A total of 8,400 payroll jobs were added to the for-hire trucking industry s payroll in November the first real jump since the spring of this year, coming on the heels of about six months of stagnant or no growth in the trucking employment. The seasonally adjusted numbers were issued Dec. 6 in the Bureau of Labor Statistics monthly employment report.
Moreover, October s preliminary employment numbers which said the trucking industry added 400 jobs in the month were upwardly revised to 2,400 added jobs.
The U.S. as a whole added 203,000 jobs in November, pushing the unemployment rate down to a 5-year low: 7 percent.
For-hire trucking industry employment rose in November to 1.3953 million 18,600 more than the same month in 2012 and 161,300 jobs higher than the industry s employment bottoming out in March 2010. However, it s still 58,100 jobs shy of January 2007 s high mark.
The BLS numbers for trucking reflect all payroll employment in for-hire trucking, but they don t include trucking-related jobs in other industries, such as a truck driver for a private fleet. Nor do the numbers reflect the total amount of hiring since they only reflect the number of employees paid during a specified payroll period during the month.
Due to high turnover rates, the BLS estimates may overstate the number of job positions due to the methodology used in the agency s Current Employment Survey.
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Alan Matthews Bracewell Transport is one of a few long established haulage companies in Lancashire, providing road haulage services throughout the UK. We are family owned and run; our location is adjacent to the large motorway network which makes us ideally placed for all UK road haulage up to 15000kg.
Our fleet of vehicles includes curtain-sided wagons (with or without tail lifts), flat bed vehicles, vans, and pick-up trucks. The drivers of this haulage company are thoroughly professional and experienced in all aspects of road transport and haulage in the UK.
We transport a large selection of goods, and our customers come from almost all industries in the country. Call us up for carrying palletised goods, steelwork, machinery, and cargo for shipping. And, we’re perfectly fine with same day urgent deliveries, long distance, multi-drop, timed bookings, and collections. We’re here for you, for your business.
Putting the Customer First
Alan Matthews Bracewell Transport is amongst the most-trusted road haulage companies in the UK. Being in the UK’s road haulage industry for so long, we understand that no two businesses are same. That’s why we take time to understand your business so that our services exactly match your requirements. Contact us for a reliable, efficient, and cost-effective road transport and haulage services.
If you face problems organising your goods delivery or have become unsatisfied with an undependable transport service, do contact us & find out how we can assist, leaving you at liberty to do the work you should be performing.
They chose MAN chassis for this. The Austrian company Rosenbauer achieved this design using an MAN TGM 18.340 4×4 BB four-wheel drive chassis. An MAN TGM 13.290 4×4 BL chassis forms the basis at the German company Ziegler. Other body builders will follow suit soon and introduce their MAN chassis-based products. So, as of autumn 2013, MAN is the first commercial-vehicle manufacturer to be in a position to provide fire brigades with chassis for emergency vehicles which meet all the exhaust emission standards from Euro 3 to Euro 6.
The introduction of low-emission Euro 6 vehicles with their extremely effective, yet technologically sophisticated emission control system poses new challenges to body builders. They have to take into account the additional space needed for components such as the exhaust system and AdBlue tank, which are larger than those used in the Euro 5 category.
In fire trucks, the low-set tool compartments between the axles and the steps on both sides for access to the extended cab take up the space on the sides of the frame. This means that components such as the air intake, battery box and exhaust system, which would normally be fitted in that area on a standard chassis, have to be moved elsewhere. Technological constraints do, however, limit creative freedom for relocating these components in Euro 6 designs. In close cooperation between chassis manufacturer MAN and the body builders, a solution to this problem has been designed in which the various access systems such as fixed, fold-out or rotating steps can continue to be provided as usual. The storage space in the low-set tool compartments at the sides is preserved to ensure ergonomically optimised unloading. The air intake is located in the centre of the frame under the extended cab close to the front seat box. The compact exhaust silencer can be moved further backwards on MAN fire truck chassis from the TGL and TGM series and/or fitted rotated by 90 degrees. The body builder can be flexible in repositioning the ten-litre AdBlue tank to suit the body by using an extended supply line. This means that the conventional steps up to the cab can be realised as before.
Even for emergency vehicles where the customer has opted for the standard MAN crew cab, the Euro 6 components are so optimally arranged that the fire fighting equipment installers can add their bodies.
The special shift program of MAN’s TipMatic automatic gearbox, which was introduced at the start of 2013 for Euro 5, is also available for MAN emergency vehicles with Euro 6 emission standard. This is characterised by quicker acceleration and a special downshifting strategy for an emergency run.
In some countries such as Germany, Austria and the United Kingdom it will still be possible to purchase and register the Euro 5 version of emergency vehicles in 2014 with a certificate of exemption.
If you have cargo ready to be shipped to Sydney, or are speculatively looking at shipping some goods to Sydney (either for a customer order, or a personal effects household move), then here are some things to think about:
Does your shipment need to travel by air freight or sea freight?
There are two main differences between air and sea freight, firstly there is the time difference, and secondly, the cost. Sea freight shipping to Sydney from the UK takes around 50 days, whereas air freight is just over a day (not including handling, and customs clearance at destination). The price for air freight is based on weight and volume, so if your shipment for Sydney is big and heavy, then it might be rather expensive via air. If you have cargo to fill a 20 foot or 40 foot container, then you may choose to ship your goods like this. If your cargo will not fill a full container, but you wish to ship it via sea to Sydney, then we can look at shipping it via groupage (where lots of shipments share one container). Groupage prices are calculated by weight and volume.
Do you need your goods to be picked up in the UK?
If your goods are a small load and going via air freight, you may decide to arrange to drop them off at one of our warehouses nearby the UK airport for handling and packing. However, if your shipment for Sydney is to fill a 40 foot container, then we can arrange for the container to come to you, and either be loaded on the back of the truck, or dropped to the floor if the loading may take a few days. We can also arrange for labour to help pack the container if required.
Are your goods restricted for import into Australia?
As you may well know, Australia has strict customs rules about what is allowed into the country. Even packaging needs to be considered, as if you are sending goods packed in wood, then this will need to be treated before it leaves the UK. Give our export team a call to discuss the nature of your goods if you are concerned they may be restricted or banned, as they will either be able to advise, or find the answer for you (023 92 756 575).
Who is responsible for import taxes and delivery when your shipment arrives in Sydney?
This is only really applicable if your shipment is the sale of goods to someone in Australia. When you arrange the sale of the goods and agreed the shipping arrangements, you will have decided who needs to pay for any import taxes and local delivery in Sydney. If your shipment is personal effects, then you are responsible for all import costs at Sydney.
Do you require marine insurance on your shipment to Sydney?
Surprisingly, marine insurance is optional. And whilst it is not very expensive in the grand scheme of things, you may be surprised the number of people who do not insure their goods for whilst they are in transit. Ask our freight forwarders if you require advice about whether to insure your goods.
If you are unsure of any of the answers to the above questions, then give our export team a call who will be happy to assist you and arrange your shipping to Sydney for you Tel. 02392 756 575. Email: email@example.com
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An upcoming federal rule mandating speed limiters on heavy-duty trucks will include the requirement that current vehicles be retrofitted as well as new trucks rolling down assembly lines, according to an official of the National Highway Traffic Safety Administration.
Christopher Bonanti, NHTSA associate administrator for rulemaking, said the Federal Motor Carrier Safety Administration has joined the rulemaking process, so that the speed-limiter mandate can apply to all trucks and not just new models.
A recent Department of Transportation report on rulemakings had said the speed-limiter proposal could be out as early as March. However, Bonanti said that date could be delayed now that FMCSA has joined the process.
We hope to get that notice of proposed rulemaking published . . . later in 2014, Bonanti said at American Trucking Associations Management Conference & Exhibition in Orlando, Fla., late last month.
We normally do our rule, and then FMCSA does its rule, but this rule is going to be a joint rule, Bonanti said. We re taking into consideration the safety requirements associated with what is being considered, and also the enforcement mechanisms associated with it.
FMCSA spokesman Duane De-Bruyne said the agency expects the rule to reduce 1,115 fatal accidents annually.
Bonanti said a federal study showed that speed limiters could save lives and increase fuel economy.
The rule is being crafted in response to petitions filed in 2006 by American Trucking Associations, Road Safe America and nine motor carriers.
In early 2011, NHTSA said in a Federal Register announcement that the petitions merited further consideration through the agency s rulemaking process.
At that time, NHTSA originally said it expected to complete the proposed rule in 2012. Despite the delay, Bonanti s announcement last month was well-received.
In 2006, ATA said a rule should require that speed limiters be set no higher than 68 mph. However, ATA has since revised its policy and asked that the maximum be 65 mph, Osiecki said.
Although ATA wanted both new and in-use trucks to be governed by speed limiters, its petition focused on new trucks ..
Timothy Blubaugh, executive vice president of the Truck & Engine Manufacturers, said that while the speed-limiter feature exists on most 1998 and newer engines, retrofitting the in-use engines with tamperproof capability is not practicable .
Owings said that roughly 70% of the trucks in the United States already have their speed limiters set and as a result have reported that they have reduced crashes and saved money on fuel and maintenance .
Article from Transport Topics 11/11/13
Cycling and heavy goods vehicles
A rush hour ban for heavy goods vehicles (HGVs) may not be the answer to improving cyclist safety, a Parliamentary Transport Committee heard yesterday.
London’s Cycling Commissioner Andrew Gilligan, along with a transport, academic, London Assembly Member and freight industry representatives, said enforcement of “very very high levels of non-compliance” and stricter standards for lorries in London would do more to improve safety.
Other suggestions were better cyclist training and improved road design, including segregated cycle tracks.
Gilligan, said: “It’s finely balanced: an HGV ban in rush hour could have saved two of the 14 cyclists who have died and the other 12 didn’t involve HGVs or happened outside rush hour.
“However, there are counter risks, firstly that it would lead to a flood of HGVs onto the streets immediately after the ban, say 9am.”
He also refuted the argument that the Paris rush hour lorry ban has saved lives. He said: “In the four years before it came in (in 2006) there were nine cyclist deaths in Paris, and in the four years after there were 18 cyclist deaths.”
Meanwhile, freight representatives said a lorry ban could increase the cost of living for Londoners.
Jack Semple, of the Road Haulage Association, said: “A peak hour ban would add a minimum of 25-30% to haulage costs in London. It is far from clear as to whether there would be a benefit in terms of road safety outcomes.”
Val Shawcross, Chair of Labour’s Transport Committee and member of the London Assembly, said: “The first thing is that HGVs should all comply with the FORS Fleet Operator Recognition scheme. I’m not sure that the lorry ban is a well researched proposal, cyclists do under the wheels of HGV at all times of day. At congested times traffic is very slow and speed is implicated with serious injuries.”
Andrew Gilligan said: “In our recent police operation in London and in our first operations which were a sort of try-out, which took place in Vauxhall a few weeks ago, we’ve seen really striking levels of non-compliance with HGVs. The majority of lorries at Vauxhall failed to comply with one regulation or another, not necessarily safety critical regulations but there’s very very high numbers of non-compliance so it may be that enforcement is something we need to do.”
The Mayor’s construction industry standard will be launched next week. At present some construction lorries are exempt from certain mirrors and side bars, which prevent a person being dragged under the vehicle in a collision, and the suggestion is to heavily charge those vehicles entering the city.
Jerry Mclaughlin, Director of Economics for the Mineral Products Association, said there are operators cutting corners. “We welcome the increased and targeted enforcement effort that has been going on over the past couple of months,” he said.
Mike Cavenett of the London Cycling Campaign, said the charity supports a rush hour ban but there is a risk this could mean lifting current restrictions on night time lorry movements, which could affect people’s sleep and therefore health. He said: “Most cycle commuters are doing normal commutes to normal jobs. Peak hours for cycling are between 8-10am. If you only allow lorries on the streets when there’s fewer cyclists on the roads it would make cycling and walking to work safer but it must not be a trade off for quality of life at other times of day.”
The second session of the Transport Committee will be held tomorrow, where “cycling minister” Robert Goodwill, among others, will give evidence.
- ^ Media are scaring people off cycling says London cycling commissioner (www.cyclingweekly.co.uk)
The Anglia region is increasing its exports to the US; the value of exports has increased by 22.9 per cent. Exports to India increased 13.7 per cent, while exports to China and Brazil are up 8.6 and 7.6 per cent. The Suffolk Chamber of Commerce contributed to this by making 2013 its year of Exporting is Good for Suffolk , which was backed by the Prime Minister and Lord Green, the Minister for Business.
Fulton County, GA- Despite recent criticism over lack oversight, regulators for the Federal Motor Carrier Safety Administration recently shut down a North Carolina1 truck company after an investigation revealed numerous safety violations. The company was ordered to close immediately as the federal agency stated they were an imminent hazard on the roads.
In an October inspection, regulators from the FMCSA found that the Moonlight Express trucking company failed to regularly inspect, maintain and repair their equipment as required by federal law.
The numerous violations of this trucking company are snapshot, there are many companies operating trucks that cannot meet federal standards. Safety regulations may seem like a burden on the trucking industry, but there are in place to keep motorists, including the truck driver, safe when they are on the roads.
One of the most assured ways to prevent truck accidents is to have experienced well-trained drivers who are capable of handling their vehicles in inclement weather and other dangerous situations. Trained drivers or drivers with a safe driving record can drastically reduce the number of seriousness of truck accidents.
In addition to the equipment violations, Moonlight Express was also cited for employing drivers who were not qualified. On numerous occasions the company allowed a driver with a suspended commercial driver s license to drive. Investigators also found that the company did not ensure their drivers followed out-of-service regulations aimed at reducing fatigued driving.2
The FMCSA also found that the company did not regularly conduct periodic drug testing on their drivers. Some drivers were allowed to drive prior to passing pre-employment drug and testing as federal law requires.
Any motorists who drink or use drugs before driving are at an increased risk of causing an injurious or deadly accident. When that motorist is driving a large and heavy truck, the ensuing damage and injuries will be even more severe.
We will continue to have zero tolerance for commercial truck and bus operators and their drivers who choose to ignore critical safety regulations that protect every traveler on our roadways, said Federal Motor Carrier Safety Administrator Anne S. Ferro. Knowingly operating an unsafe vehicle or failing to comply with driver safety regulations puts the entire motoring public at risk.
This year the FMCSA has closed 11 trucking companies out of an estimated 1.5 million. While not all trucking companies operate like this one, it only takes one missed inspection or delayed repair to cause a dangerous accident.
Mechanical failures are the direct cause of a large number of truck accidents therefore trucking companies that fail to properly maintain their vehicles can be held liable for the accidental injuries and deaths. A truck accident attorney will be able to determine which parties, whether it is the truck driver, the trucking company or both are responsible for your injuries.
With the assistance of an attorney, truck accident victims can maximize the settlement amount they receive by presenting convincing evidence and expert testimony. If you have been injured in an accident with a commercial vehicle contact3 a truck accident attorney in your area.