- Direct, weekly Houston to Rio de Janeiro LCL service delivers reliable supply chain link -
Clark, New Jersey, August 12, 2013 – CaroTrans, a leading global NVOCC (non vessel operating common carrier) and ocean freight consolidator, today announces a new direct, weekly LCL (less than container load) and FCL (full container load) export service from Houston to Rio de Janeiro, Brazil. The first sailing from Houston is August 20th with arrival in Rio de Janeiro September 14th, a 25 day transit. This new offering compliments the existing direct Houston to Santos export service and marks the continued expansion of CaroTrans and Crafts comprehensive North South, end-to-end service network. Craft, a longstanding, dedicated partner of CaroTrans the last 12+ years, is a global leader in NVOCC services in South America.
We grow and invest in important global trade lanes where our customers need dependable, direct, weekly ocean transportation solutions to meet the needs of their customers. As a market leader in this North South trade lane, we understand that Brazil is a key emerging global market and has significant growth potential. The upcoming 2014 Soccer World Cup and 2016 Olympics are driving infrastructure investment on a large scale, said Greg Howard, Global CEO, CaroTrans. Additionally, with this Brazil service we re effectively addressing the time-sensitive needs of oil and gas industry exporters.
As companies pursue global expansion they search out well-established, knowledgeable global NVOCCs in key growth markets, such as South America, to ensure reliable supply chain performance. Our partnership with CaroTrans delivers the depth and commitment in North America that allows us to deliver superior end-to-end transport solutions to our customers, said Marcellus Hansford, President, Craft Multimodal.
In 2012, CaroTrans expanded the scope of its South America service network with Craft by adding Argentina and Uruguay to its alliance relationship. Together, this alliance delivers high quality, customer-focused LCL (less than container load) and FCL (full container load) containerized shipping services. April 2012, CaroTrans added a direct Miami to Itajai, Brazil LCL export service.
About Craft Multimodal
Craft Multimodal is a Brazilian multinational company, which has become the market leader for providing high quality services and a greater number and frequency of direct LCL import and export shipments. This wide variety of direct services is what guarantees Craft s incomparable coverage and transit time.
Within our policy of neutrality and respect for our partners, we also provide FCL shipping with the same quality standards as LCLs, with vast market knowledge. We rely on our specialized and experienced teams to generate practical and safe solutions on a daily basis.
Our structure consists of 7 offices in Brazil and 5 in Latin America, with operational support at all Brazilian ports, agents in all continents and partnerships with the best ship owners in the market.
Established in 1979, CaroTrans International is one of the world s leading NVOCCs providing global LCL (less-than-container load) and FCL (full container load) services. Through CaroTrans network of offices in Asia, Europe, South America, Oceania, and the United States, along with strong local partners, CaroTrans offers a global reach that is truly unique.
CaroTrans is a people driven company with dedicated and knowledgeable team members who engage customers with passion and experience on a local level. Fourteen, local CaroTrans offices and twenty-three CFS (container freight stations) throughout North America provide expedited, direct services and safe and secure local consolidation and deconsolidation services.
Posted on: 6 Jun 2013
Local roads, trunk roads, toll roads and the overall transport infrastructure all have an everyday impact on work in the logistics sector.
Transport News Brief looks at what s being done and how more structure and spending could benefit the wider economy.
Companies making deliveries in and around Bedford, Chippenham and Reading are among those set to benefit from the latest round of spending courtesy of the Local Pinch Point Fund created by the Department for Transport (DfT).
Sixty-two schemes around England, designed to deal with highway congestion at local traffic hotspots, are set to benefit from 165m of government investment. The cash will be used among other things to upgrade roads and bridges and provide new access routes.
The programme is the second tranche of money from the 190m fund, which was launched last December. The first tranche, announced in March, addressed 10 schemes.
The aim is to target key bottlenecks around the country making life easier for the thousand of drivers who use the local road network every day, says Transport Secretary, Patrick McLoughlin.
At a more strategic level, the Highways Agency, which is responsible for England s motorway network plus a number of major A roads, is adopting what it refers to as a route-based strategy as it maps out longer-term investment. The first three of the strategies it has announced focuses on the A1 west of Newcastle upon Tyne, the A12 in Essex between its junction with the M25/A14 and the A120 in Colchester and the M62 linking Manchester and Leeds.
The route-based approach means looking at key stretches of road running for several miles rather than examining, say, a single junction, and considering all the factors that may affect the way they are used now and in the foreseeable future. It involves prioritising spending but may not always result in major infrastructure projects says the Highways Agency.
The agency will produce strategies for all routes by next spring and it is an approach that has been welcomed by the Freight Transport Association (FTA). We d also welcome the opportunity to take part in further consultations regarding plans for these initial routes and all that follow, says FTA Head of National Networks, Malcolm Bingham.
Bingham adds however that the FTA wants to ensure that countrywide strategic considerations prevail rather than local influences: influences that could for example result in umpteen junctions being built to benefit motorists using the motorway for short local trips thereby disrupting the flow of long-distance traffic.
Unfortunately, neither the Local Pinch Point Fund nor the Highways Agency s fresh approach to long-term planning really address the fundamental problem plaguing the UK s road network: chronic underfunding resulting in a huge maintenance backlog.
Last November the Local Government Association (LGA) pointed out that the DfT was reducing the highways maintenance budget provided to councils by 442m over the four years of the comprehensive spending review. This means that by 2014/15 councils will receive 164m less a year than they did in 2010/11 says the LGA: a 19% drop.
This is on top of a 28% cut in core funding from the Department for Communities and Local Government, money that councils use to support road repairs, which is being consumed increasingly by spiralling adult social care costs, the association observes.
The impact of budget cuts was also highlighted in March by the Asphalt Industry Alliance (AIA) in its 18th Annual Local Authority Road Maintenance ALARM survey of the state of local roads in England and Wales. One in five are said to be in poor condition with a residual life of five years or less and fast-disintegrating local highways are estimated to cost small- and medium-sized enterprises in particular 5bn a year in terms of delayed deliveries, damage to vehicles, increased fuel consumption and reduced productivity.
The survey suggests that it would take 10.5bn as a one-off investment to get local roads back into reasonable shape and adds that in England alone it would take 12 years to clear the repair and maintenance backlog.
Perhaps you might expect such horror stories from an asphalt trade group asking local authorities if they get enough money to spend, but the message comes from all corners. Motorways are facing serious funding problems, for instance, says RAC Foundation Director Professor Stephen Glaister. The scale of the cuts is frightening, he states.
By 2014/15 the Highways Agency maintenance budget will have dropped by a third over four years, he continues. Even assuming efficiency savings can be made this is a huge drop, and if traffic volumes pick up as we exit recession then increased wear and tear on our motorways threatens to leave them in a very poor state.
The Treasury collects 46bn a year in motoring taxes yet only 7bn is spent on the roads, says Paul Watters, Head of Public Affairs at the AA and the organisation s former head of roads policy. That just isn t acceptable.
The Road Haulage Association is also deeply worried about the deteriorating state of Britain s highway network, says Director of Policy Jack Semple. Our members are becoming increasingly concerned given the importance of roads to them, to their customers and to the broader UK economy, he says.
Hauliers are reporting more and more instances of damage to truck suspensions and tyres as a consequence of the proliferation of potholes, Semple says. They re also raising road safety concerns, especially so far as cyclists are concerned, he adds.
There has been much talk about the risks posed to cyclists by trucks, Semple says: but what about the hazard created by potholes to anybody travelling on two wheels?
In a recent survey less than 50% of FTA members said that potholes were a problem says Bingham but the percentage rose to between 60% and 70% when van operators were quizzed in a separate investigation.
To toll or not to toll
Building toll motorways is definitely not the answer, Semple insists. Given the amount of tax hauliers already pay they would in effect be paying to use the highways twice over.
Fuel duty in the UK is by far the highest in Europe and we are worried by the prospect of a proliferation of local tolls that would add to haulage costs, he comments.
Bingham too is unenthusiastic about tolling. However, we may have to look at it in areas of the country where roads will not be provided unless tolls can be charged, he observes.
Toll roads remain controversial, with the Highways Agency denying suggestions that the free-flow tolling technology planned for introduction at the Dartford crossing and similar to the technology used by the London congestion charge scheme is a precursor to tolls being rolled out across the rest of the highway network. The government has made a clear commitment not to toll existing road capacity and there are no plans to change this position, says a senior executive.
The DfT has recently revealed plans for an additional Dartford crossing to supplement the QE2 bridge and the Dartford Tunnel.
One well-known weekly magazine contends that the DfT is examining the possibility of hauliers being charged 2.00 to use a stretch of road alongside the existing A14 while both the Treasury and the Welsh Assembly have scotched claims that there are plans to levy a toll on the M4 relief road in Wales.
And the only toll motorway in Britain the M6 toll road cannot be described as a runaway success, with the amount of traffic using it falling 40% over the past seven years.
The benefits of fixing the itch
The harm to a nation s prosperity that results from neglecting its highways is highlighted in a report carried out by the Transport Research Laboratory on the road network in Scotland and the amount spent on its upkeep. For every 1.00 reduction in maintenance expenditure there is a cost of 1.50 to the wider economy, state the report s authors.
On the other hand, if the government were to increase spending on road maintenance, at both a local and a national level, then there would be a significant economic boost: and one that would benefit the truck industry. Sales of six- and eight-wheeler rigids and tipper trailers would rise along with sales of muck-away and aggregate tipper bodies, demand for construction industry products would rise and more jobs would be created.
It would offer an instant boost to growth, improve road safety and save billions of pounds down the line when compared with the current false economy of reactive repairs which many councils are trapped in, says Councillor Peter Box, Chair of the Local Government Association s Economy and Transport Board.
Thousands of jobs in the construction and supply sector would be created immediately and there would be many mid-term economic benefits by reducing the cost to business caused by the current state of many roads.
Such spending needs to form part of a long-term plan however say industry experts. The difficulty with the current approach of simply running around and filling in potholes 2.2m were filled in England and Wales last year at a cost of 113m according to the ALARM survey rather than carrying out proper resurfacing work is that it does not get to the root of the problem and does not prevent damage to vehicles.
The survey reports that 32m was paid out in damage compensation claims in 2012 50% more than in the previous year with the cost of staff time spent on handling these claims totalling over 13m.
The AIA points out that patching and mending piecemeal is at least 20 times more expensive than planned preventative maintenance, which means resurfacing highways at regular intervals of between 10 and 20 years depending on the type of road.
If central government were to adopt an approach to funding highways that favours long-term solutions over short-term fixes, it argues, then it would work out cheaper in the long run and save the taxpayer money.
We would urge ministers to implement five-year funding settlements for the Highways Agency, says Glaister. After all, that s pretty much the approach they follow with the railways.
The four winners of Seedcamp Week Berlin1 were announced yesterday at the mentoring event taking place at art and coworking space The Wye2, representing a spread of startups from trucking logistics to porn for fishing .
In addition to a move to Seedcamp s base at Google Campus in London, where they will join the full year-long programme and an extensive US roadtrip, they will also receive investment from Seedcamp and access to the incubator s network of more than 2,000 mentors and investors around the world.
With Mini Seedcamps already spread to Belgrade, Kiev, Amsterdam, Istanbul, Tel Aviv and Stockholm, Europe s influential micro-seed investment and mentoring programme has heard pitches from a huge range of startups. The new Seedcamp family members are from Nottingham, Stockholm, Belgrade and Istanbul (a new territory for Seedcamp):
Vuk Nikoli and Vuka in Stojkov from Serbia founded Truck Track3. Vuk s family have owned a small a trucking business for 15 years, and as a boy he built an online system for his mother to manage the dozen or so documents needed for each single shipping route. It worked so well she started selling it to other trucking companies.
Vuk has already worked on two previous startups, and his partner Vuka in is already a major figure in the Serbian tech scene, running the NGO SEE ICT4, which has helped build the startup ecosystem in Serbia.
In a completely different space, Smartward5 s founders claim that their app will save lives. A task management application for hospitals, it s designed to reduce human error, specifically when patients are handed over between doctors. Dr Michelle Teo, founder and qualified medical doctor, claims that every 48 hours around 1,000 people around the world die due to human errors in hospitals, often due to these sheets getting lost, which cause important tasks to get delayed or overlooked.
The product is beginning a trial in an NHS hospital, which will be critical to prove their concept, and they have a very impressive advisory board to carry them forward alongside Seedcamp.
The third winner, Countly6 from Turkey is a real-time mobile analytics tool, offering clients a detailed insight into the movements and actions of users within a mobile app. Countly is open source and is currently looking for for translators in Danish, Polish, Portuguese, Hungarian and 10+ other languages, to take their product global.
Onur Soner, founder, discussed how dynamic Istanbul is for a startup founders, and how the ecosystem helped him develop this idea.
Finally, FishBrain7 from Sweden, was described as porn for people who love fishing . It provides a social platform for anglers to post photos of fish they ve caught and brag on their success. It also uses everything from weather data to feedback on success rates for different baits to help anglers catch bigger and better fish.
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Tuesday, May 7th, 2013 @ 10:39AM
Dear Friends and Neighbors,
The 2013 legislative session was busy and successful. Significant progress was made to address energy issues and to increase through-put in the Trans-Alaska Pipeline. I am proud of the work we accomplished and believe that lays the foundation for a strong economic future.
With the passage of Senate Bill (SB) 23 AIDEA can begin financing the trucking and distribution of Liquid Natural Gas (LNG) into the Interior. Actual energy relief is in sight for Fairbanks. This project proposes to have LNG by 2015. Thank you for sending your letters of support for the passage of this important piece of legislation, it really did make a difference.
The passage of oil production tax bill, SB 21, leaves Alaska in a better place than it was under ACES. The reduction and simplification of oil taxes will spur new industry investment.
This year I sponsored HB 67, Establishing Vietnam Veterans Day . This year marked the 40th anniversary of the withdrawal of troops from Vietnam. Now that this bill has passed, we will formally recognize the brave sacrifice of those that served in Vietnam.
The most common question I m asked by owners/managers of small motor carriers is:
How do I grow my company?
Moving your business to the next level isn t based on luck. Growing a trucking company requires dedication and leaps of faith, but most of all it requires a solid business plan. This plan looks at the company s potential, projects its revenue needs (over the next 5 and 10 years), and then determines where growth plateaus will occur, thus being prepared with both cash and assets as each plateau is reached.
One of the biggest mistakes many companies make is trying to grow too fast. The first rule of growth is being prepared with the capital investment needed, yet at the same time ready for the drain of cash while new equipment starts producing enough revenue to support itself. As any successful businessperson will tell you, growth initially drains assets both in cash and in personnel, so you must plan growth very carefully.
Try these pointers:
- Have a complete business plan. Know the numbers (expenses versus income). Be sure your growth has a real opportunity for success.
- Evaluate your market and know it will support your growth.
- Have a vision of how you ll reach each plateau in your growth plan.
- Set revenue goals. Have the facts and figures of what you re doing based on your plan at hand. If it s working, stay the course; if it s not working, adjust or scrap the portion which isn t achieving its goals.
- Know your break-even point, the figure which changes every time any expense increases or decreases. It s the point where losing money stops and profit begins.
- Be sure you ve included in your break-even costs a salary for yourself, and anyone else working for your company. Any company owner waiting for profits to pay his salary is doomed to working for someone else. Your profits are where your funds for growth will accumulate and where performance bonuses come from; it s not your salary.
- Determine a profit margin, which will retain your competitive position while growing your capitalization fund.
A trucking company owner who thinks he s going to strike it rich in the first five years had better think twice. That s not to say this isn t possible, but you have a better chance of selecting next week s winning lottery numbers. If you want to grow your company, reinvest your profits back into your trucking company.
In the next blog article, I ll provide an example with numbers on how to establish the needed funds to sustain and grow your trucking company.
Drive long and prosper, and remember: Sustainability is the first step towards growth.
Timothy Brady 2013
HOW TO START AND OPERATE YOUR OWN PROFITABLE IMPORT/EXPORT BUSINESS AT HOME What is a good way to build up a successful business from nothing and have fun doing it? The import/export business may be your answer. Not only does it require little financial investment to start, but it offers the prestige of working with clients from all over the world. You don’t need previous experience in the field, but you should have a good head for organizing. Fulfilling a successful import/export business requires constant attention to little details.Do you know some local manufacturers looking for ways to increase their market for the goods they make? Or are you planning a trip abroad and want to make some contacts for setting up a business? If you have an ability to sell, and an air of diplomacy, the import/export business might be right for you. All you need is the desire and determination to make it work.
As you progress in the business, many factors become obvious and easy to handle. For example, you’ll need to find a person to handle shipments, called a freight forwarder. And you’ll need to create solid contacts and strong relationships with reliable suppliers. But after a short time, you can be well on your way to making a sizeable income – with a very low overhead. HOW IT WORKS The market is unlimited and there are hundreds of manufacturers looking for foreign distribution. Sporting goods, clocks, electronic games, radios, housewares, garments, tools – anything can be readily imported or exported if there is a consumer demand and if you can get the products.
As you progress in the business, many factors become obvious and easy to handle. For example, you’ll need to find a person to handle shipments, called a freight forwarder. And you’ll need to create solid contacts and strong relationships with reliable suppliers. But after a short time, you can be well on your way to making a sizeable income – with a very low overhead.Do you like the idea of running your own business? How would you like a tax deductible trip to foreign places a couple of times a year? The advantages of an import/export business are great. The biggest advantage is the money you’ll make. Once you get the business underway, the commission for setting up sales is very profitable. And after you establish and maintain a number of exclusive accounts, you’ll find the time you spend is highly rewarded with money. Take a look into the import/export business. Consider the risks, and consider the advantages. Talk to people in the business. Is it for you?
HOW IT WORKSOf all the manufacturers in the United States, only a small percentage distribute goods outside of North America. The goods that do find foreign markets are exports. On the other hand, anything that is manufactured outside the country and brought in for sale, is imported.Although it seems obvious that all manufacturers would want a worldwide market, it is not easy for a company that is limited in its scope and abilities. That’s where you come in. An import/export agent is a matchmaker. Manufacturers of domestic goods seek foreign distribution; foreign manufacturers want a United States market. You need to find them, make a solid connection, and establish a business relationship with these companies.The agent’s commission is generally about ten percent. Now, think of ten percent of $500,000 or ten percent of a million. Although that may seem like a large order, it wouldn’t be, if you re talking about machinery, raw materials, or computers.
The market is unlimited and there are hundreds of manufacturers looking for foreign distribution. Sporting goods, clocks, electronic games, radios, housewares, garments, tools – anything can be readily imported or exported if there is a consumer demand and if you can get the products.The United States Government encourages exports. Indeed, it is those sales that keep our balance of payments with the vast amounts of goods that are imported. And you’ll find government agencies helpful in establishing your business.
Grab a FREE copy of “How To Start & Operate Your Own Profitable Import/Export Business At Home”1 NOW?
- ^ “How To Start & Operate Your Own Profitable Import/Export Business At Home” (www.globalconnectionresources.com)
Clean Energy Fuels has met its goal of completing 70 liquefied natural gas truck fueling stations this year, finishing the first stage of a network to support long-haul, heavy-duty trucks moving goods along major interstate corridors throughout the United States.
The company, one of the largest providers of natural gas fuel for transportation in the US, previously completed six LNG fueling stations in Southern California. Of the 76 LNG truck fueling stations now completed (see map, above), only 10 are open and operating. The six in Southern California are open as well as fueling stations in Las Vegas; Dallas; Baytown, Texas; and Seville, Ohio.
Clean Energy Fuels will open more stations once there s demand, spokesman Bruce Russell said. The company is in contact with major trucking companies and as new natural gas truck engines roll out, demand for the fueling stations will rise, he said.
Meanwhile, the company plans next year to build another 70 to 80 additional LNG fueling stations adjacent to long-haul trucking routes and around major warehouse distribution centers in the US.
Last month, Clean Energy Fuels announced it would work with GE1 to expand LNG infrastructure as part of its plan to enable trucks to operate on the fuel across the United States. Clean Energy said it will buy two MicroLNG plants from GE Oil & Gas as part of the deal. Each plant, which will support fueling stations along critical transportation corridors, has the capacity to produce 250,000 gallons of LNG per day, GE said.
The plant is designed to expand to up to 1 million gallons per day as adoption and demand increases. The LNG produced by the MicroLNG plants will be used primarily at Pilot-Flying J truck stops.
A report released last month by Carbon War Room and Trimble said the trucking sector could save 624 million metric tons of CO2e2 by 2022 if US tractor-trailer fleet operators adopted seven currently available efficiency technologies.
More than 26 million trucks of all classes in the United States hauled more than nine billion tons of freight in 2010, consuming nearly 50 billion gallons of fuel and producing more than 402 million tons of CO2e emissions in the process, Carbon War Room said.
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