Friday, December 4, 2009
F.O.B. or free on board means the selling price of a good includes transportation to the place named in the contract. The seller pays expenses and carries the risk of loss to the place named. If a contract is “F.O.B. seller”, it is a shipment contract and the buyer pays shipping expenses and carries the risk of loss. In an “F.O.B. buyer” contract, the seller pays expenses and carries the risk of loss until the goods are delivered to the buyer; this is a destination contract.
Prior to the hijacking, GFG sent a purchase order to KLT that stated the price for yarn was F.O.B. seller. This means the contract between the GFG and KLT is a shipment contract. In a shipment contract, the title to the goods is passed to the buyer (GFG) once the seller (KLT) delivered the goods to the designated location, in this case, the carrier. If the price for yarn was F.O.B. buyer, then KLT Knitwear would assume title until the yarn was received by GFG who would also then assume risk of loss.
In this case, the trucking company hired by GFG was hijacked. Since buyers have some legal recourse against carriers, GFG would have to seek compensation from that company. That is of course assuming that they insured their shipment.
I think the courts would find that GFG Inc defaulted on the terms of their contract with KLT Knitwear. The contract obliged KLT to deliver the conforming goods (20,000 pounds of yarn) to GFG and GFG to accept and pay for it. KLT completed their end of the contract. They put 20,000 pounds of yarn on a truck hired by GFG. In my opinion, the fact that GFG hired the truck further proves that they were assuming the title of the goods. This shipment contract determined that GFG had ownership of the yarn. They assumed the risk of loss the minute they picked the yarn up from KLT.
What protection would companies like KLT have if they had to assume risk of loss even when a buyer picked up their own goods? What legal recourse would they have to protect them against scamming buyers? It would just be bad business practice to send goods off with a trucking company hired by the buyer if they had to assume the risk of loss. This is why I think GFG doesn’t have a leg to stand on. I am not saying that they committed any crime, but laws are created to protect against such crimes and hold people accountable. I one hundred percent believe KLT will win this case.
Instructor's Notes: Excellent questions at the end. Protection in a commercial contract is the key. In this contract title passes upon the trucking company hired by the buyer receiving goods in conforming condition. FOB seller means the seller bears risk. To minimize situations like this either party who assumes risk should purchase an insurable interest in the merchandise. The key to prevent loss is the determination of interests and risk. The party who assumes risk has the insurable interest - a concept that is important in contract carrier cases.
On a long and lonesome highway
East of Omaha
You can listen to the engine
Moanin' out his one note song
You can think about the woman
Or the girl you knew the night before
But your thoughts will soon be wandering
The way they always do
When you're ridin' sixteen hours
And there's nothin' much to do
And you don't feel much like ridin',
You just wish the trip was through
Here I am
On the road again...
Bob Seger, 1973
Since today is President Obama's Jobs summit I thought I'd discuss what I believe needs to be done for our country.
(Executive Summary: I believe we need a new version of FDR's "WPA-Work projects Administration", that will be focused on training, service, and helping our country. I contend that this massive stimulus package can help re-focus our economy, and also make our nation less energy dependent.
There are several inter-related problems
1) Job Availability
2) Job Training and Retraining
4) Green Economy / New "Manhattan" Project
1) I believe that the entire United States economy has been destroyed by its transformation from a supplier of GOODS, into a consumer based SALES economy. Availability of jobs, both traditional, blue collar, to high tech (technology) have fled from the United States overseas.
It is NOT an option to re-introduce trade barriers. It's too late for that. However, we can STILL overcome this, and make a great number of skilled trade jobs available. By undervaluing blue collar, and not encouraging manufacturing of any sort anymore, we have eliminated a huge number of potential jobs.
2) Job training and retraining:
Detroit. 'nuff said? I think so...
seriously, job losses and jobs exported ALSO is very high in the technical (computer) sector.
besides overseas call centers, web and computer programming, almost everything, including technical support, can and IS outsourced to other countries.
We need programs to help newly graduated, as well as unemployed, (and even) OLDER 50 and older workers learn new trades.
3) There are a great deal of studies about how our educational system has failed a great deal of inner city and urban students. For argument's sake, lets just say that 80% of the urban HS population graduates, but does not go to college.
What are the realistic job prospects for these newly graduated teenagers? The Service industry.
Not a lot of skilled labor there. If I wanted to become a plumber or electrician, becoming an apprentice is the only difficult way to achieve this.
What we need is the ability to have someone learn a skilled trade, that will allow this person to become a productive member of society, that will earn a living wage. I say living wage, because this is also a key problem in our current service economy.
4) Green Economy / New "Manhattan" Project
The opportunity to re-engineer our entire country, and create a national 'home' grid, as well as re-creating the national highway system are potential recipients of this labor.
What I am proposing is simple:
We will create a new job program (I call it the training corp), that will take workers, and depending on their talents and interests, help to train them, apprentice them, and then become skilled journeymen craftsmen in their chosen fields.
This program will take both volunteers, and eventually, all HS graduates (or over 17, which-ever comes later) for a three year, gradual program to teach these new skills.
Several aspects of the program will be familiar. The concept of military boot camp will be useful to teach new survival skills to those who may not have previously had the best learning environment.
The concepts of the "Military Academy" (West Point, Annapolis, etc) is also a key goal, as is the concept of the permanent career (just like in the military...)
Many of these "military concepts" can help to guide these programs. An example of a new service path would be for those interested in becoming engineers, or architects (for the large number of future projects).
The Manhattan Project (for Energy)
Here's a key infrastructure project that will make our country much more competitive:
It cannot be implemented using the current private US rail system, but would inter-act and exchange cargo with it.
When I recently took a trip down the NJ Turnpike (Route 95-South), on a Sunday night at about 11PM, I counted over 500 tractor trailers in one 1/2 hour period. Imagine what could be achieved if we had a new national rail system.
This new rail system would become a brand new expansion of the existing Eisenhower Interstate Highway system (Originally created to speed military operations if needed inside our country).
One of the critical factors would be to create 4 lanes (2 heavy and 2 light rail) railroad tracks, that would run down the highway, and allow trucks to offload (or even entirely load the entire truck itself) onto newly designed rail cars.
As another example, you might get onto the highway (again Route 95) after the George Washington Bridge. You (or your Car/Truck), or (eventually, just your cargo trailer) would get onto the train, and the train would carry you, your cargo, and your car or truck to your desired stop.
Cargo (as well as cars/buses/etc) would be tracked with High tech RF-ID tags, to help enable automated routing to your final destination.
A system this complicated will take almost as long to be built and implemented as the National Interstate highway system did in the 1950's, 60's and 70's. It isn't for the faint hearted.
But that's why I say it is PART of a "Manhattan Project" for energy independence. The crews, the skilled labor, (yes, pouring concrete accurately and perfectly IS ALSO a skilled trade!!!) as well as the ability to put a great deal of our young people to work in jobs that will help our country become a new model for the world is something that is visionary.
No, we won't have to develop a bomb. But eliminating Trucking via diesel rigs will be a huge step to controlling pollution, reducing our oil usage, as well as making transportation a new industry that can help our country become more competitive again.
Additional steps besides research for R&D (and to develop new types of small power generators (think solar and wind) as well as plans for deploying them across the country will help our economy better then paying bankers, or Car manufacturers.
Part of this plan would be to commercialize and economize a solar panel, so that an average house could become energy neutral, if not a major energy generator.
Combined with new energy distribution networks (grids), as well as positive (or negative) metering and billing, we can pray that we can reduce our country's addiction to coal fired power plants.
XYZZY. Oh. You're already inside.
Is this just a dream? I hope not.
Please take the time to comment, critique, and make suggestions!
I have no idea as to when I will be returning to Canada, the initial plan was for January but its anybodies guess at the minute.
The following pictures are from Bonfire night again only this time from Gainford which is were my parents live. Coming up soon will be a post on my visit to York which I totally forget to tell you about and happened ages ago.
All pictures taken at really long shutter speeds, sometimes over 6 seconds.
Thursday, December 3, 2009
Freight has a unique vocabulary, mostly rooted in a history of long trips. The vocabulary can be a bit "overwhelming and confusing for a newcomer.
Analyze some of the terms used here:
Discount - A discount for any damage or overloading
Accessories - Some services that are not considered "standard" and incur additional costs. This may, within delivery, insurance, lift gate service and otherServices
Load (BOL) - shipping documents is important that the names and addresses of places of origin and destination, description of the goods delivered, money orders and other relevant information, it appears
Booking - Organization for the carriage of goods by a carrier
Boxcar - An enclosed car freight train
- The amount of transporter that has agreed to move freight by railTruck, ship, airplane, or a combination of these two modes
Carthage - local (as opposed to interstate and international), the trucks with goods
The demand - a demand on the carrier for the payment of damages or other losses resulting from the negligence of the carrier for transport, handling
Classification - assign rating to a particular type of product can, determine the size, value and the difficulty of transporting the goods. Thecorrect class is imperative for an accurate freight quote
Consignee - The person or company to which the freight is shipped
Consignor - The person or company identified as the shipper of freight
Container - A large metal box resembling a truck trailer body that can be shipped via vessel or rail and then attached to a trailer chassis for further transport, containers come in many sizes and types
Deadhead - If a truck with a load and then runs a leg of a trip without cargo
Declared value - a magazine can sometimes qualify for a lower rate if you declare a lower value, for a real object can be dangerous in case of loss
Density - The weight of cargo per cubic foot, this measure is important for an accurate freight quote
Double Drop - A follower of the open deck with a raised section in the front and rearand some below average, which can be used for the transportation of goods exceptionally high
Drayage - Transportation Local Trucking Carthage Same
Dry Van - Refers to a trailer 53 ', which can be heated or ventilated, but not chilled
Exception: If an item found by a carrier (usually management) is received, the freight forwarder has anomalies or suspected, the firsttransport
Freight - Used in several different manners, can refer to the actual cargo or to the charges assessed to a shipper by a carrier for hauling that cargo
Gross Weight - Cumulative weight of cargo, packaging and freight car or container
HAZ MAT - Hazardous Material
Intermodal - Use of multiple modes of transportation to move containers of cargo - can include sea, rail, road and air freight Travel
LTL or truck - vessels when the goods are not of importance to need a truck for himself, the LTL shipments generally in the range £ 100 £ 20,000
NMFC - National Motor Freight Classification (see classification above)
Piggy Back - An agreement of intermodal transport, which are loaded in truck trailers, placed on a cart and moved to a destination
PRO- The tracking number assigned by the carrier for a specific transfer
Proof of delivery - On receipt of a shipment for delivery
Puppies - A short trailer with another small trailer used to a double-tandem-trailer to create or
Summons or citation - an offer of goods at a price based on the shipping and some of the terms defined
Reefer - refrigerated orPendants
Stack train - a special car that the stacked containers can take up two
Step left deck - a trailer was a standard apartment in the front section and a section on the back, used to transport goods more
Curb weight - The weight of the empty wagons or empty containers, sea, or intermodal transport
Tariff - A publication of the rate-setting and the needs ofTransportation Company-specific
Organized Terminal - An area where the freight is and prepare for loading and shipment to its destination, the cargo terminal is often accompanied by a backing, after they collected and put into another container or trailer for transportation and intermodal freight is often unloaded at a terminal, before the declaration and the final delivery default
TL - Truckload freight (if the amount of loadenough to fill in order to be a trailer or a container filled
- Tractor unit of power, and used to tow trailers
Trailer - The part of the truck, in which the goods are loaded, transported
Ventilated Trailer - A trailer with small openings in walls to allow air flow through the outside air when the doors are closed
Luggage storage of goods
While this list may seem long, there are hundreds of otherIndustry terms and expressions that can be run over. If you are a beginner or the sender of the experience, you can hear a new term, from time to time. Do not hesitate to contact us to see what all the burdens associated word is always possible.
September 15, 2009
Since early March of 2009 the skies over Canada’s Capital City have been littered with chemtrails dispensed by jets that resemble Boeing passenger 747’s. It all started about a week or so before Swine Flu news hit the mainstream. From that point on, the amount of chemtrails being sprayed in to the skies has gradually intensified.
So the question that needs to be asked is what is being sprayed into our skies, and why ? It is known amongst certain groups of people, that chemtrails consist mainly of Barium salts and Aluminum. This cocktail appears as a white spray (similar to a contrail, but lingers in the sky) and once dispersed can easily be mistaken for high altitude clouds. Some have even witnessed planes spraying a brown substance from low altitudes. This substance which has been observed, lands on the ground as a stringy/sticky gel. This gel has previously been analyzed by the Washington State Department of Heath and AmTest Laboratorie. It appeared to be composed of red blood cells mixed with biological agents. What are the implications of such incidences and what have they become more frequent in recent months ?
In addition to increased chemtrail activity, the skies in the Nation’s Capital have seen a drastic change in flight patterns of what appear to be commercial 747s or look alikes. Planes have been flying lower than they ever have in the last 20 years. These jets make rounds over residential neighborhoods flying at altitudes as low as 500 ft. Neighborhoods that are a good 40 km away from the Ottawa airport. They seem to leave the airport fly in a circle over the city at extremely low altitudes and go back where they came from. The frequency of this type of occurrence in drastically increasing. The people need to ask why ? How come there are planes are flying low over houses every 5 minutes ? There certainly aren’t that many commercial flights coming in and out of Ottawa. Are the citizens being acclimated for some future event ?
On the topic of Barium, it is known that it is toxic to humans. Not only does it disrupt digestive tract function, but it affects the immune system. The immune system destroys pathogens by producing T-Cells. Barium in known to bind to T-Cell receptors and effectively deactivate them (http://www.pubmedcentral.nih.gov/articlerender.fcgi?artid=1541830). Is it just a coincidence that we are being warned about a deadly re-emergence of A/H1N1 this fall and our immune systems are being assaulted on a daily basis with Barium ? Probably Not.
In regards to low flying jets. Is it possible they are practicing to release a bioweapon over densely populated areas ? It has been said that biological agents must be released at lower altitudes to ensure they aren’t damaged by the low temperatures found at high altitudes. Everybody knows the NWO crowd likes to acclimate the sheep. This sets the stage for a coordinated release of some biowepon as Steve Quayle has previously spoken of.
There are actually reports coming in that such an event may be in the works. Most pieces of evidence are mere eye witness accounts; but such is the world of intelligence. This kind of information would never make it into mainstream news. In March 2009, a youtube video was released of a call someone made to a radio show called the Power Hour.
The caller had been in touch with a truck driver, working on contract for the Department of Homeland Security. He was getting paid $500 USD a load for trucking bird flu vials to various destinations within the US. All of the deliveries were made at night, and the truck(s) were all escorted by armed undercover ex-cops/private security. Many of the loads were either picked up or dropped of at underground missile silos. The personnel receiving the deliveries were often in full Hazmat gear. The truck driver and his family were inoculated for ‘protection’ against bird flu. This truck driver was paid at a Bank of America branch in a back room. He anonymously gave a number to the bank and was paid in cash on the spot. He was summoned randomly by DHS for meetings at 3am, and examined regularly to make sure he had not contracted the virus. One of his colleagues who owned an especially long flat bed was hired as part of the operation to haul an 80 ton missile across the country. The extremely heavy load blew his breaks and DHS promptly reacted and had them immediately fixed so he could complete the delivery. Many of the truck driver’s deliveries were extremely mysterious in nature. He was often told to drive an empty truck from one location to another and then was stopped at a random site and led down a private road to a dropoff point, (many of which were underground missile silos) so if interrogated he could not divulge sensitive information. At one of his deliveries, he deliveried clear, refrigerated vials containing white liquid which were then loaded into a military C-130 plane. The driver earned at least a hundred of thousand dollars delivering these loads. He and and his family have since been relocated to safe housing on a military base. The woman who called in this information to the radio show has presented it to the local Police and the FBI. The response from both of them was , “this thing is so big we won’t touch it with a 10 foot pole”. Obviously something big is afoot.
In addition to the truck driver’s story one of Steve Quayle’s credible intelligence sources divulged the following information on August 25th 2009: “One notable report from the Flaming Gorge Recreation Area in Utah, Wyoming, and near Colorado cited large numbers of Italian men in one cabin and large numbers of French men in another all speaking only in Italian and French . Also this report included excellent detail of some of these getting on Harley Davidson motorcycles after a Chinook Helicopter passed over the lodge. They were seen riding out to meet the Chinook and receiving something from it which then was taken back to the lodge. Noticeable were the large numbers of coolers at these respective cabins….perhaps the type that might keep samples of some Virus or Flu cool enough for preservation until samples were to be distributed?”
With all of the clues available is it possible to conceive that after unsuspecting citizens have consumed excess amounts of Barium which has made It’s way from the clouds into the sewer systems and back into drinking water, that we are caught in a globalist conspiracy to lower our immune systems for the coming “second wave” of the so called swine flu ? Will there be a synchronized aerosol release of weaponized influenza on the masses , or will there be live virus (in addition to deadly amounts of Squalene)inside the H1N1 vaccine, or both ? In terms of a method to achieve population reduction, bioweapons can theoretically be the most effective (only second to nuclear fallout) because after the initial release it continues to spread and multiply among humans. It’s evident from all of the mainstream propaganda about swine flu these days that we are being prepared for something big, even if the current swine flu outbreak up to this point has been no more than a joke. Time is running out for Obama and the NWO crowd to seize dictatorial control of North America. The masses are awakening at an unprecedented rate. How will the next few months unfold? Who will be victorious ?
God Save The Republic.
Untrusted Teamster Leaders to Members: A "No" Vote Could Doom YRC Worldwide, Up to 40,000 Could Lose Jobs
Now it seems, however, the question is not "if," but "when" YRC Worldwide will be closing up shop.
YRC Worldwide, which is the combination of Yellow Freight's 2003 acquisition of Roadway and its later merging of operations, has around 40,000 employees nationwide, the majority of them represented by the International Brotherhood of Teamsters.
For a variety of reasons (the economy, fuel costs, as well as its union obligations), the company has been struggling to survive for more than a year now. In fact, the company has had to go to the Teamsters' leadership twice for concessions in their labor contracts.
All told, the Teamsters leadership has agreed to wage cuts of 15% and the company has gotten the union to agree to an 18-month suspension on pension fund payments, saving the company an estimated $35 to $45 million per month.
[Note: The primary pension plan that YRC had been contributing to is the critically underfunded Central States Pension Plan (see the movie Casino as a reference).]
According to the Houston Chronicle, YRC had "$1.69 billion in liabilities and $1 billion in assets as of Sept. 30. It has sold real estate, cut thousands of jobs and taken other steps to keep operating. The company lost $158.7 million in the third quarter."
In November, YRC closed its big Richfield, Ohio terminal, sold part of its logistics unit, and launched a debt-for-stock swap in order to try and stave off bankruptcy.
Now, there may be even more trouble on the horizon for the company which, in short order, may drive YRC straight off a cliff. Union members are beginning to have serious doubts about their union leaders.
In Chicago, Teamster-represented workers are rebelling at the union leadership's insistence that they vote to agree to the concessions that were already negotiated.
According to a forum for Teamster members, one unidentified member exposed the mistrust between the Teamster leaders and the members by 'reporting' on what happened when IBT leadership visited Chicago on Tuesday:
Tyson Johnson and the Flynn crew visited the Chicago Terminal of Holland today, well lets just say they didn't the welcoming they expected. The members were told that 39,000 jobs rest on the shoulders of 710 and 705 members to except the MOU! Flynn had stated that YRC will probably close regardless, and that by voting no it will just be sooner, well lets just say, they were told to stick it in a place...
Tyson and Flynn told the members that its all about the pension (how funny, because Flynn told everyone that the pension was no concern anymore) and without
710 and 705 accepting it that they are still responsible for the pension. Then Flynn had the nerve to stand there and tell everyone that he has never lied to them, "but he just did" Oh! "he probably forgot about the lie at the meeting prior to the last vote that stated its only about the 5 percent" ....
Well lets just say that at the end of the meeting they were all directed where to go!! Well guys I guess there you have it, they admitted its about the pension, the company wants out, and we better accept it. Pat Flynn gave a member his word that they will put back into it in 18 months or he will vote no to it himself, "I feel so warm and cozy inside, when the union stands behind us"!
According to the Teamsters for a Democratic Union (a dissident group within the Teamster' union) union leaders are threatening members that, if they don't vote to accept the cuts, the entire company may shut down:
YRCW will close if 1500 Teamsters in Chicago don’t take a $1.16 per hour pay cut: that’s what IBT Freight Director Tyson Johnson and IBT vice president Pat Flynn have told the YRC Teamsters.
On Dec. 1-2, YRC management gave time to Flynn and Johnson to offer a hard sell to Local 705 and 710 Teamsters at the four Chicagoland YRC and Holland terminals.
On Dec. 8, Local 710 dock workers will vote for a third time on the concessions, and Local 705 for the second time. Both groups previously rejected them by a 2-1 margin. The vote will be held at the terminals, not by mail.
This follows Hoffa’s power grab of November 24, when the IBT claimed the power to dissolve the Local 705 and Local 710 contracts, which do not expire until 2013, into the national freight contract. That move gave the IBT total control of the bargaining and disbanded the union bargaining committees. But they feared imposing concessions without a vote because it would lead to a lawsuit to protect members’ right to vote.
Across the nation, in Washington and Oregon, Teamster members at YRC's Reddaway have also given a 'thumbs down' to the concessions.
Reddaway Teamsters in Washington and Oregon have narrowly rejected a proposed
contract which the IBT and YRC agreed to.
By a vote 214-208 the Teamsters at YRC’s regional carrier said No, and will retain their contract wages and benefits until a contract is ratified.
It seems as though, it is only a matter of time before YRC declares bankruptcy. It could be a matter of days, weeks, or months.
However, when YRC does get tossed into the scrap heap of so any other Teamster-represented trucking companies, while many will point to the economy as the cause of the company's demise, it will be misplaced blame. The economy will have only exposed a company already vulnerable due to a union whose leaders are not trusted by their members.
For the Teamsters, it will be especially humiliating when YRC crashes since the union that Jimmy Hoffa built with companies like Yellow and Roadway will be losing one of its biggest players while Hoffa's son is in control.
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In order to reduce air pollution, the Port of Oakland has announced that as of January 1, 2010, it will ban from marine terminals all drayage trucks with engine year models earlier than 1994. Model year 1994 to 2003 trucks must be retrofitted with diesel particulate filters or engines that meet equivalent standards. The ban requires the Port of Oakland’s container terminals to deny entry to drayage trucks that don’t meet these standards, which are set by the California Air Resources Board (CARB). Tags are required by December 15 to allow for testing and ensure operational capacity in advance of the January 1, 2010, deadline.
With TruckTags, the port’s container terminals are using RFID technology to meet the heightened air quality requirements while maintaining the efficient flow of cargo through the Oakland port and minimizing truck idling time. Similar to E-ZPass and FasTrak automated toll systems, RFID tags installed on the truck’s driver-side rearview mirror are automatically read at the port using specialized scanning antennas that validate the CARB clearance of the truck.
Trucking companies should complete the following steps to prepare for the January 1, 2010, clean trucks requirement:
• Register in eModal’s TruckerCheck system.
• Obtain tags by logging onto www.emodal.com and selecting "Trucks/RFID/Buy RFID Tags."
• Once you receive your RFID TruckTag, register the tag numbers in the eModal TruckerCheck system, which will activate the TruckTag in the system.
• Install the RFID TruckTag using the instructions included with the tag.
• Register your truck in CARB’s Drayage Truck Registry (www.arb.ca.gov/drayagetruck).
More information about the TruckTag program is available at the website of The Oakland Marine Terminal Operators Association, http://www.oakmtoa.org , www.emodal.com and www.portofoakland.com.
...and hope for the best.
That's what the hubs and I are doing right now with his new job. It doesn't sound or so far seem all that great and I honestly don't think he'll be there for very long but they were the only trucking company that offered him a job and after pretty much 2 months of no job, he (we) jumped on it.
The kids & I took him to Montgomery, Ala. late Sunday where the company had a Greyhound bus ticket waiting on him. (He was thrilled, let me tell you!) From there he would go to Nashville, Tn. to the Western Express trucking terminal, be put up in a hotel for their 2 day orientation and then be given a truck to be on his merry way. Sounds like it would go smoothly, but of course, it didn't.
We found out on the way to Montgomery that they only provide lunch and if he gets up at 5AM, he can grab a Continental breakfast. Let me just say that this company does not pay the drivers for going to orientation (as others do). They also don't pay safety, fuel and retention bonuses (as others do). BUT again, they offered him a job so I should just stop complaining- NOT. Anyhoo, the first day of orientation lasted from 6 AM to 9 PM. The last shuttle from the terminal to take people to eat was at 8 PM. Hmmmm, what are these guys supposed to eat? So hubs walked to the nearest food joint, a Waffle house, at 9:45. I stayed on the phone with him b/c I was worried about him getting mugged or something.
After his orientation was over, which hubs says was crap (but this is the 3rd company he's worked for in 3 yrs.- 2 layoffs due to gas prices- so really what more could they have to go over besides their company policies?) they scooted him outta the hotel to sit in the terminal lobby for hours on end waiting for another trucker to come pick him up to take him to his assigned truck-in Kentucky. He was the last guy from his "class" to not have a load out of there.
He arrived at his truck, which had been left by the previous driver (reason it was in Kentucky), at around 3:30 AM. The truck was dead so he had to call for someone to come jump it. He then received a message over the CallQuam that that will be a charge of $160. WTF?! Finally he gets that taken care of and now he is sitting. Waiting for a load back to Nashville so the truck can be serviced and cleaned. What a crock of shite.
So it looks as if he won't be getting any loads the rest of this week. We're hoping he gets some good ones next week b/c that's Christmas money....of course he found out at orientation that they run off of a star system and the guys with the highest stars get the loads offered to them first. A new guy obviously, has no stars.
Here we go with it. WWWWHHHHHEEEEEEEEE................
By the time I got to the half point (heading out of town) the in bound side was starting to get backed up. Sweet! good timing and all that. Finishing my journey into Laurinburg, NC I got my next work assignment. Taking a load down to Statesboro, GA for a 7am delivery. Just a bit of rain on the way down but nothing impedingly heavy.
That brings my total for the week upto 4100 miles and 150.00 in detention and tarp pay. That would be fantastic if Uncle Sam didn't grab such a large chunk when the miles spike like that. Over all it will still be a nice bump right before christmas.
Got to get to sleep. Getting up at midnight to secure and drive the load down.
Have a nice day
the storm but this works for me. The first thing I do is what is called a
Pre-trip inspection just like you would on a tractor trailer.
Lift the hood on your plow truck , check the engine oil, power steering fluids, windshield washer fluids , and battery connections are tight, check the belts be sure they are not cracked, check the coolant level, (with the truck cold), check the brake fluid and If low it either means your pads need to be changed, or there is a leak. The fluid went some where! Look around in the motor compartment for any loose wires, be sure they are not touching or rubbing through anywhere. OK, now close the hood and proceed to the rest of the inspection.
Get in your snowplow truck check and see that the horn works, the wiper works the heat works, put the truck in 4wd and drive forward a few feet you should feel the difference of resistance when you turn the wheel and drive forward . Then disengage the 4wd and put the transmission back into park. Check that the parking brake is working and releases, check that the brakes are working.
Now check the lights, put on the low beam headlights, parking lights, start at the drivers door out side of your vehicle and walk counter clockwise around your plow truck check the tire lugs, tire pressures, grab the mirrors make sure they are not loose check that the lights are working. Now go back and check high beams and left, right signal lights and brake lights. When you are done with this now we can go on to checking the plow out.
We can now begin to check out the plow. You want to make sure everything is working before you go to work. You want to make sure everything is working fine and not faulty when you need to start snowplowing.
Time is money and we do not want you to have any break downs if we can help it.
Start the vehicle and raise and lower the plow a few times
Check the controls are not loose and cycle the plow with the controls
When you are doing this watch the amp gauge for not over excessive amp draw down in the system.
Raise the plow up and leave it up for a few minutes to make sure it does not drift down
Check the snowplow high beams and low beams are working and adjusted right.
Check the turn signal lights are working and not loose
With the plow down get out and inspect the chain is not worn
Check around all hydraulic cylinders for leaks or dents in the cylinders
Check the snowplow hoses and hose connections
Check the center pivot of the plow for play
Check the plow frame bolts are tight and not loose
Check for any cracks on the welds of the plow
Inspect the snowplow cutting edge, shoes and springs
Look at the snow plow pins and the plow retainer rings
OK now that you inspected your snowplow. Let’s go over a few things you should have
in the truck with you, flashlight, gloves, extra plow pins, extra hose and quick connectors, hydraulic fluid,
Box of fuses, a relay for you plow, Electrical tape, 2 cans of fix a flat, and road flairs.
I have used this list for over 20 years and it has saved me many times. I hope it saves you Happy plowing From Edgeolite.com
Click here for more information
"Hot august night.And the leaves hanging down.And the grass on the ground smelling --" *
-- like raw sewage!
On a hot August night in 2006 more than 200 of the 1,300 people who live in East Brunswick, Pennsylvania gathered inside a barn owned by Dr. Glenn Freed.
Almost one-fifth of the rural township's population showed up, despite the stifling heat and sticky humidity.
They came because they were afraid.
People were talking.
Something wasn't right in their neighborhoods.
They'd heard too much.
They'd smelled too much.
They were worried.
The solid poison that's left after the water is removed from the stuff people flush down their toilets and throw down their drains.
Used by local farmers to fertilize their fields.
Used because it was cheap.
Used in spite of it's high toxicity.
Used even though it could pollute the water that people were drinking.
Used because waste-dumping corporations swore it was an "environmentally friendly fertilizer."
Waste-dumping corporations that were highly paid to haul the poison away from sewage treatment plants and then dump it on farmers' fields.
Ever since the deaths of two children, and countless reports of illness and livestock loss, rural Pennsylvanians say they oppose the dumping of sewage sludge.
They say they want to decide whether it should be legal to use sludge to fertilize farms in their townships and boroughs; their cities and towns.
They say all government is local.
But the folks who make state and federal laws say different.
Pennsylvania law says big corporations don't need community permission to drop pesticides overhead from airplanes...
Or to withdraw water from local aquifers...
Or to site unwanted refineries near schools and churches...
Or to dynamite coal or limestone out of land more than 2,500 feet from peoples homes...
Or to dump sewage sludge in your home town.
State agencies issue "permits" to dump the sludge.
State legislatures take away local communities' right to stop them.
Stop them from poisoning their fields and their water.
Stop them from destroying their towns.
So, on that hot August night, the folks in East Brunswick asked this question:
"If those people who are directly affected by rules and regulations are denied the rights to make those rules, do we really have a democracy?"
Those perspiration-soaked citizens - American citizens - citizens of East Brunswick Township in the Commonwealth of Pennsylvania - decided to support a cutting-edge ordinance; one that not only asserted their rights to make rules that govern where they live (like banning corporations from hauling and dumping sludge) — but also would invalidate the Constitutional "rights" claimed for corporations by their highly paid lawyers.
The people organized.
They fought back.
And by December 2006, the ordinance was passed.
But that wasn't the end of the story.
In fact, thanks to Pennsylvania Attorney General Tom Corbett, it was only the beginning.
Corbett, who is supposed to be "the peoples' lawyer," fought against the people and for the corporation.
Corbett argued that the citizens of East Brunswick Township had "no inherent right to local self government."
Corbett, who previously served as a waste management corporate lobbyist, filed a lawsuit against East Brunswick to overturn their ordinance.
Did you get that?
Attorney General Tom Corbett, who is paid by the people of Pennsylvania - the people of East Brunswick - to be their lawyer - to represent their interests - instead chose to defend the interests of the sludge-dumping corporations.
Old habits die hard.
Corbett's empathy for the sludge-dumpers was rooted in his service as a Senior Executive and lobbyist for Waste Management Corporation - the largest importer of trash into Pennsylvania.
During Corbett’s time at Waste Management, the firm repeatedly was fined by the Commonwealth of Pennsylvania for committing environmental and safety violations - violations that included the surreptitious and illegal dumping of hazardous medical waste.
During Corbett’s four-year tenure at Waste Management, the company and its subsidiaries were fined more than $3.7 million for various violations at its landfills.
During Corbett's stint as lawyer and lobbyist for Waste Management, Corbett defended these practices.
In May 2001, the Pennsylvania State Police and Pennsylvania Department of Environmental Protection (DEP) ran a week-long campaign - called "Operation Clean Sweep" - to crack down on unsafe and environmentally unsound trash trucks.
Of more than 40,000 inspected trucks, the state found more than 11,000 safety and environmental violations.
The biggest violator -- and the region’s biggest waste hauler -- was Waste Management Inc., with 339 environmental violations and 554 safety violations.
The DEP said as much as 65 percent of the Waste Management truck fleet was put off the road for repairs.
Waste Management also was caught illegally dumping hazardous medical waste.
On the first day of “Operation Clean Sweep’, a trailer truck owned by Kephart Trucking was stopped for a safety inspection by state police at the Mifflinville rest area on Interstate 80 in Columbia County.
Police noticed a reddish substance leaking from the trailer, opened it and discovered medical waste hidden under a thin layer of municipal waste.
The hospital waste -- which included syringes, bedpans and wound dressings -- had been picked up by Kephart at a Waste Management Inc. transfer station in the Bronx and was headed to Shade Landfill in Central City, Somerset County.
Shade Landfill was not permitted to accept raw, unprocessed medical waste.
Tom Corbett also took the lead for Waste Management in fighting Republican Governor Tom Ridge’s attempts to limit out-of-state garbage dumping in Pennsylvania.
When Ridge attempted to restrict the amount of waste coming into Pennsylvania, Tom Corbett led the fight for Waste Management against Ridge's initiative.
Tom Corbett's record on the environment:
Corporations over communities.
Sludge over safety.
Profit over people.
*Lyrics from "Brother Love's Traveling Salvation Show," by Neil Diamond
Frank LaGrotta served 20 years in the PA House of Representatives - 16 years on the House Appropriations Committee, where budgets are drafted. He presently is holed up in Dick Cheney's old bunker working on a new book about how government REALLY works - or, should we say, does NOT work. You can email him at firstname.lastname@example.org or follow him on Twitter @LaGrotta12.
The Skyline Drive is part of the Shenandoah National Park. There are campsites, cabins, nature trails and information points, you could spend a month there quite happily. The road runs along the Ridge bit of the Blue Ridge Mountains and bends and curls about for just over 100 miles and contains 75 lookout points where you can pull off the road, gawp and take photos. It took all day to drive, but we weren’t complaining. Happening to drive it as the trees were turning colour in that part of the world (Canada’s ‘fall colour’ season has been and gone) every bend brought a new orange carpet to look at. We quickly realised that stopping at each lookout would mean extending our journey by a day or two and became a bit selective.
There were deer. Apparently there are bears too, but we had no pickanick basket, so they left us alone. Hundreds of people drove and walked and there was no noise, no litter. Occasional signs advising us not to feed the wildlife (and giving sensible explanations why) were the only evidence of a truly remarkable workforce of rangers and researchers who appear to maintain the park safely for sharing between us and the real inhabitants. We had paid $15 to get in, this would have been the same had we wanted to camp for a week or just drive through, and I am happily convinced that we got our money’s worth. It made our awful foggy night drive on the way down worth it in the end; we knew there were mountains here. A glorious day, impeded only slightly by my truly terrible Laurel and Hardy impressions.
And then it was just about the last leg home. A night somewhere obscure and hilly in Pennsylvania and back into New York State, onto the toll road I90 and following signs for the border. The Canadian jobsworth quizzed us in routine manner, She didn’t care where we’d been or what we’d been up to. ‘Where do you live? How long have you been away? Are you importing any goods? Welcome to Canada.’ And we were home.
I like home. Kilometres, litres, French translations, Tim Horton’s coffee, resentful cat. A grand expedition suddenly over. When we first discussed the totally insane prospect of taking a wedding cake to Florida I thought it might be a bit of a fun wheeze. Then I thought it was impossible. Then I thought I’d do my best and see what happened. What happened was one of those journeys that make life worth living. I can’t thank Cherry and Ron enough for their brilliant hospitality.
Twelve days and 5,000 kms. The car needs a bit of a clean and my habit of nibbling trail mix on long hauls means the inside rather resembles a birdcage. But it’s evidence that we made it, so I’m reluctant to remove all traces of a grand adventure. I do have my NASA coffee cup though, to remind me on the very back-to-normal days that we went somewhere extraordinary. It is the most perfect piece of design I have ever owned. It may only be a coffee cup but it is engineered down to the last detail, to deposit the coffee in your mouth while on the move, as opposed to down your clothing or all over the car. I suppose that sort of thing matters in space.
I have my book too. It’s a wonderful read, I challenge anyone to get to Chapter 2 without making plans to visit Savannah. Or, in my case, revisit. What else has changed? Well, I managed the driving hours without collapse, maybe I’m strong enough to get back to trucking sometime soon. That would be nice.
His answer is yes. "Beyond record low freight volumes," Regan wrote, "trucking companies are looking at potential legislation and federal rule-making procedures that could significantly increase their cost of doing business."
For his story, in which he make the case that a veritable "war" is real, click here.
More interesting was the response of Transportation Business Associates President Jay Thompson, via the glgroup.com site. Thompson there breaks down on a per-mile basis added costs that potential regulatory changes -- hours of service, emissions devices, Cap and Trade Legislation, CSA 2010 -- could have across the industry and comes up with a good 25-plus cents per mile cumulative addition per mile, no small hike in operating costs, as any owner-operator can attest.
Thompson's an analyst with a great sense for historical trucking trends and big-picture sorts of implications. And you know what they say about predicting the future -- you've got to know where we've been to see where we're going. Keep an eye on his GLGroup page for other of his analyses of industry articles.
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It's been a week since I reported how my trucking idea was going.
I had a truck picked out in Atlanta for $25,000. They were/are working on getting $13,000 financed for me. Since I have not worked in the industry for 5 years and I'm out of work currently lenders are skeptical about lending money.
I'm not worried. It's not like I have to go back to trucking tomorrow. In fact that is exactly what I don't want to have to do. If or when I go back I want it to be on my terms.
So in the mean time I signed up to "Internet Truck Stop" to start watching where loads are at and how much there paying. It's pathetic!
Right now there are 957 flatbed loads posted in a 60 mile radius of Augusta, GA.
Of those loads some actually post the rate. For example:
AUGUSTA GA - T0 - COURTLAND AL $550.00 410 miles
That is $1.34 per mile.
If I averaged 55 miles per hour it would take 7 1/2 hours to get there and that ain't including going to get the load, getting it loaded, strapping/chaining or tarping it down. That would leave me $341 after I took out fuel. Take out meals, insurance, maintenance, internet service so I can book loads from on the road, $3 per page for faxes that truck stops charge so I get the load in the first place, then another $9 to scale out my truck to make sure I'm under my legal weight limit.
If you don't have a truck payment you may be OK with rates like that but so many driver have new trucks or lease agreements so after they take those things out and along with their high truck payment they are left with nothing but their truck they live in.
The last company I worked for was not a trucking company.
I drove a standard GMC van that averaged 18 miles to the gallon and cost about $12,000 used when they bought it.
When I made a service call they billed $1 per mile plus $65 per hour while I traveled to and from the site and time on site.
So if I went 50 miles to make a service call and was on site for 1 hour they charged
Total of $295 for 3 hours. That is if I didn't use any parts.
Now - Back to driving. Driving an 18-wheeler with a commercial driving license brokers try to dictate how much I should make. Many drivers take loads like that and they are driving down rates or keeping rates low. It pisses me off.
Not all are that bad. Here is another load going from:
MODOC SC - to - MOUNT MEIGS AL $450.00 for 299 miles
That breaks down to $1.50 per mile.
No load in my opinion should pay less than $2 per mile.
I found another truck on Ebay that was repossessed. It's in West Virginia. Actually it was a flatbed trailer I was looking at. When I called about it I asked if they had any trucks that they were looking to get rid of and he told me yeah, the one hooked to the trailer. He said it is a 1999 International with 1-million miles. He said he would let it go for $7000 and the trailer for $5000. Then he said he could let the package go for $11,000.
He gave me the phone number of where the truck was and when I called about it the manager woman said there not selling trucks on the internet so I sent her the link to the trailer off Ebay and gave her guy's name and phone number.
She said she would get back to me and send me an Email to trucks there auctioning so I could bid if I wanted to. So in the meantime I thought I'd write about it.
Also since I signed up with Internet Truck Stop I have been getting calls to haul loads from brokers. Right after I signed in I accidentally listed my truck in Augusta and a lady called within 2 minutes for me to haul 1 of 3 loads she had. I asked her how much they paid and it was about as much as the loads listed above, not to much. I quickly took my truck listing off and have received 2 more calls from the some man, one last night and one today, asking me if I had a truck available in Augusta. I said no, I don't have a truck listed. I checked and it's not listed.
Now I almost want to buy a cheap truck and trailer just so I can sit home and list it and cuss out someone wanting me to haul for for a crappy $1.30 a mile load. If it wasn't for having to pay $130 a week for insurance I would.