Archive For The “News” Category
WEST CHESTER. PA – A. Duie Pyle, a leading Northeast transportation and 
logistics provider, announced Leo Flack has won his second National Championship by earning first place in this year’s Sleeper Berth Class division. The American Trucking Associations’ (ATA) National Truck Driving Championship was held the second week of August in Minneapolis, MN and included top professional truck drivers from around the nation who qualified during the summer at state and regional levels in order to advance to the national competition.
Flack of West Chester, PA placed first in the Sleeper Berth Class division after completing a written examination, pre-trip inspection test and a skills test. A veteran of the competition, Leo has competed in the championship round for 7 years. In 2011 he took top honors in the tank truck division.
“We are extremely proud of our drivers, and we are especially proud of Leo Flack,” said Peter Dannecker, director of loss prevention for A. Duie Pyle. “He is a humble, soft-spoken gentleman who worked hard for this achievement by relentlessly studying and practicing whenever he could. Earning his way to the championship round for the past 7 years and winning gold belt buckles in the past two is a testament to his hard work and dedication.”
Over 400 drivers from all 50 states competed in Minneapolis for four days during the 2012 National Truck Driving Championships and National Step Van Driving Championships, known as the “Super Bowl of Safety”, challenging their driving skills, and knowledge of safety, equipment and the industry. This year marked the 75th anniversary of the event.
Press release provided by A. Duie Pyle
The higher costs of trucking is the reason given by The San Diego Unified Port 
District for unanimously approving a long-term lease for Dole Fresh Fruit Co. for less money than Dole had previously paid over the past decade.
The 20.7-acre property at the 10th Avenue Marine Terminal on the northern section of the terminal, originally leased to Dole in 2002, will be available to the company until 2036 at a starting rental rate this year, plus fees of $1.8 million, down from $2 million last year. Dole said it requested the 10 percent reduction to offset higher trucking costs.
The Port District dismissed objections that the action needed more community consideration for alternate uses.
by Roger Showley, San Diego Union Tribune
Chattanooga, Tenn.-based Acess America will use a new office in 
San Antonio to expand its refrigerated produce business
The third-party logistics provider is expanding its produce presence, and opened the Texas office August 1.
It is the first office for the third-party logistics service to focus on refrigerated freight, which is its fastest-growing mode. The San Antiono facility is close to Mexico and southern Texas produce, but Access America plans to use the office to handle all types of produce from throughout the USA.
The company has other offices in Atlanta; Birmingham, Ala.; Eufala, Ala.; Knoxville, Tenn.; Columbus, Ohio; Minneapolis; and Denver, but those locations handle little produce.
Xata Corp.’s Xata Turnpike management software is now integrated with TMWSuite transportation management software from TMW Systems.
The Xata Turnpike and TMWSuite integration provides a cost-effective solution that combines the driver and fleet management tools, according to a news release.
“Our relationship with TMW Systems is very important, and we look forward to continue working with them across their various products serving the transportation industry to bring customers more cost-effective integrated solutions,” said Kirsten Lester, Xata senior integration program manager, in the release.
The Xata Turnpike and TMWSuite combines driver and fleet management tools to emphasize productivity.
TMWSuite can detect site arrival and departure events and update loads in dispatch without manual intervention, according to the release.
Xata Turnpike’s data also assists dispatchers with load planning by organizing driver availability based on available hours.
Much of the USA is sizziling in triple digits and number 2 diesel prices, while not at record levels, are still high enough to make it difficult for 
a lot of owner operators and small fleet owners to make ends meet.
For example, the Flying J Truck Stop here in Grand Forks, ND has number 2 diesel fuel for $3.83 per gallon. That is above the national average for diesel this week, which is at $3.79 per gallon.
Duane Riendeau, 65, was an owner operator for 32 years. Five years ago he became a company driver for Troy Pecka Trucking Co. Inc. of East Grand Forks, MN. He sold his equipment stating trucking has become “too costly” with all of the government regulations and with the price of diesel fuel pushing $4 per gallon. He knows several owner operators personally who are just barely making it, because freight rates are not keeping up with costs of operation.
Although Randy Boushey of A&L Potato Co. Inc. in East Grand Forks, MN still has his CDL and continues to own three 18 wheelers, he only uses his trucks for deliveries within a 300-mile radius. His potato packing and shipping company has customers well beyond the 300-mile radius and he sees more late deliveries due to aging equipment with mechnical problems. He cites high fuel costs as one of reasons truckers are delaying replacement of tractors and trailers.
It seems there’s alway excuses for diesel fuel being higher than it should be, despite Americans reducing their fuel consumption. Whether it is problems with refineries in Illinois and Indiana cutting their out put, or economic woes in Europe, crazies in the Middle East pulling their stupid terrorist stuff, or any number of other factors – the reasons seem very few for prices to drop.
The experts and observors of oil prices are genenerally saying diesel prices will only go up until after Labor Day, before it starts dropping; unless of course some idiot in Syria, Timbuktwo, or someplace else does something which may not even be remotely connected to the price of oil. But that doesn’t seem to matter.
I made my first trip to the Red River Valley, the nation’s largest red potato growing area, in December 1996. I thought when this southern 
boy who found himself in -40 degree F wind chills, I was going to freeze to death! Located on the North Dakota, Minnesota border, I have been back every year since, only in the summertime.
Whether I’m spending time with potato shippers, or truckers up here, there are no friendlier people to be found anywhere.
Getting to the Red River Valley with a load, whether going to Fargo on the southern end of the valley, or a small town located near the Canadian border, or any location found between the eastern edge of valley in far Western Minnesota, or approximately 100 miles to the other side of the valley in North Dakota, often isn’t easy. It can be as challenging as getting a load of freight from the Midwest to the West Coast.
Right now, grain haulers are taking center stage as the harvest in the valley is well underway. However, shortly after Labor Day, the huge combines will give away to digging potatoes from the region’s rich, black soil.
The only potatoes in the region currently being harvested are out of Big Lake and Long Prairie, MN. While the spuds are grown in Minnesota, many, if not most of them are actually being sold by the larger shippers in the Red River Valley such as Associated Potato Growers, Grand Forks, ND; NoKota Packers, Buxton, ND; and A&L Potato Co., East Grand Forks, MN. These companies often arrange the transportation as well.
The harvest of Red River Valley potatoes typically lasts from September into October, or until the first hard frost kills off the remaining potatoes in the fields.
Patrick Sammons of St. Joseph, MO is a driver for Grand Forks based Britton Transport. “It’s tough sometimes getting loads into the valley,” he admits.
Driver Jerry Smedly of Staples, MN says he hauls more french fries out of the valley than he does fresh red potatoes. He hauls for Attendorf Express Inc. out of Minto, ND.
Dave Moquist grows and ships red potatoes out of Crystal, ND. His company, O.C. Schulz & Sons, has found truck supplies to be adequate the past couple of years. However, potato shipments also have been down, requiring less equipment for hauling.
Paul Dolan of Associated Potato Growers, large potato cooperative based in Grand Forks, ND, says trucks were in tight supply last fall. He believes part of the reason is the oil boom taking place in the Western region of North Dakota. It is taking drivers that normally would be hauling other things.
Overall, red potatoes from the valley for the 2012-13 shipping season, are expected tobe normal at best. Warmer weather and less rain are expected to cut total shipments this season. — Bill Martin
The driver shortage is becoming worse in the USA, even those there is high 
unemployment is hard economic times, according a recent article by CNNMoney.
The cites David Heller, director of safety and policy for the Truckload Carriers Association who points out there are as many as 200,000 job openings nationwide for long haul truckers. also sees The demand for truckers is increasing, up from the 1.5 million drivers on the road now, according to The U.S. Bureau of Labor Statistics. It expects trucking job to increase by 20%, adding 330,100 jobs between 2010 and 2020.
But these positions are difficult to fill, and even harder to keep filled.
“Nobody wants to drive a truck,” said Heller.
Truckers earn a median annual wage of $37,930, which is $4,000 more than the median wage for all jobs, according to the BLS with the top 10% of truck drivers making over $58,000 per year.
Then why is it so hard filling all of theseSo why do so many long-haul trucking jobs?
Number one, it is difficult to get certified, according the CNNMoney article. The biggest hurdle for the unemployed is probably getting a commercial driver’s license, which requires a training course that’s up to eight weeks long and costs about $6,000.
“Drivers are put under intense scrutiny before they get into the industry, and for good reason,” said Brett Aquila, trucker and creator of the blog TruckingTruth. “It’s incredibly risky putting someone behind the wheel of an 80,000 pound truck with your company’s name on it.”
The long-haul lifestyle isn’t easy, a fact discover by drivers when they hit the road. They can be living for weeks at a time on the road in the cramped confines of the back of the truck.
“You have a gigantic culture shock when someone is suddenly living on the road in a space the size of a walk-in closet,” said Aquila. “Then you have the pressure, the erratic sleep patterns, and the time away from home, family, and friends.”
As a result, job turnover is high for truckers. Meanwhile, as the economy stages a gradual recovery, more new positions are becoming available.
“When people start to spend more money, that means there’s more freight to move,” said Heller. “When shelves need to be stocked, trucks start rolling. There’s not a thing you own that has not been on a truck at some point.”
There have been an amazing advances in trucking equipment and other 
technology since I first started covering the transportation of fresh fruits and vegetables in 1974. However, some things never change. The human element remains. In order for both the driver and the other parties involved in the successful loading, transit and delivery of the produce, honesty, fairness, and respect must be at the center of the business deal.
A webinar was held July 18 where a set of “best practices” have been developed by the North American Transportation Working Group (NATWG), which consists of members of the produce industry seeking improvements between their trade and the trucking industry. Among those participating were individuals from Australia, Mexico, Canada and the USA.
For decades it has been realized that some things never change. The need for communication and documentation are vital when hauling fresh produce, and those was emphasized once again at the webinar.
The advancements in technology was discussed at the webinar. For example there is becoming more use of temperature recording devices in transit that are combined with GPS systems so real time temperatures can be monitored. However, without good documentation of the load, all the technology around may not be able to protect thosed involved in the load, whether it be shipper, carrier, or driver. That documentation can be anything from photos, to bill of ladings, videos, e-mails, or a combination of these.
The NATWG has developed abest practices and checklists are on the group’s website at http://naptwg.org. It is a one-page checklist for shippers, truckers and receivers to provide important infomation to those involved in the load .
Jim Gordon, operations manager for Ippolito Fruit & Produce Ltd. of Toronto has been in the produce industry for 40 years. He observed that early in his carerr he realized the importance of respectful treatment of truck drivers, plus the need for fast turnaround times to get them back on the road. This is a key to maintaining good relationships with carriers.
This becomes even more critical with the new hours-of-service regulations because loading and unloading time now counts toward their driving time, Gordon said.
Top transportation tips
- Inspect produce with the truck driver present before loading and unloading.
- Check pulp temperatures at loading and unloading and note them on the bill of lading.
- Pre-cool produce before loading.
- Don’t put temperature recorders where vents will blow on them in the trailer to ensure accurate readings.
- Require carriers to provide constant temperatures rather than relying on cycling patterns of refer units.
- Make sure all documents are completely filled out to avoid delays at border crossings.
NATWG is to be commended for their efforts in improving working relationships between the produce and trucking industries. Unfortunately, there are those in the produce and trucking industries who are not as noble as the NATWG appears to be. Thus, recommendations and guidelines on a piece of paper will only go so far.
Something with more “teeth” in it is ultimately needed.
The produce industry has enjoyed protections from the federal government through the USDA by a vehicle known as the Perishable Agricultural Commodities Act. For over 80 years PACA has provided mediation and arbitration when there are business disputes between parties in the produce industry.
Since at least the 1960s or 70s there have been occasional efforts to bring produce trucking into the PACA to provide these same protections where there is a claim that cannot be resolved. Unfortunately, some in the produce industry have successfully fought these efforts.
New Yorkers could be forking over more green for their summer fruits and 
salads — as record-breaking heat waves and droughts shrivel crops across the nation, sending prices soaring.
Dozens of field-picked vegetables and fruits got baked out of business in the past three weeks, causing overnight shortages at Hunts Point in The Bronx, the world’s largest produce marketplace.
Fresh-picked cucumbers, for example, have soared 57 percent at the wholesale level since the start of July.
Boston lettuce has skyrocketed 80 percent, while blueberries are up 69 percent.
“Wholesale prices for certain field crops are becoming a lot higher than expected,” said Terry Long, an analyst at the US Department of Agriculture.
To read the rest of the story, please go to: New York Post
By Paul Tharp
In a nutshell, produce truckers too often receive the shaft in unfair claims and 
deductions from the produce industry. And the produce industry, which has protections in disputes, won’t even consider allowing these same truckers the protections they enjoy. More about this in a moment.
It is turning into a relatively uneventful produce shipping and hauling season, as far as total produce volume as well as supply and demand for refrigerated equipment. Rates remain strong from the major shipping areas, but not setting any records. Any produce shipping area that may be reporting a shortage of trucks is probably experiencing this shortage primarily due to not increasing the rates enough to attract more equipment. Often the shipping areas are off the beaten path, and providing more lower cost, basic or “hardware” produce items.
Also, when I describe the summer produce shipping season as “relatively uneventful,” I qualify that by saying there still are the usual unfair claims and deduction on loads at destination. Combine this with the fact, there have been a number of produce companies file for bankruptcy this year, it increases the odds that the trucker will be the last to paid, and probably not receive a dime of what is owed.
Many if not most produce companies receive protections under the Perishable Commodites Act (PACA) that provides protections and arbitation in disputes between members of the produce industry. However, as I’ve “preached” for decades now, truckers are not afforded the same protections. So if you are owed money by a bankrupt receiver, you are pretty much on your own in trying to collect monies owed. Even with a receiver not involved in a bankruptcy, and there is an unfair claim or deduction, unless you have an exceptional carrier, shipper or broker behind you, or you can afford a lawyer to represent you, mostly likely in a state hundreds if not thousands of miles away — you are out of luck.
Meanwhile, the produce industry continues to have meetings, conferences, teleconferences, etc. now and then, that promote good and fair treatment of produce truckers. This is honorable. There are actually some people in the industry that care and would love to see produce haulers receive the same protections as members of the produce industry. But they are easily in the minority and lack the clout to do much about it.
Large produce companies with political clout and money generally won’t consider PACA protections for truckers — and until this changes — no one in the Federal government has the will, stomach, or abililty to fight for this needed change. — Bill Martin