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Big Rig, Short Haul
BIG RIG, SHORT HAUL A Study of Port Truckers in Seattle EXECUTIVE SUMMARY Acknowledgements Many individuals who work in the freight movement system provided information to help us understand how the system works, the role of truck drivers, their working conditions, and their concerns. Our thanks to all of the drivers, trucking company representatives, and others we interviewed. We are grateful for the insights and information shared with us. Thanks to all of the following for graciously sharing their time and knowledge: Daniel Ajeto, Fast Pitch Trucking Mac Gaddie, Eagle Marine Services/Terminal 5 Joey Arnold, SSA Terminals/Terminal 18 Dan Gatchet, West Coast Trucking Charles Babers, Union Pacific Railroad Dennis Gustin, BNSF Railway Company Rich Berkowitz, Transportation Institute Al Hobart, International Brotherhood of Teamsters Rick Blackmore, Total Terminals Int’l/Terminal 46 Beverly Null, APL Bob Blanchet, International Brotherhood of Teamsters Steve Stivala, MacMillan-Piper Shaw Canale, Shorebank Enterprise Cascadia Solange Young, MOL America Rick Catalani, Expeditors International Herald Ugles, International Longshore Workers Union Richard “Dick” Ford, WA State Transportation Commission Stephen Wilson, Western Ports Transportation From the Port of Seattle: Mic Dinsmore, CEO during study period Linda Styrk, Manager, Cargo Services Steve Queen, Marketing Manager, Containers Herman Wacker, Director of Labor Relations The drivers who completed our survey and those who participated in our interviews and focus group. Finally, thanks to Kristen Monaco and Lisa Grobar of the Department of Economics at California State University, Long Beach, for their report, A Study of Drayage at the Ports of Los Angeles and Long Beach. Their survey instrument was used as the basis for Port Jobs’ survey of truck drivers at the Port of Seattle. -
Special Session: Annual Hennepin County 2021 Bar Memorial
State of Minnesota District Court County of Hennepin Fourth Judicial District Special Session: Annual Hennepin County 2021 Bar Memorial Convening of the Special Session of Hennepin County District Court Chief Judge Toddrick S. Barnette Presiding Invocation The Honorable Martha A. Holton Dimick Hennepin County District Court Introduction of Special Guests Recognition of Deceased Members Brandon E. Vaughn, President-Elect Hennepin County Bar Association Remarks and Introduction of Speaker Esteban A. Rivera, President Hennepin County Bar Association Memorial Address Justice Natalie E. Hudson Minnesota Supreme Court Musical Selection Lumina Memorials Presented to the Court Kathleen M. Murphy Chair, Bar Memorial Committee Presentation Accepted Court Adjourned Music by Laurie Leigh Harpist April 30, 2021 Presented by the Hennepin County Bar Association in collaboration with the Hennepin County District Court ABOUT THE BAR MEMORIAL The Hennepin County Bar Association and its Bar Memorial Committee welcome you to this Special Session of the Hennepin County District Court to honor members of our profession with ties to Hennepin County who passed away. We have traced the history of our Bar Memorial back to at least 1898, in a courthouse that is long gone, but had a beauty and charm that made it a fitting location for this gathering. We say “at least 1898,” because there is speculation that the practice of offering annual unwritten memorials began in 1857. Regardless of its date of origin, the Bar Memorial is now well into its second century, and it is a tradition that is certain to continue simply because it is right— and it is good. Buildings come and go, but the Bar Memorial has always found a suitable home, including in the chambers of the Minneapolis City Council, the boardroom of the Hennepin County Commissioners, and in Judge James Rosenbaum’s magnificent courtroom. -
What Literature Knows: Forays Into Literary Knowledge Production
Contributions to English 2 Contributions to English and American Literary Studies 2 and American Literary Studies 2 Antje Kley / Kai Merten (eds.) Antje Kley / Kai Merten (eds.) Kai Merten (eds.) Merten Kai / What Literature Knows This volume sheds light on the nexus between knowledge and literature. Arranged What Literature Knows historically, contributions address both popular and canonical English and Antje Kley US-American writing from the early modern period to the present. They focus on how historically specific texts engage with epistemological questions in relation to Forays into Literary Knowledge Production material and social forms as well as representation. The authors discuss literature as a culturally embedded form of knowledge production in its own right, which deploys narrative and poetic means of exploration to establish an independent and sometimes dissident archive. The worlds that imaginary texts project are shown to open up alternative perspectives to be reckoned with in the academic articulation and public discussion of issues in economics and the sciences, identity formation and wellbeing, legal rationale and political decision-making. What Literature Knows The Editors Antje Kley is professor of American Literary Studies at FAU Erlangen-Nürnberg, Germany. Her research interests focus on aesthetic forms and cultural functions of narrative, both autobiographical and fictional, in changing media environments between the eighteenth century and the present. Kai Merten is professor of British Literature at the University of Erfurt, Germany. His research focuses on contemporary poetry in English, Romantic culture in Britain as well as on questions of mediality in British literature and Postcolonial Studies. He is also the founder of the Erfurt Network on New Materialism. -
Michigan Truck Safety Strategic Plan 2016-2019
Michigan Truck Safety Strategic Plan 2016-2019 TABLE OF CONTENTS INTRODUCTION .................................................................................................. 2 DEVELOPMENT OF SAFETY STRATEGIC PLAN .............................................. 3 MISSION ............................................................................................................. 10 VISION ................................................................................................................ 10 OBJECTIVES ................................................................................................... 10 EMPHASIS AREAS ............................................................................................ 11 Emphasis Area 1: CMV Driver Training and License Programs .................... 12 Emphasis Area 2: Vehicle Maintenance and Inspection ................................ 14 Emphasis Area 3: Technology for Safety and Efficiency ............................... 16 Emphasis Area 4: Seat Belt Use, Fatigue, and Distracted Driving ................ 18 Emphasis Area 6: CMV Driver and General Public Awareness ..................... 21 Emphasis Area 7: Truck Safety Initiatives and Best Practices ...................... 23 ACRONYMS ....................................................................................................... 25 REFERENCES ................................................................................................... 26 ACKNOWLEDGEMENTS .................................................................................. -
FOR IMMEDIATE RELEASE Stoneridge EZ-ELD® Now Available at Love's Travel Stops Across the US
FOR IMMEDIATE RELEASE Stoneridge EZ-ELD® Now Available at Love’s Travel Stops Across the US NOVI, Mich. — Nov. 6, 2017 — Stoneridge, Inc. (NYSE: SRI) today announced that truck drivers throughout the United States will now be able to purchase the Stoneridge EZ-ELD® electronic logging device at all Love’s Travel Stops and Country Stores. “We designed our EZ-ELD with the truck driver in mind, making it easy to install, easy to use, and an affordable way to get compliant with the ELD mandate,” said Stuart Adams, North American Aftermarket Business Unit Manager, Stoneridge. “We provide a one-box, one-flat-rate solution to our customers without a contract, and are delighted to be offering that solution through the Love’s locations.” EZ-ELD is unlike any other ELD brand on the market in that it includes three interchangeable on- board diagnostic (OBD) connectors, making it easy to switch between vehicles and eliminating the need to buy additional devices or expensive accessories if drivers change or upgrade their trucks. Additionally, EZ-ELD contains Scan and DriveTM technology, allowing drivers to quickly pair the device with the iOS or Android app and seamlessly operate between vehicles. Drivers simply scan a QR code to securely connect the EZ-ELD smartphone app to the device, and they are ready to hit the road. Once fitted with the Stoneridge EZ-ELD, trucks are compliant with the FMCSA’s ELD regulations and enjoy the added benefits of DVIR and IFTA without any extra charges. Love’s Travel Stops and Country Stores have more than 430 locations in 41 states, providing professional truck drivers and motorists with 24-hour access to clean and safe places to purchase fuel, travel items, electronics, snacks and now the Stoneridge EZ-ELD. -
9 Myths About Safety Belts for Truck Driver
MYTH 1 MYTH 4 MYTH 7 Safety belts are uncomfortable and restrict movement. It’s better to be thrown clear of the wreckage in the A large truck will protect you. Safety belts are unnecessary. event of a crash. FACT FACT FACT Most drivers find that once they have correctly adjusted An occupant of a vehicle is four times as likely to be fatally In 2006, 805 drivers and occupants of large trucks died in their seat, lap and shoulder belt, discomfort and restrictive injured when thrown from the vehicle. In 2006, 217 truck truck crashes and 393 of them were not wearing safety belts. movement are not a problem. occupants and drivers died when they were ejected from Of the 217 drivers and occupants who were killed and ejected their cabs during a crash. from their vehicles, approximately 81% were not wearing safety belts. MYTH 2 MYTH 5 MYTH 8 Wearing a safety belt is a personal decision that doesn’t It takes too much time to fasten your safety belt Safety belts aren’t necessary for low-speed driving. affect anyone else. 20 times a day. FACT FACT FACT Not wearing a safety belt can certainly affect your family and Buckling up takes about three seconds. Even buckling up In a frontal collision occurring at 30 mph, an unbelted person loved ones. It can also affect other motorists since wearing 20 times a day requires only one minute. continues to move forward at 30 mph causing him/her to hit a safety belt can help you avoid losing control of your truck the windshield at about 30 mph. -
New Media Training
new media training January 19, 2011 Salt Lake City Agenda SESSION 1: WHAT IS SOCIAL MEDIA & WHY DOES IT MATTER BALLROOM C Tom Love (Love Communications) Laura Mayes (Blog Con Queso, Kirtsy, Mom 2.0, Mighty Events) Clark Gilbert (Deseret Digital Media) SESSION 2: BREAKOUT SESSIONS Choose from one of the following Breakout Sessions: BREAKOUT A – CAMPAIGN ADVERTISING BALLROOM D (PRODUCTS, ISSUES, OR CANDIDATES) Liz Mair (Hynes Communications) Vincent Harris (Harris Media) Andrew Roos (Google) BREAKOUT B – SIX TOOLS IN SIXTY MINUTES BALLROOM C YouTube – Andrew Roos (Google) List-building – Rachael Herrscher (TodaysMama.com) LinkedIn – Jason Alba (JibberJobber.com) Facebook – Kuulai Hanamaikai (Love Communications) Geotagging – Monica Danna (Cosmopolitician.com) Twitter – Troy Pattee (Mom It Forward) SESSION 3: EFFECTIVE SOCIAL MEDIA STRATEGIES BALLROOM C Chris Nichols (utahREpro) Mike Petroff (Deseret Digital Media) Neil Chase (Federated Media) Julie Bazgan (Love Communications) Speakers JASON ALBA JULIE BAZGAN NEIL CHASE JibberJobber.com Director, Digital Marketing, Federated Media Love Communications Jason Alba is the CEO and creator of Julie is the Digital Marketing Director Neil Chase is Senior Vice President for JibberJobber.com, a web-based system at Love Communications. As an online Editorial at Federated Media, where he to organize and manage a job search marketing strategist and planner with works with more than 100 of the best (and the networking you do between job over 15 years of digital and marketing independent publishers on the Web. searches). Jason is a certified Personal communications experience, she has He has worked as an editor and page Branding Strategist and popular blogger developed digital branding, online lead designer at several newspapers and was and speaker about career management generation and eCommerce strategies Managing Editor at CBS MarketWatch, and social tools for professionals. -
The Hours of Service (HOS) Rule for Commercial Truck Drivers and the Electronic Logging Device (ELD) Mandate
The Hours of Service (HOS) Rule for Commercial Truck Drivers and the Electronic Logging Device (ELD) Mandate David Randall Peterman Analyst in Transportation Policy March 18, 2020 Congressional Research Service 7-.... www.crs.gov R46276 SUMMARY R46276 The Hours of Service (HOS) Rule March 18, 2020 for Commercial Truck Drivers and the David Randall Peterman Analyst in Transportation Electronic Logging Device (ELD) Mandate Policy In response to the COVID-19 outbreak, on March 13, 2020, the Department of Transportation [email protected] (DOT) issued a national emergency declaration to exempt from the Hours of Service (HOS) rule through April 12, 2020, commercial drivers providing direct assistance in support of relief efforts For a copy of the full report, related to the virus. This includes transport of certain supplies and equipment, as well as please call 7-.... or visit personnel. Drivers are still required to have at least 10 consecutive hours off duty (eight hours if www.crs.gov. transporting passengers) before returning to duty. It has been estimated that up to 20% of bus and large truck crashes in the United States involve fatigued drivers. In order to promote safety by reducing the incidence of fatigue among commercial drivers, federal law limits the number of hours a driver can drive through the HOS rule. Currently the HOS rule allows truck drivers to work up to 14 hours a day, during which time they can drive up to 11 hours, followed by at least 10 hours off duty before coming on duty again; also, within the first 8 hours on duty drivers must take a 30-minute break in order to continue driving beyond 8 hours. -
Strategic Design for Delivery with Trucks and Drones
Strategic Design for Delivery with Trucks and Drones James F. Campbell*, Donald C. Sweeney II, Juan Zhang College of Business Administration University of Missouri – St. Louis One University Blvd St. Louis, MO USA Email: [email protected]; [email protected]; [email protected] April 17, 2017 Supply Chain & Analytics Report SCMA-2017-0201 College of Business Administration University of Missouri-St. Louis St. Louis, MO 63121 * Corresponding author Strategic Design for Delivery with Trucks and Drones Abstract Home delivery by drones as an alternative or complement to traditional delivery by trucks is attracting considerable attention from major retailers and service providers (Amazon, UPS, Google, DHL, Wal- mart, etc.), as well as several startups. While drone delivery may offer considerable economic savings, the fundamental issues of how best to deploy drones for home delivery are not well understood. Our research provides a strategic analysis for the design of hybrid truck-drone delivery systems using continuous approximation modeling techniques to derive general insights. We formulate and optimize models of hybrid truck-drone delivery, where truck-based drones make deliveries simultaneously with trucks, and compare their performance to truck-only delivery. Our results suggest that truck-drone delivery can be very advantageous economically in many settings, especially with multiple drones per truck, but that the benefits depend strongly on the relative operating costs and marginal stop costs. 1. Introduction Home delivery by drones is being promoted and researched by a growing number of firms, including Amazon, UPS, Google DHL and Wal-mart, as a possible alternative or complement to traditional delivery by trucks. -
Effects of Loading and Unloading Cargo on Commercial Truck Driver Alertness and 9-30-0 Performance 6
Effects of Loading and Unloading U.S. Department of Transportation Cargo on Commercial Truck Driver Federal Motor Carrier Safety Administration Alertness and Performance DOT-MC-01-107 May 2001 Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. DOT-MC-01-107 4. Title and Subtitle 5. Report Date Effects of Loading and Unloading Cargo on Commercial Truck Driver Alertness and 9-30-0 Performance 6. Performing Organization Code 8. Performing Organization Report No. 7. Author(s) Gerald P. Krueger, Ph.D. & Susan B. Van Hemel Ph.D. T rucking Research Institute American 9. Performing Organization Name and Address 10. Work Unit No (TRAIS) Trucking Research Institute American Trucking Associations Foundation 1 1 . Contract or Grant No. 2200 Mill Road DTFH-96-X -00022 Alexandria,15. Virginia 22314 13. Type of Report and Period Covered 12. Sponsoring Agency Name and Address Federal Motor Carrier Safety Administration Final Report Office16. Of Research and Technology July 1996 - September 2000 400 Seventh Street, SW 14. Sponsoring Agency Code Washington, DC 20590 Supplementary Notes The Contracting Officer's Technical Representative was Robert J. Carroll, FMCSA Office of Research and Technology This study was performed by Star Mountain, Inc. of Alexandria, VA, in cooperation with The American Trucking Associations Foundation, Trucking Research Institute. Abstract This report describes Phase I of a two-phased assessment of the effects of loading and unloading cargo on truck drivers alertness and performance. The report, which documents work done on three Phase I tasks, contains: a) a comprehensive behavioral and physiological sciences literature review regarding sustained performance and operator fatigue, with a focus on the effects of expending physical work energy on operator fatigue. -
What Truck Stop Operators Need to Know About Diesel Exhaust Fluid (DEF) by Chad Johnson, [email protected]
What Truck Stop Operators Need to Know about Diesel Exhaust Fluid (DEF) By Chad Johnson, [email protected] © December 2012 by Gilbarco Inc. SP-3335C Overview Since January 1, 2010, the US Environmental Protection Agency (EPA) has required diesel vehicles to reduce nitrogen oxide emissions significantly. Because of the stringent requirement, most trucks have committed to using Selective Catalytic Reduction system (SCR). SCR reduces nitrogen oxide emissions by converting it into harmless nitrogen through the use of a special catalytic converter and a non-explosive, non-toxic, non-flammable, water-based urea solution called Diesel Exhaust Fluid (DEF). As a result of the new EPA regulation, all truck OEMs have been using a form of NOx emission reduction for their fleets since 2010. Two methods have been deployed to meet the stringent requirements: Exhaust Gas Recirculation (EGR) and Selective Catalytic Reduction (SCR) – with SCR having been the most widely used application. Selective Catalytic Reduction (SCR) SCR reduces tailpipe nitrogen oxide emissions by treating the exhaust stream with a spray of DEF, along with a catalyst that converts NOx into nitrogen and water, which are harmless and present in the air. To reduce NOx, a small amount of DEF is injected directly into the exhaust upstream of a catalytic converter. The DEF vaporizes and decomposes to form ammonia (NH3), which in conjunction with the SCR catalyst reacts with NOx to convert the pollutant into nitrogen (N2) and water (H2O). Exhaust Gas Recirculation (EGR) NOx formation is a function of the high combustion temperature in diesel engines. The hotter the combustion temperature, exponentially more NOx is created from oxygen and nitrogen molecules. -
HOW the NEW REGULATIONS AFFECT YOU United States and Canada
IDLE TALK: HOW THE NEW REGULATIONS AFFECT YOU United States and Canada Updated: March, 2007 ntil recently, diesel truck idling has been standard operating procedure. But stricter idling regulations are Ubecoming more common in many regions, and more rules are guaranteed. This guide explains the situation and offers a summary of current idling regulations so you and your drivers won’t be caught off-guard. A U.S. state-by-state overview of regulations starts on page 5 of this guide, and a list of Canadian regulations on page 11. For background information on truck idling, emerging regulations and what you can do to comply, read on: NEW INFORMATION, LEGISLATION AND BETTER ALTERNATIVES Engine wear and tear. Fleet owners who track idling time discover that engines designed for moving heavy loads at highway speeds often spend around 50% of their life running systems that require a small fraction of their muscle. Idling a heavy- duty diesel engine to operate lights and an air conditioner drives higher fuel and maintenance costs. Fuel costs. High-priced diesel fuel makes extended idling a high-cost activity worth reducing. A large idling diesel engine can consume up to 1.5 gallons per hour. Regulation. Some people are sensitive to the exhaust that idling diesel engines can produce. Large engines at idle also make a low-frequency rumbling sound that many find objectionable. Under certain conditions, these residual effects of idling could be considered public nuisances making further regulation inevitable. Alternatives. Auxiliary power units (APUs), such as the Cummins ComfortGuard™ APU System, can provide a far less expensive, dependable source of energy for equipment used by a resting or parked trucker, thereby virtually eliminating the need for idling.