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)
Ground rent vs demurrage-detention is there a difference..??
This is a question from Siddhartha
What is ground rent , is it different from demurrage and detention ?and who will collect ground rent ?
Storage could occur under below conditions :
- On import full container(s) at the port or inland terminal while it is under the custody of the shipping line before the container is released to the importer..
- On import full container(s) at a customs bonded warehouse where the importer or customs have requested it to be moved for the purpose of inspection etc..
- On empty containers at an empty depot where the shipping line is storing it for the purpose of utilisation for exports, but due to overstock, or lack of space on board the ship or lack of exports they are forced to keep the boxes under storage..
- On export full containers at the port or inland terminal while it is under the custody of the shipping line before the container is shipped on board.. This could generally happen if the exporter has already moved the container into the port, but has some documentary or other issues to sort out before it is shipped.. By contrast very less containers go into storage over exports as compared to imports..
- On transhipment containers (full or empty) at the port while it is under the custody of the shipping line awaiting a connecting vessel..
- On containers that are detained by Govt. authorities like Customs, Health, Police etc..
Storage is charged and collected by the entity that is storing the container in their facility for the shipping line or the exporter or importer..
Demurrage and detention is charged by the shipping line in accordance with the number of free days offered and as per the tariff set by the shipping line..
Storage is charged by the port, inland terminal or shipping line in accordance with the number of free days offered and as per the tariff set by them..
To summarise :
- Storage amount charged by the entity storing the container (full or empty) till it moves out of the facility
- Demurrage amount charged by the shipping line from the time of expiry of free days till it is moved out of port or terminal for unpacking
- Detention amount charged by the shipping line from the time the full container is picked up till it is returned empty to the depot nominated by the shipping line
- Once returned, till it is reused, the empty container can incur storage at the depot
So its more or less like a circle of life..
Beyond the pathway that led me to freight forwarding
Posted by Reid Malinbaum on Wed, Nov 27, 2013 @ 12:57 PM
Part 2. Beyond the pathway that led me to freight forwarding over 33 years ago with the incorporation of what became ETC International Freight System in the summer of 1984. (Part 1 www.etcinternational.com1 “About us” at the bottom of the page)
In July of 1984 the international freight corporation was set up. The corporate name is still P Malinbaum Company with our first doing business as (DBA): Euro Transport Connections. I started as a one-man show on Hindry Avenue in Inglewood having one private office inside a bigger office space occupied by a customhouse broker. The business arrangement was that I would direct as many customs clearances from the import traffics through their office under my billing against a free space. We had the warehouse downstairs and this set-up worked pretty well. It was a time where type writers and a telephone line were kings. My biggest expense & aside from feeding my family was the telephone bills & the Yellow Pages ads.
This savvy set-up succumbed to a lease termination too quickly and led the way to a Japanese freight forwarder moving in. I lost the private office & rented a desk space near the bathroom. The broker was gone & I re-established a rapport with Edward P. Tallon Customhouse broker, which to this day, we still work together. My wife Lori joined me, and mostly sat down at the desk handling the accounting while I was standing by her on the telephone and typing up my air waybills & invoices away. At that time, I successfully applied for my International Administration Transportation Agency (IATA) license & slowly added to my air import shipments some air export shipments. I do not remember how long we survived next to the bathroom, but, the business grew everyday along with my wife s belly, pregnant with our daughter Sacha.
Sometimes, in 1985, I moved down the street to 1 story new office building & warehouse. I added an employee and our baby Sacha with her play pen next to my wife in her office for 1 year. We evolved into some ocean import freight & purchased our first word processor (a type writer with a screen to its side). I was my own warehouse worker and used to off-load ocean containers of latex gloves among other commodities by myself. I had to do this after hours to keep handling the sales & documentation going during the daytime. Moses Posada joined our company, he was 21 years old, he is 47 years old now and still with us sharing great stories and a history. Along with Moses in the office, Dimitri our latest newborn jumped in the play-pan the first 6 months of his life. I had to fire him, early as he was too loud and disturbed our telephone communications. By then or maybe sooner, we had a telex machine to communicate with the agents, which perished with the birth of the facsimile machine and first archaic computer.
By 1988, we became licensed by the Federal Maritime Commission (FMC). About that time, we also obtained our Non-Vessel Operational Common Carrier (NVOCC) bond offering import, export consolidation as well as straight container load services for industrial, commercial & household goods customers.
In the few years that followed, we added a few employees & handled quiet more monthly shipments. We also had personal effects & automobiles for export & import shipping. We felt it a natural progression to add the packing & loading using our own crew on-site or in-house. We handled the trucking, the insurance, the warehouse, packing, loading, shipping, letter of credit & overseas clearance & delivery whether shipping household goods, commercial, industrial shipments as well as oversized permit cargo.
In 1993, we moved to our new location in Compton with about 12000 square feet of warehouse. We were loading weekly containers of autos (multiple cars doubled decked) among other products & were involved for years with the wheel & medical industries. Shipping a plant (Tatabanya, Hungary) and getting involved with their import & export shipments that followed. At that time, we also were involved in partial chartering. The 90s were fabulous under the Clinton era for most businesses. Our first hard hit was like the rest of the country on September 11, 2001. Our air department saw the sales decreasing by 1 million dollars. And so, we had to recoup from that and adjust like many other companies with new rampant regulations. The ocean exports were growing & kept us afloat through 2005. Then, under the George W. Bush (son) era, we started to feel the decline in business and by 2006 through 2010 it got from bad to worse. We had lost 50% of the personnel, moved out of the bigger building and regrouped in a smaller office with the emphasis on marketing & sales, keeping our overhead down.
In 2009, Dimitri was re-hired; my son joined the firm, he was 22 years old and experienced the hard time as well as the re-bounce we experienced since then. Like myself, he was trained in all the venues of ETC and he is presently our VP Sales. I can say that since 2010, we are growing, expending again.
In 2010 Danna Creal joined us in the management team and Danna is making a great personal contribution to ETC International Freight System, Danna is like family, caring & trust-worthy.
Happy together, now a second generation business about to celebrate 30 years since our creation, more ready than ever to make a difference in our lives as well as our customers shipments. To conclude here, we want to express our sincere thanks to our customers, especially the ones that have been helping us since the early years by entrusting their goods to our dedicated staff that is making ETC International Freight System family that we are.
Even as more food truck parks open around the city, one fact of the food truck business can’t be denied: it’s tough to keep on trucking day after day. Just as many food trucks close as open each year. Food truck life is a brutal business that requires long hours in an enclosed metal box that’s often far hotter and far smaller than any kitchen. Any profits you make have to be poured right back into making sure your mobile kitchen stays mobile. Competition is fierce. Restaurants don’t want you around, and the City of Houston seems to take their side on the matter.
That’s what makes food trucks like H-Town StrEATs rare in the trucking business. H-Town StrEATs1 was one of the first “new generation” food trucks to hit Houston three years ago food trucks that don’t necessarily specialize in tacos or other Central American fast food, like the old guard taco trucks which have roamed Houston’s streets for many years and is still going strong today. It keeps company with other new generation food trucks such as Phamily Bites2 and Bernie’s Burger Bus3 as proof that a good concept plus consistent daily execution is the recipe for success in this business.
It doesn’t hurt, of course, that owners Matt Opaleski and Jason Hill are still on board the truck personally every single day, nor that the two men have smartly kept their modern American menu a mix of classic favorites (the fried avocado taco, the shorty mac sandwich, the truffle-Parmesan fries) and new creations (today’s menu features oyster tacos4 in celebration of the beginning of oyster season5). Even the location for the truck remains consistent: you can usually find H-Town StrEATs parked outside Inversion Coffee House in Montrose several days a week at lunch.
That’s where I stopped by to visit Opaleski and Hill last week for a few old favorite dishes, although the truck was already out of its signature fried avocado tacos by the time I got there for a late lunch. Hill made it up by offering me a mahi-mahi taco instead, the fish tender under a sweet, tangy glaze and a crunchy cabbage slaw.
The shorty mac an artery-nuking sandwich of short rib debris and mac ‘n’ cheese was the best iteration of the H-Town StrEATs classic I could remember having, yet another reason for the truck’s longevity. And as usual, the Parmesan fries had the perfect amount of truffle oil on top (a divisive ingredient, but one that I love in the right quantities and applications), making the fries ever-so-faintly musky under their dusting of salty cheese.
Sadly, the ever-reliable H-Town StrEATs may soon be joining the ranks of the retired food trucks which have gone brick-and-mortar, such as Eatsie Boys6 and The Modular7. I have it on good authority that Hill and Opaleski are opening a doughnut shop in the same Heights neighborhood which will soon house Fat Cat Creamery’s ice cream shop, Hunky Dory, and Foreign Correspondents8. While it would be a loss for the food truck scene, I can only imagine the doughnuts that may emerge from Hill and Opaleski’s endless wellspring of creative cooking.
Fried avocado taco doughnuts? Probably not. But if this past weekend’s Lucky Dog charity dinner at which H-Town StrEATs served fried chicken strips sandwiched between two sweet doughnuts with a spicy Tabasco mash is any indication, the food truck scene’s loss would be the doughnut scene’s great gain.
- ^ H-Town StrEATs (twitter.com)
- ^ Phamily Bites (twitter.com)
- ^ Bernie’s Burger Bus (twitter.com)
- ^ features oyster tacos (twitter.com)
- ^ beginning of oyster season (www.houstoniamag.com)
- ^ Eatsie Boys (www.houstoniamag.com)
- ^ The Modular (www.houstoniamag.com)
- ^ Hunky Dory, and Foreign Correspondents (www.houstoniamag.com)
- ^ (See an example!) (www.houstoniamag.com)
Freight Forwarding, Air & Ocean Consolidation Services
Posted by Reid Malinbaum on Mon, Nov 04, 2013 @ 05:54 PM
Are you really working with the correct freight forwarder?
Are you getting short changed with mediocre services? How do you know if you are working with a great freight forwarder? International shipping whether air or ocean freight requires dedicated experienced & knowledgeable staff. Not all of the forwarding outfits have the negotiating skills or sourcing to get you the best rates or the infrastructures to handle it, not to mention the personal touch.
- Are you in close communication with your forwarder? Are you being heard & your questions answered? Are they working in a progressive manner, advancing the process every time you communicate with them? Understanding your product, and, knowing the regulations.
- How responsive and engaged is your international forwarder? Talking, then emailing the content with already getting a sense of great direction is where it all begins, but not where it ends. Our staff at ETC International Freight System listens to you and gear up already planting seeds getting you on your way to understand and retrieve pertinent information readily useable. Your words and our timely follow-ups are the core to getting the right level of air, ocean shipping services on the right course to shipping successfully.
- Staying the par.
Say, you choose ETC International Freight System; you deal with Dimitri Malinbaum or Danna Creal whatever the freight matter is. They will assist, follow through from the very inception of your shipment and see a successful outcome. They will keep you informed & abreast of any development allowing you to be in the driver seat, so to speak.
- Air Freight or Ocean Freight, Warehousing, Supply Chain. What sets them apart is the additional value they bring, such as personality, engagement, experience, good technology, data, and analysis of your shipping patterns.
Versatility, our staff Moses Posada, Reid Malinbaum align themselves with your organization s strategic goals. What is it about your cargo insurance?
What does it all mean; in the world of mass production, poor expertise & lack of personal engagement adding unexpected costs & aggravation? ETC Intl. Freight System, has no aspiration to be the K-Mart of the forwarding business. We are independently owned & although part of an industry highly regulated, we help you close the gap and manage your shipments from inception to end. Our employees knowledge & dedication are of paramount importance in the services that we render, which bear our name. Customer satisfaction is the guiding principle for all our activities.
If you are looking to make a difference with your full container loads, oversized cargoes (air &
ocean) or about to start a new overseas venture, small or large, whether seeking air or ocean services, parcel shipments, air freight consolidation or ocean consolidation services to & from world destinations / origins join us at www.etcinternational.com Sales@etcinternational.com12
We have tons of freight experiences, we are about to celebrate our 30 years in business & proud to perpetuate a second generation company.
ATA Carnet Sourcing is here!
What is an ATA Carnet?
A Carnet is an international customs document that provides duty-free customs clearance for temporary imports into foreign countries and can simplify entry by eliminating the need to post a Temporary Import Bond. Recognized in over 90 destinations, virtually all goods, whether hand carried or cargo shipped, are covered by Carnets.
But the Carnet doesn t only reduce costs; it also acts as a United States registration of goods and is valid on multiple trips for up to one year. It covers a broad range of merchandise including trade show booths, personal computers, satellites, industrial machinery, diagnostic equipment, jewelry, photographic and video equipment, repair tools, live animals, rare gems, vehicles and more. And there are not surprises. Carnet fees are paid prior to your departure so you know what the cost will be before you leave.
ETC Intl Freight System has provided assistance with ATA Carnet issuance since 1984. We have the resources to assist with ATA Carnet issuance in as few as 24 hours sooner in some cases and have service professionals that can answer your questions quickly and accurately.
Other Benefits of using a Carnet
There are other ways the Carnet can help ease the process of temporary importation, as well. Because the Carnet is valid for up to one year, users can travel to as many Carnet member countries as necessary during that period. In addition, partial and split shipments can be made. You don t have to take all of the merchandise listed on your General List on each trip so one Carnet can cover the needs of several trips for different purposes.
Are There Countries Where I Might Not be Able to Use a Carnet?
While many countries accept Carnets, not all countries are member of the Carnet Convention. Some destinations that DO NOT ACCEPT Carnets* include:
All countries in South and Central America; the UK Virgin Islands or Tortola and Roadtown;
The U.S. Virgin Islands of St. Croix, St. John and St. Thomas; and the Caribbean Islands of
Anguilla, Aruba, Antigua/Barbuda, Bahamas, Barbados, Bermuda, Cayman Islands, Dominica,
Grenada, Jamaica, Netherlands Antilles, St. Kitts-Nevis, St. Lucia, St. Vincent Grenadines,
Trinidad & Tobago, and Turks & Caicos Islands.
* It is possible that carnets may be accepted in these and other countries. The USCIB, however, will not guarantee their acceptance as a temporary importation.
Below is a complete list of ATA Carnet accepting countries:
1. Algeria 34. India 66. Norway
2. Andorra 35. Iran 67. Poland
3. Australia 36. Ireland 68. Portugal
4. Austria 37. Isle of Man 69. Puerto Rico
5. Bailiwick of Guernsey 38. Israel 70. Reunion Island
6. Bale4aric Isles 39. Italy 71. Romania
7. Belarus 40. Ivory Coast 72. Russia*
8. Belgium 41. Japan 73. St. Barthelemy
9. Botswana 42. Jersey 74. St. Martin
10. Bulgaria 43. Korea 75. St. Pierre
11. Canada 44. Latvia 76. Senegal
12. Canary Islands 45. Lebanon 77. Serbia
13. Ceuta 46. Lesotho 78. Singapore
14. China 47. Liechtenstein 79. Slovakia
15. Chile 48. Lithuania 80. Slovenia
16. Corsica 49. Luxembourg 81. South Africa
17. Croatia 50. Macao 82. Spain
18. Cyprus 51. Macedonia 83. Sri Lanka
19. Czech Republic 52. Malaysia 84. Swaziland
20. Denmark 53. Malta 85. Sweden
21. Estonia 54. Martinique 86. Switzerland
22. European Union 55. Mauritius 87. Tahiti
23. Finland 56. Mayotte 88. Taiwan**
24. France 57. Melilla 89. Tasmania
25. French Guiana 58. Miquelon 90. Thailand
26. French Polynesia 59. Monaco 91. Tunisia
27. Germany 60. Mongolia 92. Turkey
28. Gibraltar 61. Morocco 93. United Kingdom
29. Greece 62. Namibia 94. United States
30. Guadeloupe 63. Netherlands 95. Wallis-Futuna Islands
31. Hong Kong 64. New Caledonia
32. Hungary 65. New Zealand
Countries in italics are part of the European Union (EU).
*The U.S. Council for International Business strongly recommends certain guidelines when traveling to Russia.
**Taiwan, through a bilateral agreement with the United States, accepts TECRO/AIT Carnet.
Call ETC International Freight System at 1800-383-3157
If your item is too large or heavy to use parcel shipping, consider commercial freight shipping. Shipments that exceed the size and weight limits for parcel shipping1 services can be shipped affordably as freight.
What Freight Options are Available?Freight haulers offer several options, including Less than Truckload Freight2, Truckload Freight3, and Expedited Freight4 services. Using a freight forwarder5, you can even ship freight internationally6.
Choosing a Freight CarrierTo determine which freight service you need, first measure your freight shipment7. Next, find and choose a freight hauler8 or a freight broker, making sure to check their authority, insurance, and references.
Prepare FreightBefore your carrier arrives, prepare your freight shipment. Freight cannot simply be put in a box; there are specific packaging and labeling requirements. Make sure to follow your hauler s instructions exactly to protect your shipment from damage.
Complete Your ShipmentUnlike parcel shipping companies, freight haulers are not responsible for packing, loading, or unloading your shipment. Your carrier may be able to assist, but you should be ready to handle your freight at the origin and destination points. By making your freight hauler s job easy, you help make sure that your shipment arrives on time and undamaged.
- ^ size and weight limits for parcel shipping (guides.uship.com)
- ^ Less than Truckload Freight (www.uship.com)
- ^ Truckload Freight (guides.uship.com)
- ^ Expedited Freight (guides.uship.com)
- ^ freight forwarder (guides.uship.com)
- ^ ship freight internationally (guides.uship.com)
- ^ measure your freight shipment (guides.uship.com)
- ^ choose a freight hauler (guides.uship.com)
- ^ freight quote (guides.uship.com)
- ^ cargo insurance (guides.uship.com)
- ^ save money on your freight shipment (guides.uship.com)
- ^ Understanding Freight Qutoes (guides.uship.com)
- ^ How to Ship Refrigerated Freight (guides.uship.com)
International Air Freight Forwarding
Posted by Reid Malinbaum on Fri, Nov 01, 2013 @ 02:32 PM
Air freight from Lihue (Kauai) to Mahe, Seychelles
- From Lihue (Kauai) ‘ Honolulu (Oahu)
- Honolulu ‘Narita, Japan
- Narita ‘ Dubai, UAE
- Dubai to Mahe, Island, Seychelles
- 40 hours total transit time
Headquartered in Los Angeles (Carson), California, ETC International Freight System notoriously handled air, ocean shipments from any USA inland point of origin to destination port, airport or overseas clearance with door delivery duty paid or unpaid. To find more about a uniquely versatile forwarder with wholesale air & ocean rates contact Sales@etcinternational.com2
Parcel shipments air freighted
Our courier service enables shippers with 1 or a few parcels to utilize a door to door
(DDU) with overseas clearance & delivery (duty unpaid when applicable) or a
door to international airport destinations. This service is used whether you
are importing or exporting. When calling ETC International Freight System at t
please provide the following shipping information:
- Place of pick-up (city & zip code)
- Destination airport or door (city & postal code)
- Product description
- Weight & 3 dimensions (L x W x H) per box
Rates are available either on the spot or within the hour.
On the ocean side of the international shipping scene
- 5 x 250 Gallon totes on pallets at 40 x 48 x 46 inches
- 1 x 55 Gallon Drum on pallet at 48 x 40 x 40 inches
- Total Weight: 13,000 lbs
For this shipment our customer, the shipper chose our ocean consolidation services, which have weekly sailings & world destinations. Stamped Heat Treated (HT) wooden pallets.
On the air freight international shipping scene
ETC International Freight System handling from an inland origin, an air freight shipment using our air consolidation services, which gave our customer access to our wholesale freight rates.
- Commodity: Liquid Cleanser (non-hazardous)
- Air Export Los Angeles to Cape Town, South Africa (Routing LA ‘London
Heathrow ‘Johannesburg ‘Cape Town)
- 1 55 Gallon Drum on pallet at 48 x 40 x 40 inches
- Total Weight: 550 lbs
For our commercial & industrial shippers
Our shippers access through ETC International Freight System (firstname.lastname@example.org) rates acquired from negotiated ocean contracts with ocean carriers 20 & 40 standard / High Cube ocean containers (full container load, FCL). Special equipments such as Open Top Containers 20 or 40 (OT) within or out of gauge cargoes, 20 and 40 flat racks within or out of gauge cargoes as well as refrigerated 40 containers, ETC International freight System negotiate those rates on a per case basis, as they fluctuate depending on the steam lines occupancy. Therefore, we advise our shippers to give us their tentative shipping date and volume of shipping, which the shipment information is requested by the steam lines more often than not.
Los Angeles Port:
On that note, the port of Los Angeles is a leading seaport in terms of shipping container volume and cargo value, generating about 919,000 regional jobs and $39.1 billion in annual wages and tax revenues. This expansion project will allow the port to continue to grow efficiently while simultaneously generating an increase in job opportunities for the surrounding community.
To our importers & exporters
Looking at another market, spot container rates from Asia to European ports according to the Shanghai Containerized Freight Index soared in the week ending Nov. 1. Both Mediterranean and northern European lanes saw rates increase of between $700 and $800 per 20-foot-equivalent unit, following a general rate increase (GRI).
This GRI is viewed as a success by the carriers & unlike the case in the unsuccessful GRI of last Sept.1. Initially, this GRI was higher than anticipated, but the market is expected to slow down during the month of November, as the fundamentals have not changed enough to warrant rates
at this level.
The spot rate from Shanghai to
Mediterranean ports jumped 111.7 percent or $791 from the week before6 to $1,499 per TEU, up from $708, according to the latest SCFI data issued by the Shanghai Shipping Exchange.
This was a rebound from the recent 10-week slump in which rates fell by a composite $788 per TEU. The SCFI to the Mediterranean is now up 42.1 percent
year-over-year and up 29.4 percent from Jan. 1.
The spot rate from Shanghai to northern European ports for the week ending Nov. 1 climbed 112.4 percent or $753 from the week before, when it sat at $670 per TEU, reaching $1,423. The SCFI rate to northern Europe for the week ending Nov.1 is 4.6 percent below where it was at the same point in 2012, but 12.0 percent higher than at the beginning of 2013.
The Nov. 1 GRI on the Asia-Europe lanes was relatively successful thus far. OOCL7, Hapag Lloyd, United Arab Shipping8 Co., Zim Integrated Shipping Services9, Evergreen, CMA CGM, and ANL had all proposed increases of between $750 and $1,000 per TEU, while Maersk Line10 had set a minimum increase of $600 per TEU.
To find your forwarder with a commitment to your account, bringing competitiveness along with hands on coordination from start to finish sharing an expertise is invaluable to the shippers. ETC International Freight System has customers that have shown their support to our family own business for over 25 years. We are about to celebrate our 30th anniversary having incorporated in 1984. We invite new customers shipping to and from any country to join us & have personalized shipping experiences.
- ^ www.etcinternational.com (www.etcinternational.com)
- ^ Sales@etcinternational.com (www.etcinternational.com)
- ^ www.etcinternational.com (www.etcinternational.com)
- ^ www.etcinternational.com (www.etcinternational.com)
- ^ email@example.com (www.etcinternational.com)
- ^ from the week before (www.joc.com)
- ^ OOCL (www.joc.com)
- ^ UNITED ARAB SHIPPING (www.joc.com)
- ^ ZIM INTEGRATED SHIPPING SERVICES (www.joc.com)
- ^ Maersk Line (www.joc.com)
- ^ Maritime News (www.joc.com)
- ^ Trade Lanes (www.joc.com)
- ^ Asia-Europe (www.joc.com)
- ^ Maritime News (www.joc.com)
- ^ Container Lines (www.joc.com)
- ^ Asia (www.joc.com)
- ^ China (www.joc.com)
- ^ Europe (www.joc.com)
Long before they were all the rage across the U.S., food trucks were a staple of the Rutgers University dining scene. They remain a popular part of the university s landscape, and on any given day (or night), students, faculty, staff and visitors can pick up $6 or $7 sandwiches packed with mozzarella sticks, french fries, chicken nuggets, bacon or onion rings (or all of the above!). The sandwiches have names like Fat Cat, Fat Russian, and of course the Fat Mom and Fat Dad.
The Grease Trucks parked on campus in the 1980s on College Avenue, and were originally open 24 hours a day. A closing time of 3 a.m. became standard in 1996, to coincide with the times bars were closing.
The sandwiches themselves originated in the 70s, when a local restaurant started selling the Fat Cat, which consisted of two cheeseburgers, fries, lettuce, tomato and mayonnaise on a bun.
The Fat Cat still exists today, along with so many more! Many sandwiches are created from customer suggestions, and fat sandwiches are now available at a number of New Brunswick food establishments.
For many students, the food trucks, also lovingly known as the Grease Trucks, offer a fun, albeit less healthy, alternative to dining hall fare. My friend Simone Shopowich said she s eaten at the Grease Trucks once, and was a fan of the mushroom omelette on a hard roll.
I was looking for options other than the fat sandwiches, and the mushrooms omelette turned out to be a good breakfast choice, Shopowich said.
In the spring of 2013, the Grease Trucks had to pack up and move locations because of redevelopment on College Avenue, and they are now located on Senior Street, between Alexander Library and the Army ROTC building. Other locations include George Street and various spots on the Cook/Douglass campus.
Overall, students acknowledge that the sandwiches are not gourmet, but what the trucks may lack in that department, they more than compensate for in terms of convenience and tastiness. In the college world, an early bedtime is 1 a.m., and food is always a necessary accompaniment to late-night study sessions. The trucks are great for a late-night snack, long after the dining halls close.
While one student guesses that the sandwiches must average at least 1,800 calories, another student applauded the food truck sandwiches tendency to bring instant gratification to students.
The sandwiches are good for short-term happiness, said Rutgers sophomore Ashley Kravitz.
The food trucks aren t just for the campus carnivores! After trying a few vegetarian options, including The Sythe Sandwich (veggies, mozzarella, lettuce, tomato), Rutgers sophomore Adina Kramer concluded that the fries remained her favorite meat-free choice.
The food trucks are also known for their Fat Sandwich Challenge, where individuals with big appetites can get a sandwich named after them if they can consume five fat sandwiches in 45 minutes or less. When I asked sophomore Miguel Colombani what his strategy would be for taking on this challenge, he said, I d probably starve myself for two days beforehand. If Colombani came out victorious, his own sandwich, he said, would include bacon, cheesesteak, mozzarella sticks and french fries.
Fat sandwiches are by no means the only game in town for the trucks. Options also include eggs, falafel, hot dogs, gyros and kebabs.
Love em or loathe em the food trucks are legendary at Rutgers, and sure to remain a signature part of campus life for years to come.
Sabrina Szteinbaum, Editorial Intern, is a sophomore at Rutgers University majoring in Journalism & Media Studies, but that s just the basics! She is a Jersey-born, city-loving foodie who can be found running around New York City in search of the best cupcake, cookie, piece of cake, etc. to write about on her baking blog. Sabrina has been baking since age 12, and has been documenting her confections at The Sugarcoated Life 1 since August 2012. At Rutgers, Sabrina works as a correspondent for The Daily Targum. Her love of journalism has landed her the roles of newscaster and assistant news director on WRSU, one of Rutgers radio stations.
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Gordon Trucking was recognized as the American Trucking Associations’ Safest U.S. Fleet for 2012. The honor was presented to Scott Manthey Vice President of Safety and Compliance on September 26th at the ATA’s Safety and H.R. National Conference and Exhibition in Reno, Nevada.
The ATA s Safety Management Council Safe Fleet award was in the category of General Commodities Truckload/Line-Haul over 100 Million Miles. The award recognizes carriers with the lowest DOT reportable accident ratings and consists of an extremely significant audit process around fleet safety.
It takes a lot of people to do a lot of things right to get this acknowledgement from the ATA, said Manthey. Gordon drivers operate in heavily congested areas and in tough CSA states. Everyone in the Gordon organization should be proud to be able to sustain the high level of performance in safety that we have for the past several years. It takes every GTI associate to make that happen.
2013 has been another great year for the company in the area of safety. In February, the Truckload Carriers Association named GTI the safest U.S. based trucking company for the fourth consecutive year as well as being named one of the Top 20 Fleets to Drive For. In the spring, GTI was also awarded two separate safety awards in California and a second consecutive safest fleet in Oregon. In June GTI was named Washington s safest fleet for the seventh straight year.
About Gordon Tucking:
Gordon Trucking is one of the most respected truckload carriers in the trucking industry. With over 2000 trucks, GTI is considered to be one of the safest and most reliable large truckload carriers in North America. GTI offers local, regional and trans-continental truckload services within the United States and to and from Canada including temperature control and regional heavy haul service.
A huge new rail yard has been buzzing on the outskirts of Decatur, Ill. Agribusiness giant Archer Daniels Midland (ADM) recently opened the 275-acre facility that would be at home at any major port city on the coast. But it s in the heart of Illinois farm country because farmers have been taking advantage of a new method of shipping out their products.
Every day, U.S. consumers buy products shipped in from overseas. That means shipping containers from all over the world unload here in the U.S those 40-foot-long containers you might see on the back of a semi-trailer or stacked on a rail car. Now, farmers, grain cooperatives and exporters are taking advantage of those empty containers, filling them with grain and shipping them overseas.
Modular transportation or container shipping, as it s called, started about three decades ago, says Peter Friedmann with the Agriculture Transportation Coalition.
The first cargos to migrate into that were clothing, shoes, electronics all the things that are imported from Asia these days and you find in stores, Friedmann said. But then agriculture started migrating into those containers as well.
The export market is becoming more and more important to U.S. farmers. While the final numbers haven t been tallied, it looks like American farmers may have shipped a record $140 billion worth of product overseas in the last year.
Usually, corn, soybeans and wheat headed overseas are poured into a giant vessel and three weeks later arrive at an Asian or European port. The goal is efficiency get as much delivered as you can at an affordable price.
But now, that s changing a bit. Container shipping allows buyers to receive smaller shipments helpful with a sluggish global economy and in countries without the infrastructure to receive large deliveries. Plus, it opens up new markets for U.S. farmers.
Today, Freidmann says, there s an expanding niche of specialized grain products, grown in the Midwest and wanted overseas.
If you want to deliver to a foreign customer a product that has been well taken care of, not crushed in the bottom of the hold of a ship, you need to have it in smaller quantities, he said. Some people want it genetically modified, some people do not want it genetically modified. Some want this kind of soybean, another one (wants) another strain of soybean. So you can segregate the types of cargo that you are shipping out by moving it into container.
The items going overseas range from the corn remnants at ethanol plants for animal feed, to a small shipment of soybeans that will arrive directly at a bakery in Korea, to soybeans that will be used to make tofu.
Still just a small slice of the export market, these smaller shipments are adding up. Container shipping has seen annual growth at nearly double-digit levels in recent years. Farmers in Illinois, Missouri and Kansas are among those leading the nation in the container shipping movement. They benefit because Chicago and Kansas City serve as major rail hubs, making more empty containers available.
For us, container freight is becoming a huge part of a niche business that gets inventory to a customer who wants smaller shipments, said Mark Schweitzer, the managing director of intermodal and container freight for ADM.
Still, more than 90 percent of the grain going overseas is poured into giant ships for the three week trips to the Asian and European ports.
But on this side of the ocean, it allows small businesses export their product even when they don t produce enough to fill a ship. In the words of Mike Steenhoek of the Soy Transportation Association, it will allow micro-businesses to benefit, including individual farmers, grain elevators and co-ops.
There s an opportunity for farmers to not just be involved in growing the crops, but marketing those crops even internationally, Steenhoek said.
And farmers are taking notice.
We always want a little bit more for it whenever we have a specialty crop like that, said Bill Rayben, a farmer who chairs the Illinois Soybean Association. You always get a bit of a premium if you have a specific trait or a protein or oil they re looking for.
ADM s new Decatur facility can currently handle 50,000 containers annually and the company hopes to triple its capacity in coming years. That s good news for farmers who want to tap into the overseas demand for products grown in the U.S.