National Truck Funding, LLC has named the winners of the 2013 American Safe Truck Driver Award. The American Safe Truck Driver Award is presented to three qualified truckers who met the eligibility requirements during the 12 month period ending Nov. 2, 2013.
The First Place Prize of $1,000 was awarded to Raymond Olexa of Gonzales, La. Olexa is an owner/operator leased to Trimac Transportation Central Inc. and has been a customer of National Truck Funding since October 2012.
The Second Place Prize of $250 went to Jared Lobdell of Amarillo, Texas. Lobdell has his own authority and operates as J&J Kids Livestock Hauling and Dispatch and has been a customer of National Truck Funding since April 2010.
The Third Place Prize of $100 was awarded to Henry Busse of Petersburg, Ohio. Busse is an owner/operator leased to Page Transportation, and has been a customer of National Truck Funding since September 2012.
The winners can claim their prize at the National Truck Funding headquarters located in Gulfport, Miss. National Truck Funding will provide the winning customers a tour of the facility, hotel accommodation expenses, dinner and an oil change. Also, their picture will be featured on the National Truck Funding website.
The 2014 qualification period began on Nov. 3, 2013 and ends Nov. 2, 2014.
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: firstname.lastname@example.org
Tags: air cargo to sydney, air freight to sydney, cargo to sydney, container to sydney, freight to sydney, moving to sydney, ocean freight to sydney, relocating to sydney, sea freight to sydney, ship to sydney, shipment to sydney, shipping container to sydney, shipping to sydney234567891011121314
- ^ email@example.com. (www.mercatorcargo.co.uk)
- ^ air cargo to sydney (www.mercatorcargo.co.uk)
- ^ air freight to sydney (www.mercatorcargo.co.uk)
- ^ cargo to sydney (www.mercatorcargo.co.uk)
- ^ container to sydney (www.mercatorcargo.co.uk)
- ^ freight to sydney (www.mercatorcargo.co.uk)
- ^ moving to sydney (www.mercatorcargo.co.uk)
- ^ ocean freight to sydney (www.mercatorcargo.co.uk)
- ^ relocating to sydney (www.mercatorcargo.co.uk)
- ^ sea freight to sydney (www.mercatorcargo.co.uk)
- ^ ship to sydney (www.mercatorcargo.co.uk)
- ^ shipment to sydney (www.mercatorcargo.co.uk)
- ^ shipping container to sydney (www.mercatorcargo.co.uk)
- ^ shipping to sydney (www.mercatorcargo.co.uk)
Megatop Cargo PTY LTD is a licensed IATA (International Air Transport Association) agent who specialize in air freight forwarding and transport and logistics solutions. Air freight forwarding is a complex and specialized procedure that involves linking buyers with vendors around the world via air, sea or land. The air freight forwarding procedure also involves carriers, customs, packers and transporters. At Megatop all these processes are conglomerated into one specialized service from an internationally recognized supply chain management organization.
With over 17 years air freight forwarding experiences, Megatop Overseas Shipping Company prides itself on being able to offer their clients a range of services that offer solutions and meet individuals transport and logistical needs. Along with air freight forwarding and the logistics involved in that, they also provide the following freight and cargo services:
International and domestic freight forwarding- Customs clearance- Air Freight Forwarding- Sea freight forwarding- Shipping Personal Effects- Land freight forwarding- Warehousing- Distribution- Handling- Excess baggage and unaccompanied baggage
Whether you need air freight forwarding for business or personal purposes it is important that you choose a company that has experience, reputation and will work with you and on your behalf. Businesses especially need an air freight forwarding company that understands the importance of importing and exporting diversity, knows how to deliver on time and without delay and who will work as a business partner. At Megatop Cargo they know how critical air freight forwarding is to your business and take their work very seriously. That is why they consider themselves your air freight forwarding partner as your business becomes part of their business and vice versa.
Don t risk your bottom line with an air freight forwarding company that doesn t deliver. Let Megatop Cargo s logistical and transportation managers look after everything for you. Call them today on Ph: 1800 816 761 to discuss your air freight forwarding requirements. Alternatively you can contact them via their website. Don t settle for second best when it comes to the forwarding of your freight.
Select a Volvo Trucks North America location, visit Volvo Trucks global site, or visit the Volvo Group site.
Royal Dutch Shell Plc (RDSA) sold North Sea Forties crude at the lowest differential in six months. No bids or offers were made for Russian Urals blend for a fifth day. Iraqi Kirkuk exports for November will increase by 36 percent from this month.
Russia will ship 24 cargoes of 100,000 metric tons each and one 60,000-ton lot of Urals crude from Primorsk on the Baltic Sea during Oct. 31 to Nov. 15, a preliminary loading program obtained by Bloomberg showed. This compares with 24 shipments of 100,000 tons each a month earlier.
Shell sold Forties cargo F1105 for loading Nov. 6 to Nov. 8 to Petroineos, a joint venture between PetroChina Co. and Ineos Group AG, at 52 cents a barrel less than Dated Brent, a Bloomberg survey of traders and brokers monitoring the Platts pricing window showed. That s the lowest since April 11 and compares with a premium of 36 cents for a trade on Oct. 22.
Trafigura Beheer BV was unable sell the grade for Nov. 15 to Nov. 17 at 80 cents a barrel more than Dated Brent, 15 cents more than its offer yesterday, according to the survey.
Brent for December settlement traded at $106.51 a barrel on the ICE Futures Europe exchange at the close of the window, compared with $107.37 from the previous session. The January contract was at $106.19, a discount of 32 cents to December.
The sulfur de-escalator for Forties crude will be 30 cents a barrel from Nov. 1, unchanged from this month, Platts said a statement on its website. The de-escalator, a price adjustment, applies to cargoes that contain more than 0.6 percent sulfur to compensate buyers.
Ineos Group Holdings SA announced today it will immediately reopen Scotland s Grangemouth petrochemical site and start up the adjacent refinery after forging a deal with the unionized workforce. The site provides steam and power to a facility that processes Forties crude from a North Sea pipeline, which continued to operate during the dispute.
Ust-Luga on the Baltic Sea will load 12 Urals cargoes of 100,000 tons each in the same period, the plan showed.
Novorossiysk on the Black Sea will export five cargoes of 140,000 tons each, and nine 80,000-ton cargoes from Oct. 31 to Nov. 14, totaling 1.42 million tons, according to the schedule.
Iraq will increase shipments of Kirkuk crude in November via the Turkish port of Ceyhan to 20 cargoes, or 331,333 barrels a day, according to a loading program. This compares with 16 lots, or 243,871 barrels a day, in October.
Nigeria will export eight Agbami cargoes for December, one more than November, according to a loading program obtained by Bloomberg News.
The nation will also export four lots each of Bonga, Forcados, Usan and Brass, two consignments each of Yoho and Escravos, and one shipment of Okwori, separate plans showed. Cargo sizes range from 650,000 barrels to 1 million barrels.
A Nigerian militant group said it s in contact with the captors of two U.S. citizens abducted off the coast of the West African nation and is working to ensure they are well treated before being freed.
The unidentified Americans were seized from a vessel called the C-Retriever in the Gulf of Guinea yesterday in an act of piracy, the State Department said. The kidnappings were carried out by a heavily armed auxiliary outfit that made contact with a commander of the Movement for the Emancipation of the Niger Delta, the group said in an e-mailed statement
This summer, General Motors (NYSE:GM1) was all about the launch of its highly anticipated next-generation pickups, the 2014 Chevrolet Silverado and GMC Sierra. Recognizing that a recovering economy coupled with a recovering U.S. auto industry translated to more interested American buyers ready to drive the redesigned trucks, GM rolled out an expensive marketing campaign2 and encouraged dealers to tout the new vehicles many alluring features. The problem the automaker now faces, however, is that no one is willing to buy them.
According to Automotive News, dealers are complaining about flattened demand for the new Chevy Silverado and GMC Sierra3, and they blame the vehicles high price tags for consumers lack of interest. Though the dealers recognizes the trucks merits, they insist that GM needs to offer more alluring offers that counteract competition from heavily discounted Ford (NYSE:F4) and Chrysler Ram trucks, but GM has so far refused.
That s because the U.S. automaker recognizes that it is selling new redesigned pickups while its competitors are in sell-down mode, meaning they re willing to highly discount their vehicles just to get them off the lots. The price of a popular Silverado model, for example, is $43, 005 after factoring in incentives, while the 2013 F-150 model is $40, 385, but GM execs maintain the position that this is a temporary period that will soon end, and GM spokesman Jim Cain explains, You don t ever want to let the oldest trucks in the market dictate strategy for the newest and best truck in the market.
WICHITA, Kan. (AP) To steal huge shipments of valuable cargo, thieves are turning to a deceptively simple tactic: They pose as truckers, load the freight onto their own tractor-trailers and drive away with it.
It’s an increasingly common form of commercial identity theft that has allowed con men to make off each year with millions of dollars in merchandise, often food and beverages. And experts say the practice is growing so rapidly that it will soon become the most common way to steal freight.
A generation ago, thieves simply stole loaded trucks out of parking lots. But the industry’s widening use of GPS devices, high-tech locks and other advanced security measures have pushed criminals to adopt new hoaxes.
Helping to drive the scams, experts say, is the Internet, which offers thieves easy access to vast amounts of information about the trucking industry. Online databases allow con men to assume the identities of legitimate freight haulers and to trawl for specific commodities they want to steal.
Besides hurting the nation’s trucking industry which moves more than 68 percent of all domestic shipments the thefts have real-world consequences for consumers, including raising prices and potentially allowing unsafe food and drugs to reach store shelves.
News reports from across the country recount just a few of the thefts: 80,000 pounds of walnuts worth $300,000 in California, $200,000 of Muenster cheese in Wisconsin, rib-eye steaks valued at $82,000 in Texas, $25,000 pounds of king crab worth $400,000 in California.
The Hughson Nut Co. fell victim twice last year, losing two loads valued at $189,000. Each time, the impostor truckers showed up at the Livingston, Calif., nut processor on a Friday with all the proper paperwork to pick up a load of almonds.
On the Monday following the second theft, a customer called to complain that the almonds had never arrived in Arizona. The company’s quality assurance manager, Raquel Andrade, recalled getting a sinking feeling: “Uh-oh. I think it happened again.”
The thefts are little-known and seldom discussed outside the world of commercial trucking. Companies that have been victimized are often reluctant to talk about their losses. But crime reports and Associated Press interviews with law enforcement and industry leaders reveal an alarming pattern that hurts commerce, pushes up consumer prices and potentially puts Americans’ health and safety at risk.
“In the end, the consumer winds up paying the toll on this,” said Keith Lewis, vice president of CargoNet, a theft-prevention network that provides information to the insurance industry.
The economic results go beyond adding a few nickels or dimes to retail prices. The “consequential damages” from stolen cargo easily run into the millions of dollars, far exceeding the value of the lost shipments. For example, a stolen load of pharmaceuticals might necessitate a worldwide recall of every drug with that lot number to ensure none of the product ends up back in the market in case it gets tampered with.
Stolen food shipments pose similar health concerns.
“It might be low value, but that load of poultry could be high-risk,” Lewis said, explaining that if it spoils and gets back into the supply chain, hundreds or thousands of people could get sick.
The scheme works like this: Thieves assume the identity of a trucking company, often by reactivating a dormant Department of Transportation carrier number from a government website for as little as $300. That lets them pretend to be a long-established firm with a seemingly good safety record. The fraud often includes paperwork such as insurance policies, fake driver’s licenses and other documents.
Then the con artists offer low bids to freight brokers who handle shipping for numerous companies. When the truckers show up at a company, everything seems legitimate. But once driven away, the goods are never seen again.
The thieves target mostly shipments of food and beverages, which are easy to sell on the black market and hard to trace. Some end up on the shelves of small grocery stores. Others go to huge distribution warehouses like the one authorities raided in August in North Hollywood, Calif. It was filled with stolen steaks, shrimp, energy drinks, ice cream and other frozen foods.
Last year, carriers reported nearly 1,200 cargo thefts of all kinds nationwide, about the same as the previous year, according to CargoNet, a division of Verisk Crime Analytics, which estimated losses that year at nearly $216 million. Since many thefts go unreported, the real figure is almost certainly far higher.
The most common crime is still the “straight theft” of trailers left unattended in parking lots or at truck stops. But CargoNet says the new trucking scams are growing at a rapid 6 percent each quarter. Of the average three to five truckloads stolen each day in the United States, at least one involves what are known in the industry as fraudulent or fictitious pickups.
The thefts emerged three or four years ago and are now “the latest, greatest thing” for organized groups seeking to steal freight, said J.J. Coughlin, vice president for law enforcement services at LoJack SCI, a supply chain protection company.
LoJack examined 947 cargo thefts last year and identified 45 of them as fictitious pickups. So far this year, the number of fictitious pickups has probably already doubled, Coughlin said. The average loss last year was more than $170,000 per incident.
Although cargo thieves prey on companies across the nation, the hot spots are places with shipping ports or rail hubs. California leads the nation. Large numbers of thefts have also been reported in Texas, Florida, New Jersey, Michigan, Illinois, Georgia, Pennsylvania and Tennessee.
Scott Cornell, national manager of a special investigation group focusing on supply chain security at the insurance company Travelers, said the thieves take advantage of the Internet, which allows them to do “so many things online where nobody sees you,” including setting up a company and bidding on loads.
Within a few years, Lewis said, identity theft-related scams are expected to become the most prevalent method of cargo theft.
Experienced thieves know where the major manufacturers are located. And some are savvy enough to pick out which brand of electronics or appliances to steal by bidding on loads posted online. Someone wanting to steal a truckload of copper, for instance, would target shipments coming out of Carrollton, Ga., where a major copper-wire manufacturer is located.
Food and beverages were the most commonly stolen items, accounting for 23 percent of all thefts last year, followed by metals at 16 percent, and electronics and household goods at 12 percent each. Other products made up the remaining 37 percent, including pharmaceuticals at 3 percent, according to CargoNet’s 2012 report.
One reason food shipments are popular targets is because they have a lower value than electronics or pharmaceuticals, which are often more heavily protected. Plus, food generally does not have any serial numbers to trace.
The loads are also difficult to recover. Companies often do not know they have been scammed until their shipments fail to show up, usually four to five days after they were stolen, Coughlin said.
By that time, the goods have probably already been sold on the black market.
The trucking and insurance industries are fighting back, urging freight brokers to take extra precautions, such as checking information before awarding shipping contracts to unfamiliar truckers.
The California Farm Bureau Federation warns about clues that could indicate a suspicious hauler: temporary name placards or identification numbers on the truck, abrupt changes in the time of the pickup and lack of a GPS tracking system on the truck.
Another suggestion is to get a thumbprint from the truck driver.
“This is growing at such a rapid, scary rate,” said Sam Rizzitelli, national director for transportation at Travelers Inland Marine Division. “It warrants a lot of attention.”
The Volvo Trucks Southern Africa (VTSA) group was currently selling roughly 6 000 trucks in the region a year, with growth coming largely from outside South Africa, says MD Torbj rn Christensson.
Outside South Africa we think we can go from 500 trucks a year to 2 000 in a few years.
As part of its African expansion programme, the Swedish truck brand is mulling establishing an assembly plant in Kenya. This plant would produce trucks for a number of countries in East Africa.
VTSA also assembles trucks in South Africa.
Volvo Trucks is in 129 countries. We see a phenomenon where custom duties on imported trucks make it economically viable to have assembly plants in certain countries. We need to work around the custom duties, and the same is true in Kenya, Volvo Trucks president Claes Nilsson tells Engineering News Online.
In Africa we have assembly plants in Tunisia and Morocco too.
Nilsson says such assembly plants make sense in countries where Volvo Trucks has a reasonable market share .
With regards to the South African government working to increase the use of local parts on locally assembled trucks, Nilsson says Volvo Trucks was happy to increase the local content .
We, together with the car industry, often use some the same suppliers, so, over time, this is possible.
He adds that his company trusts in the long-term future of South Africa, and believes that short-term issues, such as labour instability, will be taken care of .
South Africa, like many other developing countries, has seen its ups and downs. We have been through valleys and troughs in Brazil and Russia too.
As for Africa, Nilsson says there exist real opportunities for economic growth in Africa, even though it is not happening yet.
It is obvious there will be development in Africa, the question is when.
However, he notes that it is important for Volvo Trucks to already be in the market when that growth arrives.
You need to choose your focus countries, and be established when the economic opportunities come.
Christensson emphasises that Volvo Trucks is in Southern Africa for the long-term, investing for the future .
We are growing in South Africa, but perhaps not as much as we would have wanted to. As a whole the region is doing well. We are committed to being a big player in this region.
Nilsson believes that Volvo Trucks new FH, FM, FMX ranges will serve to increase the brand s market share in Southern Africa.
With many improved features we hope to be more competitive in this market. There are many customers here who fit our profile, such as operators travelling long distances and carrying heavy loads.
THE NEW FH RANGE WITH I-SEE SOFTWAREThe Volvo FH range will be available in eight model variants in South Africa, including the FH16 700 hp 8×4 truck tractor.
Although the company is introducing Euro III variants as standard owing to current fuel quality and standards, Euro V and VI level variants are available on request.
The Volvo FH Euro III units will be assembled at VTSA s Durban plant, with the first units expected to be delivered in April.
The FH has been Volvo Trucks flagship model for almost 20 years. Since the launch of a new version of the FH in 1993, more than 650 000 units have been sold globally, and it accounts for more than 60% of Volvo Trucks total sales.
Inside the new FH, the steering wheel offers a neck-tilt function, a world-first in the truck world. Drivers can also enjoy an extra cubic metre of space.
Volvo Dynamic Steering sees an electric motor replacing the driver’s muscle power. At low speeds, a heavily laden vehicle can be maneuvered with a single finger.
The range also offers an optional wireless remote. With this remote control, the driver can stand outside the truck and adjust the air suspension, operate the tail lift and monitor the axle load of both the truck and trailer.
The FH uses Volvo s I-Shift 12-speed mechanical gearbox, which carries a 3% fuel saving potential.
I-Shift is always in the right gear for the situation at hand, making it extremely precise and cost-effective, says Christensson.
The range s new I-See function on the Euro V and VI models makes it possible to cut fuel consumption even further.
I-See is a software package for the I-Shift transmission. It stores information about hills as the truck drives along. The next time the truck uses the same route, I-See operates the accelerator, gears and brakes to ensure that progress is as economical as possible, explains Christensson. Thanks to I-See the fleet operator could cut fuel consumption by up to 5% per vehicle.
Other technology and equipment to save fleet owners costs includes a more energy efficient 24 V 120A alternator, an optional airflow package, engine idle shutdown and fast rear-axle ratios.
Active safety systems on the FH include optional functionalities such as Lane Keeping Support, Adaptive Cruise Control and Driver Alert Support (DAS).
DAS works by means of a video camera on the inside of the windscreen, which reads the road s centre and edge markings, and an on-board computer, which compares the driver s steering wheel movements with the road markings. When the driver starts weaving, DAS alerts the driver with an acoustic signal and by flashing an indication in the driver information display.
A new Front Under-run Protection System is designed to prevent a passenger car from becoming wedged under the truck in a frontal collision.
The new Volvo FH series is also the world’s first heavy truck with individual front suspension, which has long been fitted to passenger cars.
The new FH series uses remote online communication to connect the truck directly to the workshop.
“The workshop can remotely check the actual wear of various truck components via the computer. As a component approaches the end of its service life, the workshop can get in touch with the fleet owner well in advance to schedule a service when it is most convenient,” notes Christensson.
THE NEW FM/FMX RANGEThe FM and FMX (the FM s robust, go-anywhere version) use an I-Shift 12-speed mechanical gearbox without a clutch pedal. This automated non-synchromesh transmission is suitable for local distribution work, construction operations and regional, national and international long-haul duties.
While the FM/FMX range is in essence identical to the FH, there is one exception: the cab is lower, making it easier to get in and out of the truck. It means it is also suited for specialised tasks such as car transport, where part of the load can be placed above the cab.
The lower-placed cab means that interior space in the FM/FMX Series is less than in the FH. The cab is available in a day and sleeper-cab version.
Both the FM and FMX models can be fitted with Volvo s Dynamic Steering system.
In Southern Africa, the Volvo FM is available as a 4×2 truck-tractor, with sleeper cab, and is powered by a 13-litre diesel engine that delivers 400 hp.
Lower weight, new axle configurations, increased chassis flexibility and clear interfaces for bodybuilders, all allow the customer to tailor-make the perfect truck, says Christensson.
The Volvo FMX has specifically been developed to make driving in construction applications easier and safer, he adds.
In Southern Africa, The FMX Range is available in six model derivatives as 6×4 truck-tractors, an 8×4 rigid or a 6×4 rigid truck.
The FMX Series has two engine alternatives: the D13 with its 13-litre engine (power outputs range between 400 hp and 480 hp) and the 11-litre D11 engine (offering 370 hp).
The new FMX offers a redesigned cab interior and raised ground-clearance.
The new air suspension is tailor-made for construction work, and features automatic ride-height control, as well as ground clearance of 300 mm.
The shorter front overhang means that the approach angle has increased.
Inside the cab the steering wheel is equipped with integrated control buttons for multiple functions, including cruise control, phone and navigation.
The vehicle also feature a new electronic structure. Using a communication unit known as the Telematics Gateway, which is standard on the FM and FMX range, the truck is linked to the GSM network. This allows the workshop to monitor the vehicle s condition from afar, keeping a watch on brake and clutch wear, as well as the condition of the battery and air drier filter.
As part of Volvo s Telematic Gateway, FM and FMX fleet owners also have access to the Dynafleet app, which provides constant updates on the performance of trucks and drivers in commercial fleets wherever they are.
Volvo Action Service (VAS) on Call is another new feature that increases security for the driver. Inside the truck this new feature is visible through the VAS button in the instrument panel.
Press once and the system connects the truck to the VAS customer helpdesk. Information transmitted from the truck allows the driver to be connected to a coordinator who speaks the driver’s mother-tongue.
The coordinator receives direct information about the truck s exact location.
VAS can also transmit the truck s fault codes to a Volvo workshop. The fault codes allow the service technician to prepare whatever parts are needed, enabling the truck to return to operation as soon as possible.
Instead of needing to drive out to the truck, check it, drive back to the workshop for the right parts and then return with the necessary spares and tools, everything can be brought along on the very first trip. In this way, the VAS button cuts lead times and generates additional uptime, says Christensson.
Edited by: Creamer Media Reporter
Bryan Smith has always been interested in trucking, ever since he was a young boy.
My desire to truck was actually probably started in grade school. I had a friend my age whose dad was a truck driver, Smith says. Smith would visit his friend on the weekends, and they would play in his father s truck. From there, it wasn t hard to see where Smith would go.
After finishing high school, I joined the Marines and served in Desert Storm as a Heavy Equipment Operator, he says. He was in the Marine Corps for four years, handling bulldozers, cranes, rough terrain forklifts and other equipment. After his tour with the Marines, he worked for Schneider National for about a year. He found himself wanting a little more home time, though, so he ended up working as a company driver at Art Pape Transfer at age 25.
He started driving a company truck and pulling van type trailers from eastern Iowa to New England and back each week, says Loras Pape, president and owner of Art Pape. Bryan quickly won over the van dispatchers with his cooperativeness, punctuality and safe manner of operation.
Working for Pape allowed Smith to work out of his hometown of Dubuque, Iowa. After working for Pape as a company driver for two years, he bought his own truck, a 1991 Freightliner FLD120, and became an owner-operator. Eighteen years later, he still leases to Pape, pulling vans, flatbeds, stepdecks and oversized loads. During that time, he has driven 2.5 million miles with no accidents.
Smith has been nominated as an Owner-Operator of the Year in the TCA/Overdrive annual competition, also open to company drivers and non-leased independent owner-operators. Nomination applications will be accepted through October 21. Find details on nominating a driver or yourself via this link to the TCA website.2 All nominees must have at least one million consecutive accident-free miles. Company drivers must be nominated by the carrier that employs them. Owner-operators may be nominated by a carrier they have been leased to for three or more years; if independent, they can nominate themselves or be nominated by a spouse.
Three finalists for Owner-Operator of the Year and three for Company Driver of the Year will be announced in December. The six finalists will attend TCA s annual meeting, March 23-26, in Dallas, where the winners will be announced.
- ^ Read Overdrive s March 2011 feature about Smith via this link. (www.overdriveonline.com)
- ^ Find details on nominating a driver or yourself via this link to the TCA website. (truckload.org)
This years marks the 20th anniversary of the collapse of Europe s largest builder of commercial vehicles LEYLAND DAF. After some frantic negotiations and backing from Managers and Banking Corporations, the UK division based in the Town that gave its name to some of the worlds most renown buses and trucks was saved. LEYLAND Trucks was in effect reborn into a private enterprise that continued to build commercials for the DAF network who in turn had been purchased by the U.S based PACAAR corporation. LEYLAND remained to be owned by its management until 1998 whereby the same U.S company bought LEYLAND bringing the two organisations under the same stewardship.
The LEYLAND assembly plant (LAP) was completed in the early 80s to produce the T45 range of trucks the launch model Roadtrain went on to win design council awards and the coveted International Truck of the Year award for 1981. By 1986, a new 7.5 tonne chassis (Roadrunner) was launched with a blaze of publicity and went on to become an instant success, stealing the limelight from Fords Cargo and the Mercedes Benz LN. Other rivals fell by the wayside namely the Bedford TL but the Roadrunner continued to evolve into a brilliant truck following engineering partnership with Cummins to replace the elderly Leyland 6.98 series engine. The Roadrunner became the DAF 45 in 1991 and was fully re-engineered.
The plant opened in 1980 and is the worlds most efficient. They can produce one truck every five minutes.
The DAF 45 continued to offer a package that offered a brilliant payload capacity, superb manoeuvrability, a rugged chassis and excellent running costs right through the `90s until it was redesigned featuring a new range of four and six cylinder Cummins iSB engines and a new cab to be shared with Renault and Volvo. The new truck was called the LF and was designed and engineered at LAP using a chassis that was based on the outgoing 45 albeit revised and improved upon. Critics applauded this new truck and it gained the 2001 Truck of the year award exactly 20 years after its spiritual big brother (Roadtrain) did. Leyland have since designed an LF hybrid model and now produce all right hand drive DAF trucks. The plant has never been busier with the 100.000th LF model rolling off the line a little while ago.
The original ethos that went right back to early days of Roadrunner relating to low running costs and maximum payload potential still continue with the LF, the truck remains to be one of the best selling 7.5 tonne chassis of all time. Best of all is the fact its designed, engineered and produced here in Great Britain.
LEYLAND TRUCK FACTS:
The factory was opened in 1980
The LF covers the 7.5 to 18 tonne G.V.W sector
The engineering partnership with Cummins paved the way for the B series and iSB engines (also UK produced) to be the worlds most popular power unit of its size
They produce trucks for the European DAF & North American Kenworth and Peterbuilt network
Models built for the European market in RHD form: LF CF XF105
Leyland Trucks is the Worldwide centre for medium weight truck expertise employing 100 design engineers at Leyland.
The LAP can produce up to once complete truck every five minutes
50% of all UK LAP production is exported
Leyland currently employ over 1000 at the plant
LAP covers over 710.000 Square feet
LAP is the most efficient truck plant of anywhere in the world