INDIANAPOLIS IndyCar owner/driver Ed Carpenter said Friday that he will run a partial schedule in 2014, driving six oval races and turning all road/street courses over to Mike Conway.
Carpenter, who won the pole for the Indianapolis 500 in May, finished second in the IndyCar season finale at Auto Club Speedway in Fontana, Calif., last month.
Conway won a Detroit street race in 2013 and won the Long Beach street race in 2011. The two drivers will split time in the No. 20 ECR Chevrolet/Dallara.
Conway walked away from the 2012 season finale at Fontana, saying he was not comfortable racing on ovals. He has been interested in a return to IndyCar on a street-and-road-only schedule.
We couldn t be happier to welcome Mike Conway to the Ed Carpenter Racing family, Carpenter said in a statement. My partners, (team manager) Tim Broyles, and I are committed to building an organization based on culture, sustainability, and performance. We are very proud of the group of people we have assembled and bringing Mike into the fold creates an opportunity for us to show even more value to our partners and strengthen our team by competing for victories at every single event in the 2014 IndyCar Series.
Conway said he was looking forward to the opportunity.
It is great news to be back in IndyCar next year for all the road and street courses, Conway said. I had a lot of fun this year in the select races that I could do, and I hope that I can continue my success with Ed Carpenter Racing next year.
This will be Conway s sixth IndyCar season. He has four podiums and 18 top-10 finishes in 60 career starts.
I have a great deal of respect for Ed Carpenter to have the vision to put Mike in the car for the street and road tracks, said Conway s agent, former IndyCar driver Mark Blundell. I think that the blend of his skill sets on the ovals combined with Mike s talent and pace makes for a very strong combination over the 2014 season.
Source Article from http://feeds.foxnews.com/~r/foxnews/sports/~3/JH43qgmWJ6w/1
- ^ http://feeds.foxnews.com/~r/foxnews/sports/~3/JH43qgmWJ6w/ (feeds.foxnews.com)
What You Need:
Firstly, you need a vehicle. This really is pretty damn clear for anyone getting started being an owner driver, nonetheless it is..
Starting as an owner driver is straightforward, and has the advantage of possibly becoming profitable fairly quickly due to the lack of overheads. But, there are some things to consider as you begin, and this guide hopes to show you the kind of things you will need and the pitfalls to avoid becoming a manager driver and when going freelance.
What You Need:
Firstly, you need a vehicle. This is pretty damn obvious proper getting started being an owner driver, but it is still worth stating. The automobile should be no more than six years of age and can in fact be of any size actually though if youre serious about making this work, then purchasing a larger truck (instead of utilizing a hatchback car) enables you to transport larger masses, and therefore cost more.
Subsequently a cellular phone is all important for new manager owners. Nowadays, people who dont own one are something of a rarity, so this shouldnt be an issue: All the same, its important to help you to keep connected with others from your street, so finding such an unusual and amazing device is all important.
Eventually, manager driver insurance is all-important. The array of possibilities can be complicated, but there are three forms of insurance you must explore, which I can handle now:
Courier insurance is all-important for new owner drivers. There are three kinds of insurance you should look into:
Any vehicle on the highway has to be insured thats a legal requirement which many people are aware of! A standard temptation is to say your vehicle is for company use but actually make sure to specify that you need it for courier use, when you contact the insurance carrier. The difference is the fact that you will be carrying goods for the others for gain, and any future claims you need to make, and this will influence your quote!
Goods in Transit Insurance
Its worth stumping up the additional money for Goods in Transit insurance also. This may protect your cargo against damage and loss, usually covering you for things up to a value of 10,000. Most of your insurance company may address this, but if not, then its super easy to obtain this from expert courier insurance sellers. If you think you know any thing, you will probably fancy to study about go. This is especially worthwhile considering for new manager owners, since it makes you seem more genuine and people is likely to be more comfortable coping with you.
This one may not be as essential while the other two, but is still worthwhile considering, particularly for new owner drivers with butter fingers! This may cover you for situations involving your web visitors, for example if you drop their same-day-delivery package of anvils on their base
While not totally insurance, its also worth mentioning at this point that as youll be self-employed, new manager drivers need to sort out their taxes using the Inland Revenue and arrange any credits they might be eligible to. At this point it could be worth hiring an accountant who ll learn how to save yourself money to you by understanding what expenses you can maintain. Alternatively, if you know book keeping, there s nothing to prevent you from controlling your own finances, if youre not-too busy with all the owner driver jobs you aspire to be overwhelmed with!
Having Your Name Out There
So, given that your finances are (hopefully!) sorted out, how can you begin finding your first owner driver jobs? Well the first step gets your-self stated in local sites the Yellow Pages and Thomson Local service certainly are a good start, as-is getting an advertisement in the local paper. Its also worth joining a freight change like ours, as this assists you obtain backloads and manager driver jobs in addition to keeping your running costs down. If you want help or guidance some shipping exchanges also provide a group.
Print some professional-looking business cards, and dont be afraid about passing them out you never know when you might get an owner driver work from them!
One unusual means of getting business is to contact other couriers locally. In the beginning this might sound like an unlikely option, however the facts are that if your opponents cant complete all their work in one day, then they will be happy to have your help, in the place of risk losing their reputation for timely deliveries. If you could possibly get on-the sub-contraction books of a few local couriers, you may find this allows a continuous stream of one-off owner driver jobs to keep things ticking over nicely.
A website pays to too, but in the early days of your procedure you could find the costs involved with setting up and maintaining your site will cost more than the traffic they make, therefore I would suggest you save yourself this for when your business has picked up a little.
A tricky one to answer is the problem of just how much you need to be paid. However, Im not able to provide a definitive answer as to how much you should demand for every single manager driver work, because it very much is dependent upon the area you work in and the size of one s vehicle.
Usually, manager drivers charge per mile on the outbound journey, and at a discounted price on the return, but an effective way of finding the right value for you would be to read the cost of employing the local rivals and working from there.
Becoming an owner driver could seem a little daunting at first, but staying with this basic framework should make sure that the first few months work smoothly. This should give the solid foundations to you you perhaps see you expanding your operation on the following years, and can must start getting the form of money the job can offer.
Read the original:
Where Do You Want This Lot? (Transport Archives Series)
HINCKLEY The owner of a trucking company recently listed as owing the second most unpaid tolls and fines in Illinois says he s working to pay the tolls but disputes the associated fines.
Steve s Underdog Trucking, a Hinckley-based company that hauls sand, gravel and mulch, is in court with the Illinois Tollway over $192,742 that the agency claims it is owed in unpaid tolls and fines. Now the company s president, Steven Navalany says the agency s claims could put it out of business.
I have only been running between one and four trucks during the time I have allegedly become a top tollway violator, Navalany said in a letter to the Daily Chronicle. In my mind that is impossible.
Multiple calls to the Illinois Tollway were not returned.
In August, Illinois Tollway leaders released a wall of shame list of the state s top 157 commercial tollway offenders, who the tollway says owe a combined $3.7 million in unpaid tolls and fines.
Four DeKalb County companies made the list. Among them, only Steve s Underdog Trucking is still in business, but it ranked second in the state, according to the agency.
The tollway s court case against the trucking company opened in January in DuPage County. The case has been continued each of its past three status dates and is next due in court Thursday.
Lynn Navalany, the mother of Steven Navalany and an employee of the company, says the company uses I-Pass transponders in its trucks, but that it can t be sure how the tolls went unpaid. She said the company would be happy to pay just the tolls.
I went to court and spoke with the lawyer there and she said, Call me, we can work it out, and I ve called and called, Lynn Navalany said. We re trying to get it taken care of. We ll pay the toll part.
According to the Illinois Tollway s website, unpaid tolls can mean up to $70 in fines if left unpaid, but fines and fees can be assessed for a variety of other reasons, from incorrect I-Pass mounting to I-Pass suspension.
Steve s Underdog Trucking has been in business since 2009.
I want to stay in business, but these allegations are threatening to shut me down, Steven Navalany wrote I hope that with this unfortunate publicity I did not seek, may come a resolution that allows me to pay my fair share of tolls and stay in business.
STUART, Fla. June 26, 2013 Scott Sharp, owner of Extreme Speed Motorsports (ESM) and co-driver of the No. 01 Tequila Patr n Honda Performance Development (HPD) ARX-03b, talks about the 2013 American Le Mans Series presented by Tequila Patr n (ALMS)1 season to date. The Stuart, FL-based team has three podium finishes this season, including the team s first-ever one-two finish during the Grand Prix of Long Beach.
Sharp discusses the progress ESM has made during the Le Mans break and expectations for the remainder of the season and looking forward to 2014 United Sports Car Series season.
How much have you enjoyed being back in a prototype?
I ve enjoyed being back in the prototype from the moment I climbed into the cockpit. Being back in that type of car has been fantastic, particularly with all the top guys we have at ESM, knowing how comfortable I feel with them. The minute I got in the car, I remembered racing with open cockpit, not only from visual standpoint, but the cooling because the Ferrari was enclosed and so hot. The downforce of the HPD chassis is very comforting to the driver. It builds your confidence. In so many of the corners where the GT car is a little iffy, the prototype is usually flat. It brakes, accelerates and hits the corners well. We re only three races into it as a team, but I m very excited about our move.
Sounds like you ve adapted quickly because of your past seasons in prototypes. Talk about how the team has adapted to the new machinery.
I think it has been going pretty well. Obviously we had the one race win already and we ve run competitively so far. The team has adapted quickly. There are about five or six guys on the team that worked with the old Acura program, so they ve got a lot of knowledge especially when it comes to build and maintenance of the car. The guys have done an amazing job putting the cars together trouble-free, especially with our experience with the chassis.
As far as the drivers go, all the guys have picked it up real fast. Everybody loves driving the prototypes. Guy and Johannes have done a little bit of prototype driving. Ed has never driven a prototype and we re asking a lot of out him without having huge amounts of experience. I think Ed has found it to be a very good confidence building car. The downforce certainly helps. Ed is going much quicker in the prototypes than he ever did in the Ferraris and we re only at the beginning stages. For all of us drivers, we re excited to be in car.
The amount of work that went into the season up until that point was amazing, so the payoff at Long Beach was huge. The decision on changing to prototypes wasn t made until the end of February. The amount of thrash that went through, half the team had colds because they were running themselves into the ground. The thrash that went on before Sebring, into Sebring and right into Long Beach was immense.
For us to get ESM s first one-two finish2 and for us to win in the prototype class that quickly, I think was very rewarding for the whole team. It was a great way to thank them and prove to them that this was a worthwhile endeavor.
You mentioned the thrashing from pre-season through Long Beach, now that there has been a little bit of break and the team has had time to rest and prepare for Lime Rock, Talk about heading into the second part of the ALMS season.
We stayed busy as a team. We re running the GRAND-AM race at Watkins Glen with Mike Hedlund, Guy and Johannes, right before Lime Rock. We ve had a Ferrari Challenge race and we ve had a couple of different tests. We certainly kept busy, but at the same time the guys had some time off and spent time with their families. It is a beautiful time of year to have a few extra days, if the water is warm enough here in Florida.
I think we re going to be ready for Lime Rock. I think the testing paid off well for us. Like we did last year, we spent a couple of days just really working through the different matrix on what makes the car work. The engineers have a better understanding. I think we re going to come back much more knowledgeable about the car. The drivers have had more laps and are more comfortable in the car. Plus the team has had a chance to catch its breath. Both cars have been completely rebuilt after Laguna, having the first three races on them. The break came at a good time. I think the chambers are fully loaded in the gun now, so we re ready to go and tackle the rest of the season.
In addition to testing and recharging, you were able to spend time behind the scenes with the other Tequila Patr n racing team. Talk about your trip to Englishtown. Were you able to work out a trade in horsepower between the Funny Car and the P2 car?
We had an awesome time in Englishtown. That s just an unbelievable spectacle. It was 180-degree difference as anything can be from the P2 car, as far as racing goes. To think that you go over 300 miles per hour in four seconds, and keep it in a straight line with that kind of horsepower, versus everything that we do inside the P2 car during one lap. Just to feel the enormity of the power that comes out of those cars the smells, the fumes it shakes the ground and tries to pull the air out of your body, literally. It is incredibly impressive. We had a great day up there. It was fun to support Alexis. I d love to get into her car and make a couple runs. Hopefully, next winter I m going to be able to do that. I don t think any of the other guys are willing to do it, but I ll do it. It will be exciting to try.
Following last year s win at Petit, ESM received an invitation to compete at the 24 Hours of Le Mans THIS YEAR. Talk about the changes since last October.
Our win at Long Beach was thrilling especially since we were able to get that P2 win so early in the season. The win was terrific, but we also realized that we have so much to learn about these cars and performing at that elite level that we aspire to and we know we need to get to that level.
We re going to go to race tracks like did at Laguna, where we ve never seen this car at the track before. We re not able to test there, it is a different combination of race car and track that we ve never been on and we re at a disadvantage to teams that have already run there. That s really what this year is all about. I think we re going to have some great races. We re going to have tracks where we ve really got to dig deep and try to learn as rapidly as possible. We re going to test everywhere we can test and at the tracks where we can t test, we ll learn enough along the way that we ll get much more proficient and we go.
We re trying to keep the team s eye on the ball which is 2014. That is why we made this move. That is why we cancelled going to Le Mans this year because of that effort, the money, the resources and everything we felt it would take for us to get to the top class for 2014, we want to make sure we re on the forefront of that.
Since the 2014 season is the target, do you have markers or goals set for the team that you want the team to hit before this season ends? How is that progress?
Our biggest target is still Level 5. There are strong and the only team we have to compete against and compare ourselves to. They are going to be one of the top teams wherever they go. What better barometer than that? To win one race and to be competitive, leading our first race at Sebring, we ve made a good showing so far. We have good race pace compared to them. We haven t quite figured out qualifying as strongly as they have. But I think as every lap goes by, we are getting closer and closer. I m pleased with the job the team has done, but we still have a lot of work ahead of us.
Whilton Mill Circuit, the home of Stars at Whilton Mill, have testing available for owner driver on the following dates:
- Monday 10th June
- Wednesday 12th June
- Thursday 13th June
- Monday 17th June
- Tuesday 18th June
- Wednesday 19th June
Times will be 10am till 4pm, with costs for members of 30 and 40 for non-members on a Wednesday and 50 every other day.
The petitioner in this case, American Trucking Associations, whose members include many short-haul drayage trucking companies that move cargo in and out of port, sued the Port and City of Los Angeles seeking an injunction against the agreements requiring the drayage trucking companies to affix placards on each truck with a phone number to report concerns, and to submit an off-street parking plan for each truck. Justice Kagan delivered the opinion for a unanimous Court, which held that the Federal Aviation Administration Authorization Act of 1994 (FAAAA) expressly preempts the concession agreement s placard and parking requirements. Section 14501(c)(1) of the FAAAA preempts a state law, regulation, or other provision having the force and effect of law related to a price, route, or service of any motor carrier . . . with respect to the transportation of property. Justice Thomas filed a concurring opinion.12
On a lighter note, page 2 of the Court s opinion contains a sly reference to a 1982 radio hit:
Under the contract, a company may transport cargo at the Port in exchange for complying with various requirements. The two directly at issue here compel the company to (1) affix a placard on each truck with a phone number for reporting environmental or safety concerns (You ve seen the type: How am I driving? 213 867 53093 ) and (2) submit a plan listing off-street parking locations for each truck when not in service.
Vote alignment by ideology
Recommended Citation: Tom Goldstein, Details on American Trucking Association v. Los Angeles, SCOTUSblog (Jun. 13, 2013, 11:47 AM), http://www.scotusblog.com/2013/06/details-on-american-trucking-association-v-los-angeles/
American Trucking Association v. Los Angeles” st_url=”http://www.scotusblog.com/2013/06/details-on-american-trucking-association-v-los-angeles/”> ^ this case (www.scotusblog.com)
I ve never been hit by a car, but I imagine it s a pretty stressful situation. I m not sure I d be able to stay as calm as this gentleman seems to be. According to the video, this man was hit by a rather large truck, and jumped on that truck s hood as it tried to flee the scene. Another driver pulls up alongside the truck, and the man politely asks the other driver to call the police. That s poise under pressure.
Relevant to your interests
The terms freight broker and freight forwarder are some of the most misused in the shipping or freight business. Some people even use them interchangeably but the truth is that the two sets of services are as different as day and night although they complement one another to facilitate smooth shipping of goods between carrier and shipper. The freight broker is simply a liaison or intermediary between the shipper and the carrier.
There is a difference between freight brokerage and freight forwarding
Freight brokers use technological tools and their deep knowledge of the shipping or freight industry to connect shippers to the best freight companies in the market and vice versa. For this service, the freight brokers are usually paid a certain commission. They play an important role in the industry as they help shippers find the most reliable carriers and a good rate while also assisting carriers in easily finding the goods to move into new markets. Freight brokers do not handle goods and are usually not held legally responsible for any damages or losses that the shipper may accrue.
Freight forwarders on the other hand operate warehouses and serve as shipping agents who move goods onwards to new destinations. Freight forwarders bring the advantage of the intricate knowledge of the import and export rules, paperwork, freight costs, insurance, packing advise, expertise in ocean and air freight and other details relating to government regulations and foreign trade. While freight brokers are usually licensed by their respective state and national governments, the freight forwarders are licensed by the international bodies IATA (International Air Transport Association) and the Federal Maritime Association for air and ocean freight forwarding respectively. It is also the freight forwarders that issue the bills of lading during shipping.
The U.S. is poised to become a net exporter of liquefied petroleum gases for the first year ever as shale-based energy production jumps, prompting new orders for specialized ships to haul propane and butane.
Daily LPG shipments equated to a record 194,000 barrels in last year s first 11 months, outpacing imports at 169,700 barrels, U.S. Energy Information Administration figures show. That s the first time the country was a net exporter in records going back to 1973, according to data compiled by Bloomberg.
Total seaborne trade in LPG will come to 100.6 million metric tons this year, up about 16 percent from 2010, estimates by German transportation lender DVB Bank SE show. U.S. exports will exceed 5 million tons this year, against 3.7 million tons in 2012, before reaching 7 million tons next year, London-based shipbroker Braemar Seascope Ltd. predicts.
After that, it s anybody s guess, Nick Wright, a shipbroker at Braemar who specializes in organizing charters for gas carriers hauling LPG, said by phone Feb. 13. Some have predicted they ll be as much as 20 million tons by 2020.
LPG is a byproduct from refining oil and purifying natural gas, according to the EIA. Hydraulic fracturing, known as fracking, of shale rock formations from Texas to West Virginia has boosted U.S. supplies of gas. LPG, used to manufacture petrochemicals and also for heating and cooking, is converted to liquid form for shipping by pressurization and cooling to minus 42 degrees Celsius (minus 44 degrees Fahrenheit).
Increased U.S. production is leading to orders at shipyards for vessels designed to transport LPG as well as other petrochemical gases including ethane, said Stephen Wilson, director of Braemar Seascope s gas department.
We are seeing a game-changer because of this era of shale gas, Wilson said in a Feb. 8 interview. The extra production planned of LPG and petrochemical gases is going to have a major impact, but nobody s 100 percent sure of what types of ships will be needed and numbers required.
BW Group Ltd. has 12 very large gas carriers that haul propane and butane, the biggest fleet, data from IHS Fairplay show. The Bermuda-based shipowner owns 47 gas carriers of all types, according to its website.
Billionaire John Fredriksen was among shipowners who ordered eight VLGCs in the last six months as shipyard prices fell as low as $62 million from the high of $95 million in 2006. Each vessel can hold 80,000 cubic meters (2.83 million cubic feet) of cargo.
The fleet of 150 VLGCs will swell by 13 ships this year and a further 10 in 2014, Braemar s Wright said. Orders for another four vessels have yet to be confirmed, he said, predicting deliveries of the carriers in 2015.
Evergas, a Copenhagen-based shipper of petrochemical gases, last month ordered vessels that can haul ethane or liquefied natural gas from the U.S., Vice President Ralph Juhl said in an interview Feb. 13. He gave no information on the order s size.
Petrochemical manufacturer Ineos Group Holdings will charter the ships, each with a capacity of 27,500 cubic meters, under long-duration accords once they enter service starting in 2015 to transport ethane to Norway from the U.S., Juhl said.
LPG from the U.S. is cheaper than the biggest suppliers in the Middle East, which account for about 35 million tons a year of the estimated 85 million-ton global seaborne trade, according to Braemar.
The cost to ship 44,000 tons of LPG to Japan from Saudi Arabia, the benchmark route, advanced 0.6 percent to $40.59 a ton, according to the Baltic Exchange, a London-based assessor of freight costs. Rates gained in eight of the 10 sessions so far this month after averaging $38.75 in January, the lowest since October 2010, data compiled by Bloomberg show.
VLGCs will be able to navigate the expanded Panama Canal once wider locks under construction open in 2015, according to Braemar. Access to the waterway linking the Atlantic and Pacific oceans will shorten voyage times, in turn cutting shipping costs and reducing the expense of exporting LPG to Asia from the U.S., the shipbroker says.