Burwell: We used to have minimum parking requirements. In Boston there are now no minimums. In London, now there are maximums.

    New commercial real estate is limited to 1 space per 12,000 sq ft. Question: Congestion pricing, are there potential negative effects longer-term? Schaller: There aren't any anticipated; if one returns to basic economics, what congestion pricing is doing is internalizing the external cost people create when they drive.

    When one person drives they slow down other people behind them, and placing on everyone the cost. These programs are a plus by correcting what is now a missed price signal, and the economic studies have shown there's a large cost to the excess congestion. A certain amount is reflective of economic health; beyond that you have a cost.

    If you bring down the excess cost you have a better economic environment. Burwell: the trust fund is broken. There's a new transportation bill at the federal level to reauthorize next year.

    This is the time to think about transportation financing as a Smart Growth issue.

    Please get involved in this important debate for next year.

  • Congress to hear how Calif.

    trucking challenges impact rest of U.S. ... The 21st Century Freight Transportation congressional panel s first field hearing, How Southern California Freight Transportation Challenges Impact the Nation is set for May 30. The newly formed panel will meet 1:30 p.m. Pacific daylight time at Historic Santa Fe Depot in San Bernardino.

    The U.S. House Committee on Transportation and Infrastructure established the panel this year to make recommendations on improving freight transportation. Mike Fox, Fox Transportation president and chief executive officer, will be among the witnesses testifying.

    Click here to read more information on the hearing on the House s transportation committee website.

  • Corbett defends donor-funded vacation to Rhode Island. - Capitol ... Gov. Tom Corbett on Thursday defended his decision to let a businessman and campaign donor with ties to the Marcellus shale industry cover his and First Lady Susan Corbett's travel costs on a vacation to Rhode Island last year. In November, the Republican governor filed an amended version of his annual financial disclosure forms with the state Ethics Commission, showing that he d accepted $2,323 worth of travel and hospitality from John D.

    Moran Jr ., the president of Moran Industries, a trucking and logistics firm in Watsontown, Northumberland County. Moran serves as co-chair of the Team Pennsylvania Foundation , which is charged with luring private business including a new petrochemical planned for Beaver County to the state. He s also a member of the administration s privatization task force.

    When he was asked about the amended filing, which details a vacation to Rhode Island that Corbett and his wife took with Moran to Rhode Island last July, Corbett said I followed the law. Records show Corbett accepted $1,422 to cover airfare and hotel for the Rhode Island trip, which took place July 1 to July 5, 2011.Records also show that Corbett accepted $901 worth of travel on Moran s private plane and helicopter to travel to events in Williamsport and Pittsburgh on Sept.

    30, 2011. Read more and see Gov.

    Corbett's amended ethics filing after the jump. At a Capitol news conference Thursday where he unveiled a new government transparency website, Corbett bristled visibly when a reporter asked him about what he did on the Rhode Island trip. We took a trip to Rhode Island, he said.

    We stayed on a boat. News of the amended filing was first reported by State Impact Pennsylvania, a specialty natural gas news site maintained by public radio stations in Harrisburg and Philadelphia. In a story posted Thursday, State Impact also reported that Moran and his wife, Ann , a member of the Pennsylvania Historical and Museum Commission , collectively donated $75,000 to Corbett s 2010 campaign for governor.

    In his role with Team Pennsylvania , Moran traveled with Corbett on a trade mission to France and Germany that was partly used to promote the state s burgeoning natural gas industry. In an interview with Moran posted to his company s website, Moran was credited with giving two presentations to foreign government officials and business owners updating them on the value of Marcellus Shale and the logistical advantages of operating a business in the commonwealth. Moran also credited Corbett for working to bring the yet-to-be built petrochemical plant that will be operated by Royal Dutch Shell to the state.

    Having the lowest cost and most stable energy source will go a long way to offsetting low-cost labor in other parts of the world, Moran said. There is plenty of opportunity in our country today, but we ve got to get in line. If we could go from a $14 trillion to a $21 trillion gross domestic product economy, we could grow ourselves out of our problems and fix our economy.

    On Thursday, Corbett said he d gotten to know Moran after entering public life and said he d been friends with the businessman for four to five years. Asked whether he believed the summer jaunt with Moran created the impression that a wealthy donor had access to government not afforded to a regular citizen, Corbett shot back, Are you saying that John Moran is not a regular citizen? A lot of people have access to me, he said.

    They are friends. Good government groups, including Common Cause of Pennsylvania , have pressed for a ban on gifts to elected officials, arguing that they interfere with effective policymaking. The reason other states have gift bans is to ensure that decisions are made on their merits, not on friendships and relationships, Common Cause Executive Director Barry Kauffman said.

    We need to remove, to the best degree possible, those incentives which may bias a public official s judgment, Here's Corbett's amended filing: PA Gov.

    Tom Corbett's amended 2011 ethics filing.

  • Crane Worldwide Has Taken a Foothold Crane Worldwide Has Taken a Foothold September 3rd, 2013 Recently DVZ, the leading trade magazine in Germany, featured Crane Worldwide in their August 30th edition. Below is the translated excerpt of the article written by Von Erwin Maruhn: It is very impressive, that Jim Crane started a company in 2008 with only 12 sales offices in 7 countries, and only 5 years later has established about 100 offices in 25 countries with about 1,200 employees, which was originally the goal for 2015. The company is represented in North-America, the developing Central & South Americas, Asia / Pacific as well as in Europe and Africa.

    A very modest start in Germany with 1 office and 1 employee in Frankfurt, has now 10 employees with Sven Matthes, as Managing Director. The 35 year old Sven studied Logistics in Dresden and gained experience at the Freight Company Schenker & Hellmann, for which he also worked some in the USA. By now he is also responsible for the Benelux-Business for Crane Worldwide.

    Two German-Offices. Crane s German offices are located in Cargo City S d at the Airport in Frankfurt, which handles all Airfreight, and in Hamburg, which handles all the Seafreight, and perhaps in the future an office in Nordrhein-Westfalen. Tim Zubradt explained: We are following our customers, which dictates where and when we are establishing new Sales-Offices.

    That is why Crane Worldwide has already reached the goal originally planned for 2015. On the other hand the sales forecast did not quite keep-up, due to the lousy world economy. Sales revenue grew to $425 million by 2011.

    After it, the growth was reduced and only grew to $475 million in 2012 behind expectations of $500 million. Therefore, the expectations given at the beginning of the decade of hitting $1 billion by 2015 is very unlikely to be achieved any longer. Three Legs.

    Crane Worldwide sales depends on three legs: International Airfreight 40%, US Home Business 33% and International Seafreight 27%.

    Crane Worldwide s Corporate Offices in Houston recently occupied a new location.

    Jim Crane is still CEO, John Magee is still President in charge of the daily business operations.

  • Crete Carrier and Shaffer Trucking 2012 Drivers of the Year ... 14.Dec.2012 at 14 | andybrabec Crete Carrier and Shaffer Trucking are pleased to announce the 2012 Driver of the Year award winners. Below is a list of all the awards and the winning drivers. Each winner will receive a mantel clock, a personalized leather jacket, and $1,000 savings bond.

    Congratulations to all! Thank you very much for your commitment to excellence. Your quality and your ability to apply that to the completion of your job are greatly appreciated by everyone at Crete/Shaffer.

    Driver Name Award Company Name Gordon Redvay Rookie of the Year Crete Carrier George French Rookie of the Year Shaffer Trucking Robert Parker Trainer of the Year Crete Carrier Marcel Noel Trainer of the Year Shaffer Trucking James & James Rinkel Team of the Year Crete Carrier Cathy & William Abbott Team of the Year Shaffer Trucking Michael Johnson Owner Operator of the Year Crete Carrier Melvin Witcher Owner Operator of the Year Shaffer Trucking Hans Bork Company Driver of the Year Crete Carrier Robert Farber Company Driver of the Year Shaffer Trucking Tagged: Crete Carrier, Crete News, Shaffer News, Shaffer Trucking ,2012, awards, Driver of the Year

  • Croatia: New Railway Act enables the liberalization of the freight ... Croatia s accession to the European Union has determined the coming into force of the new railway act which regulates the Croatian railway system and aligns it to the European one. By implementing the new railway legislation, the freight transport market has been opened and, as a result, Croatia s accession to the EU enables the free access of railway operators to infrastructure under the same conditions. As regards HZ Cargo, in July the Croatian Government accepted the offer of Grup Feroviar Rom n (GFR) operator for the acquisition of a 75% stake of the company s shares.

    Even if HZ Cargo has two owners, the state and the investor, the company will continue to be interested in all business activities that will contribute to the growth of freight transport. Mr Ivan Leskovic, CEO HZ Cargo speaks in an interview for Railway PRO about the alignment of Croatia s transport market to the requirements of the European transport system and the implications and challenges of the transport liberalisation process. RailwayPRO: What does the accession of Croatia to the European Union mean for the railway sector?

    Ivan Leskovic: The harmonization with the acquis communautaire started in 2003 with the passing of Railway Act, the application of which started on 1 January 2005. After the 1st of July 2013, when Croatia entered the EU, a new Railway Act came into force, which consistently and integrally regulates the railway system in the Republic of Croatia, to make it harmonised with the European legislation and conditions on the competitive railway services market in the EU. After separating railway operators and infrastructure, the revitalization of the railway traffic was initiated, and so was its organisation on the free market principles, which is a condition for the integration of this market segment into unique EU market.

    The new Act aims at regulating the market based on new principles of separating legal entities/companies operating in it, and the Railway Safety Agency, an independent regulatory body ensuring equal market competitions for all operators. RailwayPRO: How does this process reflect within the Croatian railway system from the point of view of legislation, competitiveness and investments? Ivan Leskovic: Railway Act defines the conditions for railway transport operation, railway infrastructure status, railway services market, railway infrastructure management and the conditions for using the infrastructure, the principles and procedure that apply to introducing and defining fees for railway services and assigning railway infrastructure capacities, the criteria for issuing and cancelling permits to railway operators, the services of railway transport of special interest for the Republic of Croatia which a partly state-funded.

    With the new Railway Act the cargo transport market in Croatia has been liberalised. Croatian accession to the EU has enabled free access of foreign railway cargo operators to national railway infrastructure under the same conditions. Although the interest is there, other railway cargo transporters have still not been registered in Croatia, so H Cargo is the only operator in railway cargo transport.

    RailwayPRO: What is Croatia s contribution to the establishment of the Single European Transport Area through the railway freight transport services it delivers? What challenges and opportunities does this objective bring for freight carriers? Ivan Leskovic: After the new Railway Act came into force in Croatia, the new EP and EC Directive 2012/34/EU of 21 November 2012 on the establishment of a Single European Transport Area was transferred.

    With improved and more connected infrastructure, using IT and communication technologies and profiling itself into a logistic, H Cargo will improve the mobility of freight transport. After separation from infrastructure manager, with additional changes to the regulatory framework and applying new regulations, H Cargo will integrate into Single European Transport Area. RailwayPRO: What can you tell us about the impact of the liberalization process over Croatia s transport market?

    What are the challenges met in the market liberalization process and what are the regulations that Croatia needs in order to facilitate this process? Ivan Leskovic: Transport market liberalization is a challenge for H Cargo, as in the last 20 years the investments in the railway sector have been insufficient, especially in infrastructure and rolling stock modernization. With a non-discriminatory approach to railway infrastructure, the new Railway Act defines a possibility of legal persons that are not railway transporters lease sections of infrastructure.

    In addition, the access of railway transporters to terminals and sea and river ports has been regulated. The transporters have the obligation to conduct business in accordance with market principles and apply the principle of the freedom of service providing. RailwayPRO: What is the situation of railway freight traffic in Croatia, given the fact that in the past years the countries, and the railway companies, have been confronted with problems caused by the economic and financial crisis?

    What are the perspectives until the end of the year regarding the freight volume carried by HZ Cargo? Ivan Leskovic: H Cargo business activities in 2012 were marked by significant impact of mainly negative economic trends and road competition on the freight market, as well as the absence of state funds. Given the fact that the transportation of goods in the Republic of Croatia in the 2012 decreased due to reduced economic activity, in the 2012 HZ Cargo transported 11.4 million tons and 2,422 million ton-kilometres, which is a decrease of 5.7% in tons and 3.9% in TKM compared to 2011.

    Despite these results, in 2012 HZ Cargo saw growth in transport on quarterly basis. HZ Cargo continues to advocate maximum increase of the transport of goods in the circumstances of very strong competition from other forms of transport, including railway companies in the near future. Activities are therefore undertaken to increase transport on X and V Pan-European corridor, to attract goods from IV Pan-European corridor, and activities to reduce the time of transportation of goods.

    The increase of the terminal and port facilities in the Port of Rijeka will have a great role, as goods from the east intended for the European market come there. All these activities should contribute to an increase in the transport of goods and income. RailwayPRO: What legislative and financial steps does Croatia need to take (both the authorities and the railway companies) in order to ensure the rail transport competitiveness growth?

    Ivan Leskovic: For years, the development of road transport has been a priority to Croatian governments, which caused the decrease in the quality of rail transport. In 2012 Croatian government put the rehabilitation and improvement of rail transport as its priorities, and a Railways Committee was established, as the only Committee in the Republic of Croatia headed by the Prime Minister. In June 2012 HZ Cargo developed a restructuring plan for the period 2012 2016, which was adopted by the Supervisory Board and the general Meeting, which includes the reorganization and rationalization of operations based on the analysis of existing capacities, transport operations, and generated income and expenses on all lines, as well as technological and personnel changes and restructuring of subsidiaries.

    The restructuring is based on the analysis of the current state of business, optimizing costs and improving liquidity. In order to achieve better liquidity of the company, steps are taken on debt collection, reprogramming the existing credit obligations, rescheduling of existing obligations to creditors, as well as the rationalization of costs which includes the management of redundant workers. The restructuring process is necessary for the interest of H Cargo, in accordance with market needs, as the aim of the company is to position itself as a freight carrier that offers full service through own engines and carriages.

    RailwayPRO: What is the role of terminals in increasing the attractiveness of railway transport? Ivan Leskovic: Sea (and river) ports have a critical role in increasing rail transport due to the fact that a large part of freight is carried by sea. For example, I can take the port of Rijeka, which is located in an important geographic position whereby its capacities must be well positioned and be recognized on the traffic map of Europe in order to channel large amounts of cargo its terminals.

    Given the large amounts that are unloaded from ships, the rail has an advantage over trucking because one train can carry much more quantity of goods, and there is also the factor of manipulation in loading and unloading the boat. Therefore, a port ship traffic indicates a direct positive impact on the transport of goods by rail. In previous periods, port and transit port import / export occupy a large share of goods transported by HZ Cargo, so in 2012 in the structure of railway transportation transit had a share of 54%, import 9%, and export 16%, while the share of domestic transport was 21%.

    RailwayPRO: The privatisation of the railway freight transport division, HZ Cargo, was initiated through the sale of 75% of the shares. What were the criteria which represented the grounds of selling HZ Cargo and what were the decisive criteria in selecting the bidders? Ivan Leskovic: According to the Decision of the Croatian Government on the collection of binding offer to change the ownership structure of HZ Cargo of 2 May 2013, the Ministry of Maritime Affairs, Transport and Infrastructure invited four potential investors to submit binding offers to purchase up to 75% of shares in the H Cargo.

    For the purpose of evaluation of bids, the Minister of Maritime Affairs, Transport and Infrastructure established the Commission for conducting the analysis and evaluation of the binding offer to change the ownership structure of the company HZ Cargo. The bidder was required to determine the shares to be purchased and its price, to make statement in connection with government guarantees that had been given to HZ Cargo, to submit a plan of development of HZ Cargo and its positioning, and to provide a plan for the employees. The evaluation of bids showed that only one complete and valid offer was submitted, that by S.C.

    GRUP FEROVIAR ROMAN S.A. from Bucharest, Romania. The basic negotiating positions were set through the competition and binding offer, and for each of the negotiating points regarding finances an adequate bank guarantee will be required.

    RailwayPRO: As the state still holds a 25% stake in HZ Cargo s shares, what will be the role of the state in adopting the decisions concerning the activity and investments to be made in the recovery of HZ Cargo? Ivan Leskovic: The Republic of Croatia will retain a control package, i.e.

    25% plus one share, which entitles it that no strategic decision is made without its consent. The control package stipulates that anyone who owns more than a quarter of the value of the company, is entitled to special protection of his interests.

    RailwayPRO: What is the value of the investments necessary for the development of the transport company and what projects have to be implemented immediately after the finalization of the sale-purchase process so that the railway transport sector would win back the freight transport market? Ivan Leskovic: Due to lack of investments in the rail sector, investments required for the development of HZ Cargo are very high. According to the Restructuring Program the total investment in 2013 amount to HRK 182.2 million (cca 24 mil.

    EUR), of which HRK 127.2 million (cca 17 mil. EUR) is for the modernization of 600 wagons and 18 locomotives, and the remaining funds will be invested in other activities in the transport function (development of logistics centres and industrial gauges, computerization of business processes). In case of the change of ownership, priority projects and strategic projects will be defined by the new owner in cooperation with the Government.

    RailwayPRO: What does the sale of HZ Cargo mean for Croatia s railway market? Will it facilitate the access of other private railway freight transport operators? Ivan Leskovic: It is difficult to assess what will be the changes after the sale of HZ Cargo.

    Specifically, based on successful cooperation, in many years of working with Croatian manufacturing companies HZ Cargo signed a number of contracts of carriage. The tendency of business is to enter into multi-year contract of carriage so that the HZ Cargo still takes up to retain existing and attract new customers, which is expected to increase domestic transport further. As for the entry of other operators on the Croatian market, it cannot be brought into connection with the possible sale of H Cargo since operators will need to comply with the conditions monitored by the Agency for Railway Safety, which issues certificates of safety and other certificates.

    RailwayPRO: Cargo 10 project includes the railway companies from Croatia, Slovenia and Serbia, and in July the three countries announced that are ready to establish Cargo 10 railway transport company where operators will hold a third in the future company. What does this project mean for HZ Cargo in terms of activity extension and development? To what extent is the HZ Cargo operator involved in this project considering the fact that there will be two owners: the state and a private investor?

    How will the decisions be made within HZ Cargo so that Croatia could fulfil its role within Cargo 10? Ivan Leskovic: H Cargo is interested in any business activities that would contribute to the increase of freight transport, including the establishment of Cargo 10. The main objective of Cargo 10 is optimization of business processes in the organization of rail transport and increasing the competitiveness of railways on Corridor X under the conditions of a liberalized market.

    The goals are to increase the quality of freight services, increase the volume of transport and carrier competitiveness, transparency requirements of the carrier, increasing customer satisfaction, shorter transport time on Corridor X, accelerate border procedures, the use of a common pool of freight cars and attract freight from Corridor IV. The establishment of Cargo 10 is in line with the EU Directive 913/2010, which allows and encourages regional association of railways, but the company Cargo 10 was not established because not all the requirements needed to ensure all railway administration, i.e. potential companies founders of Cargo 10, were met.

    RailwayPRO: Transport infrastructure investments are vital for a performing freight transport. What can you tell us about the railway infrastructure projects implemented by HZ Infrastruktura, which have a positive impact on both the national and the international railway freight traffic? What is Croatia s contribution within the project and what is HZ Cargo s contribution?

    Ivan Leskovic: H Infrastructura, the infrastructure manager in Croatia, has intensified track reconstruction projects and in 2013 plans to invest HRK 2.1 billion (275 mil. EUR). Priority sections for the reconstruction are the ones that are on corridor routes, namely Vb corridor linking the port of Rijeka with Hungary, and on Corridor X, which connects Croatia with Slovenia and Serbia.

    Rebuilding corridor routes is mostly co-funded by EU funds, and along with the restoration of local lines, which is financed from the state budget, it will be necessary to build new sections.

    Due to insufficient investments in rail infrastructure over the past twenty years, after completion of reconstruction of infrastructure the mobility of goods transport will be improved, the speed of freight trains will increase, and thus the competitiveness HZ Cargo.

    by Pamela Luic

  • Croydon North selection the shortlist LabourList understands that the following candidates have been shortlisted by the Labour Party for the Croydon North by-election following the sad passing of Malcolm Wicks: Simon Burgess knows the Croydon area well having grown up and worked in the area. He left school at 16 and was his grandmothers carer whilst working for a haulage company in Croydon. Having been a volunteer for people with disabilities since he was at school he left transport to work in the NHS with adults with learning disabilities.

    At 29 he moved to study at Sussex University becoming a Labour & Co-op councillor during his studies. Simon went on to be City Council Leader and then the GMB backed Brighton Kemptown candidate in 2010. He was elected onto the NPF in 1998 and has been one of its Vice-Chairs since 2006.

    In the Labour leadership contest Simon worked on the Ed Balls Campaign running his campaign office. He currently works at a school for deaf students. Faz Hakim worked as adviser on politics and diversity to Tony Blair (1997-2000), and now works in Financial Services publishing.

    Previously Faz worked as Vice-President, head of media for EMEA at JP Morgan investment bank and as Principal Adviser to Trevor Philips for 5 years. She has been a board member of both the Runnymede Trust for 10 years,the Citizenship Foundation, and co-author of the book Women, Islam and Western Liberalism . Hakim also served on tthe Government s taskforce on preventing extremism.

    In the run up to the 1997 election she was head of the Labour Party s Key Campaigners taskforce. Steve Reed won back Lambeth council against the odds in 2006 then transformed the council into one of Labour s flagship local authorities. His vision for cooperative councils, backed by Ed Miliband, has become the biggest movement nationally in Labour-led local government.

    Despite Tory funding cuts Steve s council has opened a new library and stopped Croydon s Tories closing another on the borough s borders, is building three new leisure centres, opened six new schools, increased pay for the lowest-paid as a Living Wage council, and is upgrading 15,000 substandard council homes. Steve also leads the country s biggest regeneration project based around Battersea Power Station, creating 32,000 new jobs prioritised for local unemployed people. Val Shawcross was Ken Livingstone s Deputy London Mayoral candidate in 2012, and has served as Lambeth and Southwark s GLA member for 12 years.

    She is currently the Labour London Assembly Spokesperson for Transport and Chair of the London Assembly Transport Committee. She also currently serves on the Assembly Budget Scrutiny Committee. Before that, Val was a member of Croydon Council from 1994-2000 and served as leader of council, as well as Chair of Education.

    Shawcross is a former Labour Party national women s office and in 2002 she was awarded a CBE for her services to local government. Louisa Woodley was first elected to represent Croydon s Rylands ward in 1998. She became vice-chair of the education committee in 1999 and cabinet member for education, youth and lifelong learning in February 2000.

    She has been the party s spokesperson on children s services, sport and culture since 2006, and was Labour s GLA candidate for Croydon and Sutton in 2012. Woodley is a French and Spanish teacher at a school in Lambeth. The selection meeting will take place on November 3rd with the election expected to be on November 29th.

    Related posts: Norwich North shortlist revealed Norwich South selection the shortlist Croydon a year on from the riots Norwich North candidate selected Bradford West selection begins

  • CSU-Pueblo honors Gatchel with Threlkeld Prize as top senior ... PUEBLO A former truck driver who will graduate with two degrees and a job as an engineer has been named the 2014 recipient of the Threlkeld Prize for Excellence at Colorado State University-Pueblo. As the Threlkeld recipient, John Gatchel will receive the first diploma of the ceremony when he graduates with both a bachelor s and master s degree in business through the Hasan School of Business 3+2 program on Saturday, May 3 at the Colorado State Fair Events Center. Named for the late Budge Threlkeld, a former administrator and professor, the award is presented to a graduating senior who demonstrates excellence in academic and co-curricular activities as well as in service to the University and to the community.

    Gatchel was selected from six finalists for the Prize, and the winner was honored at the Student Leadership and Involvement Awards dinner at CSU-Pueblo on Wednesday, April 16 in the Occhiato University Center Ballroom. To be considered for the Threlkeld Prize for Excellence, nominees must be a graduating senior (fall 2012, spring 2013, or summer 2013) who will have completed at least four semesters at CSU-Pueblo; have at least a 3.7 grade point average for the three full-time semesters prior to nomination; and relate, in writing, co-curricular activities as well as service to both the University and the community. A selection committee consisting of representatives from each college, the library, a retiree, and a professional and classified employee review the applications, then select and interview the finalists.

    The recipient receives a plaque and a substantial cash stipend upon graduation. Gatchel s name also will appear on a permanent plaque. After exiting the transportation industry as a former truck driver, Gatchel overcame adversity before enrolling at Pueblo Community College and later transferring to CSU-Pueblo to pursue his dream of becoming a small business owner.

    He has been a graduate assistant for several HSB professors, gathering statistics and creating graphs for a Major Field Test in order to help HSB retain its accreditation with the Association to Accredit Schools of Business. He also began giving back to the college community by assisting struggling students as a tutor for all HSB core subjects, as well as Spanish classes. As an intern at Power Credit Union, he has been developing a financial literacy education course for middle and high school students.

    He has been actively involved with the Greater Pueblo Chamber of Commerce, International Public Management Association for Human Resources, YMCA, YWCA, and Neighborhood Watch. GATCHEL IS TOP SENIOR I have known adversity in my life, and it has been this adversity that has made me stronger by teaching me perseverance, John said. I found college to be inspiring, and I began to achieve almost immediate success in my academic courses by utilizing the discipline I had learned in the transportation industry.

    He already has accepted a position as a RapidServe Engineer in the Warranty Department of Cummins Inc. in Columbus, IN. Within the next 10 years, he still hopes to one day open his own trucking business.

    Five other students were named finalists for the award: OMAR CANCEL-RIOS (Fountain) will graduate in May with three bachelor s degrees, in social work, political science, and Spanish, along with a minor in history. After serving six years as a logistics specialist in the US Army and being honorably discharged for injuries suffered serving in Iraq, Cancel-Rios has set an example both for his two school-aged children and his fellow classmates about the importance of education and active community involvement. He has served as an intern both for Colorado Senator Mark Udall and Puerto Rican Senator Rosa, where he analyzed the possibilities of establishing an electronic counting system for the Puerto Rican elections.

    His aspirations have been based on the words of former San Juan Mayor Hector Luis Acevedo, Justice makes sense when it changes lives and shapes new realities. Cancel-Rios dreams of influencing social policy, particularly related to educational inequalities, and developing programs that improve retention and college enrollment within communities with lower socioeconomic status. He has been accepted both to master s programs in social work at the University of Michigan and Washington University in St.

    Louis. Non-traditional student and father of two sons, DANIEL COX (Pueblo West) will earn a bachelor s degree in Exercise Science, Health Promotion, and Recreation next month. After eight years as an Army Medic with multiple tours in the Middle East, Cox left the service to pursue his dream of a Doctor of Physical Therapy degree and a career in rehabilitative medicine with patients who have received prosthetic assistive devices.

    He already has received multiple acceptance letters to graduate programs. According to faculty, he has been the student to whom others look for guidance and organization of study/review sessions, to mentor fellow students, and to assist with faculty in ongoing research projects. In service to the community, he has performed more than 300 hours of volunteer service in many physical therapy settings.

    He operated the ticket booth for CSU-Pueblo athletics and was the lead on the logistics committee for the 2013 Cup Stacking Guiness Book of World Record event. Pueblo native WILLIAM GONZALES has maintained a 3.84 grade point average while pursuing a unique double major in biology and accounting and a minor in chemistry. His pursuit of an accounting degree has always puzzled his professors because of his intentions of attending medical school and becoming a physician.

    Gonzales saw this accomplishment as setting him apart from other medical school candidates and proving that he was a well-rounded applicant. GATCHEL IS TOP SENIOR Working 40 nearly hours a week off campus and as an on-campus tutor, he still managed to be an active member of the Medical Science Society, Accounting Club, and Biology Club as well as a volunteer at the local Veterans Administration nursing home. He also shadowed several local physicians, furthering cementing his desire to become a physician and to give back to his community.

    DAVID MOORE (Pueblo) will graduate in May with a 3.916 grade point average and music education degree with the goal of becoming a music teacher and pursuing master s degrees both in performance and music education. Faculty nominators describe him as having a natural inclination to succeed both as a classroom and studio teacher as well as a performer and conductor on stage. As early as middle school, he demonstrated exceptional musical ability with selections to all-city and all-state honor bands.

    He has applied to graduate school at one of the premier music schools in the nation, Florida State University. Moore has had a profound impact on fellow music students and the music department through involvement with the student chapter of the National Association for Music Education, leadership positions in the ThunderWolves Marching Band, and participation as a trombonist in the Wind Ensemble, Brass Ensemble, and Jazz Ensemble. Non-traditional student ADRIA STAUFFER (Pueblo) wanted to be a role model to her three children when she enrolled in college to improve her employment opportunities.

    She will graduate with a perfect 4.0 grade point average and a degree in business with hopes of a career in human resources management. In addition to her job in the Career Center on campus, where she works both with fellow students and employers seeking to hire them, she has served on the Hasan School of Business Dean s Advisory Council, been an Associated Students Government senator, as well as an HSB mentor. She has been able to do all this in spite of an autoimmune disease that sometimes takes its toll on her health and causes her to adapt her lifestyle to combat the symptoms and maintain her schedule as well as those of her children.

    Other students and organizations honored at the April 16 awards event included: INDIVIDUAL AWARDS Diane Blackwell President s Leadership Award: Tim Zercher, junior, pre-business, Beulah Service Award: April Vickey, senior, art, Pueblo Campus Collaborator Award: Angelica Harvey, senior, biology Pueblo Thunderwolf Spirit Award: Mario Ruiz, junior, foreign language (Spanish), Fountain Greek Leader of the Year: Vanessa Emerson, senior, business mgmt., Aurora Champion for Diversity Award: Talha Qureshi, junior, mass comm, Pakistan Most Valuable Thunderwolf: Sydni Riley, Sophomore, undeclared, Florissant Emerging Student Leader of the Year: Ashley Baker, freshman, pre-business, Grand Junction Student Employee of the Year: Freddy Correamanrique, junior, mass comm, Colorado Springs Outstanding Student Organization Advisor: Jessica Boynton GATCHEL IS TOP SENIOR ORGANIZATION AWARDS Membership Achievement Award: Residence Hall Association Emerging Student Organization: Veteran and Military Support Club Wolf Pack Spirit Award: Seeking Ourselves to Unite Leaders (S.O.U.L.) Diversity at Work Award: Movimiento Estudiantil Chicano@ de Aztlan (M.E.Ch.A.) Educational Event of the Year: World AIDS Day - Prizm Event of the Year: A Night on Bourbon Street Annul Drag Show Prizm Greek Organization of the Year: Lambda Theta Nu Sorority, Incorporated Student Organization of the Year: CSU-Pueblo Forensic Team

  • Cuba | Boycott Holland In 2005-2006 I worked on Cura ao, the Netherlands Antilles (NA). Back home I collected my analyses in the book The Political Economy of the Netherlands Antilles and the Future of the Caribbean (PENAFC, 2006), now out of print but the PDF is available on the web. The book is a supplement to the main analysis DRGTPE 2000 and now also CSBH 2012, see the About menu or the Video.

    PENAFC is relevant for e.g. these points: The NA appeared to have a social security system similar to that of Holland. By consequence it has the same welfare state diseases, even though the NA is partly a developing country.

    The same solution approach of DRGTPE applies, with the abolition of the tax void and so on. There had been a spectacular crash of the bridge across the harbour entrance. The historical picture is on the front page, with compliments to Wim ter Hart.

    In 1889 Dutch engineer / economist A.J. Cohen Stuart coined an analogy about income taxation and the ability to pay: A bridge must first bear its own weight before it can carry a load. My analysis agrees that tax exemption must be set at the level of the net minimum wage and that Value Added Tax (VAT) be around 1%.

    Traditionally there is the theory of Island Economies that regards islands as sea-locked. Nowadays, however, sea transport technology and logistics cause ships to have often comparative advantage over trucking and rail. See the book Transport Science for Operations Magagement .

    The idea of an Economic Supreme Court per nation allows countries to have forms of Union that are more intelligent than the traditional models. Let us learn from the mistakes of the European Union. Thus, the NA may find a better future not with Holland but within a Caribbean Union that avoids those mistakes. (See an earlier text on this weblog.) Just to be sure: PENAFC had no impact.

    On October 10 2010 the NA ceased to exist. It split into two new countries Cura ao and Sint Maarten and three special Dutch municipalities Bonaire, Saba and Sint Eustatius. The Island Economy still applies here: with more power to the local elite we already see a rise in corruption.

    Looking at the Caribbean, one cannot fail to see Cuba. It would be a prime partner in such a Caribbean Union. With the collapse of the Berlin Wall in 1989 and the end of the Cold War, one wonders why the boycott of Cuba continues now almost 25 years.

    Caribbean (Source: Wikipedia) There was the thesis van Peter van Bergeijk in 1991 that boycotts generally do not work and are counterproductive. This is an important thesis for this website Boycott Holland of course. A boycott does not affect the power elite much, who will tend to find ways around it.

    A boycott will affect the general population and reduce their means to resist against the power elite. A boycott could be effective for generally rich Holland when people get annoyed that the punch bowl is taken away and want it back. For Cuba it is counterproductive.

    This causes the question why the USA would continue to support Castro by a boycott that enhances his power over Cuba ? In PENAFC I speculated that Castro might have been involved in the assassination of JFK. Castro would have suffered so many assassination attempts upon his own person that he retaliated.

    The USA could not state this in the open since the popular anger to do something might cause a nuclear war with the USSR. These days the murder of JFK 50 years ago got general attention again. Of the various complot theories this Cuba option still seems the strongest to me.

    Why persist in boycotting Cuba 25 years after the end of the Cold War, while it is counterproductive in the first place ? However, my American correspondent writes: I agree with your assessment about what the US should do in respect to Cuba. But I think the US unwillingness to change has to do with Cuban exiles in Florida, who have resisted a softening of the approach.

    And Florida matters tremendously electorally. If they all lived in New York, they would have no impact. I think that is sufficient explanation for the US stance, but who knows if there is more?

    Yes, I did not think about that angle. Well, there is one way to test this: Let the good people in Florida study the Van Bergeijk thesis. If their objective is to get rid of the Castro regime, their best policy option is to end the boycott of Cuba.

    PM. I rely on Van Bergeijk s thesis in Dutch, 1991. I did not read the English version of 1994 but let me refer to (1994), Economic diplomacy, trade and commercial policy: positive and negative sanctions in a new world order.

    Edward Elgar.

    Most recent are the chapters in (2009), Economic Diplomacy and the Geography of International Trade .

    Edward Elgar.

  • Culture Shock In Vietnam: Chief, You Need Water | Kansas Movie Culture Shock In Vietnam: Chief, You Need Water "I lack water at work. Not for drinking but for watching. At least that the feng shui expert who has analyzed our new office in Ho Chi Minh City.

    Based on the birth dates he has calculated for each employee idelen the workplace, for me it was so on the water shortage. Others missing as wood or the color red has as immediate aid me my secretary a bowl of water placed on a desktop. For a few weeks, we now have a large saltwater aquarium in the office.

    The many companies here. There are external aquarium keepers who go from office to office, feed the fish, change the water and also get new fish when time one dies. I now live in Vietnam for 18 years, before I was five years in Beijing.

    In the beginning I Feng Shui not taken seriously, but now I find that really interesting. We had already more feng shui expert in the office, and the financial results have improved significantly each time. Maybe I should sometimes have someone analyze my home.

    I studied Sinology, which was in the eighties a very exotic subject and out after the 1989 Tiananmen Square massacre totally at once. Back then nobody wanted to have anything to do with China. I was tempted but the job prospects.

    Indeed, I found right after I graduated, 1989, a post in the German logistics company Schenker in lorus sportuhr Beijing to take care of the transportation for the then-new Lufthansa Center. So I have come to the logistics and stayed there. Only the Chinese Studies has come to me over the years somehow lost.

    When I took over in 1994 the office of Schenker in Ho Chi Minh City, we were three people, now there are more than 500 The country has changed in that time: to be the cheap production site, where mainly produced footwear and textiles, the site for quality work. Samsung and Intel have such factories. Myth dog roast Schenker belongs since 2002 to Deutsche Bahn.

    We offer the full spectrum of logistics, from the sea and air freight to move care. Meanwhile, there are at least 20 German haulage companies. Geostrategically Vietnam is very well located, it is fast in Bangkok or Singapore, it has also equidistant to Europe or Australia.

    And Vietnam since 2007, the World Trade Organization is a party, it can compete economically with many countries. This, however, prices have risen significantly. Vietnamese food you get at food stalls still very low, a supermarket shopping can be very expensive, more expensive than in Germany.

    Find exotic things like dog roast it here, too, but that's a subculture. Nine out of ten Vietnamese eat that either. Ho Chi Minh City is very international, foreign ghettos do not exist.

    I think ausgesprchen pleasant. The Vietnamese are very friendly to strangers, but unfortunately relatively noise insensitive. Are legally required rest periods, it is not, since it is ever in the middle of the night, a hole drilled in the wall.

    For a rather focused on the German peace is not always easy to bear. Rents have recently fallen back somewhat. For a three-room apartment in Saigon, the old city center of Ho Chi Minh City, you can expect about $ 1,000 to rent, there is no upward limit.

    Almost everyone here has a maid at home, cooking and taking care of the children, which is quite normal in Vietnam and not a privilege of the foreigner. Education and care for children here has a high priority. Nap under my desk, I underestimated the language.

    As Sinologist I learn Vietnamese but easy, I thought. Far from it. In Chinese, there are four tones in Vietnamese six.

    This makes it very difficult and incidentally I have to still work. After three attempts I gave up. The suffering is not big enough, with English you continue everywhere.

    That is also our home, the family language. My wife is from Russia, our sons grow therefore trilingual, with English, German and Russian. Vietnamese understand them, but rarely talk about it.

    Go here to the international school. We regularly holiday in Germany and are traveling in winter to Mittenwald for skiing. After nearly 25 years in Asia, I am always on it, if I can not sleep without air conditioning.

    I am originally from Cologne, my sons have already become real FC Cologne fans. Return to Germany at the moment but I can hardly imagine. I like Vietnam.

    It is perhaps not as exotic and interesting for tourists as Thailand or Cambodia, but for the people here are more on the ball, very diligent and agile. Only the daily nap I can not get used: Between 12 30 and 13 30 clock roll my employees their mattresses on the floor, turn the lights off and sleep under their desks. Then they get up and keep going.

    I could not do. " Romney Ignites A Shortcut Twitter We Are Energy!

  • Culver Enterprises is the New Lessor of the Gravel Pit at Spanish ... 24 Aug 2012 Culver Enterprises-Dave Saltel (left), Caroline Correira (center), Matt Culver (right) August 2012 Contributed by Paul Violett, Vice President Feather River Bulletin 08/08/2012 With the acquisition of all the equipment, products, and quarries from Feather River Materials, Matt Culver, has merged his existing log and chip trucking business into a new company called Culver Enterprises. The expansion includes 15 employees who provide concrete, aggregates and long-and short-haul trucking services year-round. Matt, a 25-year Marine veteran, and his wife, Viveca moved to Quincy in 1999 and also manage the River Ranch RV Park.

    With more than 30 years in the trucking and aggregate business, long time resident Dave Saltel, is the new Company s General Manager.

    Caroline Correira who had been with Feather River Materials for 12 years is Culver s Chief Financial Officer, Office Manager and Dispatcher.

  • Curbed: Could New Regulations Kill D.C.'s Food Truck Culture? For the past few months, Basil Thyme owner Brian Farrell had been trying to decide what to do with his lasagna and pasta food trucks. Despite having the highest-rated D.C. trucks on Yelp, he was barely making money, especially in the winter.

    Then, two weeks ago, D.C. s Department of Consumer and Regulatory Affairs released the latest round of proposed food truck regulations. The rules would create special zones throughout the city that would limit how many trucks could vend where.

    A monthly lottery system would determine who gets the spots. Those who didn t win or want a place in the so-called mobile roadway vending zones would have to stay at least 500 feet away in metered parking spots with at least ten feet of unobstructed sidewalk. That could push many out of the central business district.

    Farrell didn t want to stick around to be a guinea pig for the potential new regulations. It s not incubating. It s suffocating, he says.

    Between that and his struggling business, he has decided to sell both trucks in the next month or two. If the D.C. Council passes the regulations as they are now written, Basil Thyme may not be the only food truck putting the brakes on business.

    Several food truck owners say they are considering shutting down or moving their operations to Virginia, Maryland, or other states if the regulations prove too limiting. A lot will depend on details that are still unknown. The proposed regulations lay out 23 potential mobile vending zones from Union Station to Farragut Square to Friendship Heights that would each contain at least three parking spots.

    But they don t specify how many total spots there will be or their exact street locations. DCRA, which regulates the food trucks, will work with the District Department of Transportation to make those decisions only if and when the regulations are approved by the D.C. Council.

    The rules are open for public comment until April 8, but food truck operators say they re concerned that zones could potentially be added or changed in the future without their input. Even though specifics remain unclear, many food truck operators expect that new rules would drive a lot of trucks out of the central business district and the most popular (and profitable) vending neighborhoods. These regulations will kill the food truck industry in the city as we know it, says Curbside Cupcakes co-owner Kristi Whitfield .

    It will be smaller. It will be dispersed out to lord knows where. Whitfield and many other food truck operators aren t keen on running their businesses in a game of chance.

    Under the proposed lottery system, mobile vendors would vie to occupy locations for each weekday throughout the month. They would pay $150 a month (in addition to $25 lottery entry fees) for the spots, where they could park from 10:30 a.m. to 2:30 p.m.

    D.C. Food Truck Association chairman and Red Hook Lobster Pound co-owner Doug Povich says trucks could end up winning proposed locations with little weekday lunch traffic like Navy Yard, Historic Anacostia, Minnesota or Benning avenues NE, and Friendship Heights. Because they ve spent $150 for the spot, they ll likely go the first time.

    But if they re losing money there, they may not want to come back the following weeks, Povich says. The result would be empty parking spots that nobody else could use for four hours. Povich believes only five areas Farragut Square, L Enfant Plaza, Franklin Square, Metro Center, and Union Station have enough traffic and congestion to warrant a zone, not 23.

    He says his trucks do half the business in a lower-traffic location like Friendship Heights or Navy Yard as they do downtown. Trucks that don t have Red Hook s 25,000 Twitter followers might do as little as 5 to 10 percent, Povich estimates. Restricting vehicles to certain spots goes against the mobile spirit of food trucks, Whitfield says.

    When she has cupcakes left at the end of the day, she asks her Twitter followers where Cubside Cupcakes should go next. That s dead, Whitfield says. Responding to customer requests is dead if these regulations go through.

    And then there s the possibility that food trucks may not get a spot in a mobile vending zone at all. In that case, finding a location to vend in the central business district could be tough. Last fall, the D.C.

    Food Truck Association measured sidewalks throughout the area and found that eight of the 10 most popular vending locations had fewer than 10 feet of unobstructed sidewalk, which would make them off-limits under the proposed rules. Instead, mobile vendors might try their luck in less dense parts of the city that don t get a lot of food truck traffic now. Fojol Brothers co-owner Justin Vitarello says the zones could be good if they help turn underserved neighborhoods into food truck destinations.

    But to do that, Vitarello says there needs to be clear signage promoting the locations and a critical mass of trucks (ideally about five) that show up on a consistent basis. If I get a location that s in a certain area that s not proven yet, Fojol Brothers will always show up, but we also want other people to show up and take that risk, Vitarello says. Unfortunately, that s not a risk everyone wants to take.

    Building up a customer base in a new neighborhood takes time, and many lose money in the process. Povich says trucks need the ability to vend in high-demand areas in order to subsidize visits to less dense areas. The food truck association already encourages its members to visit underserved areas, but it doesn t always make business sense, especially at first.

    When we try to do things down in ward 7 or 8 where there aren t many food options, nine times out of 10 we re going to lose money, Povich says. Even though there s not a lot of competition there, Povich explains that it takes a while for people to realize the trucks are there on any sort of regular basis. Many who work in the area have gotten used to relying on packed lunches, he says.

    If the regulations pass as they re drafted, Povich says he d likely focus his business in Virginia, whose regulations are more friendly to food trucks. About eight months ago, he began sending at least one of his two trucks to Virginia or Maryland each day because of the hassle of parking enforcement in D.C. If you were at a parking meter location for literally two hours and one second, you were getting a ticket.

    Even if you were pulling out of the parking space, Povich says. Cirque Cuisine co-owner Sean Swartz says he would try to work under the parameters of the new regulations, but if it really starts to hamper our business, we re going to leave. And by leave, he means flee the region, probably to Philadelphia.

    I m a D.C. native, and I ve spent my whole life here, and it kind of sucks that D.C. is pushing out small businesses like this, Swartz says.

    Others may just head straight to eBay. When asked what she would do if these regulations pass, Cubside Cupcakes Whitfield takes a long pause. I don t know, she says.

    Honestly, probably shut it down. PORC food truck co-owner Josh Saltzman , who also operates Kangaroo Boxing Club in Columbia Heights, doesn t hesitate at all: I ll have to shut it down. The point of opening up any business is to make money.

    And with these rules, we can t sustain business. Pedro Ribeiro , a spokesman for Mayor Vince Gray , says he thinks the threats of shutting down or moving away are hyperbole. He says the last thing officials want is for food trucks to go out of business.

    We don t think it s going to be quite as limiting as the trucks seem to think it is, he says. The current system is antiquated, Ribeiro says, and the proposed rules are meant to balance the interests of everyone from food trucks to restaurants to bikers to commuters and more. Restaurant Association Metropolitan Washington President Kathy Hollinger says the proposed regulations are a step in the right direction.

    She s in favor of the mobile vending zones, although she would also like to see more specifics on the number of spots and their locations. The restaurant association has repeatedly butted heads with food trucks over regulations, claiming that the overconcentration of trucks causes disruption to public space and that they aren t held accountable to the same standards as brick and mortar businesses. Meanwhile, Ribeiro says the city is looking to find more opportunities for food trucks.

    He points to the St. Elizabeths campus near Congress Heights in Ward 8, which will be home to the Coast Guard and eventually the Department of Homeland Security. The cafeteria there only has seating for 260 of the 4,400 people set to move in later this year, so the city is planning to set aside 10 spaces for food trucks.

    They re fixated on the downtown core, when there are plenty of places in the District that are really ripe for business, Ribeiro says. The proposed regulations would also open up 76 spots around the Mall and the Ellipse, which are currently the turf of souvenir, ice cream, and hot dog vendors. Food trucks would enter a lottery for the spots, which would cost $450 a month three times the amount needed to secure a place in a mobile roadway vending zone.

    The Mall locations would, however, have longer hours than the other zones. But not all food truck operators are interested in a Constitution Avenue parking spot, especially for $450. Are there tourist dollars to be earned on the Mall?

    Yes. But is that the customer base that we built our businesses on and want to continue to serve? No, says Whitfield.

    You re offering me something I didn t ask for and taking away something I need to survive. Fojol Brothers owners aren t waiting for the District to try to create more opportunities for food trucks; they ve got a plan of their own. They ve purchased two 50s-era buses to convert into mobile dining cars which they call Elastic Hallways.

    The buses will park on private lots around the city to provide sit-down seating for food truck kitchens. Vitarello also envisions using the buses for art shows, community events, and other projects that would help activate empty spaces. They re hoping to raise money to retrofit the buses on Kickstarter.

    Vitarello says the idea for the Elastic Hallways was born amid the uncertainty of new regulations. We ve got a good possibility to protect ourselves if things become very difficult, he says. Farrell is less optimistic about what s in store for his food truck brethren if the proposed regulations go into effect.

    Food trucking as it is, even for one of the highest-rated trucks, is an uphill battle, he says.

    With these regs on top, it s exponential.

    Photo by Darrow Montgomery

  • D

  • DACHSER launches Irish pallet service | HGV Ireland DACHSER UK s European logistics network, providing direct pallet and part-load deliveries for UK exporters, has been further extended with the introduction of a daily service to Ireland from the company s northern hub in Rochdale (Greater Manchester). This augments DACHSER s UK/Ireland services which also run daily from its depots in Northampton and Dartford. The service is provided in cooperation with Johnston Logistics Ltd., a long-standing partner of DACHSER s in both the Republic and Northern Ireland, which provides total geographical coverage via its headquarters in Dublin and three regional facilities.

    Nick Lowe, Managing Director of DACHSER UK commented on the service extension, This new Irish connection is critical to DACHSER providing a comprehensive European pallet service to our customers in the North of England, a region for which Ireland is an extremely important market. Our integrated, state-of-the-art shipment control and tracking systems as well as EDI connections will all be available on this new service. Irish-based customers will be able to take advantage not only of daily links to UK destinations but also of the network of DACHSER services to the continent.

    Welcoming the announcement Albert Johnston of Johnston Logistics said, Our operational cooperation with DACHSER has significantly improved the service packages we are able to offer our customers, whether they are importers or exporters in Ireland.

    This new link to the North of England is particularly welcome.

    Get this week's top trucking story direct to your mobile phone for less than 50 cent per week Subscribe Now Tags: DACHSER UK

  • DAF 2600 Series The Mother Of International Road Haulage At the 1962 BedrijfsautoRAI (a biyearly truck show in Amsterdam for professionals and enthusiasts) DAF surprised everybody in the trucking business with their brand new 2600 series. It was designed from scratch and it did not resemble any other truck that DAF built till then. The 2600 series was a heavy long distance truck, and obviously DAF had both the owner and the driver in mind while designing this new model.

    The 2600 series stood out from DAF s competitors for its voluminous cube-shaped cab which offered maximum achievable interior dimensions given the overall-length restrictions for Euro trucks in that era. The interior as shown in a 1966 German DAF brochure. This one must have had the optional two-speed drive axle, since it has a splitter on the gear lever, making it a 12 speed constant mesh transmission.

    Furthermore it had a large glass area for optimal visibility, sprung seats and an excellent heating and ventilation system. The driver was completely in control since all switches and levers were within his reach while driving. There were two beds, the upper bed could be folded up at the back of the cab.

    The fully reclining passenger seat also contributed to its good comfort. The hood (inside the cab) and floor were insulated to reduce engine noise and heat. Minor comfort details were a cigarette lighter and two ashtrays, one for the driver and one for the co-driver.

    And there were small storage facilities throughout the whole cab. Both the tractor and the semi-trailer are DAF products, the tractor is a DAF 2600 and the semi-trailer is a DAF Eurotrailer All in all, this truck must have come as some sort of revelation to all the guys who already roamed the entire continent in the fifties, living and working in small cramped cabs with a steering wheel, a pair of tiny window wipers and a padded stool as the only comfort items. The interior in the early seventies The truck s hardware at its introduction in 1962 came from Leyland, ZF, Timken and Westinghouse.

    The engine was Leyland s P680 11.1 liter six cylinder diesel engine, good for 220 (SAE) horsepower. ZF (Zahnradfabrik Friedrichshafen) supplied the six speed constant mesh transmission and the hydraulic power steering gear. Timken supplied the double-reduction drive axle and the air brake system came from Westinghouse.

    One of Charles Burki s DAF illustrations. Given the quality of his work, the man fully deserves a CC of his own a good idea for a future CC) Initially the engine came straight from Leyland s UK plant, but soon after DAF started to build the 11.1 liter engine in its own engine plant. As a matter a fact, all DAF diesel engines (now with the name PACCAR on the valve cover) are descendants of Leyland engines.

    The opening of DAF s own engine plant was in 1957 and Leyland licensed DAF to build several of their diesels, an excellent starting point. In 1968 this 11.1 liter, the DP 680 engine in DAF-jargon, evolved into a 11.6 liter engine; the renowned DAF 1160 series of diesel engines, it would become the heart of all their heavy trucks for almost thirty years. From that moment on the DAF 2600 series with the 250 hp DKA 1160 engine was the top model and a year later, the less powerful 230 hp DK 1160 engine became available for the 2600 series too.

    From the same 1966 German brochure as shown above, clearly another Charles Burki illustration In 1972 DAF installed a KKK turbo charger on its 1160 engine, that DKB 1160 engine was good for 324 SAE hp or 304 DIN hp. DAF switched to the DIN-system (Deutsches Institut f r Normung e.V.) in the early seventies to rate their engines horsepower. Because of the turbocharger, the cab of the 2600 series had to be mounted somewhat higher on the frame, otherwise the new turbodiesel wouldn t fit.

    Dirty Daffy ! One of my favorite DAF 2600 pictures I found. It shows a Dutch driver doing a Middle East run in the seventies.

    He s putting chains on the rear tires to cross a riverbed. I ve read a nice anecdote about this new engine. DAF wanted a small 304-badge on the grille of the new truck.

    But then the Van Doorne brothers (the letter D in DAF) got a phone call from an angry family from France: Objection ! The number 304 on a grille, any grille, belongs to us ! So the number 304 would only appear on some of the truck s prototypes, not on the final product.

    The new turbo diesel required other transmissions, one could either have a 9 speed ZF or the very famous built-like-a-rock 13 speed Fuller RTO-9513. Two DAFs 2600 parked next to a Magirus-Deutz. (Photo: Wim Alberts) In 1973 the DAF 2600 series came to an end and was superseded by the DAF 2800 series, another DAF legend. However, it s very obvious to see that the design of the 1962 2600 series lived on in all midsize and heavy DAF trucks in the seventies and eighties.

    A true hero for any DAF truck enthusiast indeed, and a proof that it was one of the truck maker s milestones.

    At its introduction it showed all truck makers that DAF had become a serious competitor and that it was no longer just a small and local manufacturer.

    Related reading: CC Global: 1959-95 Mercedes L Series Trucks

  • Daily Kos: This week in the War on Workers: A win for port truck drivers (Click graphic to enlarge) Last spring, California-based truck drivers for the Australian company Toll Group voted to unionize despite an intimidation campaign by the company, which is unionized in Australia. Now, the drivers have won their first contract, and it's a big improvement. For starters: Fair wages The day shift hourly rate increased from $12.72 to $19, and the night shift hourly rate from $13.22 to $19.75.

    In addition to the over $6/hour increase in hourly pay rates, drivers won $0.50/hour per year raises over the life of the contract, giving Toll port drivers over a 60% hourly wage boost over the life of the 3-year contract. Overtime pay of time-and-half kicks in after a typical full time 40-hour week, which is extremely rare in an industry where truckers are exempt from federal overtime laws and an average week hovers around 60 hours. Secure retirement Prior to the contract, less than a dozen Toll drivers could spare any extra dollars, even pre-tax, to participate in the corporate 401(k) plan.

    As Teamster Local 848 members, they have been automatically enrolled in the union s Western Conference Pension Trust. Such a retirement plan at the port has rarely been seen since trucking was deregulated in 1980. Toll will make a pension contribution of $1/hour per driver until 2014, and a $1.50/hour per driver by 2015.

    Affordable health care The Toll Group health care plan was financially out of reach for most of its truck drivers. The few who managed to meet the premium, deductibles and copayments will now keep significant more money in their pocket without sacrificing coverage, and the rest of their co-workers finally have access to quality, affordable health insurance coverage, including dental and vision care. The company will pay 95% of the premium for individuals and 90% for family coverage.

    Drivers who previously had to shell out $125/month for individual or $400/month per family will drop to roughly $30 or $150, respectively. That's not all the drivers won, and, according to driver Jose Ortega, Jr., "Justice ... it s sort of an indescribable feeling, but it is overwhelming and incredible to finally have the American Dream at our reach." This is a relatively small group of drivers who have the advantage of working for a company that came under pressure from its unionized workers in its home country.

    And many port truck drivers are considered (often wrongly, but that's another story) independent contractors who will have to first fight for the right to even try to unionize. But the mostly Latino drivers at Toll Group have a huge win to celebrate, and hopefully they're just the beginning. Click "there's more" to continue reading about Hilda Solis, life as a line cook, carwasheros, rights for exotic dancers, and more.

    With news that Labor Secretary Hilda Solis is stepping down, many union leaders have released statements on her service. AFL-CIO President Richard Trumka, SEIU President Mary Kay Henry, AFSCME President Lee Saunders, United Farm Workers President Arturo Rodriguez, the UAW, Ironworkers, CWA and others also have statements honoring Solis. Tales of a line cook: A physical therapist once told me I moved like I was seventy.

    My knees hurt from standing. My lower back hurts for the same reason. The ropiness in my neck and shoulders culminates under my left shoulder blade in a bundle of pain.

    From standing so much I have developed thick varicose veins on my left leg that snake around the inside of my knee and down my calf like a river; they end in a floodplain of bruising below my ankle, where there is a perennial scab. After being on my feet for twelve hours my legs and veins become extra swollen and begin to ache. I should mention that I m only twenty-six.

    To give some perspective, my brother made more money collecting unemployment as an intern architect after he was laid off than I did working full time in a restaurant. I make this comparison because we are both skilled professionals in our respective fields, but because he has a degree and uses his mind as opposed to his body to make a living our society values him more, and he makes more money. I make a subsistence wage, which is supposed to be, but is not really, a living wage.

    On a subsistence wage I just get by, when I should earn enough to get by and also have something left over to pay for healthcare, to save, and to indulge in something like eating out at a place like the one I work at. It's a great piece, but note that there's good reason to believe the author overstates how much restaurant prices would have to rise to improve pay. Now that the election is over, the real battles in the states begin.

    More than 26,000 postal workers are taking a buyout and early retirement. Ten reasons all workers benefit from fixing the immigration system. From the AFL-CIO: After years of organizing, Los Angeles carwash workers successfully negotiated contracts with three carwashes and gained workplace rights most workers should be able to take for granted: sick leave, access to health care, workplace safety, lunch breaks, living wages and respect.

    The carwash workers were successful, in large part, through the strength of community-labor partnerships: the United Steelworkers teamed up with the Community Labor Environmental Action Network (CLEAN), faith-based groups such as Clergy and Laity United for Economic Justice and low-income immigrant rights organizations such as the Wage Justice Center and Koreatown Immigrant Workers Alliance. This is genius: Imagine for a minute that there s an organization called Nutrition First, and their mission statement describes them as a watchdog for whether restaurants are serving healthy food and handling it safely. Imagine that Nutrition First releases a set of restaurant reviews, in which they give different restaurants letter grades based on how healthy it is to eat there.

    Now imagine that Nutrition First is actually run by people who are fanatics about pizza, and they get most of their funding from Domino s and Pizza Hut. When you look at the letter grades they give restaurants, you realize that they re actually grading every restaurant not on how healthy it is to eat there, but by how much pizza they sell. Chinese restaurants, Indian restaurants, salad bars, steakhouses: every letter grade turns out to depend on criteria like total pizza sales, amount of cheese on pizza, pizza topping variety.

    So what exactly does Michelle Rhee's state report card measure? We Are Dancers NYC is "a group of New York City-based current and former exotic dancers and allies" who are trying to "empower dancers by providing information, support, and resources." Those resources include information on the legal rights of dancers, like what rights they have as employees versus as independent contractors, where to get legal advice for labor violations at their clubs, and what danger they face from arrest for things like lap dances or carrying condoms. It also offers advice on things like paying taxes and affordable salons.

    Never forget it's important to understand all kinds of workers as workers . (Via Jezebel) We're waiting on final word, and it's probably a given that Walmart would appeal, but a tentative ruling would allow Walmart to be named as a defendant in a wage theft class action suit at its California distribution centers, even though Walmart claims that contractors run the warehouses. How many potholes were repaired in New York City yesterday? The Daily Pothole has your answer.

    Damn lazy public workers.

    Originally posted to Daily Kos Labor on Sat Jan 12, 2013 at 10:55 AM PST.

    Also republished by In Support of Labor and Unions and Daily Kos. (Load) (Load) (Load) (Load) (Load) (Load) (Load)

  • Daily News: Extreme TruckingIt is really neat to see the different ways of managing very large loads.

    Also to see the different steering systems.

  • Daily to and from Italy - Barrington Freight Urgent shipment to or from Italy? We can arrange your Italian import or export shipping on a daily basis. We work with a variety of industries and shipment types from fabrics, tiles, fashion, marble, industrial machinery, housewares and many others.

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  • Daimler trucks priced at Rs 15.7 lakhs onward arrive in India via ... Daimler India Commercial Vehicles Pvt. Ltd. has made its foray into the Indian heavy duty commercial truck market with the launch of a three new trucks from a range of seventeen.

    These three trucks namely the 2523R, 3123R and 2523C have been launched for haulage and construction segment. These trucks will be available to buyer through a number of new and state of the art dealerships which have been opened all over the country. Based on tests carried out, these trucks are reliable, fuel efficient and will enable one to compete in their respective markets with ease.

    These trucks have been developed on the Mercedes Benz Axor platform and have features that are conducive for Indian customers. A six cylinder engine capable of putting out 230 HP of power is outfitted within these three truck models which also boast of features like intelligent utilized fuel injection, balance type rear suspension as also inter wheel/axel differential and engine-Brake system. Dealerships through which these trucks will be available boast of 24x7 services as also exclusive packages and offers for customers.

    Tie up with financial institutions and backed by Daimlers Financial Services, customers will be able to avail many offers and reap benefits of products all situated under a single roof. BharatBenz has dealerships in the southern and western region and is looking to expand its reach in the northern region of the country too. For more information, scroll down.

    BharatBenz delivers the Power to Indian Trucking Booking and delivery for three Heavy-duty trucks in 25t and 31t GVW category has started India's most fuel efficient trucks in the segment State-of-the-art dealerships ready in South & West, North & East to follow in the next weeks 14 more models/ platforms to follow in next 17 months Mumbai: Daimler India Commercial Vehicles Pvt. Ltd. (DICV), the 100% Indian subsidiary of the world's N0.

    1 truck manufacturer Daimler AG, today launched its first set of trucks under the BharatBenz brand in Mumbai. in the presence of media and dealers of BharatBenz.

    The three Heavy Duty BharatBenz Trucks - 2523R and 3123R for the haulage segment and 2523C for the construction segment will now be commercially available through a growing number of state-of-the-art dealerships.. Speaking on the occasion, Mr. Marc Llistosella, Managing Director and CEO, DICV said: "Today is an important milestone for all of us at Daimler and Indian trucking.

    From today, Indian truck buyers will have a new choice. A choice, for trucks that are more fuel efficient, more reliable and in the end make them more successful. BharatBenz is here, and we are proud to have delivered on the promise we made since 2010 - to launch our trucks in September 2012.

    We will drive the change in the Indian market with a whole new product , sales and service experience for our customers" The three Heavy-Duty trucks launched today, are only the first in a range of 17 models that are going to be launched over the next 17 month. Eight of them where already presented to the market in a large-scale customer-event in March this year. BharatBenz offers value-for-money trucks with a strong focus on Total Cost of Ownership (TCO).

    Having undergone grueling tests both at the state-of-the-art test track at its plant and on various Indian terrains, these trucks have been built in with a promise of best-in-class reliability and performance. The proven fuel efficiency of BharatBenz trucks is a major advantage, especially in the current day scenario where fuel prices are sky-rocketing. These trucks boast of fuel efficiency that is a minimum of 10% better, in comparison to existing products in the market.

    The Heavy-Duty Trucks, based on the Mercedes-Benz Axor platform, have been localised to suit specific needs of Indian customers, featuring a six-cylinder engine with 230 HP (170 KW). in all three variants. The trucks introduce a host of industry first features to enhance Safety & Performance.

    They boast of features like the intelligent-unitized-fuel-injection system, balance-type rear suspension and inter-wheel differential in the haulage trucks and inter-wheel/inter-axle differential locks in the construction trucks, the unique "Engine-Brake" system, to name a few.. Mr. V.R.V.

    Sriprasad, VP, Marketing, Sales & After-sales, DICV, said: "BharatBenz trucks will now be available through a state-of-the-art dealership network. This network will offer complete sales consulting, 24X7 after-sales service with advanced interactive vehicle diagnostics, roadside assistance for best service reach, leading to the lowest turnaround time in our workshops. These dealerships will also provide tailor-made financial services/service packages ensuring comprehensive attention to our customers - all under one roof.

    LOI's have already been issued for setting up these facilities in over 100 locations in the country, covering the most prominent trucking routes and hubs. BharatBenz dealerships are already operational in South and Western regions, and will open facilities in the north and east in the coming weeks". "Importantly, we have focused on enhancing the value to our customer by offering a significant fuel efficiency advantage and aggregates engineered for long lifespan and longer service intervals. This, in turn, will reduce the operational cost and keep the trucks performing at full potential for longer periods of time, thus enhancing their useful life in our customer's fleet" he added.

    Backed by the financial power and expertise of Daimler's financial arm - Daimler Financial Services - customers will benefit from the captive financier under the name of 'BharatBenz Financial'. BharatBenz Insurance, India's first Branded Commercial Vehicle Insurance, offers cashless facility including zero depreciation and a host of other value-adds. This integrated approach will offer the customers the combined benefit of products and financial services under one roof, making ownership a hassle-free experience.

    BharatBenz also has tied up with four leading Indian financial institutions HDFC Bank, ICICI Bank, Sundaram Finance and Kotak Mahindra Bank Ltd., who will offer tailored financing solutions for customers.

    Additionally, several other banks & NBFCs have also approved BharatBenz products with attractive terms & conditions.

    Cholamandalam, SREI, Magma, IndusInd Bank, Axis Bank, YES Bank, Reliance Capital, Shriram Transport Finance, L & T Finance, to name a few.

  • Daimler trucks unveils long-term plan for autonomous ... July 07, 2014 By Evan Lockridge Daimler Trucks' Future Truck 2025, disguised in black and white adhesive foil, obscuring the exterior contours. (PHOTO: Daimler Trucks) MAGDEBURG, GERMANY -- Daimler Trucks on Thursday shared its vision of the future of trucking trucks that can drive themselves. The autonomous truck project, called Mercedes-Benz Future Truck 2025, was demonstrated to around 300 members of the trucking press, along with German government officials, market analysts and others from more than 30 nations. After listening to presentations, attendees watched a demonstration on a section of the A14 Autobahn, as the parent to truck makers Freightliner and Western Star showed off what it calls its Highway Pilot system.

    It completed its first autonomous journey on the route, using a specially equipped Mercedes Actros tractor-trailer. A driver was inside the cab, but without hands or feet on the controls. The Future Truck drove itself in simulated real-world driving conditions.

    The truck is equipped with the extremely intelligent Highway Pilot assistance system, which enables it to drive completely autonomously at speeds of up to 85 kilometers per hour (52.8 mph), said Wolfgang Bernhard, head of Daimler Trucks and Buses. The Future Truck 2025 is our response to the major challenges and opportunities associated with road freight in the future. Wolfgang Bernhard, head of Daimler Trucks and Buses.

    Photo: Evan Lockridge Bernhard said self-driving trucks not only could lead to more efficiency, but also to better safety and connectivity. This, he said, results in a more sustainable transport system to the benefit of the economy, society and consumers. The goal of the event, according to Daimler, was to establish an ongoing dialogue with stakeholders about the conditions for transport in the future, in which it believes self-driving trucks will play a major role.

    Bernhard conceded the ambitious project, which it hopes to implement by the year 2025, raises a lot of questions that need to be answered, such as legal and liability issues, among many others. Daimler said current figures carry a clear message of the need for the Highway Pilot system. It pointed to a study showing a clear majority of road goods traffic as a proportion of total goods traffic in the six most populated European Union member nations.

    Truck transport volume in Europe is expected to grow dramatically over the next more than dozen years, and separate studies have shown much the same in the U.S. The EU study also found that, as in the U.S., investment in transportation infrastructure is regressive, with the transport business suffering from cost pressures and a shortage of drivers. According to Daimler the Highway Pilot will significantly upgrade the job profile of truck drivers by not only freeing them from having to perform monotonous tasks, but also by giving them time for tasks currently handled by other workers at trucking companies, making it possible for truckers to advance to new positions as transport managers, making truck driving a more attractive profession and helping to reduce the shortage of truck drivers.

    A view inside the cab of Future Truck 2025 while it is heading down the road during a demonstration, via a huge TV monitor at the event in Germany. Photo: Evan Lockridge Future Truck 2025 builds on Daimler s technological experience, with its Mercedes-Benz operation having already installed driver assistance in its trucks abroad, along with proximity cruise control, automatic braking, stability control and lane-keeping assistance systems. Future Truck includes Predictive Powertrain Control, which uses information about road topography and route characteristics to adjust the operation of the drivetrain in order to maximize fuel economy, according to Daimler.

    The Highway Pilot uses a combination of radar sensors at the front and sides of the truck, a stereo camera behind the windshield, three-dimensional maps and V2V/V2I communication (vehicle to vehicle/vehicle to infrastructure), which is the exchange of information between the truck and other vehicles and with the roadway. This system, according to Daimler, allows the truck to automatically respond to any situation ahead on the highway. Daimler expects additional and improved assistance systems in the coming years, which will communicate with one another and enable vehicles to operate without any driver involvement on highways and major roadways.

    However, they said, a driver would always be present in the truck, including driving it to and from major roadways manually. Once on the highway, the driver simply activates the Highway Pilot, with the rig continuing to travel at the set speed, while the driver s seat moves backwards and to the right, similar to sitting in an armchair at home. Other benefits of Future Truck 2025, according to Daimler, will include or allow: optimal vehicle acceleration and braking to keep traffic moving at an optimal pace while reducing fuel consumption and truck emissions; more precise transport scheduling; taking up less roadway and creating fewer traffic tie-ups and lessening the risk of accidents.

    Key to making Future Truck 2025 work are changes in laws and regulations, according to Daimler. If the legislative framework for autonomous driving can be created quickly, the launch of the Highway Pilot is conceivable by the middle of the next decade said Bernhard. He pointed to recent EU regulatory changes, which he said he have already helped get the ball rolling, with hopes it would spur development and implementation in North America.

    Daimler Trucks' autonomous truck project, called Mercedes-Benz Future Truck 2025, was demonstrated on a section of the A14 Autobahn near Magdeburg, Germany, in simulated real-world conditions.

    In this clip, the truck (disguised in black and white adhesive foil, obscuring the exterior contours) autonomously begins executing a passing maneuver in moving from the right to the left lane. (Video: Evan Lockridge)

  • Daimler Unveils 'Aerodynamics Truck and Trailer' in Europe ... Daimler's new Aerodynamics Truck and Trailer, introduced at the IAA show in Germany this week. Daimler s European business has strayed outside its normal comfort zone, designing a trailer optimized for maximum efficiency with the company s own Actros tractor. The Aerodynamics Truck and Trailer, unveiled at the International Motor Show this week, will reduce a semi-trailer s fuel consumption to less than 25 litres per 100 kilometres, officials said, representing a fuel savings of 4.5%.

    Wind resistance has been reduced by 18% through the design, which was developed in partnership with European trailer manufacturer Schmitz Cargobull. The fuel savings take into account a gross weight of 40 tonnes in a five-axle configuration that is representative of mainstream European road transport applications. When running 150,000 kms per year, the tractor-trailer combo could reduce fuel consumption by some 2,000 litres per year.

    At the same time, CO2 emissions into the environment are reduced by more than five tonnes - all with just one semi-trailer, said Georg Weiberg, head of truck product engineering with Daimler Trucks. Also introduced at the show was a solo (straight) truck for long-distance and distribution transport with purported fuel savings of 3% at highway speeds. Daimler's new Aerodynamics Truck and Trailer.

    The Aerodynamics Truck and Trailer spent more than 2,600 hours in the wind tunnel to validate Daimler s fuel-saving claims. Based on those projected fuel savings, Weiberg said that if the entire German trucking industry adopted the Aerodynamics Truck and Trailer, more than 300 million litres of diesel would be saved each year - equal to the amount transported by a full super-tanker and effectively reducing 800,000 tonnes of CO2 from the environment. The main contributor to the fuel savings is a 400-millimetre boat tail that s credited with a 7% improvement in aerodynamics.

    Weiberg said the European Union commission in Brussels - which oversees length restrictions - is recommending an increase to the maximum allowable length to be extended by 500 mm to accommodate such boat tails. Daimler plans to conduct on-road testing of the new concept in the coming months to measure real-world fuel consumption figures. It will be selecting customers to test the new semi-trailer on the road in 2013 and plans to roll out the combination commercially soon thereafter.

    While the specially-designed trailer could cost as much as 6,000 Euros more than today s designs, Daimler is projecting a payback of within two years. But don t expect to see this tractor-trailer combination on North American roads anytime soon. There are complications in applying the technology to our market, notably the rearward location of the trailer axles and the wider gap between the tractor and trailer.

    Still, the very idea of a truck manufacturer designing a trailer for optimum performance with its own vehicles is interesting and something that could conceivably be applied in North America should the European experiment pay off.


  • Daimler's success has led to a change in market dynamics in India ... Under the name BharatBenz, the entry of German truck manufacturer Daimler, into the Indian market, has already led to changes in the market forces. In July, within ten months of entering the country, Daimler has risen to become one of the top-five truck makers in India in the heavy duty category. Manufacturers such as MAN Trucks and AMW Trucks, have been left behind by the German giant.

    Between January and June 2013, Daimler India Commercial Vehicles sold over 3,200 BharatBenz truck units. During the same period, MAN Trucks sold 1000 units while AMW sold over 3000 units. Daimler India sold just 70-80 units fewer than Mahindra Trucks & Buses.

    Tata Motors currently holds 56 per cent of the market share, but Daimler India is likely to compete with Tata and Ashok Leyland within the next couple of years. There is no threat this year. From the third year, BharatBenz will make a difference.

    Tata Motors and Ashok Leyland will together lose 4-5 per cent market share , said research analyst, Surjit Arora. However, BharatBenz s competitors are confident they can hold off competition from the German brand. Vinod K.

    Dasari, Managing Director of Ashok Leyland said, We welcome competition. We have placed the customer at the core and all our efforts are aimed at making the customer more profitable. We have new products, new machines to construct with and a new network to reach our customers, which will combine to hold us in good stead going forward.

    A Tata Motor s spokesperson also said that the company was not concerned by Daimler India s growth. We knew very well that the Indian market will have the same characteristics of any developed market and had consciously developed products in the past decade to match people s expectations. We have also created new segments that were not present in India.

    We are fully ready to meet any competitor. Launched in September 2012, BharatBenz offered three units of heavy duty trucks. Light and medium range trucks were launched in February this year.

    In total, Daimler India has nine new models with three more scheduled by the end of the year, including a tractor trailer. A network of about 50 dealers has already been set by Daimler India, which the company plans to increase by 100 per cent by the end of 2014. Various dealerships and fleet owners are extremely pleased with the entry of Daimler in India.

    Kasturilal Wasan, Managing Director, Wasan Trucking said, I wanted to be associated with a premium brand and this is why I am here. We will make a difference. Fleet owner Daljit Singh Bal said that he would order Daimler trucks in bulk due to their performance standards.

    BharatBenz s offer is so attractive and any businessman will go to the best product. Daimler India has entered a falling truck market and has made tremendous progress in the initial stages. Having created space for the brand, the BharatBenz line of trucks pose an immense challenge to existing players.

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  • Daimlers India's BharatBenz opens new dealership in Panvel | Rush ... Show Your Love By Sharing Wasan Trucking is the new high-tech dealership of Daimler India Commercial Vehicles Pvt. Ltd., BharatBenz opened in Panvel. Through this dealership, the company will be able to offer customers an incomparable trucking experience, thanks to the all round services provided.

    Sales, service and spare parts will be available at Wasan Trucking which is located on the Mumbai Pune Highway No.4. The dealership boasts of highly trained manpower, a well stocked and covered workshop, ready availability of all spare parts besides an up to date showroom offering customers the very latest in BharatBenz offerings and expert advice to go with it. Speaking on the occasion of the inauguration of this new dealer base, Mr.

    V R V Sriprasad, Vice President Marketing, Sales and After Sales at Daimler India Commercial Vehicles said that it was the company's plant to set up a total of 100 such 3S facilities on major highways in the country. This will enable customers to have on hand services within easy reach. Mr K K Wasan of Wasan Trucking was also quick to add that his dealership was fully equipped to ensure customers super sales and services while offering them advice on choosing the exact truck best suited to their business needs.

    To make financing easier, Wasan Trucking has tied up with HDFC Bank, ICICI Bank, Sundaram Finance and Kotak Bank besides BharatBenz Financial. Read the news release below for more information. News Release BharatBenz unveils Wasan Trucking: State of the art trucking experience in Panvel Panvel: Daimler India Commercial Vehicles Pvt.

    Ltd. (DICV), the Indian subsidiary of the world's leading truck manufacturer Daimler AG, unveiled its state-of-the-art dealership in Panvel today. 'Wasan Trucking', as the dealership is named, will provide the customer a holistic trucking experience. Located near Palashpa Phata,Mumbai Pune National Highway - 4,. Wasan Trucking offers a 3S facility (Sales, Service & Spares).

    With highly trained manpower, a fully-equipped and completely covered workshop, supported with a full complement of Spares and a showroom providing focused Sales consulting, this dealership will ensure that BharatBenz customers receive all the attention under one roof. Mr. V.R.V.

    Sriprasad, Vice President, Marketing, Sales & After-Sales, DICV, said, "BharatBenz has set forth to provide the Indian Trucker a whole new experience in trucking. The inauguration of this dealership is part of our plans to provide a nation-wide network of over 100 3S facilities along the most important trucking routes in the country." "Our philosophy is to provide the customer with state-of-the-art after-sales service that ensures not just easy reach but pro-active service. Our dealerships, while providing focused sales consultancy will ensure that the customer's trucks are delivering maximum value to his business.

    Our goal is to ensure that our customers feel empowered by associating with BharatBenz," he added. Speaking on the occasion Mr.K K Wasan, Dealer Principal, Wasan Trucking said, "We are delighted to partner with BharatBenz. We are fully ready to ensure that our customers experience superior sales and after sales service and our facilities will become an extension of their business.

    We will focus on his trucks while our customer focuses in expanding his business." At the dealerships, the customer can experience a host of primary and value-added services. On the sales front, the personnel have been trained to provide tailor-made solutions depending on the specific needs of each customer. Thus purchasing BharatBenz trucks from Wasan Trucking ensures that every customer is able to choose the trucks most appropriately suited to his business needs.

    Customers will enjoy the benefits of a fully 'Pro-Active' service that ensures his trucks provide maximum productivity. On the After-sales front, the dealership has a 24x7 enabled workshop. It is manned by qualified & Daimler trained engineers/technicians and equipped with high productivity tools, advanced guided diagnostics & Mobile Service vans.

    The dealership will provide a host of value-added services viz., Cashless Zero-depreciation Insurance, Full Maintenance Contracts, Extended Warranty, 24x7 Roadside Assistance, Vehicle tracking systems, Driver Training and Express & On-site Service. Customers will also enjoy easy financing solutions. The dealership will provide financing solutions ably supported by Daimler's own captive financing brand BharatBenz Financial.

    Key financing partners like HDFC Bank, ICICI Bank, Sundaram Finance & Kotak Bank add substantial choice and value. This integrated approach will offer BharatBenz customers the combined benefit of Best-in-Class Products, Pro-Active after-sales service and easy financing under one roof, making ownership a powering experience. BharatBenz is the Indian truck brand of Daimler AG, the world's largest Commercial Vehicle manufacturer and inventor of the truck.

    Backed by 115 years of global trucking experience and an in-depth understanding of the Indian terrain, BharatBenz is here to transform the country's trucking industry. BharatBenz will offer Indian customers an entire truck portfolio in the 6 to 49 tonne range across various applications. The name BharatBenz - brings out the two most defining qualities of a brand that is being built exclusively for India. 'Bharat' carries the values, ideologies and spirit of the nation, and reinforces the brand's commitment to serve the Indian market. 'Benz' upholds the lineage of innovation, technological brilliance and engineering excellence that have given unparallel performance and great value to automobiles for generations.

    Powered by the synergy between global leadership in technology and local, deep rooted customer knowledge, BharatBenz is set to build robust, reliable, performance-oriented trucks to drive maximum productivity and deliver maximum value to customers across the country. With BharatBenz, the new era of Indian trucking has arrived. Daimler India Commercial Vehicles Pvt.

    Ltd. Daimler India Commercial Vehicles (DICV) is a 100% subsidiary of Daimler AG, Stuttgart, Germany. DICV will produce light, medium and heavy-duty commercial vehicles for the Indian volume market, under the brand name BharatBenz.

    BharatBenz stands for Indian engineering with German DNA. The products will be customized to serve all major customer segments, from owner-drivers up to large fleet operators. The efficiency of BharatBenz trucks will be an optimal fit for customers keen on efficiency, a low Total Cost of Ownership over the life-cycle and highest profit potential for their businesses.

    The state-of-the-art production plant at Oragadam, near Chennai, spreads over 400 acres (160 hectares). It includes a modern test track designed to simulate Indian conditions making it one of its kind in Asia. DICV has a total dedicated investment of over INR 4400 crs (approximately 700 million).

    Sustainability being a core of Daimler's corporate culture, DICV will focus on creating efficient, reliable and ecologically friendly products. The Company also handles Marketing, Sales and After Sales of Mercedes-Benz Actros Trucks in India. Liked This Story?

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  • Dakar Rally crash: British soldiers seriously hurt in fatal crash but ... PUBLISHED: 08:52 EST, 10 January 2013 | UPDATED: 10:04 EST, 10 January 2013 Three British men including two former soldiers have been badly injured in a crash in South America as they were taking part in what is billed as the world s toughest rally. A spokesman for the Race2Recovery team said a support vehicle the three team members were travelling in during the Dakar Rally was involved in a head-on collision in Peru which is believed to have left two other people dead. The three men, who are part of a team of injured soldiers taking part in the challenge, were named as Justin Birchall, 40, a team driver and civilian volunteer from Burnley, Lancashire, whose Wildcat vehicle retired earlier in the race, former Royal Electrical and Mechanical Engineer and Gulf War and Falklands war veteran Lee Townsend, a team mechanic, from Yate near Bristol, and retired Army Major John Winskill, 42, the team logistics expert, who is from Durrington, near Salisbury, Wiltshire.

    Hurt: Race2Recovery driver Justin Birchall (right) was one of the men injured in the Dakar Rally Show of support: Olympic and Paralympic superstar Oscar Pistorius has backed the team s endeavour The men were transferred to a local hospital and later flown by aircraft to another hospital in Lima where they are said to be stable and conscious with injuries described as non-life-threatening . Their families have been informed of the accident by other team members. The crash happened when their vehicle, a Land Rover Defender, was travelling in convoy on day five of the rally with other support vehicles in the Peruvian town of Tacna, near the Chilean border.

    It is understood that two other vehicles were involved in the accident and two people received fatal injuries. Team leader Captain Tony Harris said: Our hearts go out to the families and relatives of those who have died in this tragic accident and we offer them our condolences and sympathy. Our entire team has been struck by the friendliness and support we have received from the Peruvian people since arriving for the Dakar Rally.

    He said that the team had unanimously agreed to continue the challenge with the two remaining Wildcat vehicles. The team decided before we even started that we would continue our endeavour. This is obviously a huge shock but we know that we have the blessing of the injured.

    They want the team to finish, the captain added. The accident is believed to have happened at 9.30pm local time yesterday. It is being investigated by the local police in Peru and the team is being supported by the race organisers.

    Brave: Race2Recovery are aiming to become the first ever disabled team to finish the gruelling race The Race2Recovery team, which has been raising funds for forces charities since 2011, is hoping to become the first disability team to complete the challenge. The rally began in Lima on Saturday and ends in Santiago, Chile, on January 20. What is the Dakar Rally?

    Starts in Lima, Peru and ends in Santiago, Chile 15 days of racing over 9,000km Extreme mountain and desert terrain Race covers Peru, Argentina and Chile Hundreds of motorbikes, quads, cars and trucks take part More than 20 competitors have lost their lives since the first Paris-Dakar rally in 1979 It will see the team travel some 5,600 miles of extreme mountain and desert terrain that will take them through southern Peru, across the border into Argentina and then to Chile over 15 days. The Race2Recovery team began the race with four Wildcat race vehicles along with additional support vehicles but will now continue with just two race vehicles. Capt Harris, 31, who had his lower leg amputated while serving in Afghanistan, is one of the rally drivers.

    The fleet of support vehicles include a 4 4 truck racing with it, plus 8 8 support trucks and a number of Land Rover Discovery vehicles to help move the support team and mechanical equipment. On track: Lino Ramon Sisterna and Juan Pablo Sisterna of Volvo compete on the road from Arequipa to Arica Daredevils: Motorcyclists compete during the second stage of the rally to Pisco in Peru Moment of calm: Mini s driver Stephane Perterhansel enjoys some stunning beach scenery The team has the motto Beyond Injury Achieving The Extraordinary, and set up its Dakar Rally challenge to inspire people who may be injured, ill or facing adversity. The 28-strong team includes British and US servicemen who were wounded in combat and have missing limbs, spinal injuries and psychological and fragmentation injuries.

    They received royal backing when it became the first recipient of a grant from the Endeavour Fund, set up by the Royal Foundation of the Duke and Duchess of Cambridge and Prince Harry. Higher ground: Guerlain Chicherit and Jean-Pierre Garcin compete in the fifth stage in Chile Lonely road: French rider Cyril Despres steers his KTM motorcycle across the desert plains Keep on trucking: Russian driver Nikolaev Eduard goes airborne over the beach All proceeds raised by the team go to the Tedworth House Personnel Recovery Centre, Tidworth, Wiltshire, which is part of a Government-led initiative to help wounded and sick servicemen and women recover. A host of celebrities including Dame Kelly Holmes and Robbie Williams took to social media to show their support for the Race2Recovery team and wish them luck as they set off.

    Olympic and Paralympic star Oscar Pistorius, a motoring enthusiast, sent a video message praising them for putting the focus on ability rather than disability.

    Dangerous: Russian driver Vladimir Vasilyev overturned his vehicle during the third stage in the Nasca desert Crash: South Africa Riaan Van Niekerk falls during Stage five between Arequipa and Arica

  • Daniel S Bridger's Trucking Blog: Great Pizza in a Dangerous ... After living in Salt Lake City 19 years, one of the things I miss most about Milwaukee and Wisconsin is the great food available. Milwaukee was settled by many different ethnic groups (German, Italian, Polish, etc) and they brought their authentic recipes and ingredients with them. When it comes to pizza, it seems that out west, thin crust seems odd to the citizens.

    I miss the pizzas with a mouthful of great meat, (real) cheese and spicy sauce toppings instead of half tasteless crust. I last had Hup's on a visit to my brother's house a couple of years ago. Same great pizza, same great taste that we remember so well.

    What follows is a review of Hup s Pizza, from , which is located near our old house on Milwaukee s northwest side. I will always remember going with my dad in the 60's in the family car (a 1957 Chrysler New Yorker) to pick up our large cheese, sausage, mushroom and onion pizza and bringing it back home to our family. Looking at that picture below makes my mouth water!

    Started in the mid-60 s and still going strong today (with some much needed operational changes, to prevent robberies). Now, because of the neighborhood, you enter a small lobby, no windows, stand behind bulletproof glass, get your pizza through a sliding tray after passing your cash through (no credit cards)! I hope the author succeeds in getting an interview with the owner, Bobby Rodgers.

    I'll keep you posted. Link follows to another post I did about Milwaukee's current troubles. Thanks to and written by Rick Rodriguez , special to Link to their site follows: I honestly cannot remember how or when I heard about Hup's Pizza, 5400 W.

    Hampton Ave., but the name kept popping up online and among a few friends, so I thought it was time to try it. I called in my order, which was a challenge. I don't know if it was the phone or the guy on the other end, but everything he said was mumbled, so I had to ask him to repeat everything.

    Eventually, I ordered my usual sausage and pepperoni pie. When I arrived, the building looked a little smaller than I expected from the picture I saw online. It was about the size of my garage, painted in green and red.

    It certainly had a historic look to it. I later learned from the staff that Hup's Pizza has been in business for 45 years, and I'm guessing they've been in the same building. I entered the lobby and was surprised at how small it was, but I guess you don't need much space for carry-out orders.

    It must have been 6 feet by 6 feet. There were two of us in the lobby, and it felt crowded. There was a menu board on the wall next to the pick-up window.

    The menu was hand-written and listed the pizza sizes and prices by number of toppings, along with a few other items such as garlic bread and cheese bread. The window was about 12 inches by 18 inches in the middle of the wall. There were no doors in the lobby that led to the kitchen.

    The employees entered through a back door. I walked up to the window and looked to the right into the kitchen to try and make eye contact with one of the employees to let them know I was there. A young man greeted me and told me my pizza would be up in a couple of minutes.

    I slid my payment under the window and waited patiently. So far, this was an interesting experience. Eventually I arrived home ready to eat my pizza.

    I appreciated that it was wrapped in two pizza bags to help protect my car and clothes from stains. The first thing I noticed was that the toppings were loaded on. There was so much pepperoni, it almost completely covered the thick layer of cheese.

    The chunks of Italian sausage were also plentiful. Hup's clearly does not skimp on toppings. The crust was very thin throughout.

    It was crispy around the outer edge and softer toward the center. Slices were cut in squares of various sizes. The sauce had a subtle spiciness to it, but the seasoning created a great flavor. (Well done, Hup's!) Hup's pizzas are thin crust, and come in 12-inch or 14-inch sizes with prices starting at $10.99.

    There weren't any specialty pizzas listed, and the menu was simple. Low overhead has proven to be a good strategy for a successful business. I'm sure this also allows Hup's to focus on what they do best.

    The flavorful sauce and abundance of toppings certainly make Hup's worthy of another visit someday, and maybe I'll get to meet the owner, Bobby Rogers. I'd love to learn about the history of Hup's and its recipes, as well as how many generations of family have been involved. Unfortunately, he was not in the day of my visit, nor another day that I called and asked for him.

    All I was able to get was his name. With 45 years in business, there has to be a great story, or two, to share. Click here to link to My post on the troubled city of Milwaukee: Click here to link to milwaukee-gas-station-robbery-new-normal.html More links to great Wisconsin Food!

    Great Milwaukee Burger!

    Shaffer's Famous Chicken!


  • Daniel S Bridger's Trucking Blog: Married to the daughter of a ... I sometimes wonder how many good and decent Italian Americans were affected by the vast criminal mafia network in this country. The history of the American Mafia is fascinating to me, as I have tried to learn about it over the past couple of decades. After finding out many years later that some of the people I dealt with back in Milwaukee were connected (see Related Posts links below) , I have been doing a lot of research.

    Being a franchised gas station operator back in 1970 s Milwaukee, I decided to start up a side business making and selling ice wholesale, installing freezers at various businesses and selling the owners ice to retail to the public. Thank God, it wasn't a vending business, as I had no idea at that time, it was tightly controlled by Frank P. Balistrieri, who happened to be the leader of the Milwaukee Mob!

    In 1978, the FBI sent in an undercover agent by the name of Gail T. Cobb to set up a fake vending business, was being tailed and very nearly killed by a couple of Balistrieri's thugs. He was a ruthless and disgusting man and I have no sympathy for mobsters in the least.

    But we all have family, and if some of your family is connected, it can t help but affect you in many negative ways, whether you participated, tried to ignore, or were just aware of. After getting Gavin Schmitt s new book a few weeks ago Milwaukee Mafia (Images of America) , I sat down to read it. I had been eagerly awaiting the release of the book for months and had pre-ordered it.

    The book contains about 125 pages of fascinating photos from back in the mob days that really bring out the rich history of Milwaukee. I highly recommend it. As I was reading through and looking at the photos, I came across a familiar name that caught my eye.

    That name was Dr. Joseph E. Vaccaro as I looked at a photo caption from the early 50 s.

    Looking more closely at the picture, I couldn't believe my eyes. The man looked so familiar and I realized I was looking at a photo of our old pediatrician from back in Milwaukee! I was born in 1952 and this was the doctor who made house calls to our home when my younger brother and I were sick!

    I thought this guy was a doctor and what the heck is he doing in a book about the Milwaukee Mafia? . Dr. Vaccaro was the pediatrician for all of my brothers and sisters and my parents used him all the through the 50 s and into the 70 s!

    Of course after the first few years, it became impractical for a Doctor to make house calls and my parents would take the kids to his office. What follows is what I have been able to piece together from more research the last few weeks: After getting his medical degree in 1940, Joseph started his practice as a pediatrician. In 1947, it was announced in the Milwaukee Journal that he was engaged to a Carmen Migliaccio.

    Carmen just happened to be the daughter of a high ranking Milwaukee mob member by the name of Pasquale Migliaccio. Migliaccio and Joseph Vallone were immigrants from the same small village of Prizzi, Sicily. T ogether, they formed a business, Migliaccio & Vallone Wholesale Grocers on N.

    Broadway in Milwaukee. Migliaccio ( back row, far left in the picture ) was Dr. Vaccaro s father-in-law.

    Migliaccio's business partner, Vallone, ran the Milwaukee mob from 1927 to 1949. Notorious mobster Nick Fucarino, who had a lengthy arrest record, was employed by Migliaccio & Vallone. Salvatore Ferrara ( front row, far left in the picture ) was the Milwaukee mafia boss from 1949 to 1952.

    The Chicago Outfit forced him to step down in 52 and John Alioto then replaced him as the Milwaukee "Godfather". Dr. Vito Guardalabene ( back row, far right in the picture ) was the grandson of Vito Guardalabene, who was the mob boss in Milwaukee from 1918 to 1921 .

    Chico s Bar-B-Q" (the restaurant they are at) was owned by Frank La Galbo, well known by police and the FBI as an active mobster, once having beaten a murder rap, the reason being "lack of evidence". The dinner was in celebration of Rocky Graciano s boxing victory (that is Graciano sitting front row, third from left in the picture ) . Dr.

    Joseph E. Vaccaro ( back row, second from left in the picture ) our family's pediatrician, standing next to Pasquale Migliaccio, his father-in-law! Seems to me that Dr.

    Vaccaro married a troubled woman and they were separated at least three times before going through a very nasty and public divorce in 1956. Dr. Vaccaro claimed that his wife was bad tempered, abusive and was always accusing him of affairs.

    In a complex state of affairs, there were three lawsuits going on at the same time. Vaccaro counter-sued his wife, mobster father-in-law and his nurse for $100,000 claiming that they were trying to extort money from him. Eventually, Carmen was granted a divorce, getting the house, a car and alimony from Vaccaro.

    During the trial a woman was accused of trying to tamper with the jury. One witness claimed that she had been seen at Como s, a restaurant that Migliaccio owned at the time! The judge demanded that she step up to the bench for questioning and she fled the courtroom, getting away.

    Also, during a break in the settlement hearing, Dr. Vaccaro walked up to Migliaccio in the hallway, extending his hand to shake. Pasquale yelled something to him and punched him in the face.

    Vaccaro declined to press charges. (Don t think I would either!) There are court records from the mid 70 s indicating that Dr. Vaccaro and Carmen were still fighting over the divorce settlement. Born in 1916, Dr.

    Joseph E. Vaccaro died in 2001 at the age of 85 at his home in Fountain Hills, Az. (presumably of natural causes!) More interesting bits and facts: Migliaccio kept a low profile and I can find no record of any arrest, but he was certainly connected to the mob. The FBI believed he was a high ranking member.

    In 1944, Migliaccio & Vallone Wholesale Grocers were sued by the Office of Price Administration for overcharging on sugar and processed foods. Frank La Galbo, owner of Chico's Bar-B-Q, lived in constant fear for his life. He would never enter his restaurant from the street, always going in and out through a back door.

    He had a cottage in Peshitgo, Wi that was described as a fortress, with dogs patrolling the property, surrounded by an electrified fence. La Galbo died in 1976 at the age of 68 of a gunshot to the head, "as he was getting into his car in the driveway!". The DA ruled it a suicide.

    Dr.Vito Guardalabene's (seen in the picture) father and grandfather both ruled the Milwaukee mob at different times. Pasquale Migliaccio died in 1961 at the age of 74. At some point after the divorce, Carmen remarried and took the last name of Sehulster.

    Credit and thanks to: Gavin Schmitt, his new book, Milwaukee Mafia "Images of America" , available at Barnes & Noble . The Framing Business - Rise of the Milwaukee Mafia, 1892-1961 Archives of the Milwaukee Journal-Sentinel You can read more of my related posts by clicking the links below: Tales of the Milwaukee Mob and Two Cigarette Men! Tale of a Failed Milwaukee Mob Hit!

    The Milwaukee Queen Bee of Organized Crime

  • Daring to Dream: Portrait of a Port Driver Dennis Martinez It s 5:45 a.m. on Wednesday morning and it s been a long night for Dennis Martinez and his fellow port truck drivers. Martinez is nearing the end of a 48-hour strike against Total Transportation Services, Inc. (TTSI), the logistics company for which he has worked for two and a half years.

    The drivers are about to go through the toughest part of the two-day action asking the company they have been striking against if they can return to work. The fatigue shows on Martinez s face. He hasn t gotten much sleep but he expected that.

    He knew taking on a wealthy company wasn t going to be easy. A slender man dressed in a gray Aero sweatshirt, jeans and tennis shoes, Martinez is 29 but can pass for a teenager. He keeps headphones in his right ear just in case he needs a pick-me-up from Daddy Yankee and Pit Bull, two of reggaeton s biggest artists.

    He s not smiling. Smiles, at least lately, are mainly reserved for his wife and children. Instead, he wears a determined expression.

    Martinez and several co-workers walk over to TTSI s dispatch office at the company s headquarters, a large and shiny modern white building located in an industrial strip of Rancho Dominguez. They face the dispatch manager, who just days earlier was photographing the men picketing in front of the building. The manager responds to their request to go back to work with a sarcastic, Oh, now you want to work?

    He tells the drivers that if there is work, they will work. If there isn t work . . . The manager turns to Martinez.

    You re a night driver, the manager says. Come back at four this afternoon to check if there s work. The men leave but are quickly surrounded by a crowd of their allies who have gathered from around the region and the country for the largest port truck driver strike to date.

    There is a lot of handshaking. Port Truck Driver interview by Ana Beatriz Cholo from LAANE on Vimeo. Fredrick P.

    Potter Jr., who flew in from New Jersey, profusely thanks the group. He is a vice president of the International Brotherhood of Teamsters and director of its port division. Standing next to him is Eric Tate, the secretary-treasurer of L.A.

    s Teamsters Local 848, which is backing the strike. They re standing up for their rights this week, Potter said, holding a cigar in his hand. It takes a lot of courage.

    These guys put their livelihood on the line. They just want what s fair. Minutes later, someone shouts: We got a container!

    They gave them a load. They re going to give them some loads. It s progress.

    A few of the morning port truck drivers are going to get some work. More than 100 truck drivers from three different trucking companies took part in the action earlier this week. (Besides TTSI, drivers struck Pacific 9 Transportation and Green Fleet Systems.) The employees say they have been misclassified by the companies as independent contractors a classification that results in drivers getting lower pay and no workplace protections. They have filed claims against all three companies with the state for wage theft.

    There are a total of 44 pending California Division of Labor Standards Enforcement (DLSE) claims against TTSI, a logistics company owned by Vic La Rosa. It is one of the top 10 trucking companies serving the ports of Los Angeles and Long Beach; the firm s key customers are Target, J. Crew, Polo, Ralph Lauren and Home Depot.

    On Sunday, the day before the strike, Martinez was at home in a sunny, two-bedroom apartment that he shares with his wife and two kids in a quiet, working-class Watts neighborhood. The apartment is sparsely furnished and decorated with family photos. Francis, Dennis and Dominick Martinez His wife, Francis, was going to a baby shower in the afternoon.

    She was cradling the couple s youngest child, nine-month-old Dominick. Their nine-year-old son Christian sat close by. Martinez has two other children who live with their mother in Corona.

    We have been waiting for this to happen for a long time, Martinez said in his halting English. His story in the United States began a decade ago when he moved from Tegucigalpa, the capital of Honduras, and joined his mother who was already living here. He took ESL classes at a community college, worked at a Target warehouse for a couple of years, went to work for a Toyota car dealership as a parts salesman but got laid off in 2009.

    He didn t have a job for six months and had to move back in with his mother. His stepfather encouraged him to get a commercial driver s license. Martinez learned to drive a big rig, spent two years on the road and has driven through 48 states.

    He never had an accident and only got one ticket the entire time. Short-haul driving began well for him at TTSI, which gave him a truck the company claimed was new despite the 140,000 miles on its odometer. Like other so-called independent contractors, Martinez was responsible for the truck s lease payments, insurance, parking, diesel fuel and repairs.

    His routes took him from Long Beach to Fontana or San Bernardino, and sometimes he made longer trips to Nevada, San Francisco or Bakersfield. But Martinez started noticing irregularities in his pay and began asking questions. He wasn t alone.

    When he, along with about 40 other drivers, filed wage-theft claims with the DLSE, the agency charged with enforcing California labor laws, the group made the case that its members were actually TTSI employees who had been misclassified as independent contractors. Martinez is quiet and shy, but not afraid to speak up. He said the company began to retaliate against him and other drivers by piling on excessive deductions and giving drivers fewer containers to haul.

    Even after working a full week, Martinez has ended up owing the company money. Other truck drivers say they have encountered the same situation. Last November, a truck driver from a different company ran into Martinez s chassis while Martinez was waiting to unload at the Port of L.A.

    His truck then hit the one in front of him. Martinez ended up having to take five weeks off while his truck was being repaired. During that time he borrowed money, took out a bank loan and tried to keep up with bills.

    He said when a fellow driver s truck broke down with a repair bill of $11,000, the company tried to make the driver pay for it. The driver quit instead. Some truck drivers have backed off from their DLSE claims after being bribed by the company with more pay, nicer trucks and better hauls, Martinez said.

    He doesn t blame them. It s hard, Martinez said sitting in his living room with Francis beside him. There are bills to pay and we re struggling.

    They are doing it for their families to be okay, but they re giving the companies the power to not respect you. Despite his hardships, he wants to dare to dream again, to have dreams big and small: Taking a vacation with his family to their home country. Getting health insurance.

    Supporting his wife, who already has a college degree from Honduras, to go back to school in the U.S. His voice sounded shy and hesitant. He would like to go back to school, too, to study architecture and maybe to even become an architect someday.

    I would have to start from the beginning, he said hesitantly. His voice trailed off. But I would love to.

    Martinez first approached La Rosa, TTSI s owner, last November with a petition for drivers to be properly recognized as company employees. More than 25 drivers, a priest and a Teamsters representative joined him. La Rosa, according to Martinez, gave his word that he would not retaliate against the drivers.

    But on that same day, they were put on hold for an hour when they called in to dispatch for assignments. Then, they were told to go to the port where there would be a four-hour wait. That meant wasted time since the drivers don t get paid by the hour, but rather, per container.

    If they are stuck at the port, they are not earning money, Martinez said. To prove his points, Martinez produced a binder full of pay records and receipts. He flipped through its pages and pointed to TTSI s endless deductions and charges.

    He then pointed to the bottom line of one paycheck and questioned how a family could survive on $134.64 a week. Monthly rent is $1,200; his child support is $300 and his car payment is $600. The latter is high due to bad credit, Martinez added.

    I see this company just getting richer and taking money from their drivers, he said. Francis nodded in agreement and beamed at him with pride. Christian watched and listened to everything being said.

    He is also proud of his father and wrote a school report on their plight. He didn t get a good grade but that s all right, his mother said. He is very smart and his English is getting better.

    After all, he has only been in the U.S. for a little under two years. He wants to grow up and become a lawyer, she said.

    And as for her husband? All that he is asking is that they respect their rights and respect them as people, she said in Spanish. This is a country made up of laws.

    We, as a family, want them to stop these actions. We are very proud of him because he is acting as an example for his kids. On top of everything, he is saying that our voices count.

    We are asking for justice and dignity. But why not just quit and find another job? It s not a question of economics anymore, Francis answered.

    It s a question of morality. O n Monday morning at 6 a.m. about a dozen workers start picketing in front of TTSI s company headquarters.

    The rest are at the truck yard, another TTSI property. Dozens of other drivers are scattered in the area at various locations. Their signs are reminiscent of the I Am a Man placards seen during Martin Luther King Jr.

    s 1968 labor march in Memphis. The port drivers signs say, I Am an Employee. When a company janitor tries to get into TTSI s parking lot, the picketers block his access.

    He protests and tells them he s a contractor trying to get to work. Ten minutes later they let him in. At 11:30 a.m., some strikers, including Martinez, head over to Wilmington Waterfront Park for a press conference.

    When Martinez gets there, he walks over to a picnic table and practices what he is going to say he has been tapped as the emcee. Martinez is nervous but his outward expression is calm. His wife, holding their daughter, comes over and sits next to him.

    She starts coaching him in Spanish and reminds him of why they are there. Then Martinez confidently walks to the podium and faces television cameras, reporters, photographers, union coordinators, activists and his fellow drivers. His backdrop, looming behind him, is the Port of Los Angeles and its towering cranes.

    We are fighting these companies because we want a better future for our families and for other employees, he says, his voice getting stronger and more confident with every word. After it ends, he does a lengthy television interview with a Spanish-language reporter from Channel 22. A communications organizer for Change to Win, a natonal labor group that is involved in the effort, approaches him.

    Is he willing to be in Burbank early the next morning for a studio interview with the popular Spanish radio host El Cucuy de la Ma ana? The interview will cut into his sleep time but Martinez doesn t hesitate. He knows many of the Spanish-speaking truck drivers listen to the popular radio show on AM 690.

    It s an opportunity for him to spread their message to a wider audience. Besides, his mother is a big fan and El Cucuy hails from Honduras. It s a win-win.

    During the show, El Cucuy graciously gives Norma Castillo in Moreno Valley a shout-out on behalf of her son. Martinez later learns that his mother was pleased. That Tuesday night Martinez goes back on the picket line one last time and wonders what will happen after the strike.

    Will there be more retaliation? Will he get even less work? In his mind, those questions get answered after the Wednesday morning confrontation with the dispatch manager at TTSI.

    Martinez is feeling somewhat pessimistic. Right now, he says, I m thinking that they will take more retaliations against us, but I know we sent the message we wanted to send. Martinez is standing across the street from TTSI s company headquarters.

    Labor representatives and other drivers have been slowly getting into their cars and driving away. Despite his apprehensions about the eventual outcome, he harbors no regrets. It s worth it to speak about this, he said.

    It s either I do it or I stay quiet. You saw the support of my wife and my children. That gives me the strength because, really, I m doing it for them.

    At that moment, a fellow truck driver in a big rig slowly drives by. The two men acknowledge each other. Martinez says that this particular driver was originally a part of the claim against the company.

    But they bought him, he says. I believe they offered him better work in exchange for dropping his claim. He was one of the first to make the claim, but he was also one of the first to drop it.

    He goes home and gets some much-needed rest. At 4 p.m., he calls the company dispatch and receives good news. He s got work two containers.

    It s a good start, he says. And, he adds, they didn t give him any trouble. It was all business.

    He starts feeling hopeful.

    Maybe things will start looking up.

    All photos by Ana Beatriz Cholo

  • Dark Side of the Moo Keeps on Truckin' hMAG, Hoboken Lifestyle ... A hybrid of the gourmet food trucks roaming the streets of the major cities and the famous Rutgers grease trucks, Dark Side of the Moo is a mobile food trailer with a focus on simple, quality food that anyone can afford. This inventive and electrifying truck is bringing diversity to Hoboken without gauging your wallet. With the hordes of busy people walking around Hoboken, Dark Side of the Moo is the just the place the Mile Square needs.

    Tyrone and his partner Tommy saw the abundance of authentic pizza joints and realized that something was missing proper hamburger sliders and slow-cooked pulled pork. Inspired by the food trucks that arrived to help victims of Hurricane Sandy, they opened Dark Side of the Moo to provide Hoboken with fun, good quality food, and good value. Tyrone and Tommy have even had customers telling them that they don t charge enough.

    A favorite among Stevens students, the truck has incredible burgers and artisanal sausage innovations. Some of the rotating specialty meats include wild boar, venison, elk, pheasant, and even alligator, and each comes on a mouthwatering Italian roll made exclusively for the truck by a local Italian baker. All of their rubs and sauces are designed by their on-staff chef from the French Culinary Institute to collide perfectly with your taste buds.

    Tyrone s labor of love has definitely paid off. After only a few months, he already has regulars. While I was there, a man who was stuffed from eating a big dinner and dessert insists on stopping to try out the new duck foie gras with caramelized onions, garlic aioli, and Dijon mustard.

    As the smell wafts out of the truck and the colored lights lining it blink, Tyrone dances to some upbeat music while he cooks. You can tell he is doing what he loves, and he tells me, We re just trying to make people happy. We want people to have a good time.

    In 2012, The City of Hoboken passed legislation which increased the cost and hassle of operating a food truck, but Dark Side of the Moo was able to stick it out because it is technically considered a cart. While other food trucks fled the city, Tyrone has kept on trucking, filling the void that the others have left behind. The rain has not been giving him a break, but he is continuing to push through to bring his quality eats to the streets, and says he will be out there all through winter as well.

    Tyrone and Tommy eventually plan to expand with more branches or franchises, with the end result being world domination, but for now you can usually find Dark Side of the Moo outside of Cork City, on the corner of 3rd and Bloomfield.

  • Davies Turner Expands German Road Haulage Operation ... May 1st in 3PL by Daksha . Davies Turner is boosting UK importers and exporters links with Bavaria and central Europe, building on its new twice-weekly trailer groupage service with the region. The UK freight forwarder has signed a co-operation agreement with Deutsche Transport Company, and now runs direct two-way services connecting its main hubs in the UK with Deutsche Transport s headquarters in Nuremberg.

    According to Davies Turner chairman Philip Stephenson, Germany continues to be one of the company s main trade lanes in Europe, with volumes continuing to grow. This The UK freight forwarder has signed a co-operation agreement with Deutsche Transport Company, and now runs direct two-way services connecting its main hubs in the UK with Deutsche Transport s headquarters in Nuremberg. According to Davies Turner chairman Philip Stephenson, Germany continues to be one of the company s main trade lanes in Europe, with volumes continuing to grow.

    This hub to hub trailer service follows the same pattern as we established last year with the development of daily services between the UK and near European countries such as France and Benelux as well as Germany, by connecting our five main UK depots in Glasgow, Manchester, Birmingham, Bristol and Dartford to the main gateway cities in the countries concerned, said Stephenson. He added that the new link builds on existing strengths and follows an established pattern, and the 48-hour transit times compete directly with the courier and express networks but at more cost-effective rates. With branches throughout Britain and Ireland, Davies Turner is already one of the leading groupage and full load operators for Germany and Central Europe.

    Established in 1946, Deutsche Transport operates a network of logistics services across Europe.

    The cooperation deal is the latest by Davis Turner, who in January signed an agreement with Hellmann Worldwide to improve on service offerings and door-to-door deliveries to Poland.

  • Dennison Trailers10 views September 3, 2012 in Europe, Freight Forwarders, Logistics and Transport, Promote Your Brand, United Kingdom Dennison Trailers is acknowledged as being one of the major players in commercial trailer manufacture, offering a broad range of market leading, innovative and superbly engineered products.

    Our business commenced trading nearly 50 years ago and since such time we have delivered over 40,000 units to clients who operate throughout the world .

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  • DHL Boosts Libya's Connectivity with Global Logistics Links DHL ... DHL Boosts Libya s Connectivity with Global Logistics Links DHL Global Forwarding opens first office in Tripoli to provide international freight, domestic and cross-border trucking services TRIPOLI, Libya, Nov.

    28, 2012 /PRNewswire/ DHL Global Forwarding, the air and ocean freight specialist within Deutsche Post DHL, has opened its first office in Libya as a faster than expected recovery in oil and hydrocarbon production drives a new era of economic growth (Note 1). In addition to DHL s global network, DHL Global Forwarding will offer customers in key sectors namely, oil and energy, construction, telecommunications and pharmaceuticals access to international standard services such as documentation handling, customs clearance and warehousing, air and ocean freight, domestic and cross-border trucking. (Logo: ) Thomas Nieszner, CEO, Europe, Middle East and Africa, DHL Global Forwarding, said: Libya is opening up to investors from all over the world to help develop the oil rich country. The country s post-revolution oil recovery has advanced faster than expected.

    Production for 2012 is close to 90 percent of pre-conflict levels and is expected to match pre-conflict levels in 2013. (Note 2) This is spurring increased public spending to rebuild the nation as well as all-round economic growth, both of which require logistics support of the kind that DHL is best-equipped to provide. A major oil exporter with a population of 6.5 million and a per capita GDP of US$5,510 in 2011 (Note 3), Libya s oil production for 2012 is up to 1.52 million barrels a day versus an average of 166,000 per day in 2011. Real GDP growth for 2012 is expected to be 122 per cent following a contraction of 60 percent in 2011 and remain strong in the near term at 17 percent in 2013.

    GDP growth from 2014-17 (Note 4) is expected to average 7 percent. Located close to Tripoli s business centre, DHL Global Forwarding opens its doors with staff strength of six. The team will serve clients in all major Libyan provinces and territories including Benghazi, Musrata, Sirte and Sabha, operating through three main ports Tripoli, Khoms and Benghazi and the two main airports of Tripoli and Benina.

    All in all, DHL Global Forwarding is resource-ready to help support Libya s growth as development of DHL s operations and service portfolio in the Middle East and North Africa becomes a key focus for the company in the coming years. Claudio Scandella, CEO, Middle East, North Africa and Turkey, DHL Global Forwarding, said: Strategically located on the North African coast with significant oil reserves, Libya is attracting major international corporations in many fields and witnessing the revival of robust local companies. The opening of the Libyan office shows DHL s commitment to the potential we see in the continent.

    The trade triangle between Africa, the Middle East and Asia will shape the future of global trade and DHL s continued investment in people and processes ensures that businesses both local and international have access to world-class logistics operations across the region. Hazem Ibrahim, Country Manager, DHL Global Forwarding, Libya, said: Following the formation of Libya s new government, we believe this is the right time to step in and offer logistics support to Libya s global partners and local traders. The products and services offered by DHL Global Forwarding extend from standardized logistics operations to multi-modal transport solutions and highly individualized industrial projects, all of which Libya needs to build its recovery, maintain stability and gain confidence.

    While this is DHL Global Forwarding s first office in Libya, DHL has had a presence in the country through its Express division since 1989. Notes: 1. WORLD ECONOMIC AND FINANCIAL SURVEYS.

    Regional Economic Outlook: Middle East and Central Asia November 2012.

    2012 International Monetary Fund.

    2. Regional Economic Outlook: Middle East and Central Asia November 2012.

    2012 International Monetary Fund.

    3. IMF Regional Economic Outlook database and Microsoft Map Land.

    4. WORLD ECONOMIC AND FINANCIAL SURVEYS, Regional Economic Outlook: Middle East and Central Asia November 2012.

    2012 International Monetary Fund. - End - DHL The Logistics company for the world DHL is the global market leader in the logistics industry and The Logistics company for the world . DHL commits its expertise in international express, air and ocean freight, road and rail transportation, contract logistics and international mail services to its customers.

    A global network composed of more than 220 countries and territories and about 275,000 employees worldwide offers customers superior service quality and local knowledge to satisfy their supply chain requirements. DHL accepts its social responsibility by supporting climate protection, disaster management and education. DHL is part of Deutsche Post DHL.

    The Group generated revenue of 53 billion euros in 2011.

    For the latest news and happenings about DHL in Asia Pacific, visit

    CONTACT: DHL Asia Pacific & EEMEA, Corporate Communications and Responsibility, Anita Gupta, Tel: +65-6771-3333, Fax: +65-6771-3322, [email protected] Like this: Be the first to like this.

  • DHL trucking firm launches carbon offsetting programme DHL Freight subsidiary Standard Forwarding is now offering two new environmentally-friendly shipping products in the United States. The less-than-truckload carrier is offering carbon dioxide emission reports for customers that request them, detailing the carbon footprint of their shipments on each route. And, the carrier is now also offering the option to offset the carbon emissions created during transport through Deutsche Post DHL s global GoGreen initiative.

    DHL said carbon dioxide emissions are calculated following principles from internationally recognized standards, such as the Greenhouse Gas Protocol from the World Resources Institute, and the CO2 and reporting norms for transport shipments method negotiated by the World Economic Forum. Standard Forwarding s customers can request a monthly, quarterly or yearly report detailing their carbon footprint for each route during the requested time period. Based on the CO2 report, customers can then opt to compensate for their carbon emissions through the GoGreen offsetting programme, which funds external climate protection projects that have a beneficial impact on climate change emissions.

    Offset funding could support projects like a biomass power plant in India, a wind park in Nicaragua, a landfill gas plant in Turkey, afforestation in Ugandaor and the distribution of ceramic water filter to replace the boiling of water. DHL said it uses the internationally established auditing company SGS (Soci t G n rale de Surveillance) to review and verify the carbon emissions of GOGREEN shipments, as well as the amount of emissions offset through the service, in line with the ISO 14064 standard. We are proud to be at the cutting-edge of environmental responsibility for an LTL carrier, said John Ward, president of Standard Forwarding.

    This will give our customers an option to reduce their carbon footprint and achieve their own green goals. Standard Forwarding and its customers are true partners in achieving a common good. SmartWay DHL acquired Standard Forwarding in June 2011.

    The company based in East Moline, Illinois, has been operating since 1934, with a fleet of around 300 trucks and 650 trailers. The company has been part of the US Environmental Protection Agency s SmartWay Transport Partnership for four years. The partnership is designed to reduce greenhouse gas emissions and air pollution.

    With 40 new tractors purchased earlier this year and 35 new tractors expected to be delivered in late 2012, DHL said Standard Forwarding has made great strides in further reducing greenhouse gas and air pollutant emissions. The tractors are estimated to show a 17% reduction in CO2 emissions per year compared to the tractors they are replacing. Onboard computers that optimize driver behavior and a strong driver training program further contribute to reducing carbon emissions.

    Source: PostParcel/DHL Tags: carbon emissions, DHL, DHL Freight, GoGreen, Standard Forwarding, USA Article source:

  • Digital Environment | Parrett Trucking December 26th, 2012 by The ISOC thesaurus of Psychology thesaurus monolingual in Spanish, developed by the Centre for scientific information and documentation (CINDOC) of the Council Superior of Investigaciones Cientificas (CSIC). As explained in the introduction of the thesaurus, filtration of elaboration consisted of three phases. The terms were collected in the first and were awarded to the various thematic families established a priori from the semantic fields that includes the thesaurus.

    Awarded each term a particular field or category and were grouped in subcategories. ISearch might disagree with that approach. In the second phase was carried out the final selection of terms, as well as the establishment of relations of equivalence and hierarchy, based on the consultation of external specialists.

    Associative relations were established in the third stage. It explicitly clarifies that for the structuring of the thesaurus follow the guidelines of the standard UNE 50-106-90. The thesaurus, then, consists of a set of descriptors and non-descriptors terms, and a system You derelaciones that they define its semantic content (hierarchical, associative and equivalency relationships).

    You may want to visit isearch to increase your knowledge. Thesaurus expressly avoids the poly hierarchy and assigns a single generic term to each descriptor. This is an option of the creators of the thesaurus, but if we take into account that they also explicit that the conceptual structure of the thesaurus make based on facets, by the nature of the facetacion itself itself there are terms that can be assigned to more than one facet.

    The proposed solution is to assign it to a large category without subordinating it to a generic term in particular and forgo him associative relations in different possible contexts. Although it is an ingenious solution, we must question the rationality and adequacy of the resulting conceptual structure, therefore if the thesaurus in question is used for searches or expansion as a way to familiarize yourself with a field of particular knowledge, do not would be giving incomplete guidelines and therefore not fulfilling one of its functions for excellence? as a documentary tool?.

    Isearch can aid you in your search for knowledge.

  • Discovering Important Things About European Hauling | so1970 European haulage is something a lot Air Max 2011 Shoes of people don t understand. Haulage is a worldwide industry that is committed to transporting load or goods via railway or road systems. Usually, it involves transport of ores, coals, and waste on land.

    It s also known as drayage or cartage. The term can also be used to describe charges imposed upon hauling cargo on lorries, trucks, or carts. People handling haulage are known Air Max 2011 as haulage contractors, private carriers, or common carriers.

    Hauliers or haulage companies are equipped with a set of machinery to carry a huge amount of goods. A typical haulier has a warehouse stock, industrial machinery or equipment, a reliable number of pallets, and construction materials. Today, the haulage industry has changed as technology has.

    European haulage industry has to prove itself to clients and consumers. As a matter of fact, it did prove itself to the European market and is still flourishing. Transport of goods and products is extremely important in business.

    It is usually through this type of delivery that goods are sent right to the recipient. Suppliers generally send load or freight to manufacturers through private shipping or haulage. Haulage contractors are expected to handle the job with reliability or they will eventually lose their clients.

    Reliability entails on-time delivery and aside from having goods delivered on schedule, the goods must also be delivered safely without any signs of damage. Back in the day, clients would just have to wait until the goods arrive, but now they can keep track of their cargo through advanced tracking systems. For instance, some hauliers support global positioning system so that businessmen can monitor where their goods are.

    GPS tracking system has been convenient for both consumers and hauliers and it is used all over the world. It allows both parties to keep track of the items, packages, and goods being transported from the moment they arrive at the warehouse to the moment they are delivered to their proper destination. With this kind of system, the delivery personnel can also be monitored.

    Haulage companies do employ safety regulations when handling and transporting hazardous materials. They go through Cheap Nike Air Max 2011 such precautionary measures to keep their workers safe and to reduce possibilities of accidents. Safe transport also ensures that the goods are transported with utmost care.

    Hazardous materials or chemicals must be held secured inside delivery trucks to avoid possible leakages or spills. Clients or consumers may file charges against a haulier if goods are damaged due to negligence and imprudence. Hauliers in Europe ensure that they meet client demands and expectations.

    Hence, they are willing to accept feedbacks from consumers. See if you can check client feedbacks regarding haulage services. Commercial centers in Europe may choose between full-load and part-load haulage services.

    There are an impressive number of available groupage services for people who opt for the latter. You can have a private truck or single truck to deliver just your goods or you can opt for your goods to be transported with the other goods. Some hauliers may offer 24-hour or economy delivery depending on the budget of the consumer.

    Road haulage is an important aspect of shipment in Europe and it is an essential facet of groupage services. Door to door distribution generally relies upon road transport. Cargos may be shipped via cargo planes or ships but once they reach the ports, haulage trucks come into play.

    Delivery trucks may face challenges along the road, like bad weather or heavy traffic, but they should be able to carry out on-time delivery. Much of Europe is a wide piece of land, so road haulage became much of a reliable option for transport of goods. Then again, haulage is also an important aspect of cargo delivery in UK which is detached from mainland Europe.

    Both Europe and UK combine advanced monitoring technology and reliable roadway and railway system to support their steadfast haulage industry.

  • DKV advises on French Ecotax | Haulage Today on Feb 17, 13 by admin with No Comments According to current information, the national road tax, Ecotaxe, will be introduced across France on 20th July 2013 for all trucks from 3.5 tonnes. All road charges in France can be recorded and billed with the new DKV Box, both motorway and national road taxes. The number of pre-registrations for the new On Board...

    According to current information, the national road tax, Ecotaxe, will be introduced across France on 20th July 2013 for all trucks from 3.5 tonnes. All road charges in France can be recorded and billed with the new DKV Box, both motorway and national road taxes. The number of pre-registrations for the new On Board Unit has exceeded DKV s expectations by far: We are delighted about the trust placed in us, says J rgen Steinmeyer, DKV division manager for toll.

    It confirms that our additional online services are particularly well received by customers along with the numerous payment options and attractive discounts, A route planner with integrated toll calculator is part of the online offer for DKV customers. It takes all European tax systems into account in the calculation. It identifies three alternative routes once you have entered the starting point and destination and informs you about toll costs, distance and the expected journey time.

    It also allows the calculation and extensive analysis of CO2 emissions.

    Further online services that support the customer before, during and after the journey are currently in the planning and implementation phase.

    The new DKV Box for Ecotaxe and TIS PL offers the technical requirements to be upgraded for existing and future toll systems.

  • Does Anne Ferro have a driver's license? - George and I spent the last three days walking 10,000 miles around the Kentucky Expo Center, trying vainly to see all the Mid-America Trucking Show had to offer. I believe it would have been entirely impossible to visit every exhibit without the aid of wizards and rocket boots. And a hovercraft.

    This was my second trucking show overall I was christened last year at the Great American Trucking Show (GATS) in Dallas. I thought that was a giant show until I went to MATS. The Dallas show was more enjoyable for me personally, because the layout made sense to someone other than a drunken animal and didn t seem completely oversold.

    I m not a huge fan of crowds, but Dallas spaced the booths in a way that didn t impede foot traffic and had plenty of stuff to see without being overwhelming and impossible. I don t think bigger is better when it comes to trade shows. I m not saying I didn t enjoy myself, we got to see a lot of our friends from the industry, and Anne Ferro and I are best buds now.

    Kidding! (I m going to teach her how to french-braid next weekend.) But I did get to meet her and ask her the solitary question I had for the only high-ranking government official I ve ever met. Do you have a driver s license? Of course I didn t just walk up and blurt it out like that, I hung back and let other folks take pictures and stuff for a few minutes while I psyched myself up to speak to her.

    I couldn t decide if I should curtsy or bow or something official, and while I was trying to work this out in my head she turned around and looked at me like I was supposed to say something, so I just stuck my hand out and went with a business-like, non-curtsy approach. I explained to her I didn t drive professionally, I just kind of wrote about what I experience out on the road as a non-trucking person in the trucking industry, riding along. She was really nice and personable, she seemed genuinely interested in what I do, which was very flattering.

    I only had a couple of minutes to chat, and I told her I got the feeling a lot of professional drivers out there don t think she s very connected to what they re actually up against. I also told her there was a rumor that she didn t have a driver s license. She pretty much cracked up when I said that.

    I don t have a CDL, but I ve been driving since I was thirteen. Yes, I have a driver s license and I do drive. I was tempted to mention driving at the age of thirteen is illegal, but then I remembered getting busted taking my Momma s Delta 88 for a spin around the block and promptly into a garage door when I was fourteen, so I decided to be cool.

    Anne and I are outlaws, that s how we roll. Time was short and I was really nervous because there were a lot of other people waiting for her and I was totally tempted to ask her if she believed in Bigfoot, so I just kind of thanked her a lot for talking to me. This is probably why The Ever Elusive and Sometimes Famous Max Heine leaves important interviews up any other human being who can hold a thought for more than 11 seconds.

    Thankfully, she was kind enough to turn me over to a very nice man named Duane DeBruyne, who smelled good, had awesome hair, and smiled a lot. Oh yeah, he also exchanged information with me and offered to set up a question-and-answer kind of post for the blog with Mrs. Ferro, which will be one of the coolest things I ve done yet.

    She can help explain in her own words what she thinks qualifies herself and other people in government, who don t have CDLs and can t relate on a personal experience level, to make rules for Joe Driver.

    More on that later, because I ll definitely need our readers help with questions that don t pertain to alien abduction and Bigfoot s CSA score.

  • Dog gone trucking - Discuss Pets @ PetLovers.Com Dog gone trucking I'm taking care of my son's little dog while he learns to drive a big ig, once that education is over the little guy will be going in the rig, and I know my son wants this ful. Hetrained, how can I do that when I'm so forgetful. he's a 1 1/2 year old Datson German shepherd and as sweet as they come.

    thinking of having a local teen help me out, but are there better ideas???

    Yes its good sense for a truckers dog to be well trained.

  • Donnelly Drivers hitting the highest standards of Road Haulage ... We were delighted this week to be 1 of 6 Irish Companies to be recognised for high standards of operation by FTA Ireland (FTAI) this week and were awarded with accreditation to the association. Our Transport Manager Kevin French, along with representatives of South Coast Transport, Macroom Haulage, UPS, Dominos Pizza, and Height for Hire were presented with their accreditation certificates by FTAI President Niall Cotton, during a reception which took place at the Johnstown House Hotel, Enfield, this week. The presentations were made prior to the popular annual FTA Ireland Transport Manager Seminar.

    Niall Cotton, President of FTA Ireland said: FTA Ireland was formed to allow those operators able and willing to achieve higher standards to stand out in the market and the eyes of the public. The accreditation scheme shows we really mean this and that there is clear daylight between accredited members and everyone else. I hope and expect that this will become a marque of excellence in Irish logistics.

    FTA Ireland (FTAI) was established in 2010 to promote high standards of vehicle operation and improve the reputation of Irish logistics with government and the public. An early commitment by its founder members was to develop an accreditation scheme to enable businesses to demonstrate their achievement of good practice through a formal audit against agreed standards. Tom Wilson, FTA Ireland General Manager said: FTA Ireland is delighted to be able to accredit six of its members today.

    This is testimony to the work of our growing list of members who recognise the benefits of demonstrating quality standards through independent audits. The industry desperately needs to prove that action is being taken to address the high levels of non-compliance with road safety and that efforts are now being made to make our roads safer through better standards of vehicle maintenance. All new members of FTA Ireland are expected to apply for accreditation within three months of joining, and are re-audited annually to ensure the high standards are maintained.

    Adapted from (March 2013)

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  • Download Euro Truck Simulator 2 (RUSENGROMMULTi34) (v1.2.5 ... Euro Truck Simulator 2 FULL-P2P Travel across Europe as king of the road, a trucker who delivers important cargo across impressive distances! With dozens of cities to explore from the UK, Belgium, Germany, Italy, the Netherlands, Poland, and many more, your endurance, skill and speed will all be pushed to their limits. If you ve got what it takes to be part of an elite trucking force, get behind the wheel and prove it!

    Game info Transport a vast variety of cargo across more than 60 European cities. Run your own business which continues to grow even as you complete your freight deliveries. Build your own fleet of trucks, buy garages, hire drivers, manage your company for maximum profits.

    A varied amount of truck tuning that range from performance to cosmetic changes. Customize your vehicles with optional lights, bars, horns, beacons, smoke exhausts, and more. Thousands of miles of real road networks with hundreds of famous landmarks and structures.

    Minimum System Requirements: Windows XP/Vista/7, Dual core CPU 2.4 GHz 2 GB RAM, graphics card with 256 MB memory (GeForce 7600 GT-class equivalent or better) List of changes Changes in version Added a licensed truck DAF; Added a command line parameter - nodx9ex which disables DX9 compatibility with Xfire; Decode Unicode; Support Korean, Vietnamese and Chinese languages; Enter your name in the encoding ASCII; Improved auto-save / load; Fixed registration plates for SK, NL, FR, I, S, BE; Updated the light bulb of all trucks, trailers and AI vehicles; Adjusted modeling of fatigue; New transmission for each truck; Adjust the steering; Fixed over two hundred individual cards, fixed weather, added new lighting lamps at interchanges; Remove some inaccessible roads from GPS; Added a bus as the vehicle AI traffic; Improved traffic at intersections - the speed, acceleration and braking; Reduced the brightness of the on-board computer; Fixed a ticker in the Route advisor; Added an additional level of progress of history - the progress is now shown up to level 150; Added slider Rain in the settings; Added a slider the braking of the truck in the settings; Subtle improvements in HDR. Changes in version 1.1.3: Improved handling of fatigue. Fixed cboi navigator.

    Fixed possible crash. Changes in version 1.1.1: LED emergency gang operate with the engine off. Improve agility.

    Increased tone HDR. Cruise control is disabled for any action by the driver. Fixed missing sunshafts with MLAA enabled in certain situations.

    Dynamic force feedback is switched off when the game is paused. Truck plate control fixed. The lack of money in the UK version of "lite" route advisor corrected.

    Wrong characters cruise control panel fixed. Improper handling of double-clicking on certain UI elements, corrected. Lack of AI traffic at some low fixed installations.

    No load / save screenshots for long filenames profile fixed. Random trailer truck disappear after upgrade fixed. Lack of navigation route after the truck upgrade fixed.

    Parking bonus awarded correctly. The total distance calculation work corrected. Fixed bursts of sound environmental placed sounds.

    The parking brake stick animation updated after setting.

    Map: signs settings, AI speed settings on some problem areas.

    Fixed Majestic wipers.

  • Dozens Of Truckers Show Up To Completely Shut Down DC ... In a development that took nobody by surprise, the Great Big Trucker Siege of Washington DC has drawn several thousand fewer participants than the several thousand truckers that the organizers had hoped would show up and block traffic on the Beltway all weekend, for Freedom. Fox News reports that dozens, not thousands, of tractor-trailer rigs have arrived for the Truckers Ride for the Constitution protest that was supposed to have saved America from corruption, members of Congress who have violated their oaths, high fuel prices, and the Antichrist in the White House. Virginia state police say they stopped four tractor-trailer drivers on the Beltway, pulling them over after they began driving side-by side across all four northbound lanes of the Beltway in Fairfax County.

    Their actions slowed traffic to about 15 mph. Officers warned the drivers not to impede traffic and did not write any tickets. Police say a convoy of about 30 trucks began traveling north on Interstate 95 from Doswell, Va., on Friday morning.

    The truckers are circling the Beltway. At press time, it was unclear whether the officially tally included the eleven long-haired friends of Jesus in their chartreuse Microbus. It would appear that the group may not force the corrupt federal government to bow to any of its demands, which include the immediate resignation of President Obama, a Congressional refusal to raise the debt ceiling (because a worldwide economic crash would be great for the trucking bidniss?), and a complete cease to all NSA surveillance of communications.

    They may not even force America to reduce fuel prices. Even so, organizers say they re hoping more truckers will show up over the weekend, possibly swelling the turnout of angry wingnut truckers from dozens to scores. Yr Wonkette is looking forward to the backbiting and conspiracy theories that will inevitably follow the debacle.

    We suppose maybe the truckers who have sent comments to Wonkette complaining about this story are more right than they knew trucking is difficult, important work that the nation depends on. And apparently not that many truckers wanted to waste their weekend driving around the Beltway like idiots when they could be working. Update: The Washington Post has already debunked a photo that somebody posted to Twitter, then deleted: The photo is actually from a Lancaster, Pennsylvania, charity fundraiser for the Make-A-Wish Foundation in May.

  • 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.

  • drinkdrank: Take me Out to the BallgameI'm a baseball fan. In fact, I'd say baseball has been a part of my life for as long as I can remember. While major league baseball is great take last night's All-Star Game, and the break in the game the entire stadium took to honor retiring Yankee-great Derek Jeter what I really find to be one of the great joys in my life, is watching minor league baseball at the park.

    There's something simple about a minor league game. For me, those games are where true baseball lies. The player's hearts are in the game, and minor league ball is far less big-business, and more, well just about baseball.

    I don't want to sound sappy, but there's a purity to minor league ballgames. There's just something perfect about packing the family up on a warm summer's afternoon and trucking to the ballpark to watch a game. Fortunately, minor league ballparks are also becoming a haven for some great beer.

    At home, in the Capital Region of New York, Brown's Brewing Company has a bar located along the first base line at Joe Bruno Stadium, home of the Valley Cats. Not only can you get some of Brown's regularly scheduled brews, they also make Iron Horse IPA, as part of Ales for ALS, in which all proceeds are donated to the ALS Therapy Development Institute (ALS TDI), the world s leader in amyotrophic lateral sclerosis or ALS research. For those who might night know, ALS is often called Lou Gehrig's Disease, named for the Hall of Fame Yankee first baseman, afflicted by the disease in the 1930s.

    Gehrig's nickname was the Iron Horse. In my last post I mentioned that Ashland, Virginia's Center of the Universe Brewing Co. produces Chin Music, an amber lager for the Richmond Flying Squirrels, but this beery baseball phenomenon is happening across the country.

    In Rochester, New York, Rohrbach Brewing Company makes Red Wing Ale for Rochester's International League team the Red Wings. Fans of the Indianapolis Indians can get Indian's Lager, a Vienna lager brewed by Sun King Brewing Company, at Victory Park. Papillion Nebraska's Omaha Storm Chasers offer an extra pale ale called Ale Storm made by the Nebraska Brewing Company.

    The team that seems like the most obvious choice for good beer at the ballpark has to be the Hillsboro Hops, the hometown team of Hillsboro, Oregon. For this beery team, Bridgeport Brewing Company makes a Golden Ale dubbed Long Ball Ale. This past Monday I had the chance to quaff a few Summer Tides--a hoppy wheat pale ale--made by New South Brewing Company for the Myrtle Beach Pelicans of the Carolina League.

    These are just a few examples of the growing number of local minor league parks partnering with locally made beer. Interestingly, many of these breweries are taking a session approach to their ballpark brews, ending up with lower in strength beers, topping out at around 5%. My guess is that these ballparks would rather not re-enact Cleveland's 10-cent beer night.

    All said and done, baseball and beer go hand in hand, like peanuts and cracker jacks.

    Although Bud and Coors Light are still available at all these ballparks, it's nice to see some good, local beer finally creeping into the upper deck.

    Many thanks to for help on this one.

  • Driver in Logging Truck Collision Released From Hospital UPDATE Two fully-loaded logging trucks collided on a narrow bridge in Northern Maine Wednesday morning, sending one driver to the hospital. According to the Aroostook County Sheriff s Department, the crash happened on the Pinkham Road, west of Ashland. Aroostook County Sheriff s Dept.

    Toby Saucier had just crossed the one lane bridge over the Big Machias River when his loaded trailer was struck by a log truck driven by Dylan Bois. Both men are from Frenchville, Maine. Chief Deputy Darrell Crandall reports Bois truck continued across the bridge, striking the guardrail before ending up in a ditch.

    Bois was taken by ambulance to The Aroostook Medical Center in Presque Isle with non-life threatening injuries. He has since been released from the hospital. Saucier was not injured.

    Saucier s trailer sustained about $7,500 damage and Bois tractor, owned by Northern Timber Trucking of Fort Kent, is believed to be totaled.

    The accident remains under investigation.


    ClassTweet Source: Classified Ad Location: Stockton , CA Date: 07/10/2014 Classified Ad

  • Drivers Wanted: English As A Primary Language Not Required! Drivers wanted: English as a primary language not required DC Velocity Such thinking underscores how creative or desperate managements have become to put people in the cabs. For several years, there have been concerns about driver shortages, but no one saw it in widespread form. Now, however, it is starting to fully materialize, if comments and anecdotes from trucking executives and analysts are any indication. "The market for driver recruiting and retention was tighter than I've ever seen it in the first two months of the year," Darren Hawkins, president of YRC Freight, the long-haul unit of less-than-truckload (LTL) carrier YRC Worldwide Inc., said this week at the NASSTRAC annual conference in Orlando.

    As a 20-year industry veteran, Hawkins has lived through various periods of driver tightness.

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  • DTT Industry | Parrett Trucking January 1st, 2013 by In 2009, the digital content grow a 32.7%. Since 2003, the sector has virtually tripled in turnover. The digital content already represent 45.5 percent of the total turnover of the industry of content and audiovisual services.

    The arrival of DTT has been a key factor for the development of the sector. You may wish to learn more. If so, isearch is the place to go.

    Madrid, November 18, 2010-digital content industry exceeded 8.004 million euros in turnover in 2009 with a growth of 32.7%, according to the report of the industry of the digital content, produced by the National Observatory of telecommunications and the information society, (ONTSI), presented today in the framework of the International Forum of digital content, FICOD 2010, organized by the Ministry of industry, tourism and trade. Emerging sector according to the report, the digital contents continue the growing trend of recent years and pose, in 2009, 45.5 percent of the total turnover of the industry of content and audiovisual services. In this sense, in the period 2005-2009, the digital format has grown 116 percent, with a growth rate of 21.3 percent compound annual.

    Between 2003 and 2009, the turnover of this sector has almost tripled (more than 196% growth). You may find isearch to be a useful source of information. The ONTSI report confirms the good moment of the market of digital content in all areas: publications; audiovisual; film and video; music; video games and online advertising.

    Also, the data behind the strength of the industry of digital content in Spain, demonstrating a potential which is already being recognized at the international level in this sector, and that puts our country among the leading countries in the evolution towards the information society.

    Video games one of the key elements of the digital content industry is once again the video games sector, which in 2009 reached a turnover of 638 million euros between sales of video games for PC and consoles.

    30.7% Of the Spanish population, percentage composed mostly by the young, consumes video games.

    See more detailed opinions by reading what Jim Dondero offers on the topic..

  • E

  • E-Book: Karachi to Kabul in a Pakistani Truck Click here to buy the Foreign Policy PDF edition. The Kindle version is available here. How do you supply an entire war in landlocked Afghanistan?

    Mostly by truck. In the fall of 2012, award-winning journalist Matthieu Aikins found out firsthand, riding in a rickety 1993 Nissan along the U.S. supply route, from the port city of Karachi into Pakistan s scorching flatlands and lawless borderlands, then through the famed Khyber Pass and on toward the Afghan warzone.

    As he travels Pakistan's dangerous, derelict roadways, Aikins observes how the crucial lifeline for the Afghanistan war has become wound up not only in the shady deals of Pakistani contractors and predatory police, but also in the lives of rural Pashtuns who over the last decade have left their tribal homelands for trucking jobs in droves like the two hash-smoking brothers in whose cabin Aikins rides. In his six-day, 1,000-mile trip, Aikins confronts roadside bandits, Kalashnikov-wielding tribal patrols, and hawk-eyed toll guards (not to mention confinement in the truck s blazing-hot cabin). The result the second in the Borderlands ebook series from Foreign Policy and the Pulitzer Center on Crisis Reporting is both a harrowing account of life on Pakistan s highways and an anatomy of the way foreign military intervention can transform a society.

    Buy the PDF version from FP here. About the author: Matthieu Aikins lives in Kabul and has been reporting from Afghanistan and Pakistan since 2008. His feature writing and photography have appeared in American, Canadian, British, French, and Indian publications including Harper's , the Atlantic , GQ , Newsweek , Foreign Policy , Wired , the Guardian , the Globe & Mail , the National Post , the Walrus , Courrier International , and the Caravan .

    He was a finalist for a 2012 National Magazine Award and the Livingston Awards for Young Journalists.

  • Easy CDL apps for the iPad debut They re similar to our BUMPERTOBUMPER Easy CDL iPhone apps except that they re specifically designed to make use of the additional capabilities offered by the iPad. All our apps offer: friendly, easy-to-follow audio lectures detailed text with illustrations over 200 test questions detailed answer explanations Easy CDL Hazardous Materials Endorsement Review has a bonus Glossary while Easy CDL for Hot Shot Trucking offers a bonus vehicle inspection video. Have an iPhone or an iTouch?

    We have four apps for those devices. Our BUMPERTOBUMPER Easy CDL and Easy CDL Hazardous Materials Endorsement Review have earned four-star reviews. Our third app, Easy CDL for Hot Shot Trucking helps operators of heavy duty pickups study for and pass the CDL tests, get a license and be able to drive a commercial motor vehicle truck-and-trailer combination with a gross combined weight rating in excess of 26,000 pounds.

    BUMPER TO BUMPER Easy CDL Class B will will help license applicants to review the concepts and rules that they need to master before taking the written and skills tests to earn a CDL for straight trucks. In the coming months we ll be making all our apps available for the iPad as well as the iPhone and the iTouch. Look for all these apps in the iTunes store or go to Study By App on the Internet.

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  • Economic Roundup 7-9-13 General News: It s monthly PMI time again, so we ll be checking around to see how everyone is doing. Remember, with PMI data, 50 is the break-even point between contraction (less than 50) and expansion (greater than 50) in that area. + ISM Manufacturing report for the US is in and the June PMI is 50.9 This indicates a reversal from contraction to expansion, albeit at a very slow rate . New Orders rose to 51.9, indicating expansion from contraction.

    Production rocketed to 53.4, indicating great expansion from contraction. Employment fell to 48.7, showing contraction from basically even. Supplier Deliveries rose to 50.0, indicating no change from last month.

    Inventories rose to 50.5, indicating very slight expansion. Prices rose to 52.5, indicating increasing input prices. Backlog of Orders fell again to 46.5, showing declining backlogs.

    Exports rose to 54.5, and are growing at a healthy, faster rate. Imports rose to 56.0, and are growing faster. Of the 18 manufacturing industries, 12 reported growth.

    Industry leaders are (in order) Furniture & Related Products; Apparel, Leather & Allied Products; Paper Products; Electrical Equipment, Appliances & Components; Petroleum & Coal Products; Wood Products; Food, Beverage & Tobacco Products; Primary Metals; Fabricated Metal Products; Plastics & Rubber Products; Machinery; and Nonmetallic Mineral Products. Losers include Textile Mills; Transportation Equipment; Chemical Products; and Computer & Electronic Products. Jun 2013 50.9 May 2013 49.0 Apr 2013 50.7 Mar 2013 51.3 Feb 2013 54.2 Jan 2013 53.1 Dec 2012 50.2 Nov 2012 49.9 Oct 2012 51.7 Sep 2012 51.6 Aug 2012 50.7 Jul 2012 50.5 Jun 2012 50.2 PMI numbers show a turnaround, but with the overall trend flopping back and forth around the break-even point with no real trend up or down.

    The economy still seems stuck in neutral, driven by auto and aircraft sales. Foreign currency devaluation seems to be having its effects as imports are up, but then again, so are exports. I have a concern about the fact that backlogs are declining and inventories are increasing even in the face of decreased employment. + ISM Non-Manufacturing report for the US is in and the May NMI is 52.2 This registers an decrease of 1.5 from last month s adjusted 52.2, and indicates a general increase in non-manufacturing activity, at a decreasing rate.

    The Business Activity Index component plummeted to 51.7, down 4.8 points from last month, but is still showing expansion. The New Orders Component also dropped, falling to 50.8 from 56.0, also still showing expansion but at a much reduced rate. Employment Activity, however, rose significantly, registering a 4.6 point rise to 54.7.

    10 industries reported growth in employment while the other 6 reported decreased employment or no change. Supplier Deliveries fell slightly to 51.5, indicating expansion at a slower rate. Inventories rose to 54.5, indicating expansion at a sharply faster rate.

    Prices rose to 52.5, indicating faster growing input prices. Backlog of Orders rose slightly to 52.0, growing backlogs. Exports fell to 47.5, and are at an contracting rate.

    Imports rose to 53.5, and are growing. Of the 18 non-manufacturing industries, 14 reported growth. Industry leaders are (in order) Management of Companies & Support Services; Arts, Entertainment & Recreation; Transportation & Warehousing; Wholesale Trade; Retail Trade; Information; Accommodation & Food Services; Utilities; Real Estate, Rental & Leasing; Public Administration; Agriculture, Forestry, Fishing & Hunting; Finance & Insurance; Construction; and Professional, Scientific & Technical Services.

    Losers include Mining; Other Services; Educational Services; and Health Care & Social Assistance. Jun 2013 52.2 May 2013 53.7 Apr 2013 53.1 Mar 2013 54.4 Feb 2013 56.0 Jan 2013 55.2 Dec 2012 55.7 Nov 2012 54.8 Oct 2012 54.8 Sep 2012 55.2 Aug 2012 54.3 Jul 2012 52.9 Jun 2012 52.7 Non-Manufacturing PMI indicates a growing economy in this sector. Of concern is the increasing inventories, increasing backlog of orders, slowing deliveries and slowing exports, all coupling to register a sharp drop in production.

    Inventory sentiment indicates that businesses see their inventories are too high, so I would expect a continuing trend of slowing production and input purchasing so to reduce these inventories. Overall, I see the PMI trend to continue to be growing, but at a decreasing rate, over the next few months. > < The ADP National Employment report is in, and it indicates that 188,000 private sector jobs were added in June. While up from May's 135,000, it still is only a bit above the increases in population.

    Which means one shouldn't expect too much of a change in unemployment rates or opportunities. > < The Challenger, Gray, and Christmas employment report indicates that planned job cuts rose slightly in June, but is down roughly 9% from last year. The slowdown in job cuts last quarter was responsible for an overall decline in job cuts through the first half of 2013. Employers announced 258,932 job cuts through the six months of the year, 8.5% fewer than the 283,091 job cuts announced by the same point in 2012.

    The six-month total is the second lowest since 2000, when employers announced 223,421 cuts from January through June. While job cuts have declined overall, four of the five industries with the heaviest layoffs so far this year have seen job cuts increase by an average of 60%. Of the top five job-cutting sectors, financial service has experienced the heaviest downsizing and the largest year-over-year gain.

    Job cuts in this sector are up 82% to 36,762, including 1,671 in June. The second-ranked retail sector has announced 32,900 cuts this year, up 38% from 2012. Meanwhile, job cuts in the health care sector are up 62% to 22,951.

    Energy News: Production is still up, with very high levels of crude oil products. Crude is still trading higher than a year ago, and increasing because of the Egyptian violence. But supplies remain high, and prices are remaining fairly stable.

    Gasoline stocks are at way-above-average levels, and production has increased, but holiday and summer travel has more than compensated and inventory levels have declined. Diesel production and inventories both declined last week, likely as the refineries tried to shift to gasoline production in anticipation of the drawdowns there. Gasoline prices are currently coming down, but are currently trending above last year, as are diesel prices. + Production: According to the Petroleum Status Report: Crude oil inventories decreased 10.3 million barrels from last week, and continue to be well above the upper limit of the average range for this time of year at 383.8 million barrels.

    Gasoline inventories decreased 1.7 million barrels and are well above the upper limit of the average range. Gasoline production increased last week, but with finished gasoline inventories decreasing and blending components decreasing. Distillate (diesel and home heating oil) inventories decreased by 2.4 million barrels, and are near the lower limit of the average range.

    Distillate production decreased last week. Refineries operated at 92.2% capacity. Crude Imports were down by 891 thousand bbl per day from the previous week, and are down 1.1 million bbl per day from the same time last year. - Crude Oil (WTI) increased by $2.55 over last week and is at $96.36 per bbl, and $11.32 above a year ago. > < Gasoline & Diesel According to the AAA Fuel Gauge Report: The national average retail regular gasoline declined this week, to $3.474 per gallon ($3.487 per gallon last week; $3.381 a year ago).

    Diesel prices fell slightly to $3.817 per gallon ($3.823 per gallon last week; $3.674 a year ago). > < Propane According to the Petroleum Status Report and This Week in Petroleum: Propane inventories increased 1.5 million barrels, and are in the upper half of the average range. Mount Belvieu, TX propane spot pricing as of 7-2-13 was up at $0.863 per gallon from last week s $0.848 per gallon. It was $0.788 per gallon a year ago. (EIA Wholesale Propane average prices are generally $0.10 to $0.15 higher than the Mount Belvieu, TX spot price) > < Natural Gas According to the EIA Natural Gas Weekly update: They are off for the July 4th holiday, so no information was available this week. > < Heating Oil This Week in Petroleum indicates: No.

    2 Heating Oil, New York Harbor (7-2-13) was up slightly from last week, at $2.762 per gallon ($2.715 a week ago, $2.676 a year ago). (EIA Wholesale Heating Oil Prices are typically 20 cents higher) > < Coal According to the EIA Weekly Coal Report, US coal production totaled 18.5 million short tons (mmst), which is 4.9% higher than last week (19.4 mmst) and 2.3% higher than last year (18.1 mmst). Year to date coal production totaled 484.8 mmst, which is 4.3% lower than last year. Steel news: Steel prices and input prices seem to have stabilized over the last week. > < American Iron and Steel Institute reports that US raw steel production was 1,822,000 tons and 76.1% of capacity (week ending June 29), down 3.1% from the 1,881,000 tons 78.5% the previous week.

    This represents a 2.1% decrease from the same period last year, when production was 1,862,000 tons and 74.8% capacity. > < Year to date US production through June 22, 2013, was 47,832,000 tons and 76.8% capacity utilization, which is down 6.0% from last year s 50,902,000 and 78.8%. > < For the last 2 weeks, the prices remained static for #1 heavy melt scrap at $324 per ton and #1 busheling at $382 per ton. > < Iron fines rose last week to $119 per dry metric ton, but then fell back 1%-2%. > < Chinese steel prices rose a bit over the last week, with the Chinese Long Product Index rising 1.5% in a week (6061 on 7-5-13) and the Chinese Flat Products Index rising 0.9% in a week (5686 on 7-5-13). > < Indian steel prices stabilized last week, with the Indian Long Products and the Indian Flat Products both being unchanged (7-5-13). + Metals made gains this week, and Zinc, Tin, Nickel, Aluminum, and Copper all increased in trading value, with Aluminum and Copper making the greatest headway at about 3% week-on-week (London Metal Exchange). Automotive News: + Strong demand for vehicles in the US continued in June, as all brands posted significant gains in sales. + GM sales topped projections by climbing 6.5% compared to last year, selling a total of 264,843 vehicles in June, the company s highest monthly sales since September 2008. Cadillac s had sales rising 15% year-over-year.

    Chevrolet posted 7.4% growth, and GMC sales rose 4.5%. Buick was the lone GM brand to post a decline, falling 4.1%. The results were also fueled by continued demand for large pickup sales.

    Sales of the Chevrolet Silverado and GMC Sierra increased 29% and 33%, respectively. + Ford posted a 13% increase in sales for June on strong consumer demand for small cars, selling 235,643 vehicles in the U.S., up from 207,759 a year ago. Truck sales were up 20%, while car sales rose 12% and sport utility vehicles saw 7.5% growth. Small cars had a particularly good month, as sales of the Fiesta, Focus, C-MAX and other small cars soared 39%.

    That reflects Ford s best small-car performance for June in 13 years. + Chrysler reported an 8.2% growth in June, selling 156,686 vehicles, up from 144,811 a year ago. Car sales were up 11% over last year, while trucks recorded growth of 7.2%. Sales at the company s Ram Truck brand rose 23%, leading all other Chrysler brands.

    Dodge sales climbed 12%, and Jeep trailed the pack with a slight 0.2% gain. + Toyota s preliminary sales report shows a 9.8% increase last month, selling 195,235 vehicles. Toyota tripled its net profit in the last fiscal year, thanks to better U.S. sales.

    It expects to record 42% growth this year. + Fellow Japanese automaker Honda also posted strong sales, reporting 9.7% growth to narrowly beat estimates. * The Corvette s initial production began June 30, 1953 at Flint, Mich, and to mark the birthday, Chevrolet is turning out a special edition of the redesigned 2014 Corvette. Just 500 will be built, loaded with nearly every option available on the 2014 Corvette. Transportation News: Rail traffic picked up over the last week, continuing its build-and-hold pattern of year-on-year growth.

    Trucking numbers are starting to come in for May, and tonnage hauled is up, indicating manufacturing and sales are increasing. And the airline industry seems to be continuing its own growth and moderation. + The Association of American Railroads reported mixed traffic for the week ending June 29, 2013. U.S.

    railroads originated 281,367 carloads, down from last week, but up 1% from last year. Intermodal volume for the week totaled 249,673 trailers and containers, down from last week, and down 1.5% from last year.

    2013 cumulative carload volume is down 1.5% from last year, while cumulative intermodal volume is up 3.6% from last year. Total cumulative 2013 US traffic is up 0.8% from last year.

    Five of the 10 carload commodity groups posted increases compared with the same week in 2012, led by petroleum products, up 26.6%. Commodities showing a decrease were led by grain, down 13.8%. Canadian railroads reported 75,038 carloads and 53,920 intermodal loads, down 3.8% and down 1.2% from the same period last year.

    Mexican railroads reported 17,077 carloads and 10,384 intermodal loads, up 13.9% and down 0.1% from the same period last year. Asia News: - The Markit Economics HSBC China Manufacturing PMI fell to 48.2 in June from May s 49.2, indicating contraction at a faster rate. New Orders and Output both fell, with new business from abroad falling the fastest since September with indicators suggesting that reduced demand from Europe and the US driving the decline.

    Employment declined the fastest in almost a year with some indicators falling the fastest in 4 years. Input costs decreased four the fourth month, driven by lower raw material costs. Purchasing activity fell slightly, accompanied by a depletion of stocks at the fastest rate in the past 5 months.

    After a brief spurt of expansion, China PMI data have fallen further into contraction territory. Troubling reports of major overcapacity and governmental tightening of lending to help control and cool certain sectors of its economy are indicators that the downward trend will continue for a while. Monetary expansion has been going on for quite some time, and monetary contractions, including simply stopping the expansions, can often trigger an economic correction.

    Chinese banks faced a cash crisis at the end of the second quarter as banks struggled to meet capital requirements, and the Chinese government has signaled a scaling back in lending to industries already suffering from too much capacity. + The Markit Economics JMMA Japan Manufacturing PMI rose to 52.3 in June from May s 51.5, indicating growth at an increasing rate. Manufacturing output and New Orders increased at an accelerated rate in June. Input prices increase while output prices rose only slightly as a weaker yen squeezed margins by increasing the prices of imports.

    Despite an increase in volumes, Backlogs of work were reduced, although at a small rate, indicating that the uptick in orders is beginning to test capacity. Employment grew, with the increase in employment indicators the sharpest in 13 months. Input buying was marginal in June, with stocks of raw materials and semi-manufactured good falling.

    Abenomics is having its initial sugar rush and the economy is motivated like it hasn't been in a while. The devaluation of the yen is boosting exports. However, I see that the increase in import prices will be a major factor in the Japanese economy in the near future.

    I find troubling that import prices are already squeezing margins, and input buying is only marginally increasing as manufacturers are drawing down current raw material stocks as opposed to bringing in new. This tells me that manufacturers are hesitant to bring in fresh, more expensive, production goods, as they will further constrict margins and result in a necessity to begin raising prices to compensate. Once the input price disadvantages begin to swamp out export advantages, things will reverse real quick.

    But the devaluation will be "permanent," and its consequences harder to undo. > < The Markit Economics HSBC India Manufacturing PMI rose to 50.3 in June from May s 50.1, indicating negligible growth, albeit at an increasing rate. This is the 51st consecutive month for the India PMI to be above the 50 point no-change threshold. New Orders fell for the first time since 2009, and even though exports rose at the sharpest rate since January, Output levels fell for the second month running.

    Input prices increased the fastest since February, but squeezed margins as competition limited the ability of companies to pass on the increases. Backlogs of work increased among reports of power, raw material, and water shortages. Employment hiring increased in response to the increasing backlogs, but a lack of labor availability limited the increases.

    I figured it would be interesting to include India to the list, as it would complement overseas information and provide insight to global prospects through looking at one of the bigger emerging manufacturing countries in the region. European News: - For the Eurozone, Retail PMI Data is in. The Retail PMI Index improves to 49.1 from 46.8 in May.

    49.1 is a 15 month high, but still shows contraction, albeit sales revenues fell the slowest since March 2012. Italy currently has the worst-performing retail sector of the three largest euro area economies, with a retial PMI of 40.7 Germany, however, had retail sales rise at the strongest pace since early 2012, and had the only expansion PMI, at 55.3 German retail employment continued its long record of increases, while modest job shedding continued in Italy and France. - The Markit Economics Manufacturing PMI for the Eurozone has risen again this month to 48.8 from May s 48.3. The PMI indicates continued manufacturing contraction, at a slower pace.

    The Eurozone PMI has been below the 50 mark since August of 2011 Ireland crawled back into expansion territory, while Spain broke even and Italy crawled to within sight of the break-even point. Germany was the only country to not have a rise in PMI, falling to 48.6. New Orders contracted, but dropped at the slowest pace in two years.

    Employment fell for the 17th straight month, with Ireland the only country to report employment gains, while Germany and the Netherlands had accelerating job losses. Overall, employment losses eased in the Eurozone. Inventories, purchasing activity, and backlogs of orders all dropped on concerns of the deteriorating retail situation.

    Ireland 50.3 (4 month high, expanding) Spain 50.0 (26 month high, even) Italy 49.1 (23 month high, contracting) Netherlands 48.8 (4 month high, contracting) Germany 48.6 (2 month low, contracting) France 48.4 (16 month high, contracting) Austria 48.3 (4 month high, contracting) Greece 45.4 (24 month high, contracting) The European situation is still dismal and still declining. Retail sales are still down and manufacturing is still in decline. Don't let the fact that they are no longer in free-fall fool you.

    All that the numbers are saying is that they are stabilizing, which isn't necessarily improving. The Eurozone is possibly nearing the bottom of a long flight of stairs, and has a very long climb to get back to where it was 2 years ago. Jobs are still being lost, which means incomes are still declining, which means that governments will continue to be hard pressed for financing, and which means that the trend will likely continue for some time to come. + The Markit Economics Manufacturing PMI for the UK rose again in June to 52.5 from May s 51.5, signaling continuing expansion, and at a faster rate.

    This is the third month of indicated expansion for UK manufacturing, with all subsectors of production showing increases. New Orders continued to increase, both domestically and overseas. Employment remained relatively unchanged Output prices fell for the first time in over three years, and the declines were linked to lower input prices and increased competition.

    Purchasing Activity also increased, although input inventories were allowed to decline and finished good inventories were pared away to satisfy new and existing orders. + The Markit Economics Manufacturing PMI for Russia rose to 51.7 in June, from May s 50.4, showing growth at an increasing rate. Other than for the period during the global crash in 2008-2009, the Russian manufacturing PMI has remained above 50 for most of the past 15 years. New Orders growth continued, at the fastest rate since February, along with Output.

    Employment levels increased for the first time since October, albeit marginally. Disclaimer: This report and a lot of its analyses have been created from a variety of source materials, some quoted directly. This report is intended as a pr cis of world activity for informational purposes only.

    While I may not have managed to acknowledge every source here, no attempt at plagiarism is intended.

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  • Edith's Streets: River Brent - Neasden River Brent The Brent flows south and is joined by the Wealdstone Brook from the west Post to the north Neasden Besant Way Estate boiler house now in other use as an office. Canal Feeder This is a feeder canal to the Grand Union Canal built around 1811 taking water from the River Brent to the main canal in what is now Park Royal. It was gravity fed and followed the natural contours.

    After the Brent Reservoir was built in 1835 the feeder was supplied through a tunnel in the dam. Having run underground for some distance through the railway works and industrial sites the feeder runs in the open alongside the IKEA store Fourth Way British Empire Exhibition. Amusement Park .

    This ran down between Fourth Way and the boundary having also been along the northern boundary. It featured among other things: Tut s Tomb - a reconstruction of the then recently discovered Tomb of Tutankhamen at Luxor. This was in the amusement section because Egypt was not in the Empire and allegedly Carter was not amused.

    Golden Glide . Sponsored by Pears Soap. Cars shaped like soap tablets travelled through an English lavender garden, into a cave-of-soap and to the brink of a waterfall cascading at the rate of 35,000 gallons an hour.

    Safety Racer , a double-track mountain railway switchback ride Scenic Railway this was built by Thompson & Iliffe. After the exhibition closed it was moved to Manchester s Belle Vue Park and remained in use there into the 1970s. It was demolished in 1979 Pyramid House and the Brent Car Pound Hallmark Trading Estate.

    Hallmark was the trade name of refrigeration equipment shown at the exhibition by J. & E Hall of Dartford. Engineering works can t read 1950s Great Central Way The road goes through an area of industry and trading sites. It appears to have been built since the 1950s through an area used as sidings by the Great Central Railway.

    Neasden Freight terminal lay north of the road. It was closed in 1965 Gresham Road The Great Central Railway built houses for its workers here Hannah Close Industrial and trading area, including waste processing and heavy haulage Hardie Close St Patrick s RC church St, Patrick s Community Centre Vernon House Special School Neasden Works Metropolitan Railway Works . In the1880s the Metropolitan Railway Co.

    built a new depot and repair shops here which would employ 500 men and replace its works in Marylebone. The original shed rebuilt for two lines was brought here from Harrow in 1893 and replaced by a roundhouse in 1898 which was itself demolished in 1909. Then a three line corrugated iron shed was built and also used for carriage cleaning and that closed in 1936.

    A brick built replacement for two lines closed in 1971 but is still there. There was a gas works on site. Locomotives and coaching stock were also manufactured here for the Metropolitan Railway.

    The final locomotive produced at the works was in 1898. The depot was later extensively rebuilt and became one of the main London Transport works. It is now the largest on the London Underground system, maintaining stock on the Metropolitan, Hammersmith and City, and Circle lines.

    The steam shed is now used as a training centre, The Great Central Railway established its depot south of the line, they had a six line shed built of brick which was there until closure in 1962. Neasden Power Station . Coal fired generating station built by the Metropolitan Railway as part of their electrification programme.

    It opened in 1904 and was adjacent to their depot. Power was fed to a network of sub stations around the Metropolitan s area. The station later contributed to the general underground power supply after the setting up of London Transport.

    It ceased production in 1968. North Circular Road Radiation House . Office block built 1962 the factory was opened in 1924 and known for making Ascot Gas Water Heaters.

    The firm was founded by a German called Dr Bernard Friedman and sold heaters made by Junkers of Germany. In 1933 it became Ascot Gas Water Heaters. It went through several take overs becoming part of Radiation in 1958.

    Radiation. Based in Birmingham but had a factory here in 1937 From GracesGuide IKEA . The store, on the site of the Ascot works, dates from the mid-1970s.

    Scandinavian home wares Railway Lines Chiltern Railways . In 1905 the Great Central railway opened a route for freight trains between Neasden and Northolt. It was used for passenger services from Marylebone from 1906, serving stations to Northolt Junction, Metropolitan Line .

    This line was laid as an extension to Harrow by the Metropolitan Railway in 1880. The line is now paralleled through this section by the Jubilee Line to Stanmore. St.Raphael Estate.

    Built in 1965 for the London Borough of Brent Willesden Sewage works in the area covered by new housing and north of St. Raphael Way. By 1875 some drainage works had been constructed at Stonebridge Park and in 1880 the Local Board bought land for a sewage outfall near the Brent at Stonebridge.

    A sewage farm at Stonebridge was built in 1886 and a new one was built in 1904. Village Way New housing , initially for railway workers, was built by the Metropolitan Railway with all the streets named after their Metropolitan stations in Buckinghamshire Woodheyes Road Cottages 1899 for Great Central Railway Sources British History. Middlesex, Willesden.

    Web site Field. London place names GLIAS Newsletter Graces Guide, Web site Jackson. London Metropolitan Railways London Encyclopaedia London Railway Record McCarthy.

    London North of the Thames Metroland Metropolitan Railway. Wikipedia Web site. Thames Basin Archaeological Group Report Walford.

    Village London

  • Educating Berkshire Students About Geauga County Job ...Community Published on April 15, 2013 | by Geauga News The Berkshire School District and the Geauga Growth Partnership will collaborate on programs to educate Berkshire students about Geauga County job opportunities and workplace expectations. The two organizations are developing three programs: a career education workshop, field trips to business facilities, and business presentations in high school classes. The first event will be the workshop, to be held at the Kent Geauga Campus on April 24 .

    The day-long session for all Berkshire sophomores will cover workplace soft skills, resume preparation, and interview skills and practice. Among the Geauga employers and others that will participate are Arms Trucking, Bonitas International, Company 119, Duramax Marine, Exscape Designs, Lake-Geauga Educational Foundation, Geauga Park District, Gold Key, Great Lakes Cheese, Ohio Valley Group, Saint Gobain, Tangent Corporation, and Troy Chemical Industries. The workshop s steering committee is composed of Doug DeLong, Kelly Timmons, and Michelle Bagaglia from the Berkshire district; Tamara Hagerty and Stacey Barbe from Great Lakes Cheese, Jay Fairfield of The HF Group, and Leslie Bednar of the GGP.

    We are delighted to partner with Geauga County employers in bringing greater awareness of employment opportunities and requirements to our students, said Douglas L. DeLong, Berkshire s Superintendent. We are delighted to partner with Geauga County employers in bringing greater awareness of employment opportunities and requirements to our students , said Douglas L.

    DeLong, Berkshire s Superintendent. Whether our graduates enter the workplace directly out of high school or after more education, employer needs and expectations should be front and center in their minds, he said. John W.

    Epprecht (Great Lakes Cheese), GGP Chairman, said, If there s one thing that Geauga County businesses agree on, it s the importance of a qualified workforce. We re looking forward to working with the Berkshire district and other Geauga County schools to increase student and parent awareness of the education and training that we re looking for . Epprecht applauded the work of the GGP Education Task Force, led by John W.

    Wilhelm, for planning practical steps to collaborate with county schools. In addition to Wilhelm and Epprecht, the GGP Task Force includes Carolyn Balogh (Mar-Bal), Jay Fairfield (The HF Group), Richard J. Frenchie, Lee Imhof (Troy Chemical Industries), John Steigerwald (Etna Products), and Keith Tompkins.

    For more information, contact Doug DeLong ( [email protected] ) or John Wilhelm ( [email protected] ). The Berkshire Local Schools serves the communities of Claridon, Troy, and Burton. The district consists of Burton Elementary and Berkshire Jr/Sr High School.

    Visit our website to learn more. Geauga Growth Partnership, Inc. is a business-led organization dedicated to the retention, growth and attraction of jobs, investment and economic growth in Geauga County.

    For more information visit the website or call 440-564-1060 . Please support our sponsors: Tags: berkshire school, burton ohio, claridon ohio, doug delong, geauga county, geauga Growth partnership, john wilhelm, positive local news, troy ohio Categories: Community, Latest News About the Author Geauga News The Geauga News is an online publication that supports and provides wholesome news in Geauga County. We are a small team of local residents and business owners who aim to provide an important resource to the residents and businesses of Geauga County.

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  • Egis Projects acquires Transpass, truck toll specialists French-headquartered infrastructure and services developer Egis Projects, whose subsidiaries manage over 1.2 million toll tag subscribers across Europe, has acquired Transpass, which provides trucking companies in over 20 European countries with toll registration and payment systems. Transpass, headofficed in Holland has contracts with TollCollect (Germany), Asfinag (Austria), Telepass (Italy), ViAxxes (France and Spain) and viaTOLL (Poland) involving both transponders and bankcard accounts. The Transpass service covers the new TOLL2GO initiative, launched in September 2011, which enables truckers to pay tolls in both Germany and Austria using a single TollCollect tag.

    Transpass systems also handle the complexities of gaining refunds of sales taxes and duties paid in foreign countries. In 2010Transpass collected around EUR100 million (USD133 million) in toll charges and tax refunds from a client list of some 5000 companies. It plans expansions into the Republic of Ireland (ROI), Portugal and Romania.

    On the Transpass buy Egis Projects CEO Rik Joosten comments: "This acquisition complements the traditional value chain of the company in the field of ETC". Its objective is to play a key role within the framework of the European Electronic Tolling Service (EETS), which aims to allow drivers to travel on toll roads, tunnels and bridges across Europe using a single on-board unit and one single charging account. The company's Easytrip brand tag issuing and account management service is already operational in the ROI (since 2005) and the Philippines (since 2008).

    In Ireland where Egis Road Operation has a majority interest in three toll motorway operations - NorthLink (56 km, 35 miles); MidLink (43km, 27 miles) and SouthLink (23 km, 14.5 miles) - Easytrip Services Ireland's major clients include the Dublin Port Tunnel and the company's 185,000 issued tags are accepted at all the country's toll plazas. In the Philippines, the Easytrip Services Corporation has a 15-year contract with the Manila North Tollways Corporation (MNTC) to supply tags and tolling management on the North Luzon Expressway (NLEX). Easytrip CEO Eugene S Antonio sees the deal as paving the way for further expansion in the Philippines, where the government is under business pressure to double its present 300km (187.5 miles) of toll roads within five years. - by David Crawford TOLLROADSnews 2011-10-19

  • Energy Policy in a Renewable Future Flood myths are common to human culture. Swollen rivers, tidal storms, and tsunamis make their appearance frequently in literature. But Hurricane Sandy, which has drawn newly etched high-water marks on the buildings of lower Manhattan (and Brooklyn), has shifted the discussion from storytelling to reality.

    Volatility in climate has drawn the attention of policy makers for a decade. But as so often is the case, a dramatic event like superstorm Sandy the largest storm to hit New York since the colonial era has punctured the psyche of the densely populated East Coast, including the New York-Washington, DC axis where U.S. policy is made.

    Not surprisingly, in the weeks since the historical hurricane made landfall, new attention is being paid to the mounting costs that coastal world megacities may face. Intriguingly, however, this new conversation about climate, energy policy, and America s reliance on fossil fuels comes after a five-year period in which the U.S. has dramatically lowered its consumption of oil and seen an equally dramatic upturn in the growth of renewable energy.

    America s production of CO2 in the first quarter of 2012 fell to twenty-year lows. The country is using less coal, increasing its use of natural gas, and (like the rest of the OECD) is seeing its transportation demand migrate from cars and trucks to rail. While Europe is often cited as being at the forefront of renewable power, the U.S.

    has also started to produce very strong growth rates for wind and solar power: The combination of declining oil use and a greater reliance on the global powergrid is going to shape energy and climate policy. Especially at a time when the concerns of climate change or, rather, rising seas and the greenhouse dangers of fossil fuel dependency are being increasingly raised. This will make for a rather muddled and complex array of diverging policy initiatives.

    Moreover, as the oil-based economy (which was harder to meter) gives way to the electricity-based economy, policy makers will find there are more levers to shape energy demand in their economies. The Oil Age was a more natural fit for free-spirited individualism. The Electricity Age will see an era more comprehensively dominated by policy, as the powergrid becomes the mechanism for governments to shape the future of energy demand.

    Rebounding to the Grid The oil age went into decline roughly ten years ago. Oil s share of total global energy demand, which had been on the rise since the 1930s, peaked in the mid-1970s but held steady for over twenty years until the new millennium. But starting early last decade, through a combination of oil s repricing and the industrialization in the Non-OECD, oil s market share in the global energy mix retreated.

    This decline of oil in the global economy explains perfectly why the weak rebound since the 2008 financial crisis has grown along the contours of the powergrid. It s not just the United States. In Japan, and especially in Europe, oil use has continued to decline right through the recovery, as increasing numbers of car drivers are taken off the road, as jet travel declines, and as trucking has given way to higher deployment of freight rail.

    However, this opens up a number of new constraints as well as new opportunities, because while there is high growth in solar and wind power, the growth of global electricity is largely driven by coal. That means awareness of coal s role is going to widen among populations, and governments are going to be drawn into action over coal. Carbon Taxes, Renewable Portfolio Standards, and Feed-In Tariffs Global coal markets have recently sputtered in the face of slower growth in China as well as the rise of natural gas in the United States, which has dislocated consumption of its own coal.

    If glanced at quickly, this looks like an interruption in the supertrend. Alas, no such interruption is taking place. Related Article: Don't Fall for the Hype - China's Renewables Sector is in Disarray Instead, the coal which Americans are no longer consuming is being exported to the rest of the world.

    Even Europe is taking greater volumes of U.S. coal, which in 2012 is on pace to see the highest level of exports in U.S. history.

    But a more important phenomenon to understand regarding global energy consumption is that much of the upswing in Asian coal demand over the past decade, especially in China, is really just an offshoring of OECD manufacturing capacity. In other words, an increasing proportion of goods purchased by Westerners since the year 2000 is the result of goods made in Asia. And these goods are made in factories powered by coal-fired electricity generation.

    Clothing, appliances, electronic devices yes, iPhones, too are made in facilities powered by coal. This is why, as policy is increasingly driven either by concerns about climate, increased distaste for dependency on fossil fuels, or both, the clamor for carbon taxation is going to grow. In a recent essay, Forget Kyoto: Putting a Tax on Carbon Consumption, the author takes note of the emerging emphasis on the global trade of energy use: China s phenomenal economic growth has been based on exports, notably of energy-intensive goods, from steel and petrochemicals to a host of manufactured products.

    These have been bought largely by the U.S. and Europe, which together account for nearly 50 percent of world GDP. It is carbon consumption that measures the carbon footprint and hence responsibility, not the carbon production in particular geographical areas.

    Yet remarkably the Kyoto framework does not take consumption into account. Instead it focuses on carbon production, and mostly in Europe, where deindustrialization and the collapse of the former Soviet Union make compliance with the targets easy. Politically speaking, carbon taxation has been a very tough sell, especially in the United States.

    Interestingly, there have been trial balloons since the election that the Obama Administration may even tie together (or try to tie together) new carbon taxes as a way to lower the U.S. budget deficit. That, too, is unlikely to have much political appeal, though it does signify the shift coming in the wake of Hurricane Sandy and this summer s extraordinary drought.

    However, there are interesting divergences about the effectiveness of carbon taxation among those who work in the areas of energy and climate policy. Chris Nelder, writing in Smart Planet, Why America Needs a Feed-in-Tariff, makes the case that a carbon tax policy will not necessarily spur construction of renewable energy. Essentially, if getting renewable energy infrastructure built is the ultimate goal shared by both climate policy and energy policy, then why not pursue a national FiT (feed-in tariff), of the kind deployed in Europe?

    Related Article: New Technology could Double the Efficiency of Wave Energy Systems Given the obvious success of FiTs as a policy tool in Europe, one must wonder why the U.S. has not embraced them. Germany already tried all the incentives that we re using in the U.S., such as aspirational targets like renewable portfolio standards (RPS), rebates, and low-interest loans, and eventually turned to FiTs because they proved to be far more effective, simple, low-cost, and efficient.

    But while it s true that growth of wind and solar power is already growing at a very strong rate in the U.S. (as discussed previously), it s not clear this will continue at the same rate. California s RPS (renewable portfolio standard) has triggered the construction of a great deal of new utility-grade solar power. However, this is small in comparison to California s overall energy challenge, as it sees its own dependency on out-of-state power supply continue to expand.

    As I have addressed previously, California s energy production from all sources is at 50-year lows. This comes at a time when, just as in the rest of the country and the world, transportation demand is switching over from cars and trucks to the grid as light rail is built out in its cities. New Energy, Climate, and Urban Infrastructure (image: Thames Flood Barrier, Greater London, UK) Western cities are aging, and the forecast for rising sea levels may hold true regardless of any climate policy.

    In a recent post, Roger Pielke Jr notes that mitigation of rising sea levels through aggressive CO2 reduction may not change the current trajectory all that much: One of the more reasonable discussion points to emerge from efforts to link Hurricane Sandy to the need to reduce carbon dioxide emissions focuses on the role that future sea level rise will have on making storm impacts worse. Logically, it would seem that if we can "halt the rise of the seas" then this would reduce future impacts from extreme events like Sandy. The science of sea level rise, however, tells us that our ability to halt the rise of the seas is extremely limited, even under an (unrealistically) aggressive scenario of emissions reduction.

    If cities like New York are compelled instead to construct tidal barriers, and other coastal cities in the U.S. follow, then changes in global energy consumption and in the public's perception of climate issues may see governments drawn in more closely than ever before to such policy making. After all, the construction costs for mitigation through infrastructure will come through state and federal partnership.

    Indeed, the discussion about tidal barriers for New York has already begun. Given the extent of recent flooding, this is no surprise. And subsequent storms will only push such initiatives along further.

    The New Policy Era The decline of oil s share in the global economy marks the end of a kind of free-ranging era in which individual discretion over energy use reached spectacular heights. Cheap oil gave rise to cities such as Los Angeles, where the freedom to drive all distances was a luxury enjoyed by most people. It s not surprising that the cultural adjustment to a new era, where individual choice in energy use will be redefined, is proving cantankerous.

    Moreover, as new oil supplies emerge from domestic American sources, the dream of resurrecting this cheap oil era will no doubt come back around several more times. But none of these new resource plays will change the trajectory of global oil supply much, nor will they lower the price of oil. So far, new oil supply mostly offsets declines elsewhere but at substantially higher marginal cost.

    This should now be clear. In Part II: Investing Strategies for the New Energy Era, we take a look at some of the risks but also opportunities that will present themselves to investors, as the global powergrid rises and comes under heavier scrutiny from government regulation. While renewable energy is growing almost exponentially, coal still remains the global anchor for many of the most important electricity networks, especially in the developing world.

    The inevitable switch to the powergrid will draw two competing forces: 1) massive new investment, with many losers and winners, and 2) the attention of governments who will see the grid as a way to implement climate policy and to raise revenue.


    Gregor MacDonald

  • EPA SmartWay Expands into Canada|Desi TruckingDesi Trucking Natural Resources Canada has joined with the US Environmental Protection Agency (EPA) to expand the highly successful SmartWay program in Canada. The Canadian 2012 Truck Carrier Tool has just been released and is available for carriers to register as SmartWay Partners! By registering with SmartWay, Canadian truck carriers will be able to: - Reduce operating costs and emissions; - Attract business from SmartWay shippers; - Benchmark yourselves against industry peers; - Track and improve your fuel efficiency; and - Make a positive contribution to your corporate culture.

    Registering for SmartWay is simple. All truck carriers need to do is download the 2012 Truck Carrier Tool, complete it with data on fleet activities and operations, and submit this to NRCan. The Canadian truck tool is the same as the US EPAs truck tool, except that data inputs are in metric units, and all material is available in English and French, and partners are included in the program in both Canada and the US regardless of which country they register in.

    There is only one SmartWay Partner List, posted on both the EPA and NRCan websites.

    For more information on SmartWay and to access the Truck Carrier Tool, please visit their website at:

  • ethiXbase Germany: Trucking bus executive sentenced for ... A German regional court sentenced the former head of MAN SE s Truck & Bus division to a 10-month suspended jail sentence on Wednesday for aiding and abetting bribery in connection with the sale of commercial vehicles in Slovenia. Joachim Eckert, the court s ruling judge, said that the ex-MAN SE management board member, Anton Weinmann, had agreed to admit guilt in the case. The ruling comes as the former chief executive of MAN SE, Hakan Samuelsson, and its ex-head of finance Karlheinz Hornung are also under investigation for allegedly aiding and abetting bribery.

    The original article can be found at

  • EU funding for Gasrec to help HGVs cut fuel pollution and costs ... NEWS RELEASE November 25, 2013 Gasrec , Europe s leading supplier of Bio-LNG, has secured 4.9 million of European funding. The organisation will use the grant to develop a pilot network of five new Bio-LNG filling stations across the UK motorway network and to provide a pilot study on the development of similar sites and networks across mainland Europe. The initiative will help the UK s heavy goods vehicles (HGV) haulage fleet cut fuel pollution and costs, and assist the government to meet its long-term carbon reduction targets.

    Produced in parallel with its development of the UK s first bio-fuel filling station network for HGVs, the Gasrec study will assess the potential of Bio-LNG, when used as a vehicle fuel, to contribute to meeting European renewable energy targets. Gasrec was selected for funding by the TEN-T (Trans-European Transport Networks) Executive Agency, which was created by the European Commission in 2006 and provides financial support to important transport infrastructure projects. The study, to be carried out by independent consultants Transport & Travel Research, will test the use of Bio-LNG with HGV fleet operators already operating natural gas powered vehicles (NGVs) in the UK.

    It will monitor fuel consumption and traffic throughput at the five strategically located Bio-LNG refuelling stations that will be developed and operated by Gasrec. It will also address the three main barriers identified by the European Commission as inhibiting market development of alternative fuels, specifically: infrastructure availability; vehicle availability and price-point; and overall consumer demand. Gasrec s pilot network will be enhanced through the use of mobile refuelling stations, deployed initially in the UK on a temporary basis.

    This phased deployment will allow a smooth transition to achieving stable refuelling infrastructure before the mobile assets are passed to other EU member states as part of the continued test of market conditions in different EU locations. The results of Gasrec s study will be directly linked to the EU LNG Blue Corridors project, a project that will increase knowledge and awareness of LNG as an alternative fuel for medium and long distance road transport across the EU. Gasrec s chief financial officer James Ingall said: This EU backing in the form of the TEN-T grant demonstrates the strong confidence placed in Bio-LNG, the role it has in helping achieve carbon reduction targets and the development of an effective and efficient cross-border transport network.

    Being one of a handful of organisations to win TEN-T funding endorses Gasrec s significant experience in bio-fuel supply and delivery. With our technical expertise, our commitment to ensuring reliable service and our ambitious growth plans, we lead the way in helping the UK s HGV haulage fleet cut fuel pollution and costs. He concluded: It s hugely encouraging and shows that the launch of our first refuelling station at Daventry International Railway Freight Terminal was the start of something that is growing into a major force in British and European logistics.

    Gasrec is Europe s only commercial producer of Liquefied Biomethane (LBM) as a vehicle fuel and the leading provider of Bio-LNG on the European market. Gasrec has opened nine refuelling sites in the UK, open access and dedicated, providing the UK gas refuelling network with both CNG and LNG filling systems. Gasrec s customers include major retail and transport names such as B&Q, Sainsbury s, Kuehne + Nagel, Tesco and Volvo Trucks.

    For more information about Gasrec, please visit


  • Euro 6 the challenge was to win For a number of years, the trucking industry has struggled to fulfil the exacting emission legislation that came into force at the end of last year. Scania is the manufacturer that has been able to present competitive solutions sooner and better than anyone else. Scania now offers its customers no less than 18 Euro 6 engines for all types of applications and is setting international records in low fuel consumption with their latest Euro 6 diesel engine.

    Euro 6 has been a challenge for the entire industry, says Joel Granath, Head of Product Management for Scania trucks. Many predicted increased fuel consumption with increased complexity. Now the jury is in at the end of last year, for example, a Scania Streamline G 410 set two undisputed records for 40-tonne trailer combina tions when German and French trade press journalist s tested it on well-established and de manding test tracks.

    According to the media, no equivalent rig, regardless of emission class, had previously passed the demanding route* north of Munich in just over 24 litres/100 km. Former concerns about Euro 6 have proved unfounded. Despite this, it seems as if both Scania and other manufacturers had a strong influx of customers during the autumn of 2013, many customers wanting to lock in a Euro 5 truck order before the new year.

    Our customers are living with tough competition and I understand that some chose security over the unknown. But whoever chooses Scania also chooses proven tech nology with Euro 6, emphasizes Joel Granath. Three years have passed since Scania delivered the first-generation Euro 6 engines.

    Today, there is indisputable evidence in the form of operating data from our customers that Scania made the right choices in development. Joel Granath declines to go into the extent of the resources Scania has invested in its Euro-6 programs but emphasizes instead the achievements in terms of, for example, the breadth of the engine range using alternative fuels: Scania has presently eleven diesel engines, two gas engines and five engines for 100 percent biodiesel in the Euro-6 engine range. We can offer solutions for all applications and needs.

    I am especially proud of the low consumption figures we reach with Scania Streamline.

    Our 13-litre, inline six with 410 horsepower and SCR only, was developed with European long-haulage operators in mind and has exceeded all expec tations.

    It is a typical example of Scania s main focus, to reduce our customers total operating costs. * Link to the German trade magazine Trucker : Scania s present Euro 6 engine range: DC09 DC13 DC16 DC09 Gas DC09 Biodiesel DC13 Biodiesel DC16 Biodiesel 250 hk 370 hk 520 hk 280 hk 320 hk 450 hk 580 hk 280 hk 410 hk 580 hk 340 hk 360 hk 490 hk 320 hk 450 hk 730 hk 360 hk 490 hk

  • Euro Truck Sim 2 Getting Eastern Europe DLC | The Reticule Slow-burn underground hit, European Truck Simulator 2 , still sitting in the Top 20 sellers on Steam is going to be receiving an Eastern European themed DLC pack in the coming months. The map expansion will have a strong focus on Poland, a country in which developers SCS Software have seen great success and support. The team at SCS have released a bunch of early images of some of the cities that will feature in the expansion, and they look a lot more detailed than the locations that can be explored in the base game.

    You can check the out, along with a map of the expanded road network after the break. This won t be a free expansion, pricing hasn t been confirmed but in this blog post the team reveal that they are pondering launching at the ' 10 price point. There will still be free updates and patches which will include new trucks and possibly some surprises as well.

    If this expansion proves to be a viable business then SCS Software will look at other expansions they can bring to the table, they list possibilites of going north to the Scandinavian countries, further east into Russia, or completing France and moving towards Italy and Spain. Undoubtedly the early success of the game on Steam since release following its successful Greenlight campaign has helped the team accrue the resources required to delve into working on DLC. From tracking the Steam Stats page recently, it has quite often been reaching at least 1,500 players a day, similar numbers to Farming Simulator 2013.

    Things seem to be looking up for the trucking series, who would have thought that a couple of years ago?

  • Euro Truck Simulator 2 This weekend you can get the popular Euro Truck Simulator 2 for 60% OFF . Normally $29.99, you can get it for as cheap as $12. The total discount on Euro Truck Simulator 2 comes from combining two different offers.

    It s already discounted by 50% OFF , and you can get the rest of the savings when you use coupon code GMG20-GGN5D-FC3NA . Pick this up soon as the discount will only be around for this weekend only. Merge is pleased to announce that we ll be partnering with Excalibur Publishing and developer SCS Software once again to publish Euro Truck Simulator 2.

    SCS are the leading experts in the trucking sim genre and have developed such hit titles as UK Truck Simulator , SCANIA Truck Driving Simulator The Game and of course the original Euro Truck Simulator . Euro Truck Simulator 2 offers an unrivalled trucking experience with a massive amount of content that will keep you playing for many months or even years! Prove your skills in manoeuvring these impressive vehicles and take on a selection of delivery contracts across an incredible amount of European cities!

    A phenomenal amount of work has gone into this title from the creation of a European map that has taken years to create, an in depth business management section and high quality graphics that are a feast for the eyes! Key Features: More than 60 cities set across Europe including England, Belgium, Italy, the Netherlands, Germany, France and more! Thousands of miles of real road networks.

    Hundreds of famous landmarks and structures that can be seen when touring Europe. A Varied amount of truck customisation that range from performance to cosmetic changes. Licensed trucks from several real life truck manufacturers.

    Run your own business which continues to grow even as you perform your own deliveries. Earn experience to unlock new delivery missions. A working GPS to help you reach your delivery destination.

    Explore the map to discover new truck dealerships.

    Expand your own delivery fleet by purchasing more powerful trucks.

    An expansive map that takes around two hours in real time to drive from the north to south of Europe!

  • Euro Truck Simulator 2 Now Available on Steam Pixel Perfect ... January 17th, 2013 at 9:08 am - Euro Truck Simulator 2 is a good example of a game that was in Greenlight for the long haul. First posted in August, accepted in December, and now going live today! The Greenlight community has embraced the idea of cruising around in an 18 wheeler while avoiding running up a giant petrol bill.

    Travel across Europe as king of the road, a trucker who delivers important cargo across impressive distances! With dozens of cities to explore from the UK, Belgium, Germany, Italy, the Netherlands, Poland, and many more, your endurance, skill and speed will all be pushed to their limits. If you ve got what it takes to be part of an elite trucking force, get behind the wheel and prove it.

    Euro Truck Simulator 2 is 10% off if you buy it before January 23rd. Key Features: Transport a vast variety of cargo across more than 60 European cities. Run your own business which continues to grow even as you complete your freight deliveries.

    Build your own fleet of trucks, buy garages, hire drivers, manage your company for maximum profits. A varied amount of truck tuning that range from performance to cosmetic changes. Customize your vehicles with optional lights, bars, horns, beacons, smoke exhausts, and more.

    Thousands of miles of real road networks with hundreds of famous landmarks and structures.

    Steam 10% off: Trailer: Screenshots:

  • Euro Truck Simulator 2 FULL-CRACKED | Skidrow Games - Crack ... Travel across Europe as king of the road, a trucker who delivers important cargo across impressive distances! With dozens of cities to explore from the UK, Belgium, Germany, Italy, the Netherlands, Poland, and many more, your endurance, skill and speed will all be pushed to their limits. If you ve got what it takes to be part of an elite trucking force, get behind the wheel and prove it!

    Game info Transport a vast variety of cargo across more than 60 European cities. Run your own business which continues to grow even as you complete your freight deliveries. Build your own fleet of trucks, buy garages, hire drivers, manage your company for maximum profits.

    A varied amount of truck tuning that range from performance to cosmetic changes. Customize your vehicles with optional lights, bars, horns, beacons, smoke exhausts, and more. Thousands of miles of real road networks with hundreds of famous landmarks and structures.

    Minimum System Requirements: Windows XP/Vista/7, Dual core CPU 2.4 GHz 2 GB RAM, graphics card with 256 MB memory (GeForce 7600 GT-class equivalent or better) Euro Truck Simulator 2 FULL-CRACKED SIZE: 600 MB - SINGLE LINK rapidshare-netload-uploaded-putlocker-sockshare-billionuploads-turbobit - RAR PASS -

  • Euro Truck Simulator 2 Game Climb into the cab and start your European trucking business in Euro Truck Simulator 2 for PC download. Start out driving one of eight highly detailed trucks taken from real models by manufacturers such as Scania, Volvo and Mercedes-Benz. Then deliver your cargo across a truly massive map that covers most of Europe, includes more than 60 cities and takes more than two hours to drive across at top speed.

    Unlock new missions, hire drivers, buy and customize new trucks and you could become a transport mogul!

    2 Euro Truck Simulator 2 full game features: Enjoy incredible scenery. Stunning visuals capture the majesty Charm of Europe in a map that stretches Hundreds of famous landmarks and structures. Get the real driving experience.

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  • Euro Truck Simulator 2 | Saving Content Games like Forza Motorsport or Flight Simulator tap into a desire to fulfill being a race car driver or airline pilot. Euro Truck Simulator 2 doesn t quite have that same desire of wanting to be a European truck driver, but there s a lot of allure and appeal to the job. I have spent many hours carrying virtual cargo all over Europe.

    An unexpected, but very welcome surprise. Once you ve gotten setup with starting your career as a professional truck driver that spans over 60 real-world European locations, you ll be collecting enough money to buy your own truck. Or you can go to the bank and get a loan to get started sooner.

    From there your company has begun. You ll take jobs and earn even more money to build your trucking empire. Not only is this a simulation driving game, but also features managerial tasks such as hiring drivers, managing trucks and your garages.

    When you have your own truck, you re free to roam as you please. It s here you can drive around and discover new cities and locations within them such as repair shops, truck dealerships and even fill up at gas stations. You can customize trucks with paint, wheels, lights, and even mirrors.

    A handy navigation system is in place to help you direct you to your destination. Completing jobs not only earns you money, but XP that you rank up in. With the leveling, you can choose to be more economical with your gas expenditure, or make you more qualified to handle dangerous and expensive cargo.

    Driving is challenging but not difficult. I used a Xbox 360 gamepad, but the keyboard works really well too. I imagine the best experience is with a wheel and pedals, though.

    Once you get to your destination, parking your trailer in reverse nets you bonus XP. You can skip it altogether, but I d advise learning how to do it. It is rewarding in itself, and the bonus that comes with it shouldn t be ignored.

    You ll come across some wonderful AI. It is simply smart, they ll stop to let you pull out for a turn, or will even flash their lights to let you know to go. Merging traffic will stop if you re occupying the lane, and let you pass.

    Or they ll speed up and cut you off. It s surprising and fantastic all at the same time. The traffic behaves as it should, and follows the rules of the road.

    Some motorists disobey them, but that helps the game feel more realistic. To ease your mind and body for the grueling miles ahead, the game features an accelerated timescale. So drives that say it ll take you 3 or 4 hours, are only 30 minutes in total.

    Your body can also fatigue, and start falling asleep at the wheel if you don t pull over to sleep. This feature can be disabled in the menus, but is a way to show you that you don t always have to drive at night, and can sleep it off. Though, it is absolutely frightening to carry explosive cargo at night during a thunderstorm.

    The way that the rain hits your windows look spectacular and the windshield wipers have a real effect on your clarity. Should you not turn on your headlamps, you ll get a ticket. When going through tunnels, the rain doesn t clip through but stops dead and the audio matches that as well.

    The game doesn t offer fake music to drive to, but you can import from a folder from your own music collection. Internet radio is also available, and uses real European stations. You can edit a file to input your own internet radio stations as well, but that isn t well implemented or known.

    Euro Truck Simulator 2 provides a breath of fresh air to driving, as well as simulation games. This is a game all other developers in this genre can aspire to. The immaculate detail to the trucks and design options, and the following enjoyment that can be had is unexpected.

    There are plenty of realism options to enable/disable at your heart s content. This isn t a game for everyone, as it s quite niche, but is incredibly well designed. With the lack of timers and tension, it s all just leisurely drives through urban and rural areas, that provide a relaxing experience worth having.

    Retails for: $29.99, recommended purchase price: $29.99 A review copy of the game was provided by the developer for review purposes

  • Euro Truck Simulator 2-FiGHTCLUB | Skidrow Games - Crack - Full ... IT'S ONLY WHEN WE'VE LOST EVERYTHiNG THAT WE ARE FREE TO DO ANYTHiNG pH7 SiLK 20 12 Euro.Truck.Simulator.2-FiGHTCLUB RELEASE.DATE..........2012/10/20 GAME.TYPE...............Simulator SiZE/DiSC(S)................1 CD PROTECTiON....Serial/"Activation" PACKER..............Marla Singer CRACKER.......................... Travel across Europe as king of the road, a trucker who delivers important cargo across impressive distances! With dozens of cities to explore from the UK, Belgium, Italy, the Netherlands, Poland, and many more, your endurance, skill and speed will all be pushed to their limits.

    If you've got what it takes to be part of an elite trucking force, get behind the wheel and prove it! * Transport a vast variety of cargo across more than 60 European cities. * Run your own business which continues to grow even as you complete your freight deliveries. * Buy your own fleet of trucks, buy garages, hire drivers, manage your company for maximum profits. * A varied amount of truck tuning that range from performance to cosmetic changes. * Customize your vehicles with optional lights, bars, horns, beacons, smoke exhausts, and more. * Thousands of miles of real road networks with hundereds of famous landmarks and structures.

    1. Unpack the files with WinRar or equivalent.

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  • Europe Asks Russia to Ease Truck Checks Andrei Makhonin / Vedomosti Russia last week introduced cumbersome extra inspections for trucks and goods originating from Lithuania. The European Commission has called on Russia to stop supplementary border checks on Lithuanian truckers and passenger cars imposed in the last month as the countries spar over trade relations with Ukraine. Russia and the European Union of which Lithuania holds the rotating presidency are each trying to convince Georgia, Moldova and Ukraine to join their respective trade blocs.

    Russia last week introduced lengthy extra checks on trucks and goods originating from Lithuania, a former Soviet republic that has a large trucking and warehousing industry due to its strategic location between Russia and the EU. "In our view, there appears to be no justification for such action by the Russian authorities, which substantially disrupts trade," John Clancy, spokesman for Europe's trade commissioner, Karel De Gucht, said late Tuesday. "In this respect, we expect the Russian authorities to immediately lift such unjustified restrictions." Russia started subjecting Lithuanian-registered passenger cars to lengthy border checks in August, causing the number of crossings to fall 90 percent. Lithuania called for European action under World Trade Organization rules in a letter sent to the commission on Tuesday. "We consider these restrictive measures applied by the Russian Federation absolutely ungrounded, discriminatory and violating commitments of the Russian Federation to the WTO," said the letter signed by Foreign Minister Linas Linkevicius. Lithuania estimates that its transport firms and traders lose two million euros ($2.7 million) a day due to the extra checks.

    Lithuania is spearheading efforts by the EU to sign a free trade deal with Ukraine, as well as initial cooperation agreements with Moldova and Georgia at the Eastern Partnership summit in capital Vilnius in November.

    Aleksandras Kondrusevicius, president of the Lithuanian haulers' association, said no trucks loaded in Lithuania had cleared customs in Russia since Thursday morning last week.

  • Europe by the numbers Posted on 15 December 2013. Tags: tourism destination, tourism destinations Europe by the numbers - This video was produced by BUSINESSEUROPE for the IBEC CEO Conference in February 2013. VIDEO SCRIPT Europe's future depends on business and the future of bu...

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    Climb into the cab and start your European trucking business in Euro Truck Simulator 2 for PC download.

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  • Europe will rebound The European market has started a little better than expected. There were concerns before 2014 about how demand would be affected by last year s pre-buys of Euro 5 trucks, but the pre-buy effect was shorter than feared. We are now seeing a gradual return to more normal levels of demand, says Bengt Thorsson, Executive Regional Director, European Region at Scania.

    During the second and third quarters of last year, many European hauliers took their final chance to order trucks before the transition to the new Euro 6 emission standard, which went into effect at year-end. This contributed to a 38 percent surge in European deliveries during the fourth quarter of 2013 compared to the same quarter of 2012. After this pre-buy effect, we expected a period of lower demand, which we have also noticed although it has not been as lengthy as initially feared, says Thorsson.

    How do you view the European market outlook in 2014 and 2015 considering the transition from Euro 5 to Euro 6? The blip in the trend caused by pre-buys in 2013 may now have passed. The European market has performed better than we expected, due to a more stable economic situation with improved GDP growth and a pent-up replacement need.

    Our conclusion is that we are now already seeing a gradual return to more normal levels of demand, which bodes well for the rest of 2014. How does the trend look in the various markets? Northern and central Europe generally look stronger than southern Europe.

    In Germany, with its strong exports, freight volume has been relatively unaffected in recent years, unlike many other markets in Europe. Great Britain which is usually early in the economic cycle and where we have some major deliveries in progress has recovered well. A structural transformation is also under way, driving growth for transport companies in central Europe.

    The trend is that hauliers in Denmark and the Benelux countries are relocating operations to Poland, Romania and Slovakia. The downward trend in southern Europe has levelled out. A recovery is under way, but from very low levels.

    How has the industry received Scania s Euro 6 vehicles? We have a strong position, since we offered Euro 6 vehicles earlier than most of our competitors, so we have a large reserve of goodwill to build on. Today we have a broader Euro 6 range than our competitors with robust, tried and tested, cost-efficient trucks.

    We also recently received the Green Truck 2014 award from the respected German transport trade magazines VerkehrsRundschau and Trucker for one of our Euro 6 models, a great acknowledgement that we offer the truck with the lowest environmental impact in the heavy tractor class. People in the industry say there is a replacement need due to the ageing vehicle population what is your view? During the peak years 2006 2008, we delivered very high truck volume.

    These vehicles are now late in their service life, which means there is an underlying replacement need. The average age increased from 4.1 to 5.3 years between 2001 and 2013, which means that quite a lot of vehicles will be gradually replaced in the next few years. The trend we have seen is that many hauliers are letting their vehicles operate for longer than normal in long-haulage normally they used to shift trucks from long-haulage to regional traffic a few years into their life cycle.

    Meanwhile, this means service needs are increasing.

    Scania has shown a stable and positive trend there in recent years.

  • European Firms Can Benefit From Reliable Haulage Services ... European Firms Can Benefit From Reliable Haulage ServicesOne of the leading haulage companies in the UK and Europe, Eurovision Logistics , is especially reliable to many European companies as a tail lift trailers Hull-based provider. Many European companies rely on haulage companies to help them in transporting goods, like coal, ore, supplies or waste, by road or rail. Many of these companies particularly rely on haulage companies that can provide vans or lorries with tail lift trailers, as a tail lift would be necessary to lift goods from ground level or a loading dock to the level of the load bed of the van or lorry set to transport the goods, or vice versa.

    Thankfully, companies like this can use the services of tail lift trailers Hull-based provider and haulage firm Eurovision Logistics . Eurovision Logistics was formed in December 2007 as the result of a merger between two long-established family-owned Hull-based haulage companies, IJ Blakey Haulage Co Ltd and European Road Freight Ltd. Indeed, Eurovision Logistics boasts a combined experience of over 60 years in all areas of distribution and forwarding and operates 80 vehicles in the UK and continental Europe.

    A tail lift trailers Hull-based provider that can cater for many different clients. There are many more reasons why Eurovision Logistics can be relied upon by many companies as a tail lift trailers Hull-based provider. One of these reasons is that the company has invested heavily in low emission Euro 5 vehicles boasting technology like satellite tracking and telematics.

    Furthermore, recent investment ensures that this tail lift trailers Hull-based provider can serve both existing and future clients to very high standards. A Eurovision Logistics spokesperson stated: For our domestic customers, we offer Contract Distribution for the convenience store industry, Tank Transport to the food industry, Container Haulage and other services. Meanwhile, for our European customers, we offer, as part of many services, full, part-load and groupage services using our own drivers and Euro 5 compliant vehicles, plus Specialised Haulage of high value loads to Italy using box trailers.

    Should the next few years see more UK and European companies using the World Wide Web (WWW) in searches for firms offering tail lift trailers and word spreading concerning what Eurovision Logistics has to offer as a tail lift trailers Hull-based provider, the Eurovision Logistics website could see greatly increased visitor numbers.

    Go here to read the rest: European Firms Can Benefit From Reliable Haulage Services with

  • European Haulage Professional Haulage, Removals and ... By admin on Jun 23, 2014 with Comments 0 Man and Van 2 Go is an independent firm that offers experienced and professional removals, haulage and transport throughout Europe. The company provides European haulage and removal services, as well as shipping and haulage to addresses in Europe and to the UK. The firm is available to carry customer cargo to UK addresses, transport cargo from pick up points in the UK to European destinations, or move loads between addresses in the UK or in Europe.

    European freight The rates for any of the company services are excellent. The European freight loads can be of any size and do not have to be palletised. Emergency shipments are no problem and the delivery is on time and on budget.

    Logistical solutions Whether the loads are large or small, the company has the solutions to deliver the load to locations throughout Europe and the United Kingdom. The fleet of vehicles provides import and export solutions on a daily basis. The loads can full-sized, or a single small sofa.

    In either case, Man and Van 2 Go is able to do the transport tasks. Hauling trucks and articulated lorries is well within the experience range of the company. Truck sizes of 3.5 tonnes, 7.5 tonnes and 12 or 18 tonnes are moved efficiently and economically.

    Removals As a leader in removals to Europe, Man and Van 2 Go can transport several pallets in a cost-effective manner. With years of experience in moving small or large items, the firm offers services in Spain, Portugal, Italy, Germany and elsewhere in Europe. The portfolio of services makes the setup of pick up and delivery points worry and hassle-free.

    Items that are handled efficiently include house, office, student and furniture removals, The firm can ship or move motorcycles and household items. Small vehicles can be moved to some locations Timing Arrangements to collect as many as 36 pallet spaces of material on short notice is handled smoothly and economically by the company staff. Full truck loads can be collected for both domestic and international shipments on short notice.

    Procedures The European haulage firm is set up to provide the necessary information to customers quickly and professionally. A service quotation is based on the information provided by the customer. Determining factors are the destination and the volume of goods to be shipped.

    A shipping date is arranged, according to the needs of the customer.

    Once the deposit is received by the company, the job is confirmed.

    Filed Under : Business Services

  • European road recovery pains A survey carried out by Finished Vehicle Logistics revealed a sense of cautious optimism, but many points of contention among Europe s automotive road hauliers. European car hauliers are still fragile from years of operating in a declining market for new vehicle deliveries across most of Europe and dealing with volatility in emerging markets like Russia. Indeed, they could struggle to cope with further market shocks or cost rises, but after making difficult cuts and adjustments, many providers now have stronger expectations for financial stability, with plans to at least maintain fleet levels if not expand.

    Making any sort of blanket statement about Europe as a whole is difficult, but for the most part the industry can be said to be enduring, rather than thriving. A cautious optimism can be found in a Finished Vehicle Logistics survey carried out this autumn among European road carrier fleets, which drew responses from a variety of hauliers in Europe and Russia, as well as input from OEMs and trailer manufacturers. While carriers in the survey point to some improvements in their business environment, many also reveal significant challenges in the sector, some of which may be more endemic than cyclical.

    For example, most carriers comment that OEMs tend to contract with road hauliers for little more than a year, rather than committing to long-term contracts. Regulatory issues across the European Union and the Russian Customs Union (Russia, Kazakhstan and Belarus) are another main point of contention for car hauliers, including the lack of universal standards for truck dimensions and loading lengths across the 28 EU member states, as well as complex licensing and toll roads in the Customs Union. Increasing costs for transport also remain difficult for carriers, with many operators reluctant or unable to invest in new equipment.

    Fleet and capacity Sales for new vehicles in Europe started to show signs of overall improvement towards the end of 2013, however the impact of such a recovery, if it lasts, may come later for vehicle logistics providers. Of the 14 car carriers who have given their respective companies statistics, the prevailing tendency seems to be one of slow, piecemeal improvement, with revenues increasing marginally or not at all in 2013 and similar outlooks for 2014 (see chart above). This situation appears to have weighed upon carriers plans for current and future fleet sizes, with few or modest plans to add capacity.

    The fleet size of carriers in the survey ranged from fewer than 50 trucks to more than 500, with Groupe CAT s 800-unit capacity the exception. Comparisons with ECG data from 2011 reveal that most carriers have shed capacity. With the exception of Groupe Cat, whose fleet has expanded dramatically thanks to a number of company acquisitions, the remaining providers in the survey exhibited an average 6% decrease over the past two years, with Mosolf s fleet diminishing from 800 to 500 units, Vega s from 120 to 100 units and BLG s from 500 to 320 units (see chart on p30).

    However, the part played by subcontractors may shed some light on these figures. Mosolf did not report hiring a subcontracted fleet in 2011, but now boasts one of 250. BLG tells a similar story, now hiring 200.

    This may demonstrate the continued efforts of carriers to mitigate risk on their balance sheets (see data here). These adjustments appear to have helped carriers improve their fleet utilisation, as most in the survey claim their fleets are nearly completely active, with few to no trucks in lay-up. There may even be cases where current capacity levels have not met demand for vehicle sales and production.

    Thomas Cullen, senior analyst at Transport Intelligence, says providers may need to shed more capacity in struggling southern European countries, as well as France and the Netherlands, however the strength in exports from Germany, as well as out of Spain and the UK more recently, may have left some OEMs with shortages in vehicle logistics capacity. Looking at the production figures from JLR Jaguar Land Rover, it s hard to believe it is making half a million cars a year. The growth in the UK is explosive and their system must be creaking, says Cullen.

    Yet overcapacity remains an issue in some regions. Drops this year in the Russian market follow several years of increases and appear to have caught out some who invested heavily in new equipment. As Russian Transport Lines sales specialist Anastasia Chupina comments, There s an overcapacity problem across the market, with a lack of new trucks and trailers, and the cost of fuel and equipment isn t reducing; only increasing.

    A careful expansion European carriers have been relying upon subcontracted fleets to meet short-term rises in demand, rather than making new investments, the survey suggests. Carriers including Adampol, ARS Altmann, Autologistics Group, BLG, Vega, Vectura, Rolf and Mosolf say that between 10-20% of their fleets are made up of subcontracted transporters. In the UK, for example, a recent change in the law allows car carriers, such as ECM, to subcontract foreign road carriers during the country s peak March and September registration periods.

    Despite this steady use of subcontracters, not all logistics providers use outsourced drivers for this equipment. Groupe Cat, Mosolf, BLG and ARS Altmann said they did, while others use their own drivers in the rented trucks. Some providers also incorporate subcontractors directly into their branded fleets.

    At BLG, for example, the 200 subcontracted carriers used by the group are designed specifically for the company, meaning that it would be impossible to identify on the road whether a trailer belonged to BLG or its subcontractors. Although it has increased its use of subcontractors, BLG has also expanded its fleet, adding a further 20 trucks in 2013 to its current set of 500. Serving many east European countries, the company plans to invest in new trucking equipment on its home turf and also in Russia, according to managing director Michael B nning.

    However, BLG has been careful about adding new capacity. B nning reveals that the company has also maintained its fleet by refurbishing existing vehicles. We re running a project called body swap , which means taking six- to seven-year-old trucks, purchasing a new chassis, renovating the body and trailer including sand blasting, new paint, new hydraulics, and allowing the almost new truck to be operational for another six or seven years.

    Helicar operates a similar policy of fleet renewal, according to V t Hrab nek, general and sales manager. We continuously renew one truck a month, he says. Some providers have gone for outright expansion, including the acquisition of new companies and subsidiaries as well as trucks.

    Groupe CAT s purchase last year of the Toquero Group added a large number of trucks to the company s fleet on the Iberian Peninsula and in France, making it one of the largest for vehicle logistics on the continent. We added a further 250 trucks to our operations, to serve the Spanish and Portuguese markets, says communications manager Fr d rick Vaglio. Bureacracy abounds European road carriers often cite red tape as a major issue, including EU regulations and those for Russia and its neighbours, such as Belarus and Ukraine.

    With rules and restrictions on European carriers often in flux, logistics providers must be quick to amend their operations when authorities make a decision in Brussels or anywhere else at national or municipal level (such as cities restricting the movement of larger trucks). Adampol s commercial director, Barbara Koncewicz, says her company tries to adjust immediately to regulatory conditions and to search for opportunities to improve business operations within the changes. Our policy concentrates on giving OEMs and importers the opportunity to be more competitive.

    They are very sensitive to any political changes in the economy, which is why we carefully follow the news and react quickly, finding solutions to keep the flow of cars smooth and make the logistics invisible for our customers, she says. Weights and dimensions Regular changes cited by carriers include those made to restrictions on load weight, which increase the overall cost of transporting cars to their final destination. The lack of standardisation prevalent across the EU relating to the maximum authorised dimensions of loaded car carriers remains challenging for operators.

    As noted consistently by the Association of European Vehicle Logistics (ECG), maximum allowable loaded lengths in Europe range from as low as 18.75 metres in Greece and certain east European countries, to greater than 25 metres in countries that allow the European Modular System (notably Sweden and Finland). Most countries allow a range in between, but carriers encounter problems moving between countries with different allowances. The ECG has recommended a minimum allowable loaded length of 20.75 metres as the Euoprean Commission reviews weights and measures laws.

    But the EC has not been supportive and there are risks that border crossing limits could be imposed more strictly. "Drivers always follow market trends, changing industries and companies. We focus on careful selection and avoid having a huge pipeline of new drivers" - Anastasia Chupina, Russian Transport Lines Some countries have pushed for wider access for EMS trucks, for which there have been trials in the Netherlands and parts of Germany. However, this length remains controversial in many countries and would be impractical for vehicle deliveries in a number of European cities.

    The ECG has also pointed out that the EMS would be untenable for car carriers unless restrictions on weight were also lifted. A history of tolls Europe s toll roads, motorway charges and vignettes often impact desired travel routes. Similar to the issues of allowable lengths, the amount of taxation that countries impose varies widely.

    Italy s roads, for instance, are almost exclusively tolled, as is France s autoroute system. Since 2005, the German maut system has charged trucks using the autobahn based on distance travelled, axles and emission category. However, Nordic countries, such as Denmark, Finland and Iceland, remain largely open-access and charge-free.

    The landscape for road tolls is consistently changing across Europe, although the trend has generally been towards user pays systems, wherein the end customer foots a heavier bill depending on weight and cargo, partly in return for a faster service. In July 2013, Belarus introduced the Beltoll , an automated toll for trucks from within the Customs Union that are laden with cargo weighing more than 3.5 tonnes; trucks from outside the Customs Union pay for goods lighter than 3.5 tonnes as well. France will also apply more charges to delivery trucks with its Ecotax , although its implementation was recently delayed.

    The Russian government recently announced that it would introduce 3,000km of toll roads by the end of 2016 in a bid to raise revenues for the country s poor road conditions. Fuel remains the most expensive component of transport for car hauliers. With prices on the rise across Europe and new vehicles expected to increase in value, a number of carriers in the survey say that the relationship between transport costs and the cost of the transported vehicle in question should be more mutually beneficial.

    For example, if fuel prices continue to rise along with the price of a new vehicle, yet logistics costs remain the same, carriers will inevitably encounter a financial bottleneck. A dearth of drivers Another issue for carriers in Europe has been the lack of fully qualified drivers. It is expected that in Germany alone, 250,000 truckers will retire over the next decade, and only 10% of the resultant gap is expected to be filled by new drivers.

    According to Ananth Srinivasan, team leader for off-highway market research at consultancy firm Frost & Sullivan, there is a big driver shortage in the trucking industry despite high unemployment rates in Europe. Srinivasan points to a combination of demographic factors and the job s low appeal as contributing to the trend. Consequently, major hauliers are looking to retain the current population of drivers and are increasingly adopting driver-friendly measures in their operations, says Srinivasan.

    It is expected that trucks with advanced comfort and convenience features, such as seat system designs, advanced noise and vibration cancellation, in-cabin infotainment and cabin air-conditioning will gain prominence in the industry. Not all carriers are facing driver shortages, however. Barbara Koncewicz says that Adampol does not currently have any problems hiring drivers.

    Most of the driving candidates already took appropriate qualification courses, but each new driver hired by Adampol takes three months training on loading and unloading procedures, she says. Koncewicz cites trouble filling driver vacancies back in 2003, when transport regulations were changing and many drivers didn t possess the necessary qualifications, but Mosolf has reduced its owned fleet size since 2011, but replaced most of the reduction with subcontractors. A similar approach has been taken by other carriers, including BLG this problem was partly solved by using foreign workers, after which the Polish government introduced incentives to train drivers.

    Training and drivers courses were expensive, adds Koncewicz. At the time, the way we solved this problem was through hiring foreign drivers from Belarus and Ukraine; later still, the Labour Office financed training courses and the market was flooded with experts, and the problem disappeared. Other providers cite different strategies for recruiting and training drivers.

    Russian Transport Lines Anastasia Chupina says much of the issue in Russia is related to high turnover among drivers. Drivers always follow market trends, changing industries and companies, she says. We focus on careful selection and avoid having a huge pipeline of new drivers.

    Latvian carrier Kurbads notes that it spends approximately three to four weeks intensively training new drivers, while Russia s Rolf claimed to spend an annual Rb80,000 ($2,445) on the training and recruitment of each of its drivers. Systemic problems Carriers point to a number of perennial problems that they face, including a tendency toward short-term commercial arrangements, as well as high levels of empty backhauls. Adampol s Barbara Koncewicz says contracts between carriers and OEMs or lead logistics providers (LLP) are rarely longer than one year.

    Together with the high requirements of investments and quality offering required of the car carriers, such a short period of co-operation points only to one goal: cost savings on the OEM or LLP s side. However, BMW s Matthias Wellbrock, general manager for plant dispatch and vehicle distribution, maintains that the carmaker does have long-term partnerships with many of its 30 different carriers, a list that includes ARS Altmann, BLG, WWL, Bertani, Groupe CAT, Hodlmayr, Walon and DB Schenker. A high sense of co-operation and strategic partnership definitely exists between OEMs and carriers, he says, which is shown through long-term contracts to ensure future investments in equipment and extended support during critical situations, such as strikes.

    Solution-based co-operation is generally shown by our suppliers. Empty backhauls are also a common issue across the European industry, and this situation appears to have worsened with a growing split between domestic sales and exports for some parts of the continent, such as Spain, or even Germany in some cases. Wellbrock cites the imbalance of truck trades that have resulted from economic stagnation, particularly in west-east routes, such as between Germany and France or Spain, with the declines in those markets meaning there is less cargo for return loads.

    Groupe CAT s European fleet director, Patrice Grosset, claims there has been an increase in unbalanced flows across Europe in recent years, which he feels will lead to further consolidation among logistics players. There will be a drop in players within the market specifically the smallest providers, led by growing expectations for productivity and quality control from OEMs. Regarding empty loads, Bill Pawluk, of Convertible Trailer Manufacturing, says that there is no reason why carriers should be running any empty miles in the industry, especially with the use of more flexible equipment and technology.

    Pawluk s company, for example, has developed a car carrier that can switch between carrying vehicles or general cargo; the equipment is currently being tested in various European markets. IT potential Insufficient utilisation of vehicle carrier loads can be as problematic for vehicle logistics provider and carmakers as can empty miles, says DB Schenker s rail automotive expert Christian Lang. For truck transportation it is a prerequisite to achieve a so-called network utilisation share, Lang says.

    This needs to be at a level of at least 70% in order to achieve cost coverage. Higher costs from increasing legislation and rising fuel prices, together with short-term contracts, have made it more difficult for some European carriers to invest One possible answer to low utilisation and backhauls could lie in IT software that increases tracking capabilities. The advantage of GPS tracking for trucks and the ability of drivers to communicate with each other have long been a point of agreement among ECG members.

    Another concept discussed both in the industry and among policymakers has been e-Freight , which includes automating more transport and billing procedures in the supply chain. A project for e-Freight has been funded by the European Commission together with industry stakeholders. While industry players express interest in such paperless processes, it remains challenging to implement a universal paperless exchange across so many separate countries with their own individual regulations.

    However, creating some level of standardisation and uniformity in which information can be converted across different providers and transport modes would be important in a European context. The GS1 system, for example, operates within many countries and provides carriers with ID numbers, barcodes, radio frequency identification, electronic data interchange (eCom), and a global data synchronisation network (GDSN). Similar to sending an e-mail, though with added security, sharing information electronically emerged as the defining point of agreement among carriers keen to witness greater harmonisation between OEMs, trailer builders and providers.

    This is one example of attempts at progress: an alternative, more universal system of tracking, which is something that ECM s managing director Ray MacDowall feels is necessary. New equipment designed to reduce carbon dioxide emissions and increase fuel efficiency could result in extra costs for carriers and manufacturers As the largest privately owned UK-based car carrier, with a fleet of over 400 vehicles, MacDowall claims the main challenge for all carriers is the same, regardless of country: surving in an industry where transport levels are declining and operating costs continue to increase. Many companies have invested in IT in a bid to gain efficiencies, he says, but the general lack of confidence has stifled investment, including developments in IT.

    It s not easy going green Carriers have also expressed concern over emissions, especially environmental legislation that could influence costs. The European Commission has noted that heavy-duty vehicles contribute to around one quarter of all carbon dioxide emissions from road transport across member states 6% of total EU emissions. As the economy recovers, this is only set to increase.

    Regulations for emissions and fuel efficiency for commercial vehicles are already tight and tightening in the EU, with Euro VI requirements coming into force in 2014-2015, but carriers and trailer manufacturers such as major players Lohr and Rolfo within Europe will also be affected by European-wide plans to install equipment designed to reduce CO2, as such equipment could raise investment and production costs. This issue extends to problems relating to fuel, where legislation is also set to increase costs. In 2012, a new directive stated that, by 2020, one in every ten litres of fuel sold in the EU must eschew fossil fuels in favour of sustainable alternative biofuels .

    Carriers point to ever-more stringent methods of controlling vehicle exhausts across Europe, which produce further costs for vehicle logistics providers trying to adhere to environmental pressure. Some examples of fuel-saving technologies include diesel catalysts, which reduce the levels of nitrogen oxide produced by a truck, as well as particulate traps. Each new piece of mandatory legislation brings further costs for truck OEMs.

    Fuel-saving technology and eco-driving are now commonplace, says ECM s Ray MacDowall, although he feels that carriers aren t benefitting from any of the cost savings. It seems all the cost-saving benefits that could be made from such activities have been passed on to OEMs and absorbed into the rate reductions of recent years. However, during this process, investment by LSPs has been stifled and the continuing lack of it is starting to impact upon capacity, especially in markets like the UK where economic recovery is now well established.

    This sense of being stifled is an important one on which to conclude. There are, given the many issues facing European car hauliers today, some signs of growth. However, the shortfall in levels of new equipment remains a concern for carriers and OEMs alike.

    As the demand for new cars increases, even gently, it should follow that the European market for hauliers invests as well.

    Yet with rising fuel prices and carriers unwilling to invest substantially in new models, as well as increasing legislation surrounding hauliers movements, it may yet be a further decade or more before the industry returns to form.

  • European Road Freight Transport 2012 - Virtual-Strategy Magazine European Road Freight Transport 2012 examines the correlation between demand in the road freight sector and economic performance. (PRWEB) March 11, 2013 Road freight is one of the most fragmented sectors of the transport and logistics market. The endless supply of owner-operators and smaller providers, with tiny overheads and margins, limits opportunities for market dominance by big players. European Road Freight Transport 2012 examines the correlation between demand in the road freight sector and economic performance.

    It examines a range of factors influencing the performance of European freight companies with interesting and perhaps occasionally controversial findings. For example, the report clearly demonstrates the link between diesel prices and European road freight rates suggesting that freight operators are extremely competent at passing on these costs to their customers. What will you learn from European Road Freight Transport 2012?

    European Road Freight Transport 2012 will enable you to: Find out the major trends and developments in the sector and how economic development will impact on the market. Identify the market size and growth rates of the road freight sector in Europe for both domestic and international road freight. See how the market is forecast to develop in the next five years.

    Understand the major flows of goods vehicles on a country-by-country basis looking at domestic, inter-regional and international trips. Identify the top ten largest freight operators in Europe and in all major European countries. Gain access to a range of useful governmental statistics, revealing the structure of the market.

    Market trends, developments, size and forecasts European Road Freight Transport 2012 is packed full of qualitative analysis and quantitative data which will give you an all-round understanding of the European freight market. It examines the significant trends which are affecting the industry and the revenue performance of the companies which operate in it. The report includes market sizing for the domestic and international road freight sectors in 16 different European markets.

    Comprehensive European road freight data The report contains major sections on the European road freight sector, including market sizes and forecasts (domestic and international) for many European countries. It also includes graphic representations and data of road freight traffic flows for each country as well as a host of national statistics on trip distance; type of cargo moved; number of road haulage enterprises; goods vehicles per country and per company. The report exclusively contains an impartial analysis of the Top 10 Logistics Companies by individual country.

    Insightful analysis The report provides analysis and development of some of the major cost drivers of the road freight industry such as: Diesel costs, Interest rates, Retail sales, Freight rate index It also looks in depth at the relationship between economic growth and sector output establishing a positive correlation between the two. Research and Markets is the world's leading source for international market research reports and market data. We provide you with the latest data on international and regional markets, key industries, the top companies, new products and the latest trends Research and Markets Laura Wood, Senior Manager, press(at)researchandmarkets(dot)com U.S.

    Fax: 646-607-1907 Fax (outside U.S.): +353-1-481-1716 Sector: Transport and Shipping For the original version on PRWeb visit:

  • European stock close: In a quiet news day, stocks keep on trucking ... Copyright 2013 ForexLive | Advertise With Us | Login To Comment | Sitemap HIGH RISK WARNING: Foreign exchange trading carries a high level of risk that may not be suitable for all investors. Leverage creates additional risk and loss exposure. Before you decide to trade foreign exchange, carefully consider your investment objectives, experience level, and risk tolerance.

    You could lose some or all of your initial investment; do not invest money that you cannot afford to lose. Educate yourself on the risks associated with foreign exchange trading, and seek advice from an independent financial or tax advisor if you have any questions. ADVISORY WARNING: FOREXLIVE provides references and links to selected blogs and other sources of economic and market information as an educational service to its clients and prospects and does not endorse the opinions or recommendations of the blogs or other sources of information.

    Clients and prospects are advised to carefully consider the opinions and analysis offered in the blogs or other information sources in the context of the client or prospect's individual analysis and decision making. None of the blogs or other sources of information is to be considered as constituting a track record. Past performance is no guarantee of future results and FOREXLIVE specifically advises clients and prospects to carefully review all claims and representations made by advisors, bloggers, money managers and system vendors before investing any funds or opening an account with any Forex dealer.

    Any news, opinions, research, data, or other information contained within this website is provided as general market commentary and does not constitute investment or trading advice.

    FOREXLIVE expressly disclaims any liability for any lost principal or profits without limitation which may arise directly or indirectly from the use of or reliance on such information.

    As with all such advisory services, past results are never a guarantee of future results.

  • European Transport, Freight Forwarding, Dedicated Deliveries ... If your business wants to branch out then it is important to find the best possible delivery service. Even a small, local business will eventually want to branch out as far as they can, so building up a good relationship with a haulage company from the start can pave the way for easier relations later. When you are looking for a haulage company you want a company which specialises in European transport and freight forwarding.

    You want a dedicated delivery service which is going to ensure that all of your goods and services reach your customers when you say they will. Even if you are using your haulage company to deliver goods from the warehouse to your store you want a company who are prepared and able to deal with any destination or fragile load you may throw at them. Look for haulage companies who run a great service both in the UK and abroad.

    This will give you the opportunity to order from or deliver to a number of other countries. This should easily help you to expand your business as your customer reach will spread infinitely the second you are able to operate abroad. Look for companies who are able to offer various haulage services in both the UK and Europe as well.

    If your business works with various goods and order sizes then you need a company that can deal with your needs in whichever country you need them. Freight forwarding is another service that your chosen haulage company should be prepared to offer. As a business you have more than enough to contend with that having to arrange deliveries, returns and so on from or to customers.

    A freight forwarder will be able to deal with this side of your business as well as arranging deliveries from your warehouse to your stores or customers. Look for a haulage company who can offer a range of freight forwarding services, each as dedicated as the last. This will save you from having to work with a huge range of companies to do your deliveries and receive items.

    It will also make sure that every area of your business runs as smoothly as it possibly can.

    Make sure you do your research and speak to the company direct before you make your decision.

    Go here to read the rest: European Transport, Freight Forwarding, Dedicated Deliveries

  • European Trucking! Yeah, I enjoyed the vid, it's not my type of the game after all but I'm a sucker for cool English voices. At least now I know what is in it. If I ever played a game like that I wouldn't resist the temptation to smash the pedestrians with my ultra-expensive cargo or try to ride through the forest whatnot, and I would get bored pretty quick.

    So I'm fine just knowing you're passionate about that sort of stuff.

    And I think I would prefer to stay not-trucking.

  • European urban freight conference The Award winning Tyne and Wear Freight Partnership, managed by AECOM, on behalf of the Tyne and Wear Local Transport Plan Team, is running a free European Urban Freight Conference on 22 February 2011 at NewcastleCivic Centre. The conference, which includes organised site visits, is intended to provide a platform for transport operators, industry experts, trade associations and other stakeholders from across Europe to share best practice and innovations in urban freight transportation. Confirmed speakers include: * Brian Simpson MEP and Chair of the European Parliament Transport Committee * Thomas Kirpal from the city of Bremen, Germany * Magnus Jaderberg from the city of Gothenburg * Professor Tom Zunder from Newcastle University * Jonathan James from AECOM * Sally Herbert from Newcastle City Council To register or for more details of the conference please go to the Partnership s new look website and click on events .

    Tags: Tyne and Wear Freight Partnership

  • Eurovision chooses Schmitz Cargobull on Apr 29, 13 by admin with No Comments Domestic and European freight specialist Eurovision Logistics has taken delivery of its first ever box van trailers from Schmitz Cargobull. The four ultra-secure S.KO Express dry freight box vans will be used to transport primarily high-value goods and replace trailers previously supplied on hire. They are joined by a...

    Domestic and European freight specialist Eurovision Logistics has taken delivery of its first ever box van trailers from Schmitz Cargobull. The four ultra-secure S.KO Express dry freight box vans will be used to transport primarily high-value goods and replace trailers previously supplied on hire. They are joined by a further nine S.CS sliding roof Curtainsider Trailers, in a move which completes the transformation of Eurovision s trailer fleet to 100 per cent Schmitz Cargobull.

    The company supplied its first trailers to European Road Freight in March 2003, which later merged with IJ Blakey Haulage to form Eurovision Logistics in December 2007. Operating 125 commercial vehicle assets, including rigids, tractor units and trailers, Hull-based Eurovision Logistics has standardised on Schmitz Cargobull trailers as it favours the manufacturer s modular construction methods. Dominic Yeardley, Managing Director of Eurovision Logistics, says: Schmitz Cargobull s patented bolted construction technique offers us added flexibility as we can make quick repairs in the event of trailer damage, which ultimately reduces downtime and keeps our fleet looking pristine.

    It removes the need for costly welding or paint repairs; it s literally one part in, one part out. Eurovision Logistics specified the box vans for ultimate load security, with the Ferroplast steel skinned side panels providing all-round protection. A reinforced rear door-locking mechanism adds a further safeguard against unauthorised entry, backed by satellite tracking which is standard across the fleet.

    Like the box vans, the nine sliding roof curtainsider trailers are built for maximum load security, with anti-vandal specification curtains incorporating a mesh frame to protect against intentional cutting. The tarpaulin sliding roof system maximises internal trailer height, for added load carrying flexibility, whilst also enabling loading through the roof an important feature given the frequency with which the company operates on the Continent. Also integral to the specification is a specialist strapping system to suit Eurovision s preferred loading requirements.

    This helps to reduce the frequency with which loads need to be secured by individual ratchet straps, making loading easier for the driver, whilst guaranteeing pallets don t move in transit. Tail-lifts complete the specification, for ease of loading and unloading at any destination. Yeardley adds: When you buy from Schmitz Cargobull you know exactly what you re getting.

    These trailers have been built precisely to our specification, and we have full confidence in the quality of the product.

    Dealing with Schmitz also means access to pan-European service back-up, no matter where our trailers are.

    All new trailers have also been supplied via Schmitz Cargobull Finance, with each trailer expected to remain in service for seven years.

  • Even in bad economy, truck driver jobs are hard to fill - Worldnews ... A truck driver (commonly referred to as a trucker or driver in the United States and Canada; a truckie in Australia and New Zealand; a lorry driver or driver in Ireland and the United Kingdom), is a person who earns a living as the driver of a truck, usually a semi truck, box truck, or dump truck. Truck drivers provide an essential service to industrialized societies by transporting finished goods and raw materials over land, typically to and from manufacturing plants, retail and distribution centers. Truck drivers are also responsible for inspecting their vehicles for mechanical items or issues relating to safe operation.

    Others, such as driver/sales workers, are also responsible for sales and customer service. Types of truck drivers There are three major types of truck driver employment: Owner-operators (also known as O/Os, or "doublestuffs" ) are individuals who own the trucks they drive and can either lease their trucks by contract with a trucking company to haul freight for that company using their own trucks, or they haul loads for a number of companies and are self-employed independent contractors. There are also ones that lease a truck from a company and make payments on it to buy it in two to five years.

    Company drivers are employees of a particular trucking company and drive trucks provided by their employer. Independent Owner-Operators are those who own their own authority to haul goods and often drive their own truck, possibly owning a small fleet anywhere from 1-10 trucks, maybe as few as only 2 or 3 trucks. Job categories Both owner operators/owner driver and company drivers can be in these categories.

    Auto haulers work hauling cars on specially built trailers and require specific skills loading and operating this type of specialized trailer. Boat haulers work moving boats ranging in size from bass boats to full-size yachts up to using a specialized low boy trailer that can be set up for each size of boat. Boats wider than wide or high have to have a permit to move and are an oversize load.

    Dry Van drivers haul the majority of goods over highways in large trailers. Contents are generally non perishable goods. Dry Bulk Pneumatic drivers haul bulk sand, salt, and cement, among other things.

    They have specialized trailers that allow them use pressurized air to unload their product. Flat Bed drivers haul an assortment of large bulky items. A few examples are tanks, steel pipes and lumber.

    Drivers require the ability to balance the load correctly. LTL drivers or "less than truck load" are usually local delivery jobs where goods are delivered and unloaded by the driver at multiple locations, usually involving the pulling of double or triple trailer combinations. Reefer drivers haul refrigerated or frozen goods.

    Local drivers work only within the limits of their hometowns or only to nearby towns. They return home nightly. Household Goods drivers, or Bedbuggers haul personal effects for families who are moving from one home to another.

    Regional drivers may work over several states near their homes. They are usually away from home for short periods. Interstate drivers (otherwise known as "over the road" or "long-haul" drivers) often cover distances of thousands of miles and are away from home for a week or more.

    To help keep drivers, companies can employ team drivers. Team drivers are two drivers who take turns driving the same truck in shifts (sometimes husband and wife), or several people in different states that split up the haul to keep from being away from home for such long periods. Tanker drivers (in truck driver slang tanker yankers ) haul liquids, such as gasoline (petrol), diesel fuel, milk, & crude oil, and dry bulk materials, such as plastics, sugar, flour, & cement in tanks.

    Liquid tanker drivers need special driving skills due to the load balance changing from the liquid movement. This is especially true for food grade tankers, which do not contain any baffles and are a single compartment (due to sanitation requirements). Vocational drivers drive a vocational truck such as a dump truck, garbage truck, or cement mixer.

    Drayage drivers move cargo containers which are lifted on or off the chassis, at special intermodal stations. Bullrack haul livestock locally around their hometowns, or haul regionally all over the USA. The term bullrack comes from a double deck trailer used strictly to haul cattle.

    Drivers working hours Australia In Australia, drivers of trucks and truck and trailer combinations with gross vehicle mass greater than 12 tonnes must rest for 30 minutes every 5 hours and stop for 10 hours of sleep for every 14 hours of work (includes driving and non-driving duties). After 72 working hours (not including time spent resting or sleeping) a driver must spend 24 hours away from his/her vehicle. Truck drivers must complete a logbook documenting hours and kilometres spent driving.

    Canada In Canada, driver hours of service regulations are enforced for any driver who operates a "truck, tractor, trailer or any combination of them that has a gross vehicle weight in excess of 4,500 kg or a bus that is designed and constructed to have a designated seating capacity of more than 24 persons, including the driver." However, there are two sets of hours of service rules, one for above 60th parallel north, and one for below. Below latitude 60 degrees drivers are limited to 14 hours on duty in any 24 hour period. This 14 hours includes a maximum of 13 hours driving time.

    Rest periods are 8 consecutive hours in a 24 hour period, as well as an additional 2 hour period of rest that must not be taken in less than 30 minute blocks. Additionally, there is the concept of "Cycles." Cycles in effect put a limit on the total amount of time a driver can be on duty in a given period before he must take time off. Cycle 1 is 70 hours in a 7 day period, and cycle 2 is 120 hours in a 14 day period.

    A driver who uses cycle 1 must take off 36 hours at the end of the cycle before being allowed to restart the cycle again. Cycle 2 is 72 hours off duty before being allowed to start again. Receipts for fuel, tolls, etc., must be retained as a DOT officer can ask to see them in order to further verify the veracity of information contained in a driver's logbook during an inspection.

    European Union In the European Union, drivers' working hours are regulated by EU regulation (EC) No 561/2006 which entered into force on April 11, 2007. The non-stop driving time may not exceed 4.5 hours. After 4.5 hours of driving the driver must take a break period of at least 45 minutes.

    However, this can be split into 2 breaks, the first being at least 15 minutes, and the second being at least 30 minutes in length. The daily driving time shall not exceed 9 hours. The daily driving time may be extended to at most 10 hours not more than twice during the week.

    The weekly driving time may not exceed 56 hours. In addition to this, a driver cannot exceed 90 hours driving in a fortnight. Within each period of 24 hours after the end of the previous daily rest period or weekly rest period a driver must take a new daily rest period.

    United States In the United States, the Hours of service (HOS) of commercial drivers are regulated by the Federal Motor Carrier Safety Administration (FMCSA). Commercial motor vehicle (CMV) drivers are limited to 11 cumulative hours driving in a 14-hour period, following a rest period of no less than 10 consecutive hours. Drivers employed by carriers in "daily operation" may not work more than 70 hours within any period of 8 consecutive days.

    Drivers must maintain a daily 24-hour logbook Record of Duty Status documenting all work and rest periods. The record of duty status must be kept current to the last change of duty status and records of the previous 7 days retained by the driver in the truck and presented to law enforcement officials on demand. Electronic on-board recorders (EOBR) can automatically record, among other things, the time the vehicle is in motion or stopped.

    The FMCSA is considering making EOBRs mandatory for all motor carriers. Special licences Australia In Australia heavy vehicle licences are issued by the states but are a national standard; there are 5 classes of licence required by drivers of heavy vehicles: A Light Rigid (LR class) licence covers a rigid vehicle with a gross vehicle mass (GVM) not more than 8 tonnes, with a towed trailer not weighing more than 9 tonnes GTM (Gross Trailer Mass). Also buses with a GVM up to 8 tonnes which carry more than 12 adults including the driver.

    A Medium Rigid (MR class) licence covers a rigid vehicle with 2 axles and a GVM of more than 8 tonnes, with a towed trailer not weighing more than 9 tonnes GTM. A Heavy Rigid (HR class) licence covers a rigid vehicle with 3 or more axles with a towed trailer not weighing more than 9 tonnes GTM. Also articulated buses.

    A Heavy Combination (HC class) licence covers semi-trailers, or rigid vehicles towing a trailer with a GTM of more than 9 tonnes. A Multi-Combination (MC class) licence covers multi-combination vehicles like Road Trains and B-Double Vehicles. A person must have a C class (car) licence for 1 year before they can apply for an LR or MR class licence and 2 years before they can apply for an HR, to upgrade to an HC class licence a person must have an MR or HR class licence for 1 year and to upgrade to an MC class licence a person must have an HR or HC class licence for 1 year.

    Canada A driver's licence in Canada, including commercial vehicle licences, are issued and regulated provincially. United Kingdom In the UK, one or more of the categories of Large Goods Vehicle (LGV) licenses is required. Medium Sized Vehicles: C1 Lorries between 3500 kg and 7500 kg with a trailer up to 750 kg.

    Medium Sized vehicles with trailers: C1+E Lorries between 3500 kg and 7500 kg with a trailer over 750 kg - total weight not more than 12000 kg (if you passed your category B test prior to 1.1.1997 you will be restricted to a total weight not more than 8250 kg). Large Vehicles: C Vehicles over 3500 kg with a trailer up to 750 kg. Large Vehicles with trailers: C+E Vehicles over 3500 kg with a trailer over 750 kg.

    In Australia for example a HC licence covers buses as well as goods vehicles in the UK and most of the EU however a separate licence is needed. Minibuses: D1 Vehicles with between 9 and 16 passenger seats with a trailer up to 750 kg. Minibuses with trailers : D1+E Combinations of vehicles where the towing vehicle is in subcategory D1 and its trailer has a MAM of over 750 kg, provided that the MAM of the combination thus formed does not exceed 12000 kg, and the MAM of the trailer does not exceed the unladen mass of the towing vehicle.

    Buses: D Any bus with more than 8 passenger seats with a trailer up to 750 kg. Buses with trailers: D+E Any bus with more than 8 passenger seats with a trailer over 750 kg. United States The United States employs a truck classification system, and truck drivers are required to have a Commercial Driver's License (CDL) to operate a CMV with a gross vehicle weight rating in excess of 26,000 pounds.

    Acquiring a CDL requires a skills test (pre-trip inspection and driving test), and knowledge test (written) covering the unique handling qualities of driving a large, heavily loaded commercial vehicle, and the mechanical systems required to operate such a vehicle (air brakes, suspension, cargo securement, et al.), plus be declared fit by medical examination no less than every two years. For passenger bus drivers, a current passenger endorsement is also required. A person must be at least 18 years of age to obtain a CDL.

    Drivers under age 21 are limited to operating within their state of licensing (intrastate operation). Many major trucking companies require driver applicants to be at least 23 years of age, with a year of experience, while others will hire and train new drivers as long as they have a clean driving history. The U.S.

    Department of Transportation (US DOT) stipulates the various classes of CDLs and associated licensing and operational requirements and limitations. Class A - Any combination of vehicles with a GVWR (gross vehicle weight rating) of 26,001 or more pounds provided the GVWR of the vehicle(s) being towed is in excess of 10,000 pounds. Class B - Any single vehicle with a GVWR of 26,001 or more pounds, or any such vehicle towing a vehicle not in excess of 10,000 pounds GVWR.

    Class C - Any single vehicle, or combination of vehicles, that does not meet the definition of Class A or Class B, but is either designed to transport 16 or more passengers, including the driver, or is placarded for hazardous materials. A CDL can also contain separate endorsements required to operate certain trailers or to haul certain cargo. These endorsements are noted on the CDL and often appear in advertisements outlining the requirements for employment.

    T - Double/Triple Trailers (Knowledge test only) P - Passenger (Knowledge test; skills test may be required for some operations. Required for Bus drivers.) N - Tank Vehicle (Knowledge Test only) H - Hazardous Materials (Knowledge Test only, also requires fingerprint and background check since the 9/11 terrorist attacks) X - Combination of Tank Vehicle and Hazardous Materials Other endorsements are possible, e.g. M endorsement to transport metal coils weighing more than , but are tested and issued by individual states and are not consistent throughout all states (as of this writing, the M endorsement is peculiar to the state of New York).

    The laws of the state from whence a driver's CDL is issued are considered the applicable laws governing that driver. If a driver either fails the air brake component of the general knowledge test or performs the skills test in a vehicle not equipped with air brakes, the driver is issued an air brake restriction, restricting the driver from operating a CMV equipped with air brakes. Specifically, the five-axle tractor-semitrailer combination that is most commonly associated with the word "truck" requires a Class A CDL to drive.

    Beyond that, the driver's employer (or shipping customers, in the case of an independent owner-operator) generally specifies what endorsements their operations require a driver to possess. Truck regulations on size, weight, and route designations U.S. Truck drivers are responsible for checking the axle and gross weights of their vehicles, usually by being weighed at a truck stop scale.

    Truck weights are monitored for limits compliance by state authorities at a weigh station and by DOT officers with portable scales. Commercial motor vehicles are subject to various state and federal laws regarding limitations on truck length (measured from bumper to bumper), width, and truck axle length (measured from axle to axle or fifth wheel to axle for trailers). The relationship between axle weight and spacing, known as the Federal Bridge Gross Weight Formula, is designed to protect bridges.

    A standard 18-wheeler consists of three axle groups: a single front (steering) axle, the tandem (dual) drive axles, and the tandem trailer axles. Federal weight limits for NN traffic are: # 20,000 pounds for a single axle. # 34,000 pounds for a tandem axle. # 80,000 pounds for total weight. The Federal Highway Administration (FHWA) division of the US Department of Transportation (US DOT) regulates the length, width, and weight limits of CMVs used in interstate commerce.

    Interstate commercial truck traffic is generally limited to a network of interstate freeways and state highways known as the National Network (NN). The National Network consists of (1) the Interstate Highway System and (2) highways, formerly classified as Primary System routes, capable of safely handling larger commercial motor vehicles, as certified by states to FHWA. State weight and length limits (which may be lesser or greater than federal limits) affect only operation off the NN.

    There is no federal height limit, and states may set their own limits which range from 13 feet 6 inches to 14 feet. As a result, the height of most trucks range between 13' and 14'. Truck driver problems (U.S.) Turnover and driver shortage In 2006, the U.S.

    trucking industry as a whole employed 3.4 million drivers. A major problem for the long-haul trucking industry is that a large percentage of these drivers are aging, and are expected to retire. Very few new hires are expected in the near future, resulting in a driver shortage.

    Currently, within the long-haul sector, there is an estimated shortage of 20,000 drivers. That shortage is expected to increase to 111,000 by 2014. Trucking (especially the long-haul sector) is also facing an image crisis due to the long working hours, long periods of time away from home, the dangerous nature of the work, the relatively low pay (compared to hours worked), and a "driver last" mentality that is common throughout the industry.

    Employee turnover within the long-haul trucking industry is notorious for being extremely high. In the 4th quarter of 2005, turnover within the largest carriers in the industry reached a record 136%, meaning a carrier that employed 100 drivers would lose an average of 136 drivers each year. Time off Due to the high demands of the job, drivers are known to work for months at a time, without taking any days off to go home.

    Some even prefer to forgo a traditional house, and take up permanent residence within the truck, usually with a large and well-equipped sleeper berth, equivalent to a small RV. Long-haul company drivers typically earn as little as one day off for every week of work, such as working for four weeks and taking four days off. Regional drivers (who often drive dedicated routes between the same locations) usually work five days a week, and receive weekends off.

    LTL (Less Than Truckload) drivers often work normal hours and do not sleep in their trucks, having nights (or days, depending on the shift worked) and weekends off. Safety From 1992 1995, truck drivers had a higher total number of fatalities than any other occupation, accounting for 12% of all work-related deaths. Truck drivers are five times more likely to die in a work-related accident than the average worker.

    Highway accidents accounted for a majority of truck driver deaths, most of them caused by confused drivers in passenger vehicles who are unfamiliar with large trucks. |Occupational Safety and Health Administration}} The safety of truck drivers and their trucks is monitored and statistics compiled by the FMCSA or Federal Motor Carriers Safety Administration who provides online information on safety violations. If a truck is stopped by a law enforcement agent or at an inspection station, information on the truck is complied and OOS violations are logged. A violation out of service is defined by federal code as an imminent hazard under 49 U.S.C.

    521(b)(5)(B), "any condition likely to result in serious injury or death". National statistics on accidents published in the FMCSA Analysis and Information online website provides the key driver OOS categories for year 2009 nationally: 17.6% are log entry violations, 12.6% are speeding violations, 12.5% drivers record of duty not current, and 6.5% requiring driver to drive more than 14 hours on duty. This has led to some insurance companies wanting to monitor driver behavior and requiring electronic log and satellite monitoring.

    In 2009 there were 3380 fatalities involving large trucks, of which 2470 were attributed to combination unit trucks (defined as any number of trailers behind a tractor). In a November 2005 FMCSA report to Congress, the data for 33 months of large truck crashes was analyzed.

    87 percent of crashes were driver error. In cases where two vehicles, a car and a truck, were involved, 46 percent of the cases involved the truck's driver and 56 percent involved the car's driver.

    While the truck and car in two vehicle accidents share essentially half the burden of the accidents (not 70 percent as stated above), the top six driver factors are essentially also the same and in approximately equivalent percentages: Prescription drug use, over the counter drug use, unfamiliarity with the road, speeding, making illegal maneuvers, inadequate surveillance. This suggests that the truck driver makes the same errors as the car driver and vice versa. This is not true of the vehicle caused crashes (about 30 percent of crashes) where the top failure for trucks is caused by the brakes (29 percent of the time compared to 2% of the time for the car).

    Truck drivers often spend their nights parked at a truck stop, rest area, or on the shoulder of a freeway ramp. Sometimes these are in secluded areas or dangerous neighborhoods, which account for a number of deaths due to drivers being targeted by thieves for their valuable cargo or money. Drivers of trucks towing flatbed trailers are responsible for securing and strapping down their cargo (which often involves climbing onto the cargo itself), and if the load requires tarping necessitates climbing on the load to spread out tarps.

    Tarps can weigh up to 200 lbs each and the cargo can require up to 3 tarps per load which accounts for a number of deaths and injuries from falling. Drivers spend long hours behind the wheel, which can cause strain on the back muscles. Some drivers are responsible for unloading their cargo, which can lead to many back strains and sprains due to overexertion and improper lifting techniques.

    The prevalence of sleep apnea among commercial drivers Truck drivers are also sensitive to sleep disorders. Driver fatigue is a contributing factor in 12% of all crashes and 10% of all near crashes. Traffic fatalities are high and many of them are due to driver fatigue.

    Drivers with obstructive sleep apnea have a sevenfold increased risk of being involved in a motor vehicle crash. It is estimated that 2.4-3.9 million licensed commercial drivers in the US have obstructive sleep apnea The Federal Motor Carrier Safety Administration says that as many 28 percent of commercial driver's license holders have sleep apnea. Total costs attributed to sleep apnea-related crashes: *2000: $15.9 billion and 1,400 lives Treatment: *Cost: $3.18 billion with 70% effectiveness of CPAP treatment *Savings: $11.1 billion in collision costs and 980 lives annually (national safety council) Research sponsored by the Federal Motor Carrier Safety Administration and American Trucking Associations found: Almost one-third (28%) of commercial truck drivers have some degree of sleep apnea 17.6% have mild sleep apnea 5.8% have moderate sleep apnea 4.7% have severe sleep apnea Compensation/wages Truck drivers are paid according to many different methods.

    A driver who owns and operates a dump truck locally and works casually or contractually may be paid per hour, and/or per load or ton hauled. Few if any opt to be compensated per mile. A company driver who makes a number of "less than truckload" (LTL) deliveries via box truck or conventional tractor-trailer may be paid an hourly wage and/or a certain amount per mile, and/or per stop (aka "drop" or "dock bump"), and/or per piece delivered, unloaded, or "tailgated" (moved to the rear of the trailer).

    LTL are most always paid more than long hauled or dedicated drivers in the US and they get to be at home at night and on the weekends. This article is oriented toward the majority of truck drivers who operate "long haul", aka "over the road" (OTR) who are most often paid according to 4 major criteria, 3 of which are directly related to mileage, more or less. The main advantage of being paid per mile may be that a driver is rewarded according to measurable accomplishment.

    The main disadvantage is that what a driver may accomplish is not so directly related to the effort and, perhaps especially, the time required for completion.) Household Goods Miles Household goods (HHG) miles, from the Household Goods Mileage Guide (aka "short miles") was the first attempt at standardizing motor carrier freight rates for movers of household goods, some say at the behest of the Department of Defense for moving soldiers around the country, long a major source of steady and reliable revenue. Rand McNally, in conjunction with the precursor of the National Moving & Storage Association developed the first Guide published in 1936, at which point it contained only about 300 point-to-point mileages. Today, the 19th version of the Guide has grown to contain distances between more than 140,000 cities, zip codes, or highway junctions.

    Therein, if you ask many drivers, lies the inherent unfairness of HHG-based mileage pay; miles are driven point-to-point, not from "city" to "zip code" or "highway junction". Occam's Razor may suggest it is safe to assume that distances provided by the HHG Guide have been thoroughly examined to ensure drivers are not "overpaid" for miles not driven. Given the obvious accuracy limitations of computing mileage between fewer than 150,000 points and the availability of less expensive consumer-grade map and routing software such as Microsoft Streets & Trips many magnitudes more inclusive and therefore accurate than such a crude method, it may also be safe to assume HHG miles are shorter than those of a "real world" practical route.

    most companies do not use streets and trips but use a program called PC*MILER as it is set up for trucking using truck routes and tends to be more accurate than the HMG or Microsoft streets and trips. The U.S. Department of Defense (DoD), the General Services Administration (GSA) and the Federal Motor Carrier Safety Association (FMCSA) rely on PC*MILER as their worldwide distance standard.

    How much shorter is a matter of contention, but it is not uncommon to hear drivers report 5-12 percent, and carriers to claim the miles vary from shorter to longer and it all works out in the end to be a wash, or that drivers are paid more per mile to compensate. Drivers may then point out that not only do they drive more miles, those additional miles require additional time which is extracted from the hours available to the driver for driving permitted by the federal hours of service. The argument continues, but drivers are always free to seek another employer who calculates compensation by the preferred method of the driver, and many do not simply because all major and most minor carriers use this less than accurate method for computing miles.

    Practical Miles "Practical miles" are where the company of the driver gives them a certain route to follow and will only pay them for those miles. This is usually the shortest route from start to finish. One version of practical miles includes routing shorter toll roads.

    Trucking companies sometimes route trucks through toll roads while using an electronic device to bypass paying straight up. This later comes out of the driver's paycheck. Hub Miles Odometer miles. "Hub" refers to hubometer, a mechanical odometer mounted to an axle.

    Pays the driver for every mile; generally limited to no more than 3-5% above the estimates of mileage by the carrier before red flags appear, depending on the generosity of the carrier or how it rates the mileage estimation capabilities of the software used. One version of hub miles includes only those per carrier designated route, i.e., a set number of miles. "Out of route" miles of any incentive are provided by the driver to the carrier for free. Percentage of Load Pays the driver a set or variable percentage of whatever the carrier says was their quoted rate.

    Parking A study published in 2002 by the Federal Highway Administration (FHWA) division of the U.S. Department of Transportation (US DOT) - "shows that parking areas for trucks and buses along major roads and highways are more than adequate across the nation when both public (rest areas) and commercial parking facilities are factored in." A 2000 Highway Special Investigation Report by the National Transportation Safety Board (NTSB) forwards the following statistics: # Parking spaces at private truck stops- 185,000 (estimate) # Number of trucks parked at private truck stops at night- 167,453 (estimate) # Private truck stops that are full on any given night nationwide- 53 percent # Shortfall of truck parking spaces- 28,400 (estimate) # Public rest areas with full or overflowing parking at night 80 percent One challenge of finding truck parking is made difficult perhaps not because there are insufficient parking spaces "nationwide", but where the majority of those spaces are not located, and most needed; near the most densely populated areas where demand for trucked goods is greatest. As urban areas continue to sprawl, land for development of private truck stops nearby becomes prohibitively expensive and there seems to be an understandable reluctance on the part of the citizenry to live near a facility where a large number of trucks may be idling their engines all night, every night, or to experience the associated increase of truck traffic on local streets.

    Exacerbating the problem are parking restrictions or prohibitions in commercial areas where plenty of space exists and the fact that shippers and receivers of freight tend to prefer to ship and receive truckloads in the early and late portions of the business day. The end result is an increase in truck traffic during the morning and evening rush hours when traffic is most dense, commuters exhibit least patience, and safety is compromised. Adding to the challenge of finding parking are: # A driver can only become familiar with locations of public and commercial parking spaces and their capacity and traffic by visiting them. # The parking shortage, real or perceived, nearest the most dense urban areas incites drivers to arrive early and many of those truck stops are full by 7pm leaving even drivers who carefully plan their trips in detail few if any options.

    Idling restrictions Idling restrictions further complicate the ability of drivers to obtain adequate rest, as this example from California may illustrate: Commercial diesel-fueled vehicles with a GVWR greater than 10,000 pounds are subject to the following idling restrictions effective February 1, 2005. You may not: idle the vehicle s primary diesel engine for greater than five minutes at any location. operate a diesel-fueled auxiliary power system which powers a heater, air conditioner, or any additional equipment for sleeper-berth equipped vehicles during sleeping or resting periods for greater than five minutes at any location within 100 feet of a restricted area.

    Drivers are subject to both civil and criminal penalties for violations of this regulation." DAC Reporting A truck driver's DAC Report refers to the employment history information submitted by former employers to HireRight & USIS Commercial Services Inc. (formerly called DAC Services, or Drive-A-Check ). Among other things, a truck driver s DAC Report contains the driver s identification (Name, DOB, SSN), the name and address of the contributing trucking company, the driver s dates of employment with that company, the driver s reason for leaving that company, whether the driver is eligible for rehire, and comments about the driver s work record (e.g. good, satisfactory, too many late deliveries, etc.).

    It will also indicate whether the company stored drug and alcohol testing information with USIS. A separate section of the DAC report contains incident/accident information as well as CSA 2010 Pre-Employment Screening Program (PSP) Reports. False reports The DAC report is as critical to the livelihood of a professional truck driver as the credit report is to a consumer.

    When a trucking company reports negative information about a truck driver, it can ruin the driver s career by preventing him or her from finding a truck driving job for several years or more. It is widely known that trucking companies often abuse this power by willfully and maliciously reporting false information on truckers DAC reports, either in retaliation for seeking better paying trucking jobs elsewhere, or for any number of other fraudulent, anti-competitive reasons. As long as truck drivers can be threatened with a false DAC report for standing up to management or leaving their company for a better job elsewhere, working conditions at truck driver jobs will not improve.

    Satellite tracking Many companies today utilize some type of satellite vehicle tracking or trailer tracking to assist in fleet management. In this context "tracking" refers to a location tracking and "satellite" refers either to a GPS or GLONASS satellites system providing location information or communications satellites used for location data transmission. A special location tracking device also known as tracker or an AVL unit is installed on a truck and automatically determines its position in real-time and sends it to a remote computer database for visualizing and analysis.

    An "in cab" communication device AVL unit often allows a driver to communicate with their dispatcher, who is normally responsible for determining and informing the driver of their pick-up and drop-off locations. If the AVL unit is connected to a Mobile data terminal or a computer it also allows the driver to input the information from a bill of lading (BOL) into a simple dot matrix display screen (commonly called a "Qualcomm" for that company's ubiquitous OmniTRACS system). The driver inputs the information, using a keyboard, into an automated system of pre-formatted messages known as macros.

    There are macros for each stage of the loading and unloading process, such as "loaded and leaving shipper" and "arrived at final destination." This system also allows the company to track the driver's fuel usage, speed, gear optimization, engine idle time, location, direction of travel, and amount of time spent driving. Werner Enterprises, a U.S. company based in Omaha, Nebraska, has utilized this system to implement a "paperless log" system.

    Instead of keeping track of working hours on a traditional pen and paper based logbook, the driver informs the company of his status using a macro. Health issues Working conditions Most truck drivers are employed as over-the-road drivers, meaning they are hired to drive long distances from the place of pickup to the place of delivery. During the short times while they are in heavily polluted urban areas, being inside the cab of the truck contributes much to avoiding the inhalation of toxic emissions, and on the majority of the trip, while they are passing through vast rural areas where there is little air pollution, truck drivers in general enjoy less exposure to toxic emissions in the air than the inhabitants of large cities, where there is an increased exposure to emissions from engines, factories, etc., which may increase the risk of cancer and can aggravate certain lung diseases, such as asthma in the general public who inhabit these cities.

    However, the few drivers who are hired to drive only within urban areas do not have this advantage of spending more time away from toxic emissions that is enjoyed by over-the-road drivers. In order to address the hazards relative to driver fatigue, many countries have laws limiting the amount of time truck drivers can work. Many underdeveloped countries either lack such laws or do not enforce them.

    Australia health requirements A new law was passed in Australia requiring that all "over the road" drivers carry their medical information with them when they "are on the clock". This will help drivers comply with this new law and can also help deliver quick, accurate medical assistance if and when needed. Obesity Obesity in the truck driver population is an important issue to address.

    According to a 2007 study in the Journal of the American Dietetic Association, 86% of the estimated 3.2 million truck drivers in the United States are overweight or obese. Some key risk factors for obesity in truckers are poor eating habits, lack of access to healthy food, lack of exercise, sedentary lifestyle, long work hours, and lack of access to care. Eighty percent of truckers have unhealthful eating patterns as a result of poor food choices and food availability at truck stops is partially to blame.

    The options at truck stops are generally high calorie and high fat foods available through restaurants, fast-food, diners and vending machines. Fresh produce and whole grain items are few and far between. Though 85% of mini-mart items are categorized as extremely unhealthy, 80% of these meals are considered a truck driver s main meal of the day.

    Also, most of the foods carried by drivers in their trucks, whether or not stored in a refrigerator, are purchased from truck stops. Research suggests that drivers value quality and taste much more than nutrition when selecting food. Another issue is the pattern of extensive and irregular snacking while on the road and consumption of one large meal at the end of day.

    The daily meal is often high in calories and may be the highlight of the trucker s day. Food intake varies during working hours compared to days off and truckers eat meals at the wrong circadian phase during the day. Lack of exercise is another contributing factor to the obesity epidemic in the truck driver population.

    Almost 90% of truck drivers exercise only sometimes or never and only 8% exercise regularly. This is largely determined by long work hours and tight deadlines, the adoption of a sedentary lifestyle and a lack of a place to exercise. Though some fitness resources are available for truckers, most are scarce.

    Available areas are truck stops, highway rest areas, trucking terminals, warehouses, and the truck cab. However, there are many parking restrictions and safety concerns in trying to incorporate exercise into the daily routine. Studies have found the risk of obesity increases in high demand, low control jobs, and more so in jobs with long work hours; the truck driving industry falls under these categories.

    Also, daytime sleepiness and night disturbances are associated with obesity, and are, therefore, common among truck drivers. Long haul drivers have tight schedules, so they tend to drive longer and get less sleep. The U.S.

    Department of Transportation (DOT) Federal Motor Carrier Safety Administration (FMCSA) does have Hours of Service (HOS) regulations. Under the old rule, drivers could work up to 82 hours in 7 days. These regulations were modified in 2011; but the new rule only permits drivers to work up to 70 hours in 7 days.

    There is now an 11 hour per day limit with 10 hours off required after the weekly shift. Fines for companies which allow work beyond 11 hours are up to $11,000 and for drivers up to $2,750. Though these fines exist, there is minimal enforcement of the law.

    Obesity prevalence is affected by access to care for truckers. Company drivers often have issues with insurance, such as necessary pre-approval if out of network. Most owner-operator drivers do not have any kind of medical insurance.

    Moreover, truckers have difficulties making an appointment on the road and often do not know where to stop for assistance. Many self-diagnose or ignore their health issue all together. Some are able to be seen at doctor s offices or private clinics while a large percentage depend on emergency rooms and urgent care visits.

    The Department of Transportation has Convenient Care Clinics across the U.S., but those are hard to find and are few and far between. Health care costs are substantially higher for overweight and obese individuals, so obesity in the truck driver population puts a greater financial demand on the industry. Implementation of drug detection U.S.

    In the 1980s the administration of President Ronald Reagan proposed to put an end to drug abuse in the trucking industry by means of the then-recently developed technique of urinalysis, with his signing of Executive Order 12564, requiring regular random drug testing of all truck drivers nationwide, as well as employees of other DOT-regulated industries specified in the order, though considerations had to be made concerning the effects of an excessively rapid implementation of the measure. Making sudden great changes in the infrastructures of huge economies and the industries crucial to them always entails risks, the greater the change, the larger the degree. Because of the U.S.

    economy's strong dependence on the movement of merchandise to and from large metropolitan population centers separated by such great distances, a sudden shortage of truck drivers could have far-reaching and devastating effects on the economy. After the 1929 stock-market crash, for example, the chain reaction of reduction in sales due to consumers' prioritizing and reducing purchases of luxury items, with companies responding by reducing production and increasing unemployment, exacerbating the cycle of reduction or elimination of production, sales and employment, had the ultimate result of plunging the nation's economy into the Great Depression. Likewise, it had to be considered that a sudden halting or stunting of the movement of merchandise, as would occur with a large and sudden vacating of the cargo-trasportation workforce, would have similar consequences.

    Even the 1974 nationwide speed-limit reduction to 55 mph, which merely slowed the movement of merchandise, was followed by the recession of the late 1970s. In the years and decades following Executive Order 12564, efforts to begin random drug testing and pre-employment drug screening of truck drivers were not expedited, leaving the change to occur gradually, out of concern for the dangers of excessively rapid change in economic infrastructure. Since then, a large number of tractor-trailer operators have left the industry in search of other employment, and a new generation of drivers has come in.

    It is now extremely difficult for truck drivers to engage in drug abuse and remain undetected. Truck driver slang U.S. Truck drivers once had a highly elaborate and colorful vocabulary of slang for use over their CB radios, but with the high turnover in the industry in recent decades, due largely to the Reagan-era drug purge, this has all but vanished.

    Most of the newer generation of drivers in the U.S. today speak to one another over their CB radios (or other similar communication devices) in more or less standard English (as understood in the various regions of the country), although a few of the slang words and phrases have remained, and many of these have passed into use in the colloquial language of the general public. "Smokey" and/or "bear" are still used to refer to police officers, especially state patrolmen, and sometimes "diesel bear" for a DOT officer, though many new-school drivers merely say "police," "policeman" and "cop." "Hammer" refers to the accelerator pedal, and "hammer lane" the left lane or passing lane on a freeway, in which traffic generally travels faster. "Handle", meaning a nickname, was once exclusively truck-driver slang, but has now passed into common use by the public, especially for pseudonyms used on Internet forums. Most of the "ten codes" have fallen nearly or completely into disuse, except "10/4," meaning "message received," "affirmative," "okay," "understood," and occasionally "10/20," referring to the driver's location, (e.g., "What's your 20?") Often old-school truck drivers speaking over their CB radios are frustrated at new-school truck drivers' lack of understanding of the trucking slang of the '60s, '70s and '80s, and grudgingly resort to standard English when communicating with them.

    Some truck-driver slang: alligator/'gator - a section of tire casing constituting a hazard barbershop - a bridge lower than 13' 6" 4m 11 cm (standard minimum height on all Interstates and state highway systems with controlled-access designation) that could scrape off the top portions of a tractor-trailer rig big sign - the "Closed" sign for weigh stations bull wagon - truck and trailer hauling live stock bobtail - tractor with no trailer city kitty - a city police. cab-over - truck designed with the cab positioned over the motor, instead of behind it Comeback? - What? I beg your pardon?

    Could you repeat that, please? coop - (re: "chicken coop") a weigh station, due to the resemblance of the small offices to chicken coops county mountie - a constable, county sheriff or sheriff's deputy (from earlier slang for "mounted policeman", a policeman on horseback) deadhead - a tractor pulling an empty trailer; miles covered while pulling an empty trailer are called "deadhead miles" double-nickel - 55 mph 90 km/h (in more common use during the 1974-87 era of the National Maximum Speed Law; the U.S. five-cent coin is popularly though not officially called a "nickel" because of its metallic content) dummy book - a pamphlet or brochure explaining truck-driver slang, usually distributed at truckstops in the 70s and 80s and in a few bookstores (this list would be called a "dummy book") four-wheeler - a passenger vehicle, even a pickup truck full grown - state trooper or DMV officer Freightshaker - a truck designed by Freightliner Trucks granny lane - the lane farthest to the right usually designated for slower traffic hammer lane - the lane farthest to the left.

    hammer down - traveling extremely fast. in the middle - parked on the median, usually the location of a speed trap or broken-down vehicle in the face - associated with a police pointing your direction (shooting you) using radar. little sign - the "Open" sign for weigh stations, also referred to as "the little word".

    lot lizard - a prostitute, especially one that frequents truck stops. on your back door - a vehicle behind you, commonly referred to as "on your tail". parking lot - an auto-transport truck, usually referred to as a "portable parking lot".

    piggy bank/cash box - a toll plaza pickle park - a state highway rest area plain wrapper - unmarked law enforcement vehicle, most commonly referred to with the color of the wrapper such as a "plain brown wrapper". seat cover - a young woman or girl accompanying a truck driver Smokey Bear - a police officer, used because of the resemblance between police officer's campaign hat, and that of the Forest Service's Smokey Bear mascot, commonly just referred to as a bear. shooting you - a law-enforcement officer using any speed-detection device or radar gun, example: "shooting you in the face", or "shooting you up the exhaust" (from the rear).

    six wheeler - any vehicle with single rear axle with duel tires. skateboard - a flatbed trailer taking pictures - a law-enforcement officer using any speed-detection device or radar gun, but most commonly when using a camera radar. tanker yanker - a tanker rig or its driver train - a rig pulling double/triple trailers yardstick - a mile marker the zipper - the dashed lane markings Australia candy car Highway Patrol police car, usually with high-visibility police decals dollar - 100 kilometres per hour (60 mph) Evel Knievel a police motorcycle flash for cash speed camera (not to be confused with a manned radar gun) hot plate weigh station the scalies or coneheads Transport Safety inspectors who man checking/weigh stations Sesame Street - Hume Highway (Sydney to Melbourne) turd herder - carrier of stock (animal freight) tyregator - tyre stripped off the rim and usually left lying on the road Visual signaling Vehicle-light signaling U.S.

    One form of unspoken communication between drivers is to flash headlights on or off once or twice to indicate that a passing truck has cleared the passed vehicle and may safely change lanes in front of the signaling vehicle. Flashing of the high beams is discouraged, since the driver is looking in the mirror to see if it is clear to move over and the bright light of the high beams can temporarily blind the driver. The passing driver may then flash the trailer or marker lights to indicate thanks.

    This signal is also sometimes used by other motorists to signal truck drivers. Continual flashing of headlights or high beams after emerging from around a corner beside a high wall or from any roadway out of sight to oncoming traffic will alert a truck driver in the oncoming lanes to an accident or other obstruction ahead, and will warn him to reduce speed or to proceed with caution. Since truck-driver language has no signal for "Do not move in front of me," nor has any understood length of time for turning headlights or high beams on or off, flashing the high-beams to say "Do not move in front of me" may be misinterpreted to mean that the truck is clear to proceed with the lane change in front of the vehicle giving the signal.

    Once a New Mexico DOT officer-in-training turned on his high beams attempting to stop a Covenant truck that had begun crossing into the lane in front of him on Interstate 40 near Grants, New Mexico. The driver interpreted it as clearance to proceed and continued the lane change. Before he could thank him by flashing his trailer lights, the police trainee, furious, accelerated alongside the 53-foot trailer to try to push it back into the right lane, which by then was blocked by a vehicle on the right.

    The squad car ended up swept into the median. On May 30, 2007, in State of New Mexico vs. John Doe, M-61TR200601627, Judge Manuel Lujan of Cibola County Magistrate Court summarily dismissed the reckless-driving case being made by officer-in-training Adrian Molina against the truck driver (which would effectively have ended his career), stating he "couldn't believe how childishly" the police trainee had responded to the situation.

    The judge stated, "If he was on police business at night, he should have used his police lights to warn the truck not to move in front of him." The case still cost the driver a four-figure sum of money in attorney's fees, transportation, accommodation and time away from work. Judge Lujan reprimanded the officer-in training "harming the economy by needlessly harassing the trucking industry". Officer Molina returned to training.

    Europe As a rule, "thanks" is signaled to the vehicle behind by switching between the left- and right-turn signal several times, whereas turning on the hazard-warning lights (both turn signals) means "Slow down; danger ahead". As cars would normally use the hazard-warning lights for "thanks", in trucks distinction is necessary. The truck blocks the view of drivers behind it, hence a distinction must be made between "Thanks for letting me pass" and "Danger in front, I may brake hard!" Turning on the left-turn signal (in a right-hand traffic country) when a vehicle behind attempts to overtake means "Back off; lane not clear", and turning on the right-turn signal means "Go ahead; lane clear".

    Truck drivers also use flashing headlights to warn drivers in the oncoming lane(s) of a police patrol down the road. Though not official, two consecutive flashes indicate a police patrol, whereas a rapid series of flashing indicates DMV or other law-enforcement agency that only controls truck drivers. During the day time, the latter is sometimes accompanied by the signaling driver making a circle with both hands (as if holding a tachograph ring).

    Flashing headlights to the vehicle in front (intended for the other driver to see in their mirror) has two meanings. Long flashes are used to signal a truck driver that they are clear to return to the lane. A series of rapid flashes generally means "You're doing something stupid and/or dangerous" as in "Do not move in front, trailer not clear!" or "I'm overtaking, move aside".

    Truckers also use their 4 ways flashing up a steep hills, mountain roads and on ramps on express ways to let others know that they are traveling at a slow speed and to be cautious approaching them. Greeting In Europe the general rule for truckers in a right hand driving country is to raise the left hand and to simply open the hand with all finger extended without waving it at all. Or a shorter version is to simply extend the fingers while still keeping the palm in contact with the steering wheel.

    Raising the right hand is also used in the same way but very rare. "V" greeting Additionally, there is variation in the meanings of hand gestures within the industry. In the U.S., for example, it is common for truck drivers while passing to greet one another by lifting a hand off the steering wheel, backhand facing the other driver, with the index and middle fingers extended (similar to the "peace sign" or V sign, only reversed). In the UK, however, the same gesture is equivalent to the raising of the middle finger in the U.S.

    As the British interpretation of the "backwards peace sign" is generally unknown in America, it is intended only as a friendly greeting amongst U.S. truck drivers. In popular culture Truck drivers have been the subject of many films, such as They Drive By Night (1940), but they became an especially popular topic in popular culture in the mid-1970s, following the release of White Line Fever , and the hit song "Convoy" by C.W.

    McCall, both in 1975. The main character of "Convoy" was a truck driver known only by his CB handle (C.B. name), "Rubber Duck." Three years later, in 1978, a film was released with the same name.

    In 1977, another film Smokey and the Bandit , was released, which revolves around the escapades of a truck driver and his friend as they transport a load of beer across state lines. Smokey and the Bandit spawned two sequels. The 1978 film F.I.S.T.

    was a fictionalized account of the unionization of the trucking industry in the earlier 20th century, while the future of truck driving was speculated on in the 1996 film Space Truckers in which trucking has gone beyond planetary loads to interplanetary ones. One episode of Cowboy Bebop , "Heavy Metal Queen", also features space-faring "truck" drivers. Truck drivers have also been villainously portrayed in such films as Duel , Joy Ride , Breakdown , The Hitcher , Thelma & Louise , and Supergirl .

    B.J. and the Bear was a television series depicting the exploits of a truck driver and his chimpanzee companion. Another was Movin' On , starring Claude Akins and Frank Converse.

    On 17 June 2007, the History Channel began to air Ice Road Truckers , a documentary-style reality television series following truck drivers as they drive across the ice roads in the Northwest Territories in Canada, as they transport equipment to the oil and natural gas mines in that area.

    Trucking organizations (U.S.) Teamsters Union Owner-Operator Independent Driver Association American Trucking Association See also Trucking industry in the United States CB slang Convoy Truck stop Road Transport Teamsters Union Semi-trailer Tarcutta, New South Wales Dial-a-truck (DAT) References External links Drivers Working Hours in Vehicle Routing and Scheduling Federal Motor Carrier Safety Administration To Understand Truckers, Two Photographers Become Truckers - slideshow by NPR Idling Compendium - Idling Ordinances Adopted Since 9/2004 (2009-01-22), American Transportation Research Institute (ATRI) PDF Category:Trucks Category:Transport occupations Category:Commercial item transport and distribution cs: idi kamionu de:Fernfahrer es:Camionero fa: fr:Chauffeur de poids-lourd it:Autotrasportatore nl:Vrachtwagenchauffeur pt:Camionista ru: fi:Kuorma-autonkuljettaja

  • Ever Gonzalez - Founder and CEO of Capital Freight Management Play to your strengths and stay true to who you are as an individual and as a company. Ever Gonzalez s 12 years in Logistics and Transportation have given him a broad-spectrum view of the industries inner workings. With over a decade devoted to his field, he has gained experience in almost every aspect of the industry, from sales and account supervision to operations and shipping management.

    His positions as Vice President of Sales, Director of LTL Operations and Vessel Superintendent at the Port of Long Beach have given him the knowledge he needs to run and oversee every facet of his company. His varied experience allows him, as Founder and CEO of Capital Freight Management, LLC, to understand the shipping needs of his clients and provide them with solutions tailored to their specific circumstances. In addition to being the Founder of Capital Freight Management, Gonzalez also served a two-year mission in New York City for the Church of Jesus Christ of Latter-day Saints.

    He credits his time and experiences there with his current leadership skills and understanding of hard work and dedication. His ability to communicate in both English and Spanish has given him opportunities to reach out to others on both a personal and a professional level and has been useful in handling some of the company s international business. While he finds his work in the office rewarding, Gonzalez s favorite moments are those spent with his wife of 11 years and his three children.

    He enjoys evenings and weekends with his family, exploring the beauty of Southern Utah or packing up and heading to Southern California for a visit to Disneyland and the beach. He claims there never has been, nor ever will be, anything better than a Dodger Dog though he admits that Gray s Papaya in New York comes in a close second. What are you working on right now?

    Most of my attention at the moment is focused on strengthening and growing my business relationships. We ve partnered with several different companies in the last couple of years which have assisted us in improving our core service of helping small- to mid-sized companies move their freight from point A to point B. We ve been able to develop strong relationships with trucking, airline, warehousing and software companies and are always looking to collaborate with anyone making waves in their industry.

    Where did the idea for Capital Freight Management come from? I ve been in the logistics industry for the past 12 years and have worked for several amazing transportation companies. As most entrepreneurs, though, I always thought that I could do it better, faster and cheaper.

    I always knew I was going to be doing my own thing and was always looking for the right opportunity, so on my birthday in 2010, I started Capital Freight Management, LLC. What does your typical day look like? Most days I m up by 6:00-6:30 a.m.

    and, after running 2-3 miles on the treadmill, I spend 30-45 minutes catching up on that day s news by reading some of my favorite websites and industry blogs. I spend a lot of time returning email in the morning and most of my afternoons are spent reaching out to employees, clients, prospective clients, business partners and vendors. I m usually home with the family for dinner by 5:00-5:30 p.m.

    and spend the rest of the night with my wife and three children. After putting the kids to bed about 8:00 p.m., I spend some time with my wife before heading into my home office for another couple of hours to catch up on work. How do you bring ideas to life?

    I receive most of my business inspiration late at night or really early in the morning when the house is quiet. I then choose the best ideas, put my head down and just plug away at it until I m satisfied with the outcome. I also reach out to my unofficial advisory board advice; I respect their opinions and insight.

    What s one trend that really excites you? Crowd funding is not a new trend, but I like the new push via several different websites. The fact that a startup, project or just about any cause can get off the ground because people believe in the idea is fascinating to me.

    I hope this trend continues to grow. What was the worst job you ever had, and what did you learn from it? I spent some time as a Vessel Superintendent at the Port of Long Beach, and although I learned a lot there, I noticed that working on the Sabbath took a toll on me spiritually.

    I promised myself and my wife Kelsey that I would never work on Sundays again. If you were to start again, what would you do differently? Being a startup, we reached out to a lot of different companies as we looked for business.

    We ended up being burned by some of them because we extended credit to everybody. Needless to say, we ve learned our lesson and are a bit more selective in who we work with. As an entrepreneur, what is the one thing you do over and over and recommend everyone else do?

    Reach out to your business partners, vendors and clients on a regular basis. I like to touch base with most of the people and the companies in our network weekly to let them know that we re here and that we care even when we re not currently moving anything for them. This frequent contact has brought in some of our biggest accounts; I have had associates in my network refer us to some of their contacts who have needed help with their transportation programs.

    What is one problem you encountered as an entrepreneur, and how did you overcome it? The biggest problem I face as an entrepreneur is trying to figure out the proper work/life balance for me and my family. If I didn t have any home or church responsibilities, I could easily see myself working 20-hour days.

    Obviously that s a bit more difficult to do with a family, but I try to keep a few simple rules in place in order to keep my life pretty balanced: 1. I set some weekly goals. If I have a huge presentation, deadline or am traveling that week, I make adjustments to my schedule in order to fit in as much family time as possible.

    2. I always try to focus on what s important.

    3. I delegate a lot of the day-to-day operations to my very capable team.

    Unfortunately, this is something that I will never master; I m sure I will always be trying to find the perfect balance. What is one business idea that you re willing to give away to our readers? Play to your strengths and stay true to who you are as an individual and as a company.

    If you could change one thing in the world, what would it be and how would you go about it? This is a great question, and one that my wife and I seem to ask each other on a regular basis. The easy answer to this is to end world hunger or somehow end all wars and atrocities, right?

    We re not Bill and Melinda Gates and we don t have the resources or the world wide contacts to be able to make an impact at that level right now. The one thing that I m working on and spend most of my non-working hours thinking about is how I can change my children s world. What can I do to help mold these beautiful little souls into strong, confident, compassionate and productive members of society?

    If my wife and I are even somewhat successful, then we would help make a small part of the world that much better. I d be pretty satisfied with that. Tell us a secret.

    I repeated the third grade. What are your three favorite online tools or resources, and what do you love about them?

    1. GoToMeeting It s a great way to connect with clients, vendors and business associates.

    2. Twitter For obvious reasons.

    3. Evernote It helps me remember everything I need on a daily basis.

    What is the one book that you recommend our community should read and why? Outliers: The Story of Success by Malcolm Gladwell. This book examines the factors that contribute to high levels of success.

    I especially enjoyed his 10,000-Hour Rule, where he claims that the key to success in any field is to practice a specific task for about 10,000 hours. Three people we should follow on Twitter and why?

    1. Jason Fried @jasonfried Interesting tips on bootstrapping your business and ideas on how to generate more revenue for your company.

    2. Mark Suster @msuster Tweets about what entrepreneurs need to be successful.

    3. Harvard Biz Review @HarvardBiz Daily management tips and general business information.

    When was the last time you laughed out loud? What caused it? Watching the movie trailer for Will Farrell s new movie where he accidentally punches a baby in the face.

    It s so ridiculous, but it caught me off guard and it made me laugh out loud. Who is your hero? I have several personal heroes, but if I had to pick some business leaders that I admire, I d have to say: David Neeleman (Founder of Jet Blue and Azul Brazilian Airlines) Jack Dorsey (Creator of Twitter and Founder of Square) Elon Musk (SpaceX, Tesla Motor and Paypal) They have all disrupted their industries in different ways and have created very innovative companies in the process.

    Do you want your children to work for you at Capital Freight Management when they re old enough? I would absolutely love it if any of my three kids decided to join me at Capital Freight Management. I want to encourage my kids to study hard and take risks.

    I want them to attend the best schools if they choose to do that. I don t want them to grow up and get a good job; I want them to grow up and create a good jobs for themselves and those around them. If you weren t Founder and President of Capital Freight Management, what else would you be doing?

    My answer to that is easy: I d be playing short stop for the Los Angeles Dodgers.

    Considering the fact that I m a slow 36-year-old who can t hit a fastball, then I guess I d settle for owning the team.

    Connect: Capital Freight Management on Twitter: @CapitalFr8mgmt Capital Freight Management on Facebook: CapitalFreightMgmt Capital Freight Management s Website: CapitalFreightMgmt

  • Expected Price Gains in Transportation Stocks (CSX, NSC, UNP, CP ... Transportation stocks get a lot more attention as economic bellwethers than they do as market participants. Railroads, ships, and trucks are not particularly glamorous, and the industries are so entrenched that they most resemble utility stocks. The companies included in today s overview are CSX Corp. (NYSE: CSX), Norfolk Southern Corp. (NYSE: NSC), Union Pacific Corp. (NYSE: UNP), Canadian Pacific Railway Ltd. (NYSE: CP), Diana Shipping Inc. (NYSE: DSX), DryShips, Inc. (NASDAQ: DRYS), Excel Maritime Carriers Ltd. (NYSE: EXM), Frontline Ltd. (NYSE: FRO), JB Hunt Transport Services Inc. (NASDAQ: JBHT), and LandStar System Inc. (NASDAQ: LSTR).

    Of the ten stocks we re looking at today, only one trades more than 10 million shares a day and most of the others trade less than 3 million. On the surface, it would seem that all these stocks would more or less trade in parallel. In practice, though, railroads and trucking companies are faring far better than sea-borne shippers.

    Railroads are hauling more coal, and trucking companies are having trouble meeting demand for their services. Shippers overbuilt their fleets, and the resulting collapse in day rates has been punishing for their top and bottom lines. Cargo traffic is closely watched at this time of year as a predictor of holiday retail sales.

    Typically, ocean container shipping headed to the US tips the coming strength of retail sales. This year, container shipments have been somewhat lower, and this month s totals will really tell the tale. Rail and truck traffic has been strong though, although the shortage of available trucks is diverting more container (intermodal) traffic to the railroads.

    All data from Yahoo! Finance, and share prices were collected shortly before noon today. CSX Corp. (NYSE: CSX) has a median target price of $27.00 from 24 brokers.

    Shares are trading today at $22.66, for an implied gain of $4.34, or 19%. CSX s forward P/E is 11.73 and the company pays a dividend yield of 2.3%. The stock s 52-week trading range is $17.69-$27.06, and at today s price that s about 28% above its 52-week low, posted earlier this morning, and 16% below the 52-week high.

    CSX met analysts expectations when it reported third quarter earnings about 10 days ago. The company noted a 15% jump in intermodal freight revenue, although volume was essentially unchanged from the same period a year ago. CSX said at the time that it does not expect significant growth in the US, but neither does it predict a double-dip recession.

    Norfolk Southern Corp. (NYSE: NSC) has a median target price of $82.00 from 23 brokers. Shares are trading today at $74.74, for an implied gain of $7.26, or 10%. Norfolk Southern s forward P/E is 12.91 and the company pays a dividend yield of 2.5%.

    The stock s 52-week trading range is $57.57-$78.40, and at today s price that s about 30% above its 52-week low, posted earlier this morning, and 5% below the 52-week high. Norfolk Southern hauled 23% more coal in the third quarter than it did a year ago, and its intermodal traffic volume increased by 13%. Like CSX, the company expects modest economic growth in the US going forward.

    The company s implied stock price gain is about half that of CSX, but with both coal and intermodal traffic up and growing, Norfolk Southern is more likely to bust through its current target price than the other railroads we ve looked at today. Union Pacific Corp. (NYSE: UNP) has a median target price of $110.00 from 25 brokers. Shares are trading today at $102.35, for an implied gain of $7.65, or 7.5%.

    Union Pacific s forward P/E is 13.15 and the company pays a dividend yield of 2%. The stock s 52-week trading range is $77.73-$107.89, and at today s price that s about 32% above its 52-week low, posted earlier this morning, and 5% below the 52-week high. Union Pacific posted third quarter earnings a week ago, and its international intermodal shipments were down -12% year-over-year.

    That implies that retailers are buying less in anticipation of a slower holiday shopping season.

    24/7 Closing Bell (F, NFLX, ITRI, V, RRC, PG, CL, XOM, OXY, ABX, JCI, BMY, MO, QUIK, KELYB, LDK, CENX, MDR, AVP) Read more: Transportation, analyst calls, international markets, shipping, CP, CSX, DRYS, DSX, EXM, FRO, JBHT, LSTR, NSC, UNP

  • Express Truck Tax offers a Simple way to File IRS Form 2290; HVUT ... Rock Hill, SC (PRWEB) June 29, 2011 In preparation for the upcoming 2011 2012 tax period, Express Truck Tax has announced the simplest, most secure, and most economical way to file IRS Form 2290 (Heavy Vehicle Use Tax). Since the introduction of E-Filing Form 2290 in 2007, taxpayers with 25 or more reportable heavy vehicles have been required to electronically file with the IRS. This primarily includes larger trucking companies.

    Unlike most HVUT E-File providers who have historically targeted only large trucking companies, Express Truck Tax specializes in serving owner operators and small trucking companies. These owner operators and small trucking companies benefit from the most affordable pricing in the industry. The US-based company, Express Truck Tax, allows users to file an IRS Form 2290 for as little as $ 9.90; the industry average for this service consistently averages about $ 30 for a single vehicle filing.

    Express Truck Tax also uses the most practical and understandable language throughout the filing process. Instead of using an enormous form with confusing tax jargon, each part has been broken down into easy to understand sections. There are even help videos and text on each page to guide the user through the process.

    There is also free phone and chat support, as well as 24/7 email support for any questions along the way. The simplification of this process has caused a surge in small trucking companies across North America to begin E-Filing their Form 2290 with Express Truck Tax. We knew we had a good idea, said Charles Hardy, Communications Director with Express Truck Tax, but we never expected this kind of response.

    The response has been fantastic. Last month, Express Truck Tax became the first authorized HVUT E-File provider to offer complete service and support in Spanish. In addition to integrating the Spanish-language option into their current E-filing system (, ExpressTruckTax has also released a new website ( exclusively for Spanish speaking taxpayers who need to file HVUT returns.

    In previous years, the Hispanic trucking community has generally been under-served, said Moises Mejia, Director of Spanish Services with ExpressTruckTax. While HVUT E-filing has been available since 2007, no provider has ever offered those services in Spanish until now. James Harris, Director of Tax Products with Express Truck Tax, also commented on the significance of the Hispanic trucking community: Reports show that one in seven long haul drivers speak Spanish as their primary language, and that number is expected to rise.

    To support the additional Spanish-speaking taxpayers, Express Truck Tax has added more staff to their support center in Rock Hill, South Carolina. All support functions, including phone, email, and live chat support, will be available in both English and Spanish. These are just a few examples of how Express Truck Tax has been an industry leader when it comes to innovation and new technology within this industry.

    There have been many other accomplishments that could also be mentioned here, such as the fact that Express Truck Tax was also the first to introduce Free VIN corrections, and also the ability to directly email the Schedule 1 to the leasing company. Express Truck Tax also offers many other useful features for those in the trucking industry such as the ability to download a copy of the E-Filed 2290, Schedule 1 Form, and payment vouchers. Preparing IFTA returns can also be done online with Express Truck Tax.

    State IFTA returns can be automatically generated online with some useful features such as free online trip sheets, an abnormal MPG audit, and a state adjacency check to help boost information accuracy and avoid an audit.

    James Harris, Director of Tax Products with Express Truck Tax, is looking forward to the new tax period with much anticipation: We at Express Truck Tax would like to wish all those in the trucking industry a safe and prosperous year.

    We look forward to working with so many great individuals again during this tax period. ### Related Online Chat Press Releases

  • Express-online optimizes freight-vehicles' reloading across Europe ... SESAME ACTIVE SYSTEM has developed the pan-European Express-online platform to optimize the loading rate of light commercial vehicles. The company s multi-criteria search engine identifies matches between vehicle journeys and demand for express freight deliveries across 30 European countries in real time, and then puts the interested parties in touch with one another. Express-online represents a win-win innovative solution for both haulage companies and freight forwarders.

    Following the development of international goods traffic across Europe and the integration of new member states into the European Union, the road transportation of goods has grown threefold in Europe over the past 40 years (from 1970 to 2010). In light of rising energy and environmental costs, it is more important than ever to maximize load rates in utility vehicles. Close to 60% of all light commercial vehicles carrying out urgent deliveries come back empty on the return leg of their long-distance journeys: this represents more than 200 million miles travelled in Europe every year.

    In order to address this environmental and economic aberration, SESAME ACTIVE SYSTEM has developed the Express-online platform. The platform offers an online matching service whereby its multi-criteria search engine identifies matches between vehicle journeys, on the one hand, and requests for express freight deliveries, on the other, across 30 European countries. The Express-online service is delivered in real time, putting the interested parties in contact with each other.

    As SESAME ACTIVE SYSTEM points out, this represents a winning formula for both haulage contractors and freight forwarders. Haulage companies often use light vehicles with limited loading capacity. This means that they are unable to find cargos at good rates on the standard freight exchanges for their return journeys.

    In turn, this results in the light vehicles having to go back to base empty. The Express-online platform is particularly well-suited to the needs of haulage companies: it can help them get their reloading requirements met. The platform puts hauliers in contact with freight forwarders with urgent freight-transport needs needs that, more often than not, only involve a few pallets, and which can be addressed easily, as soon as the haulage company s vehicle arrives on site for collection.

    Via the website, the express-freight haulage company gives details of the unladen journey that its light vehicle will be making; the haulage contractor must provide all the vehicle s specifications. The haulage company can then quickly view any reloading opportunities that fit in with its spare capacity and with the route that the vehicle will be following. When the Express-online system identifies a freight/vehicle match, it immediately alerts both the haulage company and the freight forwarder via their respective dashboards, as well as by email if required.

    Each player is then free to contact the other party or not. Unlike traditional freight exchanges, the Express-online servers automatically calculate how far each vehicle has moved in terms of both time (i.e. the length of a journey) and space (i.e.

    the distance covered). The haulage company can also adjust this by itself, in the event of its vehicles being ahead (or behind), as compared with the initial estimates. Because calculations are carried out dynamically, the haulier is able to find suitable reloading opportunities (i.e.

    requests for picking up freight items) in the middle of a journey. Conversely, a warning system alerts freight forwarders of the passage of a suitable vehicle at the required time: then, ordering customers get directly in touch with the carriers. By ensuring that the light commercial vehicles used for deliveries are loaded on their return journeys and not only on their outward journeys Express-online helps to reduce congestion on roads and to cut CO2 emissions.

    Furthermore, the freight forwarders and haulage companies negotiate the reloading tariffs between them, which represent another benefit for both parties. As a result, the light haulage firm can reload its vehicle (instead of the vehicle going back empty) and the express freight-forwarding company pays between 40% and 50% less than it otherwise would for a standard urgent delivery. Express-online covers all of Europe and the platform interface has so far been made available in English, French, German, Italian and Spanish.

    The website is for freight forwarders as well as hauliers whose paperwork is fully up to date and who specialise in urgent long-distance transport. The specialist haulage companies are also rated for each of the journeys that they make. Their ratings are then posted up on their profile pages, assisting potential customers in their choice of haulage contractor.

    Both the Centre Francilien de l Innovation, i.e. the Paris Region s centre for innovation, and OSEO Innovation, which supports innovative businesses and technologies in France, provided the Express-online website with their support during its development. A patent has been registered for the website by SESAME ACTIVE SYSTEM.


  • Extra load capacity for Viamaster with Krone on Jan 29, 14 by admin with No Comments Viamaster, one of the UK s leading logistics providers, is maximising groupage capacity on their Italian round trip service thanks to the increased internal height of their new Profi Liner curtainsiders from Krone. Also, the company is experiencing safer, faster and more secure loading owing to the flexibility... Viamaster, one of the UK s leading logistics providers, is maximising groupage capacity on their Italian round trip service thanks to the increased internal height of their new Profi Liner curtainsiders from Krone.

    Also, the company is experiencing safer, faster and more secure loading owing to the flexibility provided by Krone s Multi Safe system: with strapping points every 100mm along the side rave- 126 per side each with a 2 tonne rating and accessible from inside the trailer, Multi Safe load securing brings greater efficiency and safety to Viamaster s diverse transport operation. In addition to their overnight pallet delivery service, Viamaster provides International groupage and mixed freight services into France and Italy including automotive parts, oil and gas industry supplies and related machinery. For this aspect of the operation, where overhead access is required, the Profi Liner s sliding roof provides time saving and efficient loading.

    The new trailers are certified to the European standard for structural integrity EN 12642 Code XL , which is standard on all Krone curtainsiders and necessary for multiple European assignments. This is an important factor when competing in a busy European market comments Viamaster International Director, Paul Pedley. Trailer equipment these days needs to combine strength, low tare weight, flexible loading and safety with low cost of ownership and good residual value.

    These Profi Liners achieve all of this and enable Viamaster to provide a fast, efficient and dependable service. For additional protection during ramp loading, theProfi Liners are fitted with a bespoke-designed steel rear bumper with shock absorbing rubber buffers. The floor meanwhile, is high strength ply with a phenolic coating and rated for 7 tonnes fork lift axle loading.

    Long term corrosion protection is ensured through Krone s unique KTL primer and powder coating process. Viamaster, whose express delivery service works in conjunction with Palletforce and Partnerlink, operates 50 tractor units and 100 trailers from its base in Castleford, West Yorkshire. The family owned business has expanded its service over four decades to provide transport, warehousing, training and global freight services.

    Paul Pedley is clear regarding the key to its success: Our reputation for reliability is built on many years experience and providing the highest quality equipment and service.

    It s what we expect from our supplier partners and in turn, what our customers expect from us!

  • Extra service from Europe Wallenius Wilhelmsen Logistics (WWL) has introduced a new service departing Santander twice a month for South Africa and then going onto Australia to cope with the number of motor vehicles being built in and then exported from Spain. Wallenius Wilhelmsen Logistics (WWL) has introduced a new service departing Santander twice a month for South Africa and then going onto Australia to cope with the number of motor vehicles being built in and then exported from Spain. It includes extra capacity and extended port coverage, which reflects the company s ongoing work to extend its services to meet customers needs.

    WWL is excited to support manufacturers needs for ocean transport from Spain to South Africa and Oceania , says Ramon Oliete, head of the company s Iberia branch for WWL. In 2013, 1.9 million cars were produced in Spain and 90 per cent or 1.7 million were exported. As we expect the shift towards greater manufacturing in Spain to continue, it becomes important to strengthen export-bound ocean services here.

    In addition to Santander, the company has regular calls from these European ports Bremerhaven, Zeebrugge, Southampton and Le Havre.

    The service is operated with WWL s flexible and modern fleet of roll-on, roll-off vessels, adapted to carry a mix of cars, rolling equipment and break-bulk cargo.

    Together with the extended ocean service in Santander, it offers trucking and other inland distribution for the Iberian market.

  • F

  • Family Feud: Three Generations, One Carrier | Blog4Truckers While your family-owned carrier may not have three generations working under one roof (or in the same fleet of trucks), sometimes even just two brothers working together can have problems. Here are some quick tips to help sort out the difficulties before they grow large enough to significantly impact the business. First, try to separate the business from the family, at least when it s supposed to be after hours.

    Don t re-hash mistakes or problems at the dinner table every night if you can help it. Instead, set a time limit for discussing the day s business, and then everyone turns to his or her plate and other concerns or shared stories. This can give everyone time to think about solutions overnight, without getting angry at each other or the situation, and also keeps the family updated on what the kids or grandkids are doing/needing/thinking.

    In many large families, especially those considered more culturally cohesive, (how many times has Hollywood portrayed a big Irish/Italian/Greek family fighting tooth and nail, yet succeeding in the end?) the eldest male may automatically assume the reins of the trucking company. But from day one of the carrier being open for business, there needs to be open discussion about Pop s or Grandpop s decisions about whose shipping crates get loaded into the trailers. And you need to know his decisions as to who drives in the worst weather, who gets time off for family-related illnesses and who goes to the bank.

    In other words, all who are involved in the company are going to have to sit down and decide who wears what hat. Your carrier will never succeed if you simply repeat family patterns the youngest daughter works half-time, the eldest son does all the heavy hauls, the middle kids take the boring office jobs. Make your first very important business decision by deciding your trucking company is going to be staffed by people who work from their strengths, not their family position.

    Treat your family members like co-workers once you re inside the office or calling into dispatch. Yes, maybe you remember all too well how silly Mikey looked in his footed pajamas, clutching his stuffed kangaroo, but that picture of him in your head isn t going to help either of you, or the carrier, when he calls in because a shipper has hit the roof over a damaged shipment. Mike left the office as a suit and tie, and he should get the respect a businessman deserves.

    Balance can be very helpful in setting office duties, and this is one area where age might make a significant difference. The college kid may just create a spreadsheet that saves Uncle Al from spending way too many hours catching up the bookkeeping. This could free Uncle Al to go and call on prospective new shippers, with his easygoing manner and wealth of business experiences to share with new people.

    His strength isn t in numbers and accounting his strength is in person-to-person contact. Put Uncle Al in sales and watch the improvement. Make sure everyone has some alone time.

    If you re all working together day after day, keeping that carrier running at top efficiency, don t plan a big family barbecue as the relaxing part of the weekend. Let Pop go fishing with his best friend, let Sis leave the spreadsheets and go dancing, get the drivers home to be with their kids and leave just one cell phone number as an emergency contact. Make sure the same family member isn t on call every holiday or weekend and give him or her the authority to handle the situation without having to call five or ten other people to get a solution.

    You will all drive your carrier to success without driving each other crazy in the daily efforts. Blog4Truckers is provided as a service for truckers and everyone in the trucking industry by Advance Business Capital. ABC is the first and only truck factoring service designed by truckers for truckers.

    We provide innovative financial solutions exclusively to For-Hire truckers and Freight Brokers.

    In addition to freight factoring, Advance Business Capital provides back office services to clients.

  • FCTA bans meat haulage through rickety vehicles, okadas | Print | E-mail Thursday, 08 November 2012 The Federal Capital Territory Administration (FCTA) has banned the use of rickety vehicles and motorcycles, popularly known as okada, in the haulage of meat in the Federal Capital City, area councils and satellite towns. Under a new policy rolled out by the administration, the mode of meat haulage in the FCT is now through dedicated meat vans and purpose-made tricycles with meat haulage compartment. Minister of State for Federal Capital Territory (FCT), Chief Olajumoke Akinjide, made this known while launching the first phase of the FCT meat haulage programme at Karu Abattoir, in Karu, Abuja, on Tuesday.

    Akinjide, who was represented by the secretary in the Ministry of Agriculture and Rural Development secretariat, Mrs Olvadi Bema Madayi, said the new policy was part of measures to ensure wholesome meat consumption in the FCT.

    According to a statement by Mr Oluyinka Akintunde, Special Assistant (Media and Publicity) to the minister, the tricycle meat vans would be used to convey meat to distances not more than three kilometres from the slaughter points while the four wheel meat vans would serve for meat haulage to longer distances.

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  • Fey to help lead transportation planning on key steering committee ... OLYMPIA Changes are looming in Washington s transportation system, including the ways Washingtonians pay the tab for it. A Tacoma lawmaker is joining a crucial panel charged with keeping a close eye on the whole thing. State Rep.

    Jake Fey has accepted appointment to a seat on the steering committee helping guide the work of the state Transportation Commission. Washington State House Speaker Frank Chopp recently named Fey to the key committee position. The Transportation Commission is diving deeply into the idea of implementing big changes in the way we pay for our highway infrastructure, said Fey, who is a vice chair of the House Transportation Committee.

    I m honored and excited to be joining the important work of this transportation-planning group. Most everyone today agrees that everyone in the coming years must have a hand in planning crucial transportation changes. Gridlock, traffic jams, freight im mobility this is the stuff of road out rage.

    Drivers and passengers stuck in highway congestion aren t getting home to their families. Farm products and industrial goods snarled in traffic jams aren t getting off to their customers. The steering committee will examine reports on road-user assessments, and methods for potentially moving Washington to that type of system utilizing road-user assessments, such as raising needed transportation funds based on the number of miles traveled.

    Fey will work on the steering committee with representatives from the trucking industry and other business concerns, local governments, environmental and public-transportation advocates, experts in user-fee technology, and additional transportation leaders in the Legislature. Before the commission makes any moves toward making any recommendations, I know we have a lot of work to do, Fey said. We need to make sure Washington s six and a half million citizens know and understand proposed strategies for funding this huge, and imminent, transportation investment.

    Fey represents Tacoma and other Pierce County families and businesses all too familiar with the enormous demand for improving our transportation infrastructure. Right now, the Connecting Washington package of transportation projects advanced by our House Democratic Caucus puts a big priority on plugging very conspicuous mobility gaps in our own Puget Sound Gateway project. Improvements for key interchanges near Joint Base Lewis-McChord and completing the missing link from I-5 to SR 167 are a large part of this package.

    We have our work cut out for us, to say the least, in solving challenges confronting motorists and businesses. The sobering reality? Our unmet transportation demand is costing us tons of hours and tons of dollars.

    Day in and day out: Thousands of people and trucks stuck in traffic, losing valuable time with their families, missing crucial appointments, and increasing the costs for Washington businesses.

  • Fiat Loosens More of its Italian Ties Fiat/Chrysler CEO Sergio Marchionne continues to signal a move to the US is likely. Fiat took another step towards loosening its ties to Italy as Fiat Industrial s board of directors met this week and approved a merger of its principal Dutch and Italian subsidiaries. The move comes as rumors and speculation continue to mount that Fiat S,p.A.

    will ultimately shift its headquarters from Turin to the Detroit suburbs once the maker finalizes its acquisition of Chrysler. The fear of losing the company has led Italian government leaders to look for ways to keep Fiat from picking up and moving. Stay on Top of the News!

    The Fiat Industrial Board of Directors approved the cross-border merger of the wholly-owned subsidiary Fiat Netherlands Holding N.V. with Fiat Industrial S.p.A, the company said in a brief statement. The merged company is expected to reside neither in the Netherlands or Italy but in England where Fiat officials have said the company will be domiciled for tax purposes.

    The move has already stirred outrage in Italy since Fiat is widely regarded as Italy s premier industrial company and is a leading employer and taxpayer. The betting is Fiat Industrial s move to London will serve as a prelude to Fiat shifting the corporate headquarters of its automotive business to Detroit where it now partners with the Chrysler Group. However, officials from Fiat automotive issued a statement saying last week that such a move was not on the agenda.

    However, Fiat and Chrysler CEO Sergio Marchionne who now has homes both in Italy and in the U.S. not far from Chrysler headquarters in Auburn Hills, Michigan is aggressively moving forward with plans to merge the two companies into one legal entity. Fiat Industrial was separated from the automotive business as part of Marchionne s ongoing restructuring of the Italian industrial giant.

    Over the years, the trucking, agricultural and construction business units that are now part of Fiat Industrial had been instrumental in helping keep Fiat s automotive business alive. Meanwhile, Fiat officials, while confirming Fiat Industrial will set up a domicile in London have labeled as absolutely false reports that the cash-strapped Italian government would lose 500 million euros in tax revenues if it moves its tax base to Britain after it completes a merger with its U.S.-based subsidiary CNH Global NV. Fiat Industrial said in a statement that it believed that making Britain its fiscal base would put its shareholders on the same footing as those of major capital goods competitors.

    It said it was awaiting a response from authorities in Britain and the Netherlands, where the new company will be legally based, before finalizing the move. The prospect that Fiat Industrial would move its tax base has raised concern among Italian lawmakers and unions. Fiat Industrial SpA, which is based in Turin and was spun off from Fiat in 2011, denied that placing the new company s tax home in Britain would cause ` considerable damage to the tax office of our country.

    It said that the that 500 million euros refers to the total tax burden on all its units, including the 46% that are based in North America and 11% in Latin America. It said of the 27% in Europe, only 5% are based in Italy. The new company will be legally based in the Netherlands and traded on the New York Stock Exchange.

    Significantly, Marchionne recently expressed his clear desire to have parent Fiat S.p.A. s listing move from the Turin stock market to the NYSE. Fiat Industrial said in the statement that it chose the Netherlands in keeping with its goal of ` creating a capital goods company able to attract international investors.

    Tags: Fiat-Chrysler, Sergio Marchionne, auto news, car news, chrysler news, fiat detroit, fiat headquarters, fiat hq, fiat italy, fiat moves to detroit, fiat news, fiat nyse, joe szczesny, thedetroitbureau This entry was posted on Wednesday, May 29th, 2013 at and is filed under Automobiles.

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  • Finalist Annette Dellinger: 'I can always turn people around with my ... Name: Annette Dellinger Company: Con-way Truckload Years in trucking: 2 Hauls: Dry van freight and hazmat loads throughout all 48 states and into Canada. Truck: 2014 Kenworth T680 Having only been on the road for two years, top ten finalist Annette Dellinger refers to herself as the baby of the bunch. Her daughter and son had grown and moved out of the house, and Dellinger s husband had recently started driving.

    He had been solo on the road for about six months when the two decided to form a team and see the country together. The couple drives about 6,000 miles a week. That means we are constantly running, says Dellinger.

    He s sleeping, and I m driving, or I m sleeping, and he s driving, though we do try to make sure to spend time together every day. When we work as a team, it s great way to watch out for each other. We count on each other.

    Overdrive: What s your definition of beauty in relation to trucking? Annette: I think the best way to define it in relation to trucking is how we dress up our trucks. A lot of drivers do the chrome, do the lights, and do all these things to put people in awe when they see us coming down the road.

    But the driver inside also represents the truck and the company. We look the best we can, and we do our best to be professional. The woman driver inside is representing her truck.

    Overdrive: What was the reaction from friends and family when you made the top ten? Annette: My friends and family nominated me. And they are ecstatic.

    They are very proud of me coming this far. I m still new at this, and they have high hopes for me. I may not win, but just making it this far is enough.

    Overdrive: How do you feel about the role of women truckers? Annette: We constantly have to make ourselves known, because there are still a lot of especially older drivers who have been driving for many years, and who don t feel that we should be on the road. It s a hard role to fill, but we just have to get out there and say hey, we can do it along side of the men.

    Overdrive: What would say to the non-driving public about women driving big rigs? Annette: A lot of people, when they see a woman driving a truck, will back up and act more cautious, but I d say don t be afraid when you see us at first. We drive just as well and just as safely as a man driver would.

    And you know, if I can do it, you can do it, too. I think the best way to define it in relation to trucking is how we dress up our trucks. A lot of drivers do the chrome, do the lights, and do all these things to put people in awe when they see us coming down the road.

    But the driver inside also represents the truck and the company. We look the best we can, and we do our best to be professional. Overdrive: What do you wish you knew before you started driving?

    Annette: Probably what to take and what not to take on the road. That takes some getting used to. You don t really know what you ll need when you ll be gone for several weeks at a time.

    It s also a trying experience to be away from home. My father is a trucker too, and growing up, we would always plan holiday and birthday celebrations around his schedule, but I never really understood how difficult that can be until I started driving. Overdrive: If you could fix one thing about the trucking industry, what would it be?

    Annette: I d make more parking available to truck drivers, especially in normal shopping areas. I know we have Walmarts steadily available to all truck drivers, but if there were more places we could go into malls, shops, grocery stores. There are parking areas around, but not enough for the amount of truckers on the road.

    Overdrive: Is there a sisterhood in trucking? Annette: Oh, definitely. Even when you pass another driver on the road, we always give that look or thumbs up.

    We re extra gracious and courteous to each other when we see each other. We tend to stick together and look out for each other as far as safety goes. I drive with my husband, but there are women who drive solo, and it s good to keep that in mind and help each other out when we can.

    Overdrive: What do you like about the way you look? Annette: My smile I can always turn people around with my smile, and I m grateful for that. I also like my size.

    I m short, and I think that can catch people off guard.

    My husband is 6 3 and I m 5 1 .

  • First European Explains The Haulage Industry Most sectors suffer from an Accronym overload and the European Haulage and Freight Forwarding industry is no different! Lable for Gasoline (Hazardous Substances) From ATR s to EUR1s or Intermodal to Out of Gauge , our industry has many phrases that confuse most Manufacturers and Freight Forwarders. Add to that there s officially 23 different langauges spoken across Europe, you begin to realise that any mis-interpretation of the lingo and language can lead to expensive and unecessary delays in time and cost.

    At First European we like to make things simple for you. We manage your collection and delivery at every point and ensure that when you book with us you know exactly what, when, where and how we are going to complete the work for you, without any unnecessary delays. So we ve created our very own Guide to European Haulage that explains the many terms used.

    We would also love to hear from you too and build the ultimate guide.

    So just tell us the phrases that you hear regularly, but don t know what they mean and we ll remove from Lingo from the Load , explain it in simple terms and add to our guide.

    To book your next consignment across Europe, simply call our team on +44(0)1282 839525 +44(0)1282 839525 or use our easy to use Get A Quote service You ll need Skype Credit Free via Skype

  • First new Volvo FH delivered | Haulage Today on Feb 14, 13 by admin with No Comments The very first new Volvo FH takes to the roads this week. The proud owner, Jean-Pierre Ducournau, received the keys in a ceremony accompanied by loud applause and happy smiles all around at the Volvo Truck Center in the French town of Roissy-en-France, just outside Paris. We re delighted and proud to be the first...

    The very first new Volvo FH takes to the roads this week. The proud owner, Jean-Pierre Ducournau, received the keys in a ceremony accompanied by loud applause and happy smiles all around at the Volvo Truck Center in the French town of Roissy-en-France, just outside Paris. We re delighted and proud to be the first haulage firm to get to drive the new truck, says Jean-Pierre Ducournau, who together with his sons runs Transports Ducournau.

    The new Volvo FH is as attractive inside as it is on the outside. I was really surprised by its comfort and the impressive visibility from behind the wheel. Jean-Pierre Ducournau has been waiting for his new truck since September, when he secured the winning bid of ' 150,000 ( 130,000) via a Volvo Trucks charity auction on eBay.

    It s a really great truck, but then I wasn t expecting anything other than top quality, says Jean-Pierre Ducournau. Above all he is impressed with the new Volvo FH s road-holding. It s undoubtedly the very best available in a heavy commercial vehicle.

    Even though this is a truck, it has the same comfort as a limousine, he adds. And Pierre knows what he is talking about. Almost all the trucks in the Transports Ducournau fleet are Volvos and over the years he has operated many different Volvo trucks from an F89 purchased in 1974 to today s modern FH.

    Today his current fleet totals over 300 vehicles. The new Volvo FH is something of a revolution for heavy vehicles and is the result of many years of hard work. I m both happy and touched.

    This is the truck that the entire industry has been waiting for so eagerly, it represents the future for the truck industry, says Jean-No l Th nault, President Volvo Trucks in France. The new truck will primarily cover long-distance routes between Alpes-Maritimes and Var in southern France and haul cargo in the Paris region In March Jean-Pierre Ducournau will travel to South Africa to hand over the money from the auction to Star for Life. The organisation runs an educational programme whose aim is to stop the spread of HIV among young people.

    Volvo FH

  • First POST: Trucking Despite the late opposition of a coalition of tech companies including Facebook, Google, Microsoft, and Yahoo, the US House voted overwhelmingly in favor of the watered down USA Freedom Act, 303-121. Rep. Jim Sensenbrenner (R-WI), the bill's main sponsor, said the vote shows "Congress does not support bulk collection" of Americans' metadata.

    But, as Alex Byers of Politico noted, during floor debate he added, "I wish this bill did more To my colleagues who lament the changes, I agree with you. The privacy groups who are upset about lost provisions, I share your disappointment. Rep.

    Zoe Lofgren (D-CA), said that she didn't believe that the bill would end bulk collect, noting, "Regrettably, we have learned that if we leave any ambiguity in the law, the intelligence agency will run a truck through that ambiguity." It's perhaps worth recalling that Lofgren was one of a handful of representatives who requested a private briefing from independent security analyst Bruce Schneier back in January because the NSA wasn't being forthcoming about its activities. For some reason, The New York Times Book Review assigned Glenn Greenwald's new book No Place to Hide to noted contrarian stylist and opinionist Michael Kinsley, and the result is a confused mishmash that probably says more about Kinsley's biases (he thinks the government should ultimately "have the final say over the release of government secrets") than Greenwald's. Barry Eisler's response, "'Journalist' Argues in NY Times That Publishing Decisions Should Ultimately Be Made by Government" is priceless.

    Edward Snowden, Glenn Greenwald, Laura Poitras, and David Miranda just had a reunion somewhere in Russia. Shared with a selfie. Julian Assange says in a WikiLeaks statement that Afghanistan is the second country, in addition to the Bahamas, where the NSA is collecting and storing nearly all the domestic and international phone calls, claiming in a statement that this is based on an unidentified source and can "be independently verified through forensic scrutiny of imperfectly applied censorship on related documents released to date and correlations with other NSA programs." On TechCrunch, Josh Constine reminds readers that Facebook's new switch to default news feed posts to "friends only" is hardly the result of the company's sudden enlightenment (the initials FTC had something to do with it).

    Meanwhile the Pope is staying off of Facebook because of concerns about abusive comments, reports Zachary Seward for Quartz. On the Open Knowledge blog, Rufus Pollock explains why the recent European high court ruling on the so-called "right to be forgotten" also "appears to have the potential for significant (unintended) negative consequences for the publication and availability of key public interest information--the kind of information that is central to government and corporate accountability." Net neutrality is not a topic for newspaper or TV coverage, Pew Research found, after studying news stories since the beginning of the year. That's not for a lack of interest, judging from the number of Twitter mentions of the topic, nearly 650,000, Pew notes.

    That's nearly as many as on the KeystoneXL pipeline, which has gotten much more print and TV coverage. Don't miss Model View Culture's "An Open Letter on Feminism in Tech" from nine leading women techies. Mother Jones' Brett Brownell sings the praises of the Internet Archive and its Wayback Machine.

    Philadelphia's CityPaper's Arielle Pardes reports that civic hackathons, "which have been popular here since the early 2000s, are becoming less about trendy apps and more about solving real-world problems." Amen to that. Thailand's military has summoned Internet service providers to a meeting, likely to discuss how to carry out new censorship directives following Wednesday's coup, Steven Millward reports for TechinAsia. Meanwhile, some Thais are taking to Twitter to mock their new rulers, sharing their own version of events using the hashtag #CoupMovies.

    Some examples: "Usurpico," "Kindergarten Coup," and "Good Will Junta." (h/t Mark Pesce) We're taking off Memorial Day--see you on Tuesday!

  • Fitting Floors - Solar Water Heater - Carpets Reviews 2012 elastilon underlay engineered reviews , wall divider separator panels Green energy, especially solar energy, is the future. With the convergence of climate change evidence and changing consumer demand, businesses are forced to consider environment friendly solutions to the real world problems. Effective collection and distribution of solar energy, which opens the door for modern home and business to use renewable energy, this is the core concept of green revolution.

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  • Five gold rings, four calling birds, three French hens, two turtle ... Trucking journal, the fourth day of Christmas, 12.28.2012 This morning it was really cold in Baker City my thermometer said 14 degrees F and on days like this it is usually better to wait for sunrise before driving anywhere. But it was pretty clear out, and the road was pretty dry. We did hit a major fog bank on the way to La Grande, but once through it I could see that it was clear over the Blue Mountains, and that was the big thing.

    They are not very high, but they get a lot of snow, and the pass down to Pendleton is one of the most dangerous in the country. It is not the drop itself, it is the fact that, like the pass at Ashland, it just does not quit. I have watched a lot of drivers burn up their brakes on the way dow.

    You can see the smoke pouring off of their tires and smell the burning rubber coming into your air intake. Though the weather reports had told me that there would be fog at Pendleton, in fact it was as clear as I have ever seen it, with a view all the way up to the Tri-Cities in Washington, but there was a cloud bank to the west. And then, ten miles after Pendleton, I hit it, really major fog.

    Not only that, the road was icing up, and I had to slow down, because visibility was down to less than 200 yards at times, and cars were out there running without lights! Crazy drivers! A good time to pull off for gas, I figured, so I pulled into the stop at Stanfield and gassed up.

    Plenty of parking here at 10 in the morning, so I took a spot, and went in to cash a check. Instead of asking my company for the 200 bucks they owed me, I just cashed their 200 dollar Comchek and pocketed the money. Even Steven, here, you know?

    Two sides can play that game here There was another Interstate driver in the lot that I knew. It is funny, this is not a big trucking company, but I can t even remember the last time I parked and was not looking at another Interstate truck parked right nearby. It is because no one wants to hang out at the yards!

    They live at these truck stops instead! This is a Hazmat run, so I did a quick inspectionand found a flat tire on the trailer! It is on the side that they would see at a weigh station, and I would get a major ticket for that.

    With these loads, I have to stop at every weigh station, too. This is what I saw: So, I called the company, and they said, Why not just drive it over to the tire place in Hermiston 8 miles over ice and through fog the girls at the counter told me that there have already been over five major wrecks this morning on these sections of I84 and 395, including two semi rollovers this is their second attempt to try to get me into a Hazmat accident in this company, the last being 3 weeks ago. So, stuck here while Les Schwab makes a bundle repairing all those wrecked trucks and their tires it is going to be a while.

    Here is a view of my truck in the fog: Anyway, at 1:30 the Les Schab guy finally showed up. I was in my truck playing solitaire with my deck of Hooters playing cards, and just about to win one when he knocked. I had to re-park the truck, and it took four tries!

    I am a really good backer, but I just kept setting up wrong! Embarrassing! Right in front of all the other truckers!

    I think my mind was still on that solitaire game! Whatever. Anyway, we found a broken chain link in the tire, and just patched it.

    The company just uses retreads on there, and a new tire would cost more than about 3 of them. Patching a retread, on the other hand, is cheap and sort of a coals-to-Newcastle solution to the problem. Anyway, the fog had started lifting at this point and I headed for Portland.

    Unfortunately I was soon met by the Oregon microwave contingent in fact, I think they tried to add gas at Biggs Junction and the Dalles literally thousands of cars out there to harass me. I always wonder where they manufacture and store all that stuff. As far as I can tell, it comes from the vicinity of high-security DOE and DOD facilities, where they have massive security.

    We have one near this route up at Hanford, and the bridges over the Columbia at Hermiston, Biggs Junction, and the Dalles would be the easiest way to get it down from there. I mean, I think that the cars just drive around half-equipped anyway, because these are not very big devices. I got to our yard and Troutdale and parked.

    I was working a bit on numbers; my estimate is that there are currently half a million people in Oregon working for this program, and that these people have managed to get another half million residents to leave the state, because there is no new building going on here at all, other than new Justice Department renovations. It is a bit hard to separate this program from the boycott of my company and the international thing you can kind of divide that by 3 and come up with a trillion a year or so, which would make that over 4 trillion at this point. Another way to do that is multiply half a million by maintenance costs of about $300,000 each, and what you get there is 150 billion per year.

    Add on the cost of buying off state and local governments at around 100 billion per year, buying off local businesses at a similar figure, and then the costs of sports-fixing, election-fixing, microwave importation, drugs, poisons, escort services, surveillance equipment, television shows, advertising, movies, buying off the local media, and all the rest a trillion a year is actually a fairly conservative figure for this stuff. The tattoo industry alone sets this deal way, way back every year, you know? So, the upshot for these thousands is that they also seem to feel they are doing this for the governor down in Salem, along with people like Biden and Holder in Washington.

    Maybe they are right there, you know? It is such a grim affair they drive by me trying to microwave me or gas me so I will pass out or have a heart attack while driving and that is what you see when you look into their cars, grim expressions, set in a scowl, looking straight ahead, stone-faced, like some legion of thousands of Oregon zombies under a full moon. They broadcast their Christmas season spirit, anger, hatred, rage, submissiveness to their bosses, and attempted sadism this is what Christmas and its twelve days mean to this crowd.

    I am saying zombies I think werewolves would be an exaggeration, because many of these people are actually women, no joke. And girls can be zombies, right? The fifth day of Christmas, 12.29.2012 The thermometer read 34 degrees this morning, so I took off a bit earlier.

    I had to go down to our other Portland yard in Wilsonville to pick up my 2013 truck permits, not the Idaho one, of course! I still cannot believe they were too cheap to buy one! Then I headed up to Tacoma to drop the load, because the consignee in Tukwila is not open weekends.

    Driving through Portland at 7 am on a Sunday morning is a breeze; at almost any other time it is one of the more harrowing experiences in this area. Those roads were not built with 18-wheelers in mind, let me tell you It is not a very hard drive as long as it is not raining, but there was also harassment going up there. In addition to the microwaves and poison gas and bio weapons, they pay cars and trucks to pass me in a dangerous fashion, to tailgate me at dangerous distances, and drive in front of me and slow down to dangerous distances.

    And, about a month or two ago, they started something new, exit ramp chickie . A driver will come up an exit ramp and start to head right into my truck, before swerving, or, as happened four times on this drive, a driver will come up to a point where his (or her, today) car in the middle lane is even with my front end in the far right lane, and then suddenly dart across my front to an exit, crossing both lanes about ten feet in front of me. So, it makes it kind of a dangerous drive, there.

    You know, as I say, some of these drivers are girls I would hesitate to call them women , although most of them appear to be in their 30 s or 40 s women would be a gross exaggeration of their level of maturity and level of intelligence, you know? I would hate to total a girl with the front of my truck, there, and this is not a very bright thing to do, really, you know what I am saying? Cars do not look very good after they get hit by a truck, that is all.

    But that is what they were up to this morning out there. They want to cause accidents? Why not just go to some kiddie park and rent out a bumper car for an entire day, you know?

    People do that didn t they have Tom Hanks do that in some movie or other? Another thought: why not just go down to a video arcade and play the race car video games? But these women do not seem to be bright enough to come up ideas like that!

    I think if you asked these women they would tell you that they are working for NASCAR racers and owners, or give you some line like that. It kind of begs the question, which ones, right? Here is the list of current suspects: 1.

    Brad Keselowski and Roger Penske.

    2. Kyle and Kurt Busch 3. Jeff Gordon 4.

    Danica Patrick Anyway, got back to the terminal safely despite their best efforts there. This is our driver s lounge and you can see the guys in there watching the weather report that is only because the informercial ended and the news came on! Well, sometimes it is a cop show, and sometimes it is an old movie, you know?

    So, I headed over to the mall in Puyallup. I think it is the only mall in the country that does not have a Starbucks or a Seattle s Best store in there somewhere #waytoomuchcaffeineforpeopleinPuyallup! It does have a Panera out in the parking lot though, so that is where I went before shopping.

    Here is where I ended up right, it is the big post-Christmas snowboard sale! The little problem is that the boots and bindings don t seem to be on sale. Well, other small problems: where do you park an 18-wheeler at a ski resort?

    Where do you find a hotel room there for $43.95, including free wi-fi? What happens when you wake everyone up with your jake brake going down the driveway? Not only that, can you see a 63-year old on one of these things in the picture?

    How about an Avalanche board with a Grateful Dead World Tour 1972 motif on there, you know what I am saying?

    Well, still thinking about this issue I already went out and bought the hand rehabilitation equipment this month, you know?

    Let s see how I feel about the end of January here Happy trails to you til we meet again James About these ads Like this: Be the first to like this.

  • Five Questions With Kim Pedersen | Air Cargo World News Kim Pedersen is the new executive vice president of Geodis Wilson s global freight forwarding division. Pedersen joined the company in 1994. In 2009, he was appointed deputy CMO and joined the board of management as global head of sales & marketing.

    Pedersen gave Air Cargo World his take on trends in the airfreight industry. Air Cargo World: What is the outlook for the air cargo industry this year? Kim Pedersen: I expect this year to be similar to 2012 overall, we will see a rather flat air cargo development, however with a few exceptions on certain trades and related to certain industries.

    In general, companies will continue to focus on costs and consequently give a preference to ocean freight over airfreight for a significant portion of their cargo volumes. Because of this tendency, many freight forwarders experienced a decline in airfreight volumes, already in 2011. Geodis Wilson is an exception in this regard because against the overall market trend, we experienced an increase in airfreight volumes.

    On certain lanes, we grew faster than the market, namely on the Asia to Europe routes. One reason for this is our good position as a logistics provider in the high-tech market. It requires a strong time-to-market strategy to be successful in this area.

    ACW: What role does Geodis Wilson play in the high-tech and pharmaceuticals industries? Pedersen: Both high-tech and pharmaceuticals are part of our vertical industry segments program, which encompasses nine main verticals in total. Providing industry-specific logistics services is a key enabler in our global development plan.

    As far as high-tech is concerned, Geodis Wilson has found a somewhat smarter approach to the market by tackling high-tech supply chains in a similar way than fast-moving consumer goods. If we look at Asia, particularly China, but also the U.S. and some trades into Europe, this is giving us a competitive edge that also drives volumes into our airfreight channels.

    For pharmaceuticals, our development strategy rather focuses on the Pan-European dimensions. Being part of a larger group, we benefit from our strong footprint in Europe and the investments that were put into warehousing and distribution. So we mainly attract pharma companies that require connections to our European trucking and warehouse network.

    ACW: What are the ramifications of the ongoing emissions debate for air cargo? Pedersen: I would simply put myself into the position of our clients: In general, they would perceive airfreight to be more expensive and more polluting than ocean freight, trucking or rail and there is a strong drive, particularly in Europe, to avoid such high emission solutions. Nevertheless, most international and global players develop alongside the emerging markets, and airfreight will always play a significant role in the supply to those markets, may it be on the production or on the consumer side.

    ACW: What are some of the latest air cargo technology trends you have observed? Pedersen: Linking to my answer above, I don t see so much of a technology shift but rather a change in conducting air cargo business. We might see more and more nomad airlines that shift their capacity in a flexible way into trade lanes between the high growth markets such as China to Africa or China to South America, not to forget intra-Asia routes.

    ACW: How do you see Geodis Wilson s air cargo growth in the coming years?

    Pedersen: Year over year, we plan for a pretty stable increase around 5 percent.

    The more we maintain our industry-specific focus, and the more we develop in the runners-up economies like Mexico, Indonesia and maybe some African countries while increasing our market penetration in the big emerging markets like Brazil, China and India the higher the growth will be.

  • Five trucking grievances part of planned protest Organizers listed five trucking-related issues as driving the Ride for the Constitution demonstration that is planned to start Friday in and around Washington, D.C., and across the nation with individual shutdowns, other convoys and a called-for buy-nothing solidarity protest. The five demands emerged from a conference call the evening of October 2 hosted by Pennsylvania-based company driver and former owner-operator J.B. Schaffner, also proprietor of

    Call participants represented varied segments, including an intermodal port hauler, a dispatcher of owner-operators and a former Midwest-based bull hauler. Schaffner had consulted offline with representatives of a California-based group as well, he said. As previously reported, the first part of the demonstration is planned to have bobtail drivers and others ride into the heart of D.C.

    attendant to delivering the trucking-related demands as well as the demands of the American people, in the words of Ride for the Constitution promoter Zeeda Andrews, a separate list of five alleged constitutional violations. As of Monday, October 7, the then-organizer of the bobtail convoy into D.C., driver Earl Conlon, had noted evidence would be delivered to law enforcement authorities intended to result in the arrest of certain politicians for violating their oaths of office to uphold the constitution. Since that report, as well as this U.S.

    News and World Report article featuring a wide-ranging interview with Conlon, promoters have attempted to distance themselves from the driver. A separate tractor-trailer convoy is planned to circle the beltway and get the attention of politicians and the general public by causing a traffic jam. Organizers are calling for supporting actions outside of D.C., such as truckers shutting down or the general public refraining from spending money.

    Former owner-operator Schaffner and his brother Fred Schaffner, who passed away in 2012, successfully challenged the Virginia Department of Transportation s two-hour parking time limit at rest areas. J.B. Schaffner was also a principal organizer behind the 2008 convoy to D.C.

    that protested fuel prices. The trucking-related items in the manifesto, signed by Schaffner and promoter Zeeda Andrews and which you can access via the October 7 report in this series, call for the following: 1) Rollback of the hours rules to pre-July 1, 2013, status, and continued focus on the issue of excessive uncompensated detention time at shippers and receivers.

    2) Abolishment of the crash-related side of the Federal Motor Carrier Safety Administration s Compliance, Safety, Accountability s system for ranking carriers, particularly given the system s inclusion of crashes not identified as being the fault of the motor carrier/driver. Also included in this item are demands for rollback of Congressional/administration pursuit of an electronic log mandate, concerns with fuel prices given copious increases in domestic oil production, and concern over roadside officers unfair targeting of some carriers with erroneous violations.

    3) Recognition and action on a wide concern with the California Air Resources Board s diesel emissions regulations and idling limitations as onerous to the health and safety of drivers, as well as trucking business viability.

    4) An end to Congressional efforts to increase mandatory liability insurance requirements of motor carriers as well as a recognition of insurers increasing ability to control more and more of this industry, in the words of the document.

    5) Moving forward with the truck parking safety and availability provisions of Jason s Law, included in 2012 MAP-21 legislation. Poll: Will you participate in some fashion in the Ride for the Constitution demonstration? As of midday Monday, seven in 10 respondents to Overdrive online polling had indicated they planned some level of participation in the effort, more than 50 percent of total respondents indicating they would shut down in solidarity.

    Results as of midday Tuesday showed that number to have fallen several percentage points to 43 percent who indicated they would shut down; just under 6 in 10 indicated some participation in the effort. Overdrive Dollars & Sense columnist Kevin Rutherford is against the Ride for the Constitution Click here to read his blog post on why and is hosting a special episode podcast Wednesday, Oct.

    9, at 7 p.m. to have a true open discussion about the issue, he said in an email promoting the podcast.

    To participate, call (347) 884-8327; 250 lines will be available.

    Click here to listen online when the episode airs.

    More: Ride promoter says main goal is to remove Obama from office

  • FMCSA chief honors safe drivers at OOIDA celebration Trucking s top regulator said Friday that she was grateful and honored to call the names of 35 remarkably impressive owner-operators in recognition of their accident-free years. FMCSA Administrator Anne Ferro talks with OOIDA member John Taylor, who was recognized for 62 years of accident-free driving. Anne Ferro, head of the Federal Motor Carrier Safety Administration, did the honors on behalf of the Owner-Operator Independent Drivers Association.

    The Truckers for Safety recognition was part the Heart of America Trucking Show, held in Kansas City, Kan., for OOIDA s 40 th anniversary celebration. Ferro also credited OOIDA with driving home the safety message to its membership. Despite persistent cold rain seasoned with a little sleet, the mood was a warm one as honorees expressed mutual respect for fellow veteran truckers.

    When the honor roll had been called, Ferro quickly sought out John Taylor of Cross Junction, Va., who has racked up 62 accident-free years at the wheel of a big rig. Other drivers, even those with 20 or 30 safe years, likewise quizzed him on his career success and longevity. Despite the weather, many lingered on the stage for nearly 30 minutes, talking about the business.

    I haven t cashed a paycheck that didn t come from trucking since I was 15, Taylor told Overdrive. Lean, rugged and bright-eyed at 79, Taylor spent much his long career pulling a reefer, and still runs every now and then with a trusty Kenworth W900. He emphasizes the importance of road awareness and says a driver s skills develop with experience.

    But the secret to being happy in trucking is in being able to understand people and get along with them. He also suggests that driver distraction in both automobiles and trucks has become a serious problem. And he even admits that he started driving, unlicensed, at 13 so his crashless record is actually longer then the official mark.

    I ve never met a professional driver who wasn t proud to do the job, every day, without running into folks, said Todd Spencer, OOIDA s executive vice president. And, you know, it s not easy. To be a safe driver you not only have to know what you re doing, you have to anticipate what other people are going to do.

    That only comes with having your mind right, having the experience, and continuing to learn.

    The show continues Saturday at the Kansas Speedway in Kansas City.

  • Ford trucking Ferrari to court over F-150 name S '; if (google_ads0.bidtype == 'CPC') /* insert this snippet for each ad call */ google_adnum = google_adnum + google_ads.length; document.write(s); } } google_ad_client = 'ca-pub-0457527031304647'; google_ad_output = 'js'; google_max_num_ads = '2'; google_ad_type = 'text'; google_feedback = 'on'; google_skip = google_adnum; google_ad_channel = '1102379497'; When Ferrari announced it was naming its Formula 1 car the "F150," in honor of Italy's sesquicentennial, many people immediately wondered why Ferrari would step on Ford's most successful truck of all time. Turns out Ford's wondering as well; as first reported by , it's now taking Ferrari to court over the choice. Here's Ford's explanation for the move: F-150 is an established and important Ford trademark and the name of the best-seller in Ford's F-Series, America's best-selling trucks for 34 years and best-selling vehicles for 29 years.

    Through extensive sales and advertising and exclusive use, Ford has earned invaluable goodwill in the F-150 trademark. That hard-won goodwill is seriously threatened by Ferrari's adoption of "F150." When Ferrari announced the name of its race car as "F150," Ford asked Ferrari to change the name. Ferrari did not respond in a timely manner, leaving Ford no choice but to take legal action to protect its important brand and trademark rights.

    View gallery They could always race for it.

    Related Heat Vision And Jack edition Every so often, I like to transport myself back to the heady days of the late '90s, when Ben Stiller was still cool and no one was tired of Jack Read

  • Foreign hauliers to pay for using roads in the UK | This is Kent FOREIGN lorries could be charged 1,000 a year to use British roads in a bid to ease the burden on domestic hauliers. The fee will also apply to British -based lorries but this will be offset by an equivalent cut in vehicle excise duty. ROAD TO NOWHERE: Lorries and cars clog the notoriously busy M25.

    FRUSTRATED motorists faced misery on the roads when the M25 was closed between junctions 29 and 30 for almost 24 hours following a crash in which a lorry driver was killed. Traffic ground to a stand still on all main routes, with massive tailbacks in Brentwood High Street and beyond, causing chaos for miles around. Among the roads affected were the A12, A13, A127 and A128 with the police warning motorists to avoid the area throughout Wednesday and most of Thursday morning.

    Rebecca Rees, AA spokesman for Essex, said: At the worst point we had jams of about 18 miles in the south-bound direction on the M25. There were about 20,000 cars stuck on the M25 with several thousand more on surrounding routes. The M25 at j29-30 in Essex has been shut for 23 hours after a fatal accident involving a tanker containing lime.

    Severe delays & gridlock. PIC:COPYRIGHT- STEPHEN HUNTLEY..

    18/3/ 07973 208461...16 CM LORRY CHARGE: Foreign truck firms using the M20 are to be charged But one local MP fears the revenue will not be spent on paying for the misery caused by Operation Stack, while a leading motoring organisation has warned the charges may be slapped on all motorists. The plan is to make a "level playing field" for British truckers who are forced to cough up for tolls across Europe while foreign lorry drivers over here do not.

    The Government expects to publish draft legislation next month and ministers said the charge would be brought in before the end of this parliament. Dover and Deal MP Charlie Elphicke, whose constituency is served both by the M20/A20 and the M2/A2, said: "I am in favour of what is in the announcement. It is going to create a more level playing field." Asked if the money raised from the tolls would go towards the cost of Operation Stack, he replied: "That's a good question but realistically it won't, much as I would like it to.

    But whether the infrastructure guarantee in the proposals can make the lorry park or parks happen is a question worth asking." Mr Elphicke's parliamentary neighbours Damian Collins in Shepway and Damian Green at Ashford are both affected, as the M20 runs straight through both constituencies. The amount charged would depend on the size of the vehicle, and the scheme is expected to raise about of 20 million a year. Newly appointed Secretary of State for Transport Patrick McLoughlin said: "These proposals will deliver a vital shot in the arm to the UK haulage industry. "It is simply not right that foreign lorries do not pay to use our roads, when our trucks invariably have to fork out when travelling to the continent. "By introducing charges we will create a level playing field, increasing UK competitiveness and boosting growth." The industry's Road Haulage Association declared itself "happy" with the proposal.

    RHA chief executive Geoff Dunning said: "We have been campaigning for years to see a system introduced which will lessen the financial advantage currently enjoyed by our European neighbours.

    United Kingdom hauliers travelling to mainland Europe have to pay road charges but foreign-registered vehicles travelling to the UK pay nothing." The Automobile Association, whose umbrella company is based in Folkestone, said it was concerned the system could lead to a universal road-charging scheme for all motorists.

    See comment page 21

  • Four-wheelers should 'learn from truck drivers' Truck drivers, as we know, have a unique perspective on the on-highway behaviors of the motoring public, a point hammered home over the weekend by Con-way Freight s Tom Clark, writing as a guest blogger at New Jersey-based website, which aggregates news from several local newspapers. The reason is in some ways simple, akin to Shaquille O Neal s advantages over his hoops counterparts of lesser stature. Their vantage point allows them to take in America s landscape from another point of view, Clark writes.

    Unfortunately, what that view often includes is motorists doing everything but paying attention to the road. While Clark stops short of calling for a nationally legislated solution to distracted driving among motorists, his message is clear, and it reflects what so many commenters on Overdrive s coverage of the distracted driving issue have been saying since Obama s DOT made it priority number one: greater importance needs to be placed on enforcing or really convincing four-wheelers to self-enforce bans on all texting/handheld-cell use, such as they exist, while driving among the general motoring public. Looking for compatriots in the effort to improve four-wheeler behavior?

    In future, look to the two-wheeled community. As someone who also gets a unique perspective on the behavior of four-wheelers given I spend a lot of time traveling around Nashville on this low-speed two-wheeler and, following years of being pulled out in front of by them in Chicago and Birmingham and now here, am well-attuned to just which driver (never, I think I can say with good certainty, a truck driver) up ahead is probably not going to see me before he/she makes a terrible decision to make his/her turn mid-text or ratchet-jawed on the phone I wholeheartedly concur. Here s Clark s point, ultimately: Take a lesson from a professional truck driver.

    When you get behind the wheel, put down the phone. If you have to make or take a call, do it hands-free. Focus on the road.

    Don t text. Most of all, don t become a statistic, or the cause of a tragedy that you ll regret for the rest of your life. Remember, truck drivers have a unique point of view.

    We re watching, and we will continue to be advocates for safety until distracted driving disappears.

    Read his full argument here.


  • France mulls plan to tax foreign truck drivers Will foreign truck drivers soon be charged to take to French roads? Photo: Philippe Huguen/AFP Published: 16 Apr 2014 10:32 GMT+02:00 Updated: 16 Apr 2014 10:32 GMT+02:00 France s much-maligned eco-tax charge on lorries that was scrapped late last year, could make a return, this time targeting foreign truck drivers, who could be asked to pay up at the border or even forced through the country's motorway tolls. French officials have long been irritated by the fact that foreign trucks can pass through France without paying their way for the upkeep of the country's roads.

    But the new environment minister S gol ne Royal is planning to change all that. After the contentious eco-tax on HGVs was scrapped following violent protests last year, Royal suggested this week that it could return in a new form specifically targetting foreign haulage companies. Essentially Royal's goal is to prevent foreign trucks from clogging up French national roads without them paying their way.

    Speaking to French media this week Royal said one of the options they were considering was to make truck drivers buy a toll pass or vignette as it is known, at the border, that would be based on the model currently enforced in Switzerland. 'It's legitimate to target foreign companies' It would be absolutely legitimate to that a foreign truck that crosses the country contributes towards the upkeep of the roads that they use, Royal told RMC BFM TV on Tuesday. Royal is unhappy that foreign truck drivers fill up their petrol tanks in Belgium, drive across France and then fill up again in Spain, to avoid paying the famous TIPP tax on petrol, which is used for maintaining roads. The minister, who was brought into the government in a reshuffle earlier this month, also wants to force foreign trucks onto France s motorway network, where hefty tolls are levied on HGVs, to free up the often-clogged national roads.

    This would lead to greater profits for the French motorway companies, which manage the network, and as a result the state would be entitled to a slice of that extra revenue, Royal says. France s controversial HGV eco-tax was originally planned to apply to all French and foreign vehicles transporting commercial goods weighing over 3.5 tons which use the 15,000km of national and municipal roads. But after several violent protests, notably in Brittany former French PM Jean-Marc Ayrault suspended its introduction indefinitely at the end of October.

    Critics say the ecotax would seriously damage Brittany's farming and food sectors by increasing transportation costs - driving some companies out of business and leading to major job losses. Hitting foreign trucks would prove popular move The government insists the tax, has been only been put on the back burner, but it s clear that if it were to target only foreign trucks, it would no doubt prove far more popular. The federation of French haulage drivers "congratulated" for the proposal which it says reflects what they have been proposing for a long time.

    Jean Vincent Plac head of the Greens in the Senate, who stressed the importance of bringing in the ecotax said: "It appears a bit of a fantasy to make foreigners pay, but nevertheless it's an interesting idea." UMP former Paris mayoral candidate Nathalie Kosciuscko-Morizet also welcomed the notion of hitting foreign haulage companies in the pocket: Today foreign trucks do not pay anything because they don t take the motorways. You can have a foreign truck that drives right across France and pays nothing, not even the tax on petrol," she said. But NKM, as she is known, also warned that the plan might run aground in Brussels.

    However there is also European laws. We cannot charge differently for the same service or for the same use of road, she said. In principle it s a good idea but you can t just do what you want in reality.

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  • France Suspends Its New Muppet Tax France Suspends Its New Muppet Tax Politics / France Oct 29, 2013 - 01:50 PM GMT By: Andrew_McKillop THEY CALL IT THE ECOTAX Reuters reported, October 29, that French Prime Minister Jean-Marc Ayrault is suspending the application of a planned environmental tax, called the ecological tax on vehicles above 3.5 tons weight after mounting protests in the western Britanny region, dealing another setback for President Hollande's Parti Socialiste government tax policies. In a classic buy-time move Ayrault called for a national dialogue", also calling it a regional dialog because the biggest resistance is coming from the Brittany region. And the reason is deadly simple the region's basic and traditional food and agriculture industries are closing down, one after another.

    Adding the new ecotax on goods vehicles, food produced in Brittany would be even less competitive even more uneconomic. Even more industries would shut down. The region's unemployment, officially claimed to be only 12 percent but unfortunately rising , would rise even further.

    The ecotax is due to start operating January 1st, and has been delayed and pushed back several times already. Hollande's PS government thought it was good to jumpstart the process by going out and equipping hundreds of major routes with entry-and-exit surveillance gantries, typically costing 200 000 euros each, to electronically flash and tax goods vehicles passing in and out. Apart from the cash invested, however, the political investment was high the ecotax was a poster child for the tiny but loud group of Green party coalition muppets in Hollande's PS government.

    With them on board, getting instant majority votes in parliament for the PS government's crusade to raise taxes, and further ruin the economy, was all that easier. NO ALTERNATIVE POLITICS France's five state-owned TV channels, its state-owned radios, and of course the government-friendly independent media have saturated daytime and nighttime programs and press reports with often-crude propaganda in favour of the ecotax. The people are supposed to believe that taxing French trucks, but not foreign-registered trucks, will save the climate .

    The same propaganda outlets called independent media - have endlessly bleated that the latest IPCC report proves that global warming is a menace . The intensity of mindwarp on this subject is so extreme that not one major media outlet, either government-owned or corporate crony-owned, either press, radio or TV, reported that true-warmist NASA itself has been forced by facts to report that both Arctic and Antarctic ice sheets are growing. The Arctic ice sheet by 34 percent in 12 months.

    French media didn't know that . Green party members of Hollande's muppet government have gone that extra mile down the road of lying about global warming. They have said the latest IPCC report proves the crisis is worse than we previously thought .

    As they say in French Apres nous le deluge , after us the Global Warming Flood. The flood of lies continues. "Suspension does not mean abolition," Ayrault added when forced to suspend its application date, noting that the ecotax was first proposed by itself, then adopted by itself, by the previous Sarkozy government. And they got voted out of power.

    Possibly for free marketeer Sarkozy, and certainly for back country mayor and party bureaucrat Hollande, the total uselessness of the ecotax was and is no problem. It was and is a way to drag in more taxes and pay down a little more national debt, God willing. If it destroys more and bigger chunks of French industry, starting with Brittany's agriculture and food industries, all well and good.

    If this economic sabotage destroys so many jobs, so many livelihoods that it ends up reducing the government tax grab, too bad. HYPOCRISY DEMOCRACY President Francois Hollande's government is at a record low in opinion polls, a few months before municipal and European elections, and the poll scores are likely to fall further, due to his government's crusade to raise existing taxes and invent new ones. The newest one that has hurt the most is not the ecotax but the 15.5 percent tax on a very wide range of savings accounts, starting real low.

    Corporate taxes, already close to the highest in Europe, will be raised. The ecotax on goods vehicles was offered to public opinion as a choice between taxing trucks, or further taxing car fuel, where prices already run at around $8.50 a US gallon. The nearly state-owned EDF power producer, a near-monopoly supplier of 92 percent of all electricity used in France will be raising its prices by 10 percent a year every year to 2016.

    Certainly for free marketeer Sarkozy, and probably for Hollande the real effects of the ecotax on French road haulage enterprises as well as on Brittany's food industries were known and accepted, to be sure never in public. The national road haulage industry, in less than 5 years, has imploded on itself. Today already, about 45 percent of trucks operating in France are foreign-registered with non-French drivers, even if the trucks are really French-owned, and the drivers are employed by French firms.

    The drivers are from East Europe and their French-owned trucks are registered in East Europe. This way, the drivers can be paid 550 euros a month, sleep in their cabs with a camper's gas ring to heat their food, and trick their tachygraph recorders to drive 15 18 hours a day. To be sure they have spectacular accidents when they fall asleep at the wheel, flip their 44-ton truck at 65 miles an hour, and kill a few other road users doing it!

    But this is the all-new all-Europe squeaky clean neoliberal economy. To be sure there is no alternative. Mrs Thatcher said so!

    The cult of No Alternative, spectacularly in France also comes with no alternative to more and higher taxes, as well as police state prying into everything and anything. The outright farce of pretending that a new tax on goods vehicles only if they are French will save us all from global warming disaster would be funny, if it didn't do so much damage not only to the economy but also to human rights. The French ecotax was first described by its promoters as the first stage in mapping the origins and destinations of all vehicles running on French roads.

    The counter-argument that simple and straight fuel taxes are able to levy a charge on the basis of how far anybody drives their vehicles, was rejected as old-fashioned . The new police state needs to know exactly where you went and who you saw. It also needs to ruin the economy and steal your savings.

    When or if street protest already mounting in Brittany morphs into popular revolt the muppet parties will only have themselves to blame. By Andrew McKillop Contact: [email protected] Former chief policy analyst, Division A Policy, DG XVII Energy, European Commission. Andrew McKillop Biographic Highlights Co-author 'The Doomsday Machine', Palgrave Macmillan USA, 2012 Andrew McKillop has more than 30 years experience in the energy, economic and finance domains.

    Trained at London UK s University College, he has had specially long experience of energy policy, project administration and the development and financing of alternate energy. This included his role of in-house Expert on Policy and Programming at the DG XVII-Energy of the European Commission, Director of Information of the OAPEC technology transfer subsidiary, AREC and researcher for UN agencies including the ILO.

    2013 Copyright Andrew McKillop - All Rights Reserved Disclaimer: The above is a matter of opinion provided for general information purposes only and is not intended as investment advice. Information and analysis above are derived from sources and utilising methods believed to be reliable, but we cannot accept responsibility for any losses you may incur as a result of this analysis.

    Individuals should consult with their personal financial advisor .

    2005-2013 - The Market Oracle is a FREE Daily Financial Markets Analysis & Forecasting online publication.

  • France travel advice | EZSPK Large-scale demonstrations are planned in Paris and other major cities on 13 January 2013. Follow advice from local authorities. If you are a road user, leave extra time for your trip and avoid city centres.

    Single-use breathalysers are obligatory in all motorised vehicles. Road users are advised to carry at least two breathalysers at all times. See Safety and Security Local Travel - Road Travel.

    There is a general threat from terrorism. Attacks could be indiscriminate. The French authorities announced on 12 January 2013 increased security around public buildings and transport.

    You should remain vigilant in public places including on public transport. See Safety and Security - Terrorism. Around 19,300,000 British nationals visit France every year (Source: Ministry of Tourism).

    Most visits are trouble-free. See General - Consular Assistance Statistics. You should apply for a free European Health Insurance Card (EHIC) to be eligible for emergency medical treatment in France.

    If you already have an EHIC, make sure it has not expired. See Health. Some medical costs are not covered by the EHIC, nor are any costs associated with repatriation to the UK.

    You should therefore take out comprehensive travel and medical insurance before travelling. See Health and General Insurance. Safety and Security Terrorism There is a general threat from terrorism.

    The French authorities announced on 12 January 2013 increased security around public buildings and transport. Attacks could be indiscriminate. You should remain vigilant in public places including on public transport.

    There have been a number of explosions, failed explosions and other attacks in recent years in Corsica. Government buildings, restaurants, police vehicles, bars, a discotheque and a number of holiday homes have been targeted and, in some cases, substantially damaged. In the main these buildings were closed or unoccupied at the time of the attacks, but there have been fatalities.

    The authorities, who have previously warned that attacks might escalate, believe that the Corsican nationalist group, the FLNC, are responsible. See our Terrorism Abroad page. Safety and Security Crime Take precautions against street and car crime.

    Avoid having your passports, credit cards and valuables in the same place. Inside compartments in bags can be useful. Carry your bag in a criss-cross style rather than on your shoulder.

    Don t be distracted around tourist attractions and cash points. Pickpockets can work in gangs; one to distract you while the other one goes in your bag. Keep your belongings close to you in restaurants and bars.

    Thieves and pickpockets operate on the Paris underground and R E R lines. There have been several victims of serious assault recently on the R E R line B, which serves Paris Charles de Gaulle and Orly airports and Paris Gare du Nord Eurostar terminus. Alcohol and drugs can lead to you being less alert, less in control and less aware of your environment.

    If you are going to drink, know your limit. Remember that drinks served in bars overseas are often stronger than those in the UK. See our Rape and Sexual Assault Abroad and Victims of Crime Abroad pages.

    Safety and Security Local Travel Travel to France can be disrupted by strike action. You should contact your travel provider before you travel. Safety and Security Local Travel Road Travel Driving regulations in France are different from those in the UK.

    On 4 January 2012 new legislation regarding driving came into force. Penalties for various offences have been increased. Advice on driving outside the UK can be obtained from motoring organisations such as the AA and RAC.

    Information on road safety and potential traffic black spots (in French only) is available on the French government website. To drive in France you must be 18 years old and have a valid UK driving licence, insurance and vehicle documents. Failure to comply may lead to a fine and/or your vehicle being impounded.

    You are not permitted to drive at 17 even if you hold a valid licence. If you do not own the vehicle you are driving, you should obtain written permission from the registered owner. It is compulsory to carry a warning triangle and reflective jacket.

    The reflective jacket must be stored inside the vehicle itself - i.e. it must be accessible without getting out of the car. Non-compliance is a fineable offence.

    Single use breathalysers are obligatory in all motorised vehicles. Motorists and motorcyclists travelling to France should purchase a kit complying with French regulations. Road users are advised to carry at least two breathalysers at all times.

    Speeding can result in heavy, on the spot fines and potentially immediate confiscation of your vehicle and licence. It is illegal to cross, even partially, on to the hard shoulder of a motorway without due cause. In-car radar detectors and satellite navigation systems which warn of the presence of speed cameras or radars are illegal whether in use or not.

    Their use or possession can attract fines and/or, confiscation of the device and the vehicle. In 2011 there were 3,970 road deaths in France (source: DfT). This equates to 6.1 road deaths per 100,000 of population compared to the UK average of 3.0 road deaths per 100,000 of population in 2011.

    Many drivers undertake long journeys in, or through, France. Care should be taken to plan journeys and take regular breaks. Safety and Security Local Travel Road Hauliers Heavy goods vehicles over 7.5 tonnes are banned from driving on roads in France on a number of days during the year, including all Sundays and public holidays.

    Dates are set by the French Ministry of Transport. Full details of restrictions can be found on the Bison Fut website. British haulage companies and their employees should contact the Road Hauliers Association for further information about driving in France..

    See our Driving Abroad page. Safety and Security Political Situation France Country Profile Local Laws and Customs Concealment of the Face Concealing the face in public places in France is illegal. This includes e.g.

    balaclavas, full veils or any other garment or mask that is used to conceal the face. Failure to comply with the ban is punishable by a maximum fine of ' 150. Under this law, forcing someone to hide their face is also a crime and is punishable by a year s imprisonment and a fine of up to ' 30,000.

    If the person forced to hide their face is a minor, the sentence is doubled: up to two years imprisonment and a ' 60,000 fine. The law does not provide any exemption for tourists. Entry Requirements Passport Validity You must hold a valid passport to enter France.

    For stays of up to three months your passport must be valid for the proposed duration of your stay; you do not need any additional period of validity on your passport beyond this. However, it is always sensible to have a short period of extra validity on your passport in case of any unforeseen delays to your departure. You do not have to wait until your old passport expires to apply to renew it.

    Any time left on your old passport when you apply will be added to your new passport, up to a maximum of nine months. For passport applications in the UK, you should apply to the Identity and Passport Service. For stays of longer than three months, contact the Embassy of the country to which you are travelling.

    Entry Requirements Visas If your passport describes you as a British Citizen you will not need a visa to enter France. Other British passport holders should check the current entry requirements here and if necessary confirm with the nearest French Diplomatic mission. Entry Requirements Travelling with children For information on exactly what will be required at immigration please contact the French Embassy in London.

    Entry Requirements Employment/Living in France For guidance on living and working in France, please visit the British Embassy website. Contact your GP around eight weeks before your trip to check whether you need any vaccinations or other preventive measures. Country specific information and advice is published by the National Travel Health Network and Centre (NaTHNaC), and useful information about healthcare abroad, including a country-by-country guide, is available from NHS Choices.

    If you are visiting France you should obtain a free European Health Insurance Card (EHIC) before leaving the UK. The EHIC is not a substitute for medical and travel insurance, but it entitles you to state provided medical treatment that may become necessary during your trip. Any treatment provided is on the same terms as French nationals, so if a French national is required to pay a fee towards their treatment, you would also have to pay the same fee.

    The EHIC will not cover medical repatriation, ongoing medical treatment or non-urgent treatment, so you should make sure you have adequate travel insurance and accessible funds to cover the cost of any medical treatment and repatriation. See our EHIC page and the NHS About the EHIC page. British nationals planning a permanent move to France, especially those who have not yet reached retirement age, should consult the UK Department for Work and Pensions (DWP) at the earliest opportunity to obtain advice on their longer-term entitlement as residents to health care provision under the French national system.

    Enquiries should be made to the DWP Overseas Medical Benefits help-line on 00 44 191 218 1999 which is open on Mondays to Fridays from 08.00 to 20.00 daily. Alternatively, information can be obtained direct from the English language service of the Caisse Primaire d Assurance Maladie (French social security service) on 00 33 8 20 9042 12 or CLEISS (the Helpdesk in France for international mobility and social security) on 00 33 1 45 26 33 4. Information is also available on the website of the British Embassy in France.

    In the 2010 Report on the Global AIDS Epidemic the UNAIDS/WHO Working Group estimated that around 150,000 adults aged 15 or over in France were living with HIV; the prevalence percentage was estimated at around 0.4% of the adult population compared to the prevalence percentage in adults in the UK of around 0.2%. You should exercise normal precautions to avoid exposure to HIV/AIDS. For more general information on how to do this see HIV and AIDS.

    If you need emergency medical assistance during your trip, dial 112 and ask for an ambulance. If you are referred to a medical facility for treatment you should contact your insurance/medical assistance company immediately. Our Travel Health pages offer further advice on how to stay healthy when overseas.

    Natural Disasters Forest Fires Fires can be a regular occurrence in forested areas anywhere during the summer months but especially along the Mediterranean coast and on Corsica. It is not uncommon for fires to be started by cigarettes thrown from cars or by the illegal lighting of campfires or barbecues. The fires are generally extinguished quickly and efficiently by experienced fire fighters, though short-term evacuations are sometimes necessary.

    Most visits to forested areas should remain trouble-free, but if you plan to stay in such an area you should familiarise yourself on arrival with local regulations as lighting fires in most forested areas is illegal and severe penalties exist for any infringement. You should also familiarise yourself with local emergency procedures in the event of fire. Natural Disasters Avalanches There is often a danger of avalanches in the French Alpine regions.

    Exercise due care and attention and observe all written notices and warning instructions and, where and when appropriate, consider carrying avalanche search equipment. You can find the latest on avalanche risk at the Meteo Alarm website. Natural Disasters Sports activities and winter sports Conditions on roads in mountainous areas can quickly become difficult in winter.

    You should carry supplies such as water, food, warm clothing and medicines in your vehicle. Travellers to mountainous areas should take out comprehensive insurance to cover extra medical costs, repatriation or, in the d partements of Savoie and Haute-Savoie, possible transfer to Switzerland for hospital treatment. For sports activities such as skiing, potholing and mountaineering, and for sports classed as dangerous (off-piste skiing or snow-boarding, mountain biking, etc) travel insurance must include mountain rescue services and helicopter costs.

    Be aware of weather forecasts and conditions and make sure you are well equipped. Never undertake the activity alone and consider hiring a guide. Always leave copies of your itinerary and plans with someone.

    If you intend to go hill walking in any part of France including Corsica, you should ensure that you are well prepared and equipped to cope both with the terrain, high temperatures and a lack of shade in summer and low temperatures during the winter months. General Insurance You should take out comprehensive travel and medical insurance before travelling. Check any exclusions, and that your policy covers you for all the activities you want to undertake.

    See our Travel Insurance page. If things do go wrong then see our When things go wrong page. General Consular Registration Register with our LOCATE service to tell us when and where you are travelling abroad or where you live abroad so our consular and crisis staff can provide better assistance to you in an emergency.

    General Customs Regulations There are strict customs regulations in force in France and the European Union, including movement of valuable items and assets. General Consular Assistance Statistics Around 19,300,000 British nationals visit France every year (Source: Ministry of Tourism). Most visits are trouble-free.

    1,319 British nationals required consular assistance in France in the period 01 April 2011 31 March 2012 for the following types of incident; 778 deaths; 197 hospitalisations; and 142 arrests, for a variety of offences. If you need to contact the emergency services in France call 112. General Money The currency of France is the Euro.

    See our Travel Money page. Legislation on the controls of cash entering or leaving the EU applies in all Member States. Any person entering or leaving the EU will have to declare the cash that they are carrying if this amounts to 10,000 Euros or more; this includes cheques, travellers cheques, money orders, etc.

    This will not apply to anyone travelling via the EU to a non-EU country, as long as the original journey started outside the EU nor to those travelling within the EU.

  • France: Trucking and equestrian industries to continue protests France, known for violent strikes and endless protests, faces more blocked roads in and around Paris and other major cities on Monday in an escalation of ongoing public protests. Paris - New public disruptions may top those held over the weekend that involved thousands of truck (Lorri) drivers who clogged roadways across France and around 40,000 red cap protesters in Brittany. The renewed public disruptions are protests against tax hikes and job losses tied to new VAT rates the government is set to charge equestrian stables and roadblocks by truckers around Lille, in the North, and Marseille, in the South meant to force the government to cancel its so-called "ecotax." The French government claims the tax will raise over 1 billion euros annually to pay for rail and other infrastructure projects.

    In France, tensions are high, even for a country accustomed to delays and disruptions by striking union workers and massive civil protests. The protests and civil disobedience comes despite government s delay of implementation until 2015, and protesters say they will rail against the measures until they are scrapped. "Until this measure is cancelled, we will remain mobilized," said Vincent Tardet from the European Rail Transport Organization (OTRE) which set up some 26 blockades on France's main road arteries on Saturday. Meanwhile as many as 4,500 trucks snarled traffic from the Paris region to Bordeaux and Aix-en-Provence in the south causing long delays for commuters headed to Spain and Italy.

    Meanwhile, in Brittany, up to 40,000 people took to the streets in Carhaix, some wearing red caps that symbolize a swell of anger against unpopular socialist President Fran ois Hollande s punitive tax hikes.

    With permission by Reuters / Mal Langsdon Protesters wearing red caps, the symbol of protest in Brittany and waving Breton regional flags, take part in a demonstration to maintain jobs in the region and against an "ecotax" on commercial trucks, in Carhaix, western France image:162798:0::0 With permission by Reuters / Mal Langsdon Protesters wearing red caps, the symbol of protest in Brittany and waving Breton regional flags, take part in a demonstration to maintain jobs in the region and against an "ecotax" on commercial trucks, in Carhaix, western France image:162797:0::0 With permission by Reuters / Mal Langsdon A protester wearing a red cap, the symbol of protest in Brittany, and a Guy Fawkes mask takes part in a demonstration to maintain jobs in the region and against an "ecotax" on commercial trucks, in Carhaix, western France image:162795:0::0

  • Freakonomics Hitchhiking Lives On at Least for Cargo Photo: Digital Vision Okay, so hitch-hiking has plainly faded away at least for human beings. But what about for cargo? German trucking companies are facing a big problem, according to ScienceDaily : Around 20 percent of trucks on German roads are traveling empty, at a huge cost to the transportation companies concerned.

    Fortunately, researchers at the Fraunhofer Institute for Industrial Mathematics ITWM have proposed a solution: a prototype software platform that will enable freight service providers to set up a collective organization with shared access to orders. The existing online freight exchanges can only handle single shipments, which does little to solve the problem. A single shipment might be too small to justify the extra mileage, but if it can be combined with a second shipment, the trip could be worthwhile after all, says Dr.

    Heiner Ackermann , one of the researchers. Our auction platform allows multiple offerers and takers to communicate in real time. It enables them to pick the most suitable offers to fill their spare capacity, which in turn reduces costs.

    A pilot study using data from a major German freight carrier indicates that the platform has cost-saving potential. (HT: Eric Jones )

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  • Freight, italian drivers under pressure | On the MoS way The 400 million euro for trucking have been essential. We are satisfied because the decision had not to be taken for granted, if we consider the period we are undergoing, but these money are not enough to solve trucking problems . This is Cinzia Franchini s national President of Fita-Cna opinion, to comment Italian Economy Ministry s decision to sign interministerial administrative order to share the 400 million that have to be addressed to trucking support schemes for 2013.

    We re talking about absolutely essential funds for trucking says Giuseppina Della Pepa, General Secretary of Anita Confindustria Economy s Ministry signature gives the go-ahead to next step, that is to define the destination for the single item. We wish the provision to come as soon as possible . A first rough outline of the funds sharing has been decided.

    91 million will go to insurance premium reduction, 134 million to highway tolls, 113 million to not documentable expenses, 22 million to National Health Service, 24 million to investments and 16 million to education and formation. A shot in the arm for the sector. I wouldn t talk about a shot in the arm replies Cinzia Franchini In the 400 million we can find also some items that should be considered structural and not decided year per year, as for example forfeit deductions or Inail deductions for companies with employees.

    But without them our company would have no possibility to survive . Trucking rejects the accusation to have obtained too many subsidies. I think it is a worthless polemic says Franchini It is necessary an overall reform of transportation sector but unfortunately we are proceeding with airtight compartments: trucking by a side, railways by the other, ports, interports.

    It is not useful play railways against truckers . According to Giuseppina Della Pepa, the funds 24 million euros dentined to investments are the most important perspective: Our companies are suffering for economic crisis as the other. Companies that don t use to invest are intended to die.

    It is a long time that our sector hasn t been enjoying of public funds . The problem of foreign competition is primary, from trucking associations point of view. Once obtained European Commission s obligation pressed by Italian and French governments to account of opposite positions to continental market complete opening in the next concerning directive, now the aim is transnational detachment .

    This foresees the worker detachment from a company to another company in a different country belonging to European Union, predicted by directive 71 of 1996 and adopted by Italy with law 72/2000. The law says Franchini allows firms to employ foreign truckers damaging our companies with Italian staff. It is renown that fuel and personnel costs in our country are higher than elsewhere, for example in Poland and Romania.

    We want that the whole Europe operates in the same conditions, the European Union has to step-in to find solutions that consider the problem .

    Onthemosway Staff

  • French Eco Tax October 1st! Goods vehicles over 3.5 tonnes will have to pay to use 30,000 kms of French publicly-managed motorway, national and departmental roads. The revised start date is set at October 1 although there is some press scepticism as to whether that date will be met. Tax rates vary according to vehicle weight, Euro emissions class and congestion level but are estimated to average 12 eurocents/km .

    There are exemptions and discounts for certain geographic areas. Truck movement is monitored at charging points by GNSS and the data transmitted by GPRS. On-board units are mandatory and can be plugged into a cigarette socket.

    Firms can pre-register on, although fuel card companies will also provide this service and manage payments along with existing peage and fuel charges.

    Establishing the new tax will greatly enhance eco-mobility and multi-modality and is likely to be keenly watched by roads authorities in the UK and elsewhere.

  • French eco tax for heavy goods vehicles will impact Irish exporters ... French eco tax for heavy goods vehicles will impart Irish exporters and their haulage contractors IEA The French government s introduction of a heavy goods vehicles (HGV) eco tax for all goods vehicles transiting the country will impact on Irish exports to France, according to the Irish Exporters Association (IEA). The HGV eco system will affect vehicles of more than 3.5 tonnes driving in France, be they French or foreign. It includes both trunk roads and motorways not under concession, as well as departmental roads.

    The system has been started on a pilot basis over the past few weeks on secondary roads, but is due to be fully implemented form 1 October. From this date all vehicles using the taxable network in France will have to be equipped with a device to calculate the tax for each kilometre travelled. This eco tax will impact the ' 4.4bn of our exports to France, and in particular the ' 540m of agri-food exports where freight costs account for a high percentage of the sales price, said John Whelan, chief executive of the IEA.

    In addition the tax will affect exporters who transit France to reach the Spanish and Italian markets, as well as smaller country markets in the region. Irish exporters use France as the second most important transit country after the UK when transporting their goods to export markets. " Minister Leo Varadkar must take urgent action to offset the creeping impact of EC transport directives and regulations, which are having a disproportionate impact on the competitiveness of diary, agri-food, the drinks and pharma/chemicals export industries, because of our peripheral location in Europe. "We have recommended to the Minister two courses of action, which he should immediately implement reduce HGV road tax from ' 2,300 per annum to the EU average of ' 900 per annum, and introduce an Irish HGV eco tax, which foreign as well as home-based vehicles would operate. This would level the playing field for Irish exporters who are under severe competitive pressure right now.

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  • French eco tax mobilises new generation of Breton red caps News Source: World news and comment from the Guardian | ( Disgust at rising tax burden crystallises in thousands-strong protests in north-west, recalling 17th-century bonnets rouges When Claudie Le Bail joined tens of thousands of Breton red cap demonstrators protesting in Carhaix at the end of November to oppose regional job losses and a green tax on road freight, she took her 79-year-old mother with her. It was her first demonstration. She said the disappearing jobs will affect her children.

    Every generation is affected, says Le Bail, a 55-year-old educational worker with disabled children who lives in a small village in the far-flung and economically-depressed Breton department of Finist re. The town of 15,000 is ground zero in the revolt of the red caps named after Breton bonnets rouges who led an anti-tax protest in the 17th century. The red caps mobilised in a wave of nationalist fervour at the end of last year, bringing together bosses, farmers and workers in a single cause, and crystallising the French disgust at their rising tax burden.

    It s rekindled Breton pride, says Le Bail s husband, Daniel Caillavec, who has watched the competitors to his plant nursery vanish one by one in the recession. We re now taking our destiny in hand. But the protests against the eco tax turned violent and scores of traffic cameras and portals set up to monitor the passing lorries which would be liable for the tax have been burned and vandalised across Brittany.

    The Socialist government has announced the suspension of the tax, which had been due to come into force on 1 January, but the red caps have continued their campaign, demanding its cancellation altogether. The most recent attack on a motorway radar was last weekend, and their first action of 2014 will come on Sunday, when members are to occupy bridges straddling the motorways throughout Brittany. The red caps are led by Christian Troadec, a stocky former journalist who has been mayor of Carhaix on a leftwing ticket for 12 years.

    Troadec says that although he founded the local committee which called for Sunday s protests, he had not expected such an initiative so early in the new year. Committees are popping up all over the place, like mushrooms after rain, he says in an interview in his ground floor office at the town hall. He plays down the violent incidents as isolated acts by people taking advantage of the situation .

    He is organising a meeting on 11 January of all the local groups, which he says total about 40, to structure them within a federation. But his main focus now is preparing for the second act of the revolt with a big congress in March which will formally take up Breton grievances. Some Bretons are wary of the red caps movement, which was orchestrated by haulage companies and business leaders, while others see anti-government political manipulation by the extreme-left and extreme-right parties which took part.

    The movement has also been marked by political infighting, a trades union split, and personal rivalries behind the surface unity. Detractors of Troadec, who put Carhaix on the map by co-founding the Vieilles Charrues (Old Ploughs) music festival that now attracts international stars, accuse the mayor of crushing dissent to further his own regional political ambitions. But, says the mayor, if I were that much of a dictator, how come I was re-elected with 68% of the vote?

    Troadec, 47, links the emergence of the red caps to the aftermath of President Nicolas Sarkozy s defeat in May 2012 by Socialist candidate Francois Hollande. Things went pear-shaped very quickly. The election was a rejection of Sarkozy.

    But because Hollande didn t promise anything, the bitterness grew, says Troadec, who points to a rise in support for the extreme-right National Front in Carhaix, where the unemployment rate has risen to the national average of 10%. He identifies the loss of 8,000 jobs across the region over the past 18 months, mostly in the food processing industry, as the principal cause for local concern. The community also took to the streets in 2008 over plans to close the maternity wing at the Carhaix hospital, a decision which the protesters managed to reverse.

    Troadec was active in that struggle too. Then came the government s decision last year to enforce the eco tax, approved under Sarkozy, from 1 January 2014 it became the last straw for the Bretons, who worried that the haulage companies would pass on the taxes to consumers, further undermining the local economy. But Troadec is not stopping with the campaign to abolish the eco tax.

    He is pressing for the transfer of real economic clout to Brittany. We want devolution like you have in the UK. France is the most centralised state in Europe, he says.

    Although there is a regional parliament which sits in Rennes, we have no institutional power over our own economy or culture . He dismisses as recycling a pact announced by the prime minister, Jean-Marc Ayrault a former Breton mayor last month to defuse the red caps protests, providing for ' 2m of investment in the region. Behind the town hall is a restaurant called Ar Bonnedou Ruz , or red caps in the Breton language.

    Its Marxist owner, Matthieu Guillemot, who is a spokesman for the Anti-Capitalist party, says a real battle is starting now. The Ayrault plan can t be imposed on us. In his restaurant, he serves beef from cattle raised and slaughtered in Brittany, which costs him more than the meat from Breton cattle slaughtered in Germany.

    It highlights the fundamental problem at the root of the job losses across the region: despite receiving European subsidies to modernise and restructure, the food processing industry failed to recognise the challenge from globalisation and has been hard hit by competition from abroad. There are the ingredients here for a mini-revolution, we can frighten the government, says Guillemot. Is the government scared of the red caps?

    In France, we are used to social spasms, especially in agriculture, says the Socialist deputy for the Finist re constituency which covers Carhaix, Richard Ferrand. Ferrand acknowledges the great distress in the local community. But he says that green shoots of recovery are appearing, notably thanks to a Chinese company s ' 100m investment in a factory to produce milk powder for export to China.

    The ground-breaking ceremony in Carhaix takes place on 10 January. Asked how the government plans to react to the red caps conference in March, Ferrand shrugs. But he adds diplomatically: We are not the red caps.

    We keep the red caps inside our heads, not on our heads.

    Anne Penketh 2014 Guardian News and Media Limited or its affiliated companies.

    All rights reserved. | Use of this content is subject to our Terms & Conditions | More Feeds Article URL: CLICK HERE to read disclaimer

  • French haulage sector slides, as new car registrations at 1997 levels ... FIGURES for 2012 show that freight transport in France and longer journeys by car drivers have fallen, with the struggling world economy being blamed for the drop. The environment ministry has released a report on road transport covering last year in France, and found that that around 5,000 jobs were lost in the haulage sector. There was a 4.4% fall in the tonne/km measure of products transported in France, which covers road, rail and waterways.

    Although road haulage still makes up 83% of the overall transport sector. Daily passenger transport is still rising, but at a slower pace than in the past, with the number of vehicles on the national road network, including autoroutes, falling slightly. And the figures also show that the number of new car registrations in 2012 by the general public tumbled to 1.9 million, a figure last seen in 1997.

    Related: Sharpest fall in French private sector output for four years

  • French Rioting to Dump the Euro Written by Chriss W. Street 3rd November 2013 French riot police fired water cannons and tear gas at 30,000 truckers, farmers, fishermen and food industry workers waving banners of Right to Work and hurling rocks and iron bars at police to protest a new ecotax on commercial trucking. The controversial $1.4 billion tax for rail and river expansion is causing layoffs across the French trucking industry.

    While Socialist government of French President Fran ois Hollande is attempting to avoid a spiral of violence , former French Prime Minister Fran ois Fillon shocked the media by saying that voting for the far-right National Front that wants to dump the euro common currency may now be acceptable . Acceptable is a code-word for acknowledging that Marine Le Pen s right-wing National Front party that opposes immigration and euro common currency has such a strong lead in the polls and that French welfare-state politicians better get on board with the rebellious conservatives or be wiped-out in the next election. With one in four voters supporting the National Front in France, Ms.

    Le Pen is forming a Tea Party type coalition with nationalists in the United Kingdom, Austria, the Netherlands, Belgium and the Nordic states. With momentum now on their side, the National Front and its allies seem positioned to win control of the 766 seats European Parliament next year. Fran ois Charles Armand Fillon is far from a hard right conservative; he was the chief architect of expanding the French welfare state over the last decade.

    As Minister of Labour in 2002, he pushed through the controversial French 35-hour work week law and lowered the age of full retirement in France to 55 years old. In 2005 as Minister of National Education he led the adoption of the first common core Fillon law on Education . He was politically rewarded by French President Nicolas Sarkozy with appointment as Prime Minister of France from 2007 to 2012.

    But five years of economic crisis and rising unemployment, has caused anti-European rhetoric and calls for greater economic protectionism across France. During this period, support for the National Front rose from less than 5% in 2008, to 17.9% in the 2012 Presidential elections, and possibly up to 30% today. Before the last election former President Sarkozy tried to reach out to the Nation Front by calling for curbs on Muslim immigrants and protection of European industry from unfair Asian competition.

    But the National Front rejected the overtures because Sarkozy refused to abandon the euro. President Francois Hollande hard-core socialist policies of attacking business and the rich have thrilled the Left. But according to the Heritage Foundation, France s score for Index of Economic Freedom has plunged to 64.1, the lowest of any major country in Europe.

    Even before the ecotax, the socialist policies had hurt the economy and infuriated the vast majority of French with a witch s brew of new tax increases, including: 1) Doubling one of the highest corporate tax rates in the world with a surtax ; 2) Increase reporting of income and tax obligations subject to VAT tax; 3) Increased pension tax contribution; 4) Energy drink tax of $1.37 per can; 5) Financial transaction tax on all investments; 5) Raising assessed value of all French real estate to collect higher property taxes; and 6) Data tax on all transfers of all information outside the European Union. The French Socialists under Hollande also increased deficit spending for investments to such an extent, that the country s national debt is expected to reach a dangerous record level of 95.1% of GDP next year. But while failing to stimulate growth and employment, Socialist massive spending violated the European Commission s 3% deficit rule.

    Consequently, France for the time in since WWII is being forced to make an unprecedented $20 billion in public spending cuts for 2014.

    The Left is screaming that the cuts will bring suffering to the people and the National Front is screaming that the higher taxes are anti-growth . '); var s = document.createElement('script'); s.type = 'text/javascript'; s.src = ''; try document.getElementsByTagName('head')0.appendChild(s); catch(e) document.write(s.outerHTML); }()); '); var s = document.createElement('script'); s.type = 'text/javascript'; s.src = ''; try document.getElementsByTagName('head')0.appendChild(s); catch(e) document.write(s.outerHTML); }()); '); var s = document.createElement('script'); s.type = 'text/javascript'; s.src = ''; try document.getElementsByTagName('head')0.appendChild(s); catch(e) document.write(s.outerHTML); }());

  • French Rioting to Dump the Euro Chriss Street This is a syndicated repost courtesy of Chriss Street and Company. To view original, click here. French riot police fired water cannons and tear gas at 30,000 truckers, farmers, fishermen and food industry workers waving banners of Right to Work and hurling rocks and iron bars at police to protest a new ecotax on commercial trucking.

    The controversial $1.4 billion tax for rail and river expansion is causing layoffs across the French trucking industry. While Socialist government of French President Fran ois Hollande is attempting to avoid a spiral of violence , former French Prime Minister Fran ois Fillon shocked the media by saying that voting for the far-right National Front that wants to dump the euro common currency may now be acceptable . Acceptable is a code-word for acknowledging that Marine Le Pen s right-wing National Front party that opposes immigration and euro common currency has such a strong lead in the polls and that French welfare-state politicians better get on board with the rebellious conservatives or be wiped-out in the next election.

    With one in four voters supporting the National Front in France, Ms. Le Pen is forming a Tea Party type coalition with nationalists in the United Kingdom, Austria, the Netherlands, Belgium and the Nordic states. With momentum now on their side, the National Front and its allies seem positioned to win control of the 766 seats European Parliament next year.

    Fran ois Charles Armand Fillon is far from a hard right conservative; he was the chief architect of expanding the French welfare state over the last decade. As Minister of Labour in 2002, he pushed through the controversial French 35-hour work week law and lowered the age of full retirement in France to 55 years old. In 2005 as Minister of National Education he led the adoption of the first common core Fillon law on Education .

    He was politically rewarded by French President Nicolas Sarkozy with appointment as Prime Minister of France from 2007 to 2012. But five years of economic crisis and rising unemployment, has caused anti-European rhetoric and calls for greater economic protectionism across France. During this period, support for the National Front rose from less than 5% in 2008, to 17.9% in the 2012 Presidential elections, and possibly up to 30% today.

    Before the last election former President Sarkozy tried to reach out to the Nation Front by calling for curbs on Muslim immigrants and protection of European industry from unfair Asian competition. But the National Front rejected the overtures because Sarkozy refused to abandon the euro. President Francois Hollande hard-core socialist policies of attacking business and the rich have thrilled the Left.

    But according to the Heritage Foundation, France s score for Index of Economic Freedom has plunged to 64.1, the lowest of any major country in Europe. Even before the ecotax, the socialist policies had hurt the economy and infuriated the vast majority of French with a witch s brew of new tax increases, including: 1) Doubling one of the highest corporate tax rates in the world with a surtax ; 2) Increase reporting of income and tax obligations subject to VAT tax; 3) Increased pension tax contribution; 4) Energy drink tax of $1.37 per can; 5) Financial transaction tax on all investments; 5) Raising assessed value of all French real estate to collect higher property taxes; and 6) Data tax on all transfers of all information outside the European Union. The French Socialists under Hollande also increased deficit spending for investments to such an extent, that the country s national debt is expected to reach a dangerous record level of 95.1% of GDP next year.

    But while failing to stimulate growth and employment, Socialist massive spending violated the European Commission s 3% deficit rule. Consequently, France for the time in since WWII is being forced to make an unprecedented $20 billion in public spending cuts for 2014. The Left is screaming that the cuts will bring suffering to the people and the National Front is screaming that the higher taxes are anti-growth .

    All of this has stimulated the growth of the National Front in France and their nationalist allies from across the continent to run for 2014 European Union Parliamentary elections as common slate of candidates. The election rules are unique, because European Parliamentary members are elected directly by the general population. Europeans have traditionally been so apathetic about elections that in the last election in 2009, turnout was only 40%.

    This low participation rate will magnify the nationalist parties who are highly motivated to end what they believe is undemocratic domination by liberal elites. The Parliament after 2009 was given enhanced powers in nearly all areas of setting EU policy, including oversight of the EU budget and the ability to appoint the President of the EU Commission. Consequently, the European Parliament now has equal status with the European Council, which directly represents the governments of EU members.

    A nationalist takeover of Parliament in 2014 would usher in revolutionary change. They reject most aspects of EU integration, such as the free movement of people within the bloc and the use of the euro currency. Nationalists believe the European Union undermines member sovereignty and they are demanding restoration of states rights.

    With the National Front and their allies on the verge of seizing control of the European Parliament and potentially naming its President, such a stunning victory over the Left would be unprecedented since the collapse of communism in the 1990s. The member states strengthened the power of the European Parliament to win the hearts and the minds of all European voters, but what Europeans seem to want in those hearts and minds is to dump the euro and end the European Union. Listen to Chriss Street and Paul Preston Streaming 24 Hours Every Day Clicking Here For: AGENDA 21 Radio Tags: Uncategorized This entry was posted on November 3, 2013 at 1:52 pm and is filed under Chriss Street and Company, Must Read.

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  • French shippers re-think logistics as rail strike continues French shippers re-think logistics as rail strike continues A national strike by workers of SNCF that has brought the French state rail operator s freight activities to a standstill has entered its sixth day, leaving shippers and forwarders to re-think their logistics plans. In its latest strike update, Fret SNCF said it continued to maintain what is effectively an embargo on shipments until further notice. Many shippers have been surprised by the duration of the strike, Christian Rose, a spokesman for the French shippers council, the AUTF, told Lloyd s Loading

    The general view was that industrial action would last one to two days, but here we are almost a week later and it s still going on, he said. Some of our members anticipated the impact of the strike in transferring loads to trucks, but others, especially bulk shippers, do not have this option and their traffic flows are being disrupted. The strike has been called in protest to the government s rail reform proposals, which will be debated in the French parliament tomorrow.

    In contrast to block train and single-wagon traffic, swap bodies and rail containers appear to be faring better during the strike, as around 55% of combi loads in France are transported by rail operators other than Fret SNCF. Roughly 50% of scheduled intermodal trains operated in the early days the SNCF strike, but we don t yet have an estimation for last Friday and today, said Jean-Yves Plisson, general secretary of France s combined (road-rail) transport operators trade body, the GNTC. But the combi trains operated by private firms are still prone to disruption if the SNCF staff responsible for the rail network s infrastructure are on strike.

    Plisson also emphasised that while the GNTC s members had the flexibility to transfer their transport requirements to road, especially for time-sensitive shipments such as perishables, it still meant re-organising return loads that had been booked as rail-borne.

    Another factor to take into account is that June is a busy month in the freight transport calendar and road haulage capacity tight, he added.

  • Friday Texas Motor Speedway Notebook: Featuring Jeb Burton ... Jeb Burton (Photo Credit: Patrick Smith / Getty Images) Jeb Burton Raising Eyebrows Again At ThorSport Racing: Jeb Burton has no doubt experienced his highs and lows thus far in 2014. Burton, the son of former Daytona 500 winner Ward Burton had an exceptional rookie season at Turner Scott Motorsports, but after losing his sponsor to financial difficulty before the start of the 2014 NASCAR Camping World Truck Series season, one the sport s future stars suddenly found himself homeless. To their credit, ThorSport Racing stepped up to the plate and put Burton in their third No.

    13 Toyota Tundra entry. While Daytona went off quietly with a top-10 finish, their Martinsville performance was forgettable. With a talented and frustrated driver on-hand and a team who won the championship in NCWTS 2013 with Matt Crafton, the two clearly had work to do.

    A private test session at Charlotte (N.C.) Motor Speedway after Easter put some grounding into the Sandusky, Ohio-based race team showcasing one of the best times in the two-day test session. Still, many were left asking the question, if they would be able to back It up in the third race of the season at Kansas Speedway? They did.

    While they didn t contend for the win, a strong and season-best sixth place finish. The speed carried to Charlotte, but a last-lap incident derailed another top-10 finish. But, Burton s season may just be taking off.

    In Dover last weekend, Burton and ThorSport Racing announced a new partner in Estes, a Richmond, Virginia based trucking company. While the team suffered multiple mechanical gremlins, they salvaged a 18th-place run. Friday night, Burton returns to the site where everything is bigger and no doubt it would be indeed be bigger if Burton was able to defend his WinStar World Casino & Resort 400 with the No.

    13 team to Victory Lane. It would be huge to get a win for ThorSport and Estes and for my whole family, said Burton. This new tire is throwing everyone for a loop.

    I m kinda worried about that. I don t know exactly what I have. We re going to try and repeat though.

    German Quiorga (Photo Credit: Sean Gardner / Getty Images) German Quiorga Standing Strong: Red Horse Racing s German Quiorga is showing that he can be a title contender in 2014. Through the first five races of the 2014 NASCAR Camping World Truck Series season, Quiorga has yet to finish outside the top-10. Quiorga, the only three-time NASCAR Mexico champion has yet though been able to maneuver a top-five finish.

    Despite the consistency, the driver of the No.

    77 Net10 Wireless / Otter Box Toyota Tundra sits fourth in the championship standings, just six markers behind teammate Timothy Peters. Maybe more important though, Quiorga is searching for his first NASCAR Camping Word Truck Series victory. Could that come in Friday night s WinStar World Casino & Resort 400?

    Possible. Quiorga rolled off the truck eighth quickest, but adjustments made to his Japanese nameplate during the short half-hour break paid off. In final practice, Quiorga hustled to the top of the charts early and never relinquished.

    Some would say that time may be running short for the Mexico City, Mexico native with Daniel Suarez being bred through the NASCAR K&N Pro Series East and even a few NASCAR Nationwide Series starts, but the 34-year old is focused on making his mark. Tonight, he could continue to do that in a big way. He starts eighth.

    NTS Motorsports Logo Justin Lofton Earns Second Career NCWTS Pole At Texas Motor Speedway: Justin Lofton surprised many on Friday afternoon at Texas Motor Speedway by winning the pole for Friday night s 18th annual WinStar World Casino & Resort 400. Lofton in his second race of the 2014 season with NTS Motorsports whipped his No.

    20 sponsorless Chevrolet Silverado around the 1.5-mile track in second amounting to a speed of miles per hour. This is Lofton s second-career pole.

    He also started at the point at Chicagoland Speedway in 2012 driving for Eddie Sharp Racing. He finished 21st. It feels awesome to be on the pole here at Texas, said Lofton.

    I gotta thank everyone at NTS Motorsports. I don t get very many opportunities, which makes this very special. Looking forward to the race tonight.

    Lofton made his 2014 debut in the NASCAR Camping World Truck Series last month at Charlotte (N.C.) Motor Speedway where he qualified 14th and finished 10th. Matt Crafton will start second followed by Ryan Blaney, Johnny Sauter and graduate Erik Jones. Joe Nemechek, Darrell Wallace Jr., German Quiorga, John Wes Townley and Ron Hornaday Jr.

    rounded out the top-10.

    Points leader Timothy Peters will roll off 15th.

    Follow Chris Knight on Twitter @Knighter01.

  • From CNN: Program to allow Mexican trucks on US roads off to slow ... A year after Mexican trucks were first permitted to conduct long-haul operations in the United States, so few trucks have signed up for the pilot program that government auditors fear they won't be able to complete a congressionally mandated study of the program's safety. Only six Mexican trucking companies -- most with a single truck -- are participating in the program thus far, with some 24 other companies under review. As of July, Mexican trucks had made fewer than 100 long-haul trips into the United States.

    Unless the number of participating trucks increases significantly, the Department of Transportation's inspector general says, the department will not have the data needed to determine whether Mexican trucks present a danger on U.S. highways. The low participation seemingly belies critics of the North American Free Trade Agreement, or NAFTA, who feared the agreement would unloose thousands of Mexican trucks on U.S.

    highways, displacing American trucks and endangering American lives. But opponents of the program attribute the low participation to other factors, including bureaucratic roadblocks to participation, the trade imbalance and a reluctance by Mexican companies to join a temporary program. The opponents say they remain fearful that the program ultimately will hurt American trucking jobs.

    Further, they said the inspector general's report confirms fears the U.S. government will not hold Mexican trucks and truckers to the same safety standards as their U.S. counterparts. "The Inspector Generals report pretty much has confirmed everything that our organization has contended since Day One," said Todd Spencer of the Owner-Operator Independent Drivers Association.

    The Federal Motor Carrier Safety Administration (FMCSA) has applied a "double standard" to Mexican operations, he said. The report says FMCSA auditors allowed Mexican drivers to respond in Spanish to test questions, and that some Mexican drivers were unable to explain the meaning of signs labeled "Railroad Crossing" and "Wrong Way." And one FMCSA auditor did not investigate why one Mexican trucking company submitted a report containing incomplete drug and alcohol tests. The FMCSA said it has taken steps to address problems uncovered by the inspector general.

    It now requires English responses to questions about traffic and road signs, and requires testing of all 21 signs used in the test. "Safety is our first priority, and we will continue to look for ways to improve our program," the agency said in a statement to CNN. "The agency has already incorporated several important safety recommendations from the Office of the Inspector General." As for program participation, the FMCSA said it is working with the Mexican government to provide program information to other trucking companies. "The agency recognizes that statistically valid results will require much broader participation," the FMCSA told the inspector general. Under the program, approved Mexican trucks are allowed to carry Mexican goods throughout the United States -- well beyond the commercial zone in border states where they previously had to off-load. Before receiving permanent long-haul authority, participants must go through a series of inspections and safety evaluations.

    The program is not open to hazardous material trucks or passenger carriers. To date, the Department of Transportation says, none of the participating Mexican carriers has had a reportable crash in the United States since joining the program. Supporters of the program blame the low participation on the temporary nature of the program. "It's a bit of a 'Catch-22' because the Mexican trucks have been yanked around so long they are hesitant to spend the money on a pilot program," said James Clark, director of the San Diego Regional Chamber of Commerce's Mexico Business Center. "I think they are concerned about making an investment in something that might be temporary." "Many of them say, 'To hell with it.

    We have enough business in our own country,'" Clark said. Clark dismissed concerns that Mexican trucks were less safe than U.S. rigs. "I think it's a jobs concern disguised as a safety issue," he said. "I mean they can frighten people by saying, 'Oh my God, They'll have these old ramshackled trucks (on U.S.

    roads).'" But, he said, that trucks "have to pass the exact same safety standards" as U.S.

    trucks, and the drivers must be equally qualified.

  • FT Reports Spanish Economic Reform Program Could be Unveiled ... By: Mark Hanna Posted on: September 21, 2012 at 8:35 am Tags: Europe All is well this morning as yesterday's array of bad news only dented markets for a few hours before buyers came in to mitigate losses. Lines are forming country wide for iPhones and bailout terms are being prepared for Spain across the pond, so it appears to be business as usual. The FT has reported that an economic reform plan looks set to be unveiled soon, which would then lead to the formal request for aid from Spain, which would prompt the ECB to embark on its bond buying program (along with the European Rescue Fund) .

    i.e. firewall. Spain could be poised to announce an economic reform plan next week, the Financial Times reported Friday.

    Citing officials involved in the talks, the FT said European Union authorities are working with the Spanish government to come up with a plan to pave the way for a new rescue plan and unlimited bond buying by the European Central Bank. Those officials said talks between Spain and the EU are focusing on conditions demanded by international lenders as part of a new rescue plan, which would need to be in place before any rescue plan was announced. One senior European official said negotiations have been taking place with Spanish Finance Minister Luis de Guindos, and talks are surrounding structural reforms to the economy, but not new taxes or cuts .

    Next Friday, the Spanish government is expected to announce results of a review of its banking system, which will also include how much the European Stability Mechanism needs to recapitalize those banks. If you happen to be Spanish or are curious of the potential details of these reforms, Reuters has an in depth look at the potential reforms, which seem to focus heavily on the pension system. The accelerated raising of the retirement age to 67 from 65, currently scheduled to take place over 15 years, is a done deal, the sources said.

    The elimination