A police standoff began with a truck slamming into a warehouse door with a fiery crash, and ended with a man shooting himself in the head.
Roger W. Adams, 51, rammed his truck into the Schneider National Inc. warehouse in the Gateway Commerce Center about 2:08 a.m. Saturday, police said.
On Sunday, Adams was on life support in a St. Louis hospital and was not expected to survive, said Ben Dickmann, city administrator for Edwardsville. Dickmann said a decision was being made on whether organs would be donated. Dickmann said he incorrectly reported late Saturday that Adams had died.
Adams is a Schneider truck driver with significant personal, financial and work-related problems, according to Madison County State’s Attorney Thomas Gibbons.
The truck crash set off a fire, but officials are not sure if it was loaded with any materials that accidentally or intentionally exploded, according to Edwardsville Police Chief James Bedell.
Though armed with an unspecified handgun, Adams did not try to take any hostages or prevent the employees on duty from leaving, police said. Officials said 911 calls came in from at least one employee and from Adams himself, and operators kept him on the phone until negotiators could be located.
Over the next several hours, Adams spoke intermittently with negotiators while allegedly setting small fires throughout the building. None of them took hold thanks to the building’s sprinkler systems, Bedell said.
At about 10:45 a.m., police advanced into the building and observed Adams, who was barricaded in an office at that point. During negotiations he was “concerned and nervous,” Gibbons said, and was not responsive for long periods of time.
"We were talking to him and trying to get him to surrender," Bedell said.
Then at 11:49 a.m., police used tear gas in an attempt to get Adams to surrender. Upon encountering the gas, Bedell said, Adams declared he was going to shoot himself. They heard a gunshot, and found him with a single gunshot wound to the head.
Adams was taken to Anderson Hospital, then airlifted to St. Louis University Hospital.
"It is unfortunate that the subject made the decision to take his own life," Gibbons said. "He was given every opportunity to come out safely and peacefully."
Gibbons said investigators did not immediately find any relatives, and do not know if anyone else lived in Adams’ home.
During his conversations with police, Adams said that his house might be on fire. Gibbons said police sequestered the house and had planned to examine it via robots for any devices. “He indicated that the house may be booby-trapped,” Gibbons said.
At least 50 first responders were at the scene at the warehouse, though police could not allow firefighters into the building with an armed suspect, Bedell said.
Edwardsville Fire Chief Rick Welle, who serves as the Emergency Services and Disaster Agency coordinator, activated a mutual aid box alarm that automatically summoned the assistance of several surrounding fire departments.
The Madison County Emergency Management Agency and several other fire and police departments from Madison and St. Clair counties responded to the scene. The negotiators included an Edwardsville police officer, FBI agent and an Alton police officer, Bedell said.
A hazardous materials team was also called in case there were unknown hazards in Adams’ truck, and Schneider National handles a variety of merchandise and materials, including some that could be considered hazardous, Bedell said. While the Gateway Commerce Center lies on the boundary between Edwardsville and Pontoon Beach, Schneider National and the area of the fires and standoff were on the Edwardsville side. Contact reporter Elizabeth Donald at firstname.lastname@example.org or 239-2501. Contact reporter Maria Baran at email@example.com or 239-2460.
On Tuesday, August 10, 2010 industry businesses, individuals, and Missouri ACE joined together to file a lawsuit in Cole County (Jefferson City) asking the courts to invalidate the Matt Bartles destructive, industry-killing law passed in May by the Missouri General Assembly.
The group has retained the services of several of the nation’s permier Constitutional law firms to challenge the state’s over-the-top anti strip club law. The new law would highly regulate dancer costumes, prohibit alcoholic beverages, mandate that entertainers alway remain 6 feet away from other individuals and each other, and that businesses would close at 12 Midnight—among other restrictions.
Industy people clearly view the new law as a Taliban-like morality enforcement intended to eliminate constitutionally protected forms of speech, deprive Missouri citizens of their right to choose their entertainment, destroy hundreds of legal, productive businesses, and toss thousands of employees out of work.
“The selection of a Republican candidate for the presidency of this globalized and expansive empire is — and I mean this seriously — the greatest competition of idiocy and ignorance that has ever been.”
To talk with Gingrich supporters is to enter a world where words have no meaning. They denounce Mitt Romney as a candidate being pushed on them by “the Establishment” — with “the Establishment” defined as anyone who supports Romney or doesn’t support Newt.
Gingrich may have spent his entire life in Washington and be so much of an insider that, as Jon Stewart says, “when Washington gets its prostate checked, it tickles [Newt],” but he is deemed the rebellious outsider challenging “the Establishment” — because, again, “the Establishment” is anyone who opposes Newt.
This is the sort of circular reasoning one normally associates with Democrats, people whom small-town pharmacists refer to as “drug seekers” and Ron Paul supporters.
Newtons claim Romney is a “moderate,” and Gingrich the true conservative — a feat that can be accomplished only by refusing to believe anything Romney says … and also refusing to believe anything Gingrich says.
— Romney’s one great “flip-flop” is on abortion. (I thought the reason we argued with people about abortion was to try to get them to “flip-flop” on this issue. Sometimes it works!)
Nearly two decades ago, when Romney was trying to defeat champion desecrator of life Sen. Teddy Kennedy, he sought to remove abortion as a campaign issue by declaring that he, too, supported Roe v. Wade.
(Nonetheless, Kennedy ran a campaign commercial against him featuring a Mormon woman complaining that Romney, as a Mormon elder, had pressured her not to have an abortion, but to give the child up for adoption. Are you getting the idea that Massachusetts is different from the rest of America, readers?)
Romney changed his mind on abortion — not when it was politically advantageous, but when it mattered. As governor of liberal, pro-choice Massachusetts, he vetoed an embryonic stem cell bill and “worked closely” with Massachusetts Citizens for Life. The president of MCL recently issued a statement saying that, “since being elected governor, Mitt Romney has had a consistent commitment to the culture of life.”
He didn’t defend his changed position by saying he was a “historian,” or denounce people who raised the switch as “fundamentally” dishonest asking “absurd” questions, or go back and forth and back and forth. He just said he changed his mind.
Meanwhile, Gingrich, who has run for office only in a small, majority Republican, undoubtedly pro-life congressional district, lobbied President Bush to support embryonic stem cell research.
— Romney is now the only remaining candidate for president who opposes amnesty for illegals. (Ever since President Bush’s amnesty plan cratered on the shoals of public opposition, no Republican will ever use the word “amnesty,” despite wanting to keep illegals here — just as Democrats refuse to say “abortion,” while supporting every manner of destroying human life.)
Romney supports E-Verify and a fence on the border. As governor he promoted English immersion programs for immigrants, signed an agreement with the federal government allowing state troopers to enforce federal immigration laws, and opposed efforts to give illegal immigrants in-state tuition or driver’s licenses.
At the same time, Romney says he’d like to staple a green card to the diploma of every immigrant here on a student visa who gets a higher degree in math or science.
Gingrich supports importing a slave labor force from Mexico under a “guest worker” program and wants to create government “citizen review boards” to grant amnesty on a case-by-case basis (i.e. all at once) to illegal aliens.
— Romney supports entitlement reform along the lines of the Paul Ryan plan, as he has said plainly, but without histrionics, in the debates.
Just last year, Gingrich went on “Meet the Press” and called Ryan’s plan — supported by nearly every House Republican — “right-wing social engineering.”
He apologized for those remarks, then took back his apology, still later doubled down, calling the Ryan plan “suicide,” and now — currently, but it could change any minute — Gingrich supports Ryan’s entitlement reform efforts.
For the latest updates on Newt’s position on the Ryan plan, go to http//twitter.com/#whatcheapshotgrandstandymovewillworknow?
— As for crony capitalism, Romney made all his money in the private sector by his own diligence and talent — even giving away all the money he inherited from his parents. He’s never lived in Washington or traded on access to government officials.
Meanwhile, without the federal government, Gingrich would be penniless. He has been in Washington since the ’70s, first as a congressman, then becoming a rich man on the basis of having been a congressman.
Most egregiously, he took $1.6 million to shill for Freddie Mac, one of the two institutions directly responsible for the housing crash that caused the financial collapse. (Or one of three, if you consider Barney Frank an institution.)
If the tea party stands for anything, it stands in absolute opposition to government insiders shoring up Fannie Mae and Freddie Mac at the very time those institutions were blowing up the economy.
— Romney could not be more forceful in saying he will issue a 50-state waiver to Obamacare his first day in office and then seek its formal repeal. Whether you like a state-wide insurance mandate or not, it’s a world of difference when the federal government does it. Conservatives, having read the Constitution, ought to understand this.
It was on account of the difference between state and federal powers that the Supreme Court overturned the federal Violence Against Women Act. The court was not endorsing rape, but reminding us that states make laws about rape, not Congress.
To act as if Obamacare is the same thing as “Romneycare” is just a word game, on the order of acting like a “gun” has the same properties as a “gunny sack,” or “fire” is the same thing as a “firefly.”
Romney supported the idea of other states doing something along the lines of his health care bill, but always opposed insurance mandates from the federal government (just as I oppose the federal government issuing general laws about rape, but support state laws against rape.)
For those of you who still think Romneycare is the worst possible sin a Republican candidate could commit — even worse than taking money from Freddie Mac as it destroyed the economy — that doesn’t help Gingrich: He supported Romneycare.
(While we’re on the subject, the nation’s leading conservative think tank, The Heritage Foundation, helped draft Romneycare. Indeed, Bob Moffit, Heritage’s senior fellow on health care issues, can be seen in the picture of the bill-signing ceremony, standing proudly behind Romney.)
But Gingrich did more than support Romneycare. As former senator Rick Santorum has pointed out, Gingrich supported a FEDERAL individual mandate to purchase health insurance from 1993 until five minutes ago — i.e., at least until a “Meet the Press” appearance just last May.
Asked by Maria Bartiromo in the CNBC debate last November to explain what he would do to fix health care, Newt attacked the question as “absurd” and said he would need a “several-hour period” to answer it.
In a world where words have meaning, Mitt Romney is not the “moderate” in this race. He is the most conservative candidate still standing, with the possible exception of Rick Santorum, who is bad on illegal immigration. (Santorum voted in the Senate against even the voluntary use of E-Verify by employers, which means he doesn’t want to do anything about illegal immigration at all.)
Romney is “moderate” only in demeanor — which is just another word game. His positions are more conservative than Gingrich’s, but he doesn’t scare people like Gingrich does. Ronald Reagan and Jesse Helms were moderate in demeanor, too. No one would call them political moderates.
Romney is the most electable candidate not only because it will be nearly impossible for the media to demonize this self-made Mormon square, devoted to his wife and church, but precisely because he is the most conservative candidate.
Conservatism is an electable quality. Hotheaded arrogance is neither conservative nor attractive to voters.
Lord’s prayer:……………………………..……………….66 words. 10 Commandments: ………………………………………. 179 words. Gettysburg address: ………………………….………….. 286 words. Declaration of Independence : ………..…………………. .1,300 words. US Constitution with 27 Amendments : …….……………… 7,818 words. US Government regulations on the sale of cabbage:……. 26,911 words.
The Pittsburgh Steelers wanted you to believe that offensive coordinator Bruce Arians simply retired so that they could revert to what many call their old school “blue collar” offense, but as things so often take place in the National Football League, nothing is ever as it first appears.
Arians was not retained by the Steelers, and that has apparently angered quarterback Ben Roethlisberger.
Roethlisberger was happy with Arians calling the plays on offense, because it meant that he was allowed to throw the ball far more frequently than was the case before they both arrived in Pittsburgh. But Steelers president Art Rooney II wants to revert to a run first, run second, throw only when necessary sort of approach that worked for the Steelers for so many years.
Still, one has to question this decision, as the NFL has shifted toward a pass happy league. Teams with the elite quarterbacks seem to go the furthest, or at least teams who can throw the ball with more efficiency. Hence, the New England Patriots and New York Giants getting ready to face off in their rematch in Super Bowl XLVI. Teams still have to be able to run the ball, but the quarterback position is huge, so taking the ball out of Pittsburgh’s best playmaker seems like a questionable decision, to say the least.
Arians has been the only offensive coordinator since the arrival of Mike Tomlin, which is around the time that the team shifted the offense from run first to pass first. But where the offensive line was less than stellar, and Rashard Mendenhall did not exactly put up the best numbers that everyone expected, reducing the amount of throws per game may not work out quite like the team is expecting.
Well, to start with I think the waitress at the TA Truck Stop in Napoleon,OH gave me regular coffee instead of Decaf. I couldnt get to sleep at all. Layed there for 3 hours to no avail. So I got up and at Midnight Sunday night went back to Campbells to get re-worked as my load was 1100 pounds over gross. Scalled out at 81,100. So they took off 1 pallet and got me down to 79,200 so I could roll.
Fought Bad storms and wind all the way to Jackson,OH and by that time I was way to sleepy to keep driving so I parked it for a 10 hr break. Got up around 16:30 and headed out for Maxton,NC.
The further I got the foggier it got. It was a tough drive but made it safe and sound. Sitting in the diock now getting unloaded. Then will reload here and head back to Napoleon.
Oil production in North Dakota has boomed to the point that the state now produces nearly as much oil each day as OPEC member Ecuador.
But a decision by the Environmental Protection Agency (EPA) could bring a halt to the boom that has virtually eliminated unemployment in North Dakota.
The state now has 200 rigs pumping 440,000 barrels of oil daily in the Bakken shale formation, according to the Heartland Institute. The state’s unemployment rate is holding at just 3.5 percent, with many oil industry jobs paying more than $100,000 a year, and “we have 18,000 jobs looking for people,” North Dakota Republican Rep. Rick Berg told The Hill.
“If our country’s GDP grew at 7 percent, as it does in [my] state, most of our problems would be over in two years.”
The North Dakota legislature is using some of the state’s oil revenue to fund $1.2 billion in infrastructure improvements, including roads and schools. Public schools will receive $340 million in oil-related revenues over the next two years, and oil money will pay for a disaster relief fund and a reduction in property taxes.
Also, the legislature has ordered that 30 percent of the funds from the state’s 6.5 percent oil extraction tax be sent to the state’s Legacy Fund, which cannot be touched until 2017, when accrued interest will become available for spending.
One reason for the boom: “The regulatory environment was already low in North Dakota, certainly better than California’s and some other oil-producing states,” said Brett Narloch, executive director of the North Dakota Policy Council.
“As we move forward with oil production, I expect the business environment to get better.”
Most of the Bakken shale production is occurring on private land, but analysts and state legislators fear the EPA may still seek to shut it down, the Institute reported.
The federal agency is currently investigating hydraulic fracturing (fracking) production techniques, which are used in shale oil production.
Narloch said: “If the EPA decides to ban fracking, that shuts down the entire industry since so many of the wells operate by that procedure. It would kill this once-in-a-lifetime opportunity.”
The Republican Party was born in the early 1850′s by anti-slavery activists and individuals who believed that government should grant western lands to settlers free of charge. The first informal meeting of the party took place in Ripon, Wisconsin, a small town northwest of Milwaukee. The first official Republican meeting took place on July 6th, 1854 in Jackson, Michigan. The name “Republican” was chosen because it alluded to equality and reminded individuals of Thomas Jefferson’s Democratic-Republican Party. At the Jackson convention, the new party adopted a platform and nominated candidates for office in Michigan.
In 1856, the Republicans became a national party when John C. Fremont was nominated for President under the slogan: “Free soil, free labor, free speech, free men, Fremont.” Even though they were considered a “third party” because the Democrats and Whigs represented the two-party system at the time, Fremont received 33% of the vote. Four years later, Abraham Lincoln became the first Republican to win the White House. The Civil War erupted in 1861 and lasted four grueling years. During the war, against the advice of his cabinet, Lincoln signed the Emancipation Proclamation that freed the slaves. The Republicans of their day worked to pass the Thirteenth Amendment, which outlawed slavery, the Fourteenth, which guaranteed equal protection under the laws, and the Fifteenth, which helped secure voting rights for African-Americans.
The Republican Party also played a leading role in securing women the right to vote. In 1896, Republicans were the first major party to favor women’s suffrage. When the 19th Amendment finally was added to the Constitution, 26 of 36 state legislatures that had voted to ratify it were under Republican control. The first woman elected to Congress was a Republican, Jeanette Rankin from Montana in 1917.
Presidents during most of the late nineteenth century and the early part of the twentieth century were Republicans. While the Democrats and Franklin Roosevelt tended to dominate American politics in the 1930′s and 40′s, for 28 of the forty years from 1952 through 1992, the White House was in Republican hands – under Presidents Eisenhower, Nixon, Ford, Reagan and Bush. Under the last two, Reagan and Bush, the United States became the world’s only superpower, winning the Cold War from the old Soviet Union and releasing millions from Communist oppression.
Behind all the elected officials and the candidates of any political party are thousands of hard-working staff and volunteers who raise money, lick the envelopes, and make the phone calls that every winning campaign must have. The national structure of our party starts with the Republican National Committee. Each state has its own Republican State Committee with a Chairman and staff. The Republican structure goes right down to the neighborhoods, where a Republican precinct captain every Election Day organizes Republican workers to get out the vote.
Most states ask voters when they register to express party preference. Voters don’t have to do so, but registration lists let the parties know exactly which voters they want to be sure vote on Election Day. Just because voters register as a Republican, they don’t need to vote that way – many voters split their tickets, voting for candidates in both parties. But the national party is made up of all registered Republicans in all 50 states. For the most part they are the voters in Republican Presidential primaries and caucuses. They are the heart and soul of the party. Republicans have a long and rich history with basic principles: Individuals, not government, can make the best decisions; all people are entitled to equal rights; and decisions are best made close to home. The symbol of the Republican Party is the elephant. During the mid term elections way back in 1874, Democrats tried to scare voters into thinking President Grant would seek to run for an unprecedented third term. Thomas Nast, a cartoonist for Harper’s Weekly, depicted a Democratic jackass trying to scare a Republican elephant – and both symbols stuck. For a long time Republicans have been known as the “G.O.P.” And party faithfuls thought it meant the “Grand Old Party.” But apparently the original meaning (in 1875) was “gallant old party.” And when automobiles were invented it also came to mean, “get out and push.” That’s still a pretty good slogan for Republicans who depend every campaign year on the hard work of hundreds of thousands of volunteers to get out and vote and push people to support the causes of the Republican Party.
From the Beginning Abolishing slavery. Free speech. Women’s suffrage. In today’s stereotypes, none of these sounds like a typical Republican issue, yet they are stances the Republican Party, in opposition to the Democratic Party, adopted early on.
The First Republican With the election of Abraham Lincoln in 1860, the Republicans firmly established themselves as a major party capable of holding onto the White House for 60 of the next 100 years.
The Bull Moose Assuming the presidency when McKinley was assassinated in 1901, President Theodore Roosevelt busied himself with what he considered to be the most pressing issue, ensuring the Republican principle of competition in a free market.
Leading The Way On the Issues Some people have argued that Republicans fought to give blacks equal rights and then the vote as a way of wresting control of the South away from the Democrats. While it is true that almost all blacks voted Republican, these were very dangerous and controversial issues at the time
Republican Women Standing in sharp contrast to the two existing political parties’ present stereotypes regarding minorities and women, once again the Republican Party was the vanguard in relation to women
A local trucking company could soon be out of business if thieves continue to target them.
They’ve already stolen close to thirty thousand dollars worth of merchandise.
As News Three’s Alice Massimi explains now the owner is hoping you can help him catch the thieves.
These images are all Joe Sikes has of the men who have stolen close to thirty thousand dollars worth of goods from his truck yard; even worse they are doing it with his own trucks.
“They came in here, broke into our trucks and the ignitions. They knew how to cut them and cut the cables to the core coms so we can’t track them any further. They take our own truck hook up to a load and take off,” explains Sikes.
They’ve done the same thing twice now… both times stealing truck loads of shingles and both times abandoning the truck and empty flatbed on I-95.
“Nobody suspected anything when they were standing there to pull out because it was our equipment they just thought it was another driver.”
Sikes who has been in the business for thirty plus years is beyond frustrated.
“Having to call the company we are hauling for and tell them the shingles got missing and call the insurance company.”
Sikes is afraid his insurance company will drop his policy if the thefts continue, which in these already tough economic times could put Sikes out of business.
That’s why he is taking no chances.
“We are changing our lighting system and putting in higher resolution cameras and getting everything so that if it happens again we can identify who is doing it.”
A no non sense man has a simple message for the thieves…
“They just don’t need to be coming here no more.”
Sikes is offering a cash reward for anyone with information that leads to an arrest.
Just call Crimestoppers. Their number is 234-2020.
The Federal Government began regulating transportation companies to prevent railroads from charging unfair freight rates. Regulation also helped to protect transportation companies from unfair competition.
Congress passed the Motor Carrier Act. This gave the Interstate Commerce Commission (ICC) authority to regulate the motor carriers and drivers involved in interstate commerce by granting operating permits, approving trucking routes, and setting tariff rates.
The ICC set uniform tariff rates for hauling freight. Since the rates were uniform for all trucking companies, there was little or no competition due to pricing.
Containerization became a popular method of transporting freight, to reduce shipping costs, reduce handling of the freight, and cut losses due to damage or theft.
Containerization consists of packing freight into big metal boxes called containers. The containers can then be transferred between container ships, truck trailers, and railroad flatcars.
Trucking is often used in combination with the railroad in a method called “piggybacking.” This occurs when the trailer chassis (with the loaded, sealed container attached) is separated from the tractor and loaded directly onto a railroad flatcar.
When the trailer arrives at its destination by railroad, the container is reconnected to another tractor for transport to its final destination.
Department of Transportation (DOT) is created.
Through the Office of Motor Carriers and the National Highway Traffic Safety Administration, DOT oversees a wide range of requirements such as braking standards, driver licensing standards and their maximum work hours, and the overall safety fitness of interstate carriers.
The Motor Carrier Act of 1980 partly deregulated the trucking industry.
In the decade after deregulation, the competition in trucking was fierce. There were not only hundreds of new companies, but also the formerly gentlemanly manner in which the big players dealt with each other became a battle to the death. Ten years after trucking was deregulated, one third of the 100 largest trucking companies were out of business, casualties of the fierce competition.
It became increasingly difficult for the trucking companies to operate with union drivers. Their compensation is usually 35 percent more than non‑union drivers.
To reduce operating costs, new corporations were formed to operate with non‑union drivers or independent contractors.
The Surface Transportation Act of 1982 set uniform size and weights limits for the trucking industry nationwide. Under this law, trucks that use interstate highways may not weigh in excess of 80,000 lbs.
Carrier Reform Act
Reduced the time for customers to file an OVERCHARGE CLAIM from 3 years to 2 years effective 12-3-93 to 8-26-94. Reduced to 6 months after 8-26-94.
North American Free Trade Agreement (NAFTA) passed and resulted in explosive trade with Mexico.
Since 1994, Mexico’s northern states have created 2,554 manufacturing plants that provide U.S. companies with assembly goods.
Most of the production is done for just-in-time deliveries, so trucks are constantly crossing the border to either deliver parts or pick up finished merchandise. But as of 2004 Mexican trucks are still not allowed to travel freely throughout the entire U.S.
1994 & 1995
Deregulation essentially was completed with the enactment of additional legislation.
Because of these Federal changes which pre-empted the states from regulating the intrastate activities of interstate carriers, many states have either deregulated or significantly eased the economic controls placed over the truckers operating solely within their borders.
Interstate Commerce Commission (ICC) is abolished.
In sun setting the ICC, Congress further eased economic controls.
The Surface Transportation Board is the Federal entity now administering the remaining regulatory functions. The STB is an independent unit within the Department of Transportation.
National average diesel fuel price per gallon in 1998 was $1.0440.
Motor Carrier Safety Improvement Act of 1999 outlawed the practice of Mexican trucking companies leasing their vehicles and drivers to carriers in the U.S.
The Mexican companies leased their vehicles to U.S. companies so they could operate legally throughout the U.S.
The act also established the Federal Motor Carrier Safety Administration, whose stated purpose is to reduce the number and severity of large-truck involved crashes through more commercial motor vehicle (CMV) and driver inspections and carrier compliance reviews, stronger enforcement, expedited completion of rules, sound research, and effective commercial driver’s license (CDL) testing, record keeping, and sanctions.
National average diesel fuel price per gallon in 1999 was $1.1210.
Used Truck Price Crisis
From the fall of 1999 thru the spring of 2000 the entire trucking industry faced a “virtual crisis” of falling used truck prices that threatened to undermine the economic viability of the nation’s fleets, truck manufacturers and truck finance companies. After several years of strong new-truck sales, capped by the record-breaking pace of the past two years, a wave of good, low-mileage tractors flooded the market and depressed prices to the lowest level seen in years. The falling value of their huge investments in equipment left about two-thirds of the trucking companies in North America practically bankrupt under accounting rules. Bankruptcy filings were rampant. This issue was even more important than skyrocketing fuel prices and the ongoing driver shortage.
April, 2000 the Internet-telecom-IPO bubble burst. The high-tech implosion sent Wall Street into a bear market and the economy flirting with recession.
The year of 2000 was at times tumultuous for the trucking industry. Sky-rocketing fuel prices, protests and blockades by independent operators, battles over US taxes, plummeting new truck sales, and questions over the direction of the Canadian economy all played a role in casting uncertainty over the market. Even thru all of these problems the market managed to continue to produce more freight and more activity for truckers.
By the summer of 2000 companies began to worry about replacing their aging fleet of vehicles. But the midrange engines, mandated to be sold by October 2002, were for the most part untested. The industry did not trust them, they were expected to cost more initially and miles per gallon was expected to suffer. Companies went on a binge, buying up low mileage used trucks and tractors in an attempt to avoid buying new trucks with the 2002 engines. Companies lengthen their equipment trade cycles to avoid the 2002 engines until they are proven. Used truck prices began to climb out of the cellar.
National average cost per gallon of diesel fuel in 2000 is $1.3191
The U.S. economy entered a recession in March 2001, after an unprecedented 10 years of growth.
Following the devastating September 11th terrorist attacks on America, the Dow is sharply lower, the economy is sinking fast, layoffs are surging, and defense spending is up.
Demand for heavy trucks softened. This combined with rising trucking company bankruptcies again glutted the market with used trucks. There are usually 30,000 used, class 8 trucks on the market. In November to December 2001 there are reported to be as many as 100,000. An over-abundance of used trucks, together with a softening of the economy and rising diesel fuel prices choked off demand for new trucks. These factors, in turn, created falling profit margins.
Toward the end of 2001, the trucking business is showing signs of better health after a painful two-year slump that put hundreds of thousands of drivers out of work. But it is consolidation, not a surge in demand that is behind the rebound. Analysts and executives are hesitant to draw overly optimistic conclusions about a broader economic recovery. Still, carriers that survived are hauling more freight, getting better rates and reporting higher profits.
National average cost per gallon of diesel fuel in 2001is $1.42.
The collapse of the largest carrier ever to declare bankruptcy was announced on Labor Day. It cost the Teamsters more than 15,000 jobs. It will take several years to sell off the companies’ terminals and vehicles.
There are 330,000, or 13 percent, fewer trucks today than there were two years ago. Large companies have been able to gain market share and even raise rates despite sluggish growth. Truckers that rely more on the retail sector have fared better than those dependent on the manufacturing sector.
Companies have been able to squeeze profits out of less revenue by using better technology to keep costs down. Better logistics software has enabled companies to more efficiently coordinate the movement of trucks around the country.
National average diesel fuel price per gallon in 2002 is $1.32.
Early in 2003, the U.S. economy was still stagnating after a “false alarm” recovery that proved to be an illusion. The war in Iraq and continued worries about corporate scandals and accounting, are keeping the economy in a funk.
Fuel prices were beginning to rise in early spring, even as insurance costs were escalating, taking another chunk out of trucking’s bottom line.
The trucking industry paid an estimated $465 million more for its motor fuel than in the corresponding week of 2002. According to the Department of Energy, the average price of a gallon of diesel in the nation rose to a new record of $1.51, while the gasoline average high was $1.55, but below the record of $1.713 set in May of 2001.
Of the 11,500 carriers who went out of business between 2001 and 2003, 5,000 trucking firms went out of business in 2003 alone. As the difficult economic times pushed a number of fleets out of business, trucking capacity declined. Then, as the economy began to stir, fleets were able to raise rates as shippers scrambled to find carriers to move their goods.
Mergers and acquisitions were the primary moving force behind changes in the trucking industry during 2003. Analysts predict more mergers ahead, especially among small- and medium-size fleets as they strive to compete with the ever-larger big fleets. Growing demand from shippers for a wide array of related transportation services is also likely to fuel mergers and acquisitions in coming years.
The new top 100 rankings showed more positive financial results during 2003, as the national economic recovery was beginning. Overall, revenue for the top 100 carriers rose 7% during 2003, compared with 2002. While 2003 was a better year for most carriers, two sectors lagged well behind the overall industry: tank-truck carriers and vehicle haulers.
Many fleets sliced their operating ratios during the year. Operating ratios (OR), which show a company’s expenses as a percentage of its revenue, are a prime indicator of profitability, with an OR of 100 representing a break-even operation. An OR of 85 was the best in the industry.
Final engine Pre-Buy surge! Mercedes didn’t have to comply with EPA engine requirements until Jan.1. 2004. Therefore, truck buyers late in 2003 bought up every available production slot of the Mercedes-Benz 4000 heavy-duty diesel engine, in what amounted to a “pre-buy” of the last major Class 8 engine that did not have to comply with the Oct. 1, 2002, tougher federal emissions rules. From what had been a little-used engine in the North American market before the 2002 rules kicked in, sales of the MBE 4000 soared to 18,000 units during 2003 up from 1,644 in 2002.
By the last quarter of 2003, the economy was unmistakably on a drive, as jobless rates finally began to fall and manufacturing and retailing reported notable gains.
New driver hours of service rules, which took effect January 4, 2004, effectively reduce on-duty time for drivers and increase the time a driver must take off between shifts, causing a drop in productivity for some truck drivers.
Resurgent U.S. and global economies, favorable depreciation rules and a need to replace aging equipment are driving a boom in trailer sales
Trucking companies are convinced that the post-October 2002 diesel engines have been reasonably durable. Companies return to their traditional 3 to 4 year trade cycles for rolling stock. Companies begin to worry over the next round of EPA mandated engines for the years 2007 & 2010. Executives from four of the largest U.S. heavy-duty trucking fleets urged the federal government to provide financial incentives to help offset anticipated higher purchase and maintenance costs for the next generation of lower-emissions diesel engines
In April 2004 the price of crude oil in New York rose as fighting in Iraq continued. Crude oil prices are up 22% from a year earlier.
June 2004: At midyear, a tentative business recovery that gathered steam in 2003, now appears to be pushing the limits of freight-hauling capacity and has boosted revenue and profits for most, but not all, of the carriers.
In August 2004, truckload firms for months have been overbooked by 10% to 15% on any given day. But now that the freight industry has moved into its heaviest period — of mid-August to mid-November as it stocks up for Christmas and end-of-year sales, demand could outstrip available truckload capacity by as much as 25%. Diesel fuel declined 0.2 cent per gallon to $1.869. The average gasoline price reached a record $2.064 on May 24 and is up 37.2 cents so far this year.
Many carriers were forced to increase driver pay during 2004, in order to recruit and retain as many drivers as possible. The demand for drivers is very high, while the supply is limited. Related to the driver shortage is driver turnover. American Trucking Assn reported that in the third quarter of 2004, large Truck Load (TL) linehaul driver turnover hit a new all-time high of 121 annualized percent.
Sales of heavy-duty trucks/tractors surged 59.8% in August 2004 to their highest level in more than four years, driven largely by replacement orders from fleets that held onto aging trucks during the 2001 recession and after. Truck manufacturers are operating at capacity.
The Government’s role in the transportation industry consists primarily of (1) providing funding for certain transportation facilities and (2) regulating certain aspects of transportation, such as safety.
On September 20th, diesel price rises to $1.912, an all time high.
On September 28th, the national average diesel price rose to $2.012 per gallon, setting a record high.
On October 13, 2004, the national average retail price for diesel fuel rose 3.9 cents per gallon to $2.092, the fourth straight weekly record, according to the Department of Energy.
Diesel fuel national average price is $1.81 per gallon for the year 2004.
Diesel fuel national average price is $2.402 per gallon for the year 2005.
Government regulations and security concerns are making the industry less attractive for drivers, especially for those required to carry HazMat endorsements to their Commercial Driver’s License (CDL). Heightened security concerns following 9/11 prompted the U.S. DOT to institute 49 CFR Part 172 regarding these upgraded requirements for CDLs. Fingerprinting of HazMat-endorsed drivers was implemented in the U.S. in 2005, and is expected to deter drivers from renewing their certification.
Turnover among drivers remains very high. Less-than-truckload (LTL) driver turnover is roughly 40 percent, while turnover in long haul package truckload is running over 100 percent. Bulk liquid driver turnover is over 60 percent.
The shortage of drivers across the U.S. trucking industry will be just over 100,000 in second quarter 2005.
The Internal Revenue Service on April 4, 2005, published guidance excluding four truck body types from federal excise tax. Revenue Procedure 2005-19 states that the 12% excise tax on new vehicles does not apply to platform bodies 21 feet or less in length, dry freight and refrigerated truck van bodies 24 feet or less in length, dump truck bodies with load capacities of eight cubic yards or less, or refuse packer truck bodies with load capacities of 20 cubic yards or less.
Diesel fuel national average price is $2.745 per gallon through September 2006.
The Transportation Security Administration issued a Notice of Proposed Rulemaking (NPRM) spelling out its plan to require all commercial truck drivers delivering or retrieving goods at ports to have special ID cards. The NPRM appeared in the Federal Register on May 22, 2006. The Transportation Worker identification Card (TWIC) would incorporate biometric data, criminal background checks, and threat assessment procedures. Fees for the cards will range from $117 – $149, with lower fees set for drivers with hazmat endorsements or Free and Secure Trade (FAST) cards.
Truck/tractor sales: There has been heavy “pre-buying” of trucks & tractors in anticipation of the new 2007 engine and fuel standards. The 2007 truck/tractors are expected to cost more and get less miles per gallon. Through most of 2006 the industry worried that heavy-truck sales would drive right off a cliff at the beginning of 2007. The thought was that anyone who wants a new truck in the next two years will have ordered it in time to take delivery by December 31, 2006. That way, they don’t have to endure the higher cost of buying, maintaining, and fueling a 2007 model with its new engine, after-treatment, and need for untested ultra-low-sulfur diesel (ULSD) fuel. But truck orders are holding up well. Most manufacturers appear to have sold out their ’06 production capacity by July 2006, yet they’re still booking orders for trucks that won’t be built until well into ’07. The credit goes to a very strong economy.
National average diesel fuel price in the U.S. on 10-1-2007 is $3.048 per gallon.
Beginning in January 2007, the trucking industry will be required to submit electronic cargo manifests to Customs and Border Protection for trucks entering the United States through all ports of entry in the states of Washington and Arizona, and select ports in North Dakota. The information will be submitted through the automated commercial environment, or ACE, which CBP touts as its next-generation technology to track and process truck cargo.
ACE currently is deployed to 49 ports and ultimately will be at all 99 land-border ports. CBP intends to make it mandatory for the trucking industry to use ACE starting in 2007. The system will be expanded in coming years to process air, rail and sea cargo.
ACE is scheduled to be fully deployed by 2011.
National average diesel fuel price in the U.S. on 12-4-2008 is $2.515. 2008 average prices peaked at over $4.70 in July.
Soaring diesel fuel prices amid a continued weakness in freight volume made 2008 one of the worst years ever for the U.S. trucking industry, with little relief seen in 2009.
Railroad carload volumes were at record levels in 2006, near record in 2007, declined 16% 2008, and declined 20% in the first 6 months of 2009 Over 3,000 trucking companies, mainly small companies and owner-operators, went out of business
Problems in financial markets impact borrowings for new equipments and infrastructure improvements
People don’t have any fucking respect for Truck Drivers. First of all how do you think everything gets to the stores from the warehouses/factories? Most of these men and women leave their homes for months on end and drive OTR (overtheroad). These people leave their families and go make money,…
Truckers that have a Body Mass Index of 35 or more are going to be hunted down in the name of the 2012 Sleep Apnea witch-hunt. If you are a male trucker with a BMI of 35 or more, are over 45 years of age, snore, have high blood pressure and are Hispanic or African-American…