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Contraband - Mexico - Mexican car industry resists

Manufacturers and distributors of trucks and buses, on Tuesday denounced the plan to forgive illegally used vehicles imported from United States of (NA).

Mexico, DF, MEJ, Associated Press 08.09.2005

The appeal of nine industry associations came as Congress considers a new amnesty to an estimated over 2 million illegal vehicles-known in Mexico as "chocolates" - which entered the country under temporary permits, or in parts, and remain without paying taxes or complying with the rules of the road.

Political pressure has previously forced officials to legalize such vehicles more than a dozen times, and in recent months, lawmakers were pressured by protests and crippling Caravan the tránsito.Los industry representatives said another amnesty for vehicles exacerbate a vicious circle, which floods the Mexican roads with unsafe vehicles, high contamination, which discourages honest manufacturers and dealers of transport. "A car is smuggled into our country and pays nothing (in taxes). It costs 3,000 to $ 5,000. And the failure sends to anyone who thinks that the law exists in this country," said Elias Dip, President National Confederation of Private Transporters in a press conference.
"The advantage may be to some, but the threat is to a large majority," added Dep.
industry groups estimate that about 100,000 trucks and 20,000 buses illegal, about 25 percent of the national fleet, currently circulating in the Mexican roads.
The industry is promoting a credit plan that rewards the owners to withdraw their aging vehicles. But only 1,000 vehicles, approximately, have been removed under this plan.

Juan José Guerra, President of the National Association of Manufacturers of Buses, Trucks, Tractors and trailers, said that better funding is needed to help the Mexicans to stay away from illegal imports.
"They will not be able to live well given how costly it is to maintain" Used truck, illegal, said Guerra. "The challenge is finding financing schemes and the necessary guarantees so that everyone has access to an efficient truck, new or used." Smuggling vehicles can be captured and destroyed by police, and drivers now face criminal penalties according to the Supreme Court decision in June. But that has not stilled the demand for these vehicles, said Eduardo Arreguin, Chair of the Transport Division of the Automobile Dealers Association of Mexico.

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Drivers say the new rules are pros and cons
RACINE COUNTY, USA-By Robert Gutsche Jr - As a truck driver, Anthony Mix worked about 48 hours a week near his home. It carries all through the Midwest, including Milwaukee beer. And several times a month, toward the end of his eight-hour drive, sleep in his bed behind the driver's seat in a parking lot along Interstate Racine County. Before he and other truckers could split the eight hours of sleep required by the federal government, through the day, but at the beginning of October will take 10 consecutive hours between each driving time. Rules for drivers

New rules now in controversy, let the lead truck runs 11 hours a day, an hour before, and also allowed the drivers to work 77 hours a week, up from the previous 60 hours. But it is the how and how much sleep truckers, industry discussions. The mixture is what they like. "Before I could from my eight hours without any help," said Mix, a veteran of 30 years of handling Michigan. "I think now will force people to spend more time on the road." His bed was a mess, the day he spoke about the change in the regulations. He works about 70 hours a week and use their free time to sleep, read and perform a check security in its team of 53 feet long. "I think these additions are a better precaution."
But those rules to disrupt other truckers who use the truck stops in Racine County. They said they did not approve the regulations, because they limit their freedom to drive whenever and by the time they choose. "When he needs to go, the new rules will suck," the trucker Lyle Drescher, 50, of Canada. National transport associations agree on one point. "Anyone who has traveled the roads and highways of our nation, you might think that forcing tired truck drivers to stay behind the wheel longer is good public policy?" asked James P. last week Hoffa, president of the Teamsters Union after meeting the regulations. For 60 years, truckers could drive 10 hours straight. Since 1 January 2004, the Federal Motor Carrier Safety rule changed to allow another hour behind the wheel. A federal court, however, rejected the changes.
Last week, the agency truck safety review announced that a rule would allow the big teams will roll 11 hours, three hours longer than they should according to safety advocates. Defending the change Annette Sandberg, chief of the Federal Security Administration of Motor Carriers, said the new rule is based on more research and was designed to reduce the number of crashes caused by fatigued drivers.
"Research shows that this new rule will promote the health of drivers and the safety of our roads," according to Sandberg, adding that the rule requires drivers to take at least 10 hours rest between shifts, two more than before and reduces the maximum work of 15 to 14 hours.
But Joan Claybrook, president of the safety group Public Citizen, said drivers can drive 20 percent and 30 percent spend more time working under the new rules. And he added that according to your agency's data, deaths resulting from collisions of large equipment are up 3.1 percent comparing 2003 with 2004.

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Coimas? ... - Germany - Daimler facing the SEC to prove its truck sales to Iraq

RUdeGB-Evening Standard, by Allan Hall -10 August 2005: - The Security Exchange Commission (SEC), the financial watchdog (the U.S. of N.) America is probing the sale of DaimlerChrysler Actros trucks in connection with the scandal of the agenda of the UN "oil for food", as it was known today.
According to the magazine "Stern", Iraq in 2002 had ordered 150 of these vehicles, 50 of which were delivered via Moscow. The Russian branch of Daimler sold the company the Russian Engineering Company, which in turn sold them to the Iraqi state GAMCO.
Daimler said yesterday: "We are working in this area along with the SEC and endorse the results of our investigations."
are under investigation whether DaimlerChrysler deliveries to Iraq under Saddam Hussein violated the laws against corruption in the U.S. The SEC has required the bank records and documents of the car. The "oil for food" of the UN, designed to allow Iraqis access to food, despite the strict UN sanctions, was in operation from 1996 to 2003. Since
has been under fire for the widespread corruption in their lists. The charges ranging from money laundering, to returns, and conspiracy.
Yesterday, a leading figure in the program, Alexander Yakovlev, admitted money laundering and other charges. An independent panel led by Paul Volcker, former chairman of the Federal Reserve Bank of the U.S. of NA, also accused the former head of the program, Benon Sevan, of receiving returns.
All sales under the oil-for food "was first adopted by the UN after the company's Geneva-based Cotecna then arranged the shipments and payments.
A German businessman told Stern that Cotecna was a "bottleneck" in the transactions, and companies that often had to stand in line for the execution of their contracts. Reportedly, companies could "buy" their position in front of the line.
The SEC wants to know if DaimlerChrysler could also have paid a bribe to move to the top of the list. Since DaimlerChrysler is listed on the NYSE, the SEC can investigate the automaker even a German company.
Research is not the only headache for the firm, whose chairman and chief executive Jurgen Schrempp said last month that he would be retiring. Also the company
has been beset by issues regarding the quality and reliability of its range of Mercedes.
The list of German corporations involved in scandals is growing - BMW, Infineon, Volkswagen, Commerzbank - long after the SEC announced its investigation of DaimlerChrysler in possibly corrupt deals

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BUS TRIP - Colombia: Hold on!

Bus Travel in the streets Colombia, proves to be a game of survival and adventure for a young visitor.

If you watch the news, you've probably heard a lot about the problems of Colombia. This country has its traditional issues, such as trade in drugs for the mafia and its famous cocaine industry in the world. But there are problems smaller, less visible, which can make you know the country. I'm talking about the "war of the cents." Term used to describe the situation in which there are public transport workers, while trying to "scrape" their livelihoods in the dirt, smog, the stones, and dangerous private car drivers, all of which makes it challenging the culture of city traffic.
All public transport workers, including drivers of taxis, buses, and minivans registered, they are combatants in the war of the cent. All this because no one gets in this area will pay a fixed salary for hours worked. They get a commission paid by the number of passengers to rise. These workers, hungry, poor, have to work 12 to 16 hours a day, to have, barely enough money for monthly bills, and spend a few hours a week with their wives and children. So to compete, because their bread is on the sidewalks, in waiting to get on the first bus, taxi, or collective. It is quite worrying to see these vehicles, large and small, especially buses, literally compete on the streets and roads, desperately trying to get a pull up a gear, just to stop at the next stop one block down the street. I imagine he has seen cars cross the freeway, but have seen somewhere that provided school buses cross, or stopping cross repeatedly throughout the day in a busy downtown street?
Buses are a story in themselves. Have the form of American school buses fully colored and color names, neighborhoods, food and animals. Names such as Calypso, Toucan, the Fields of Sugar Cane, The Blue Plate, The Creole and Red, and other interesting names.
When you upload has to pay directly to the bus driver, which is expected to count the money to secure the amount correct, and you back the change if appropriate. Then walk through a rotating pinwheel to take into account the number of passengers. This is how the driver gets paid. Now if you do not have enough money, you can always offer to take the driver and jump over the turnstile, or climb back. Once I saw 20 teenage boys go for 5,000 pesos, when the normal travel costs 1,200 pesos per head. If you pay
feel, or is held stationary, and pleads for her life, because now in the middle of a war. The ride is always uneven, due to poor roads, and worse, if sitting in the back of the bus, come down with bruises insurance in your butt,
The peak hour traffic at the end of the workday, show complete buses full of passengers standing. Steep and abrupt stops to pick up passengers, it is that, while the hips left and right range, their hands grasping the handles tightly. I never used these out there. I constantly felt the urge to shout: "you are wrong man!", Or "What's wrong man?" Before walking off and happy to be alive. Bus Accidents happen all the time. On December 24, two intercity bus collided head. One tried to pass a car on a two-way street. Both were complete. Twenty-three lost their lives, and 50 people were injured.
But buses are not all bad news. In fact, they are a vital source of employment for the poor vendors. People, especially young men, who often ask the driver permission to sell some smaller products, sweets, incense, keychains, pens, and entertainment magazines. A man walks around the crowded hall, give a fiery speech, two people only hear the front, and distribute the goods, shooting and jumping among the passengers. It is considered lucky if two people will buy and can make 200 pesos. Cent
War has created an ugly reality in the streets of Colombia. The survival mounted on a bus, literally, for the driver, passengers, and microentrepreneurs. The old women with arthritis should be athletes while crossing the street. Are civilians caught in the battle field in the urban war of the penny. By Miguel Gonzalez
, Silicon Valley Debug . February 10, 2005 .

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ENERGY - WORLD - A deepening global struggle for energy

By Michael Klare , May 10, 2005.

competitive search for oil and natural gas would inevitably send against each other, the nations that consume large quantities.

From Washington to New Delhi, Caracas, Moscow, and Beijing, national leaders and corporate executives are stepping up their efforts to gain control over important sources of oil and natural gas, while the global struggle for energy intensifies. Never has the competitive pursuit of untapped oil and gas reserves been so acute, and never so much money, as well as diplomatic and military pressure, have been deployed in the competition to gain control over foreign energy reserves. To an unprecedented degree, the success or failure of a government in these efforts are treated as headline news, provoking public outcry when a rival energy is considered a transaction benefited particular. With officials of numerous governments under pressure to meet the needs of their countries, at any cost, the battle for energy can ignite more in years to come.

This fight is being handled by a serious and unavoidable fact: The global energy sources are not growing fast enough to continue with the skyrocketing demand, especially in the United States and developing countries of Asia. According to the Department of Energy (DOE), the global energy consumption will grow 50% during the first quarter century, from 404 to 623 quadrillion BTUs, British Thermal Units, estimated per year. Oil and natural gas will be particularly in demand. Before 2025, global oil consumption is projected to rise by 57%, from 157 to 245 quadrillion BTUs, while gas consumption is projected to grow by 68% from 93 to 157 quadrillion.

appears increasingly unlikely, however, that the world's energy firms can actually deliver such quantities of oil and gas in the following decades, whether for political, economic, or geological. With prices rising around the world and serious shortages in supply, every major consuming nation is under pressure to increase or maximize their share Relative energy sources available. Inevitably, these pressures will prompt some states against others in the competitive search for oil and natural gas.

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PRESTIGE - BMW and Mercedes Benz, two Great to get better?

NEW YORK, NY, USA - Forbes, by Dan Lienert -19.05.05

The auto executives say "do not respond to a review only," especially when asked why their cars did such bad shape in a particular study on quality by JD Power and Associates.

The study measured 135 properties, across nine categories, the products of these brands, including: ride comfort, steering, braking, engine, transmission, and a wide range of quality problems reported by vehicle owners. The 2005 IQS is based on responses from more than 62,000 purchasers and lessees of new cars 2005 models, which were examined after 90 days from the date of purchase.

The study on this year, BMW improved by his elevation to third in the degree of IQS (reliability) of the mark, with 95 problems per 100 vehicles. Last year, the company was in ninth place. Mercedes took the fifth-place (along with GM's Cadillac), after finishing eighth last year.

These could be great news for both luxury brands in Germany, BMW and Mercedes Benz, considering their reputations for reliability of the vehicle are implied.

In March, Mercedes began a global recovery that affects 1.3 million cars. Consumers predicted in "degrees of reliability", and reports assigned "poor" - the lowest on its scale - the new cars Mercedes CLK-Class, E Class, S Class and SL-Class, BMW sedans and the new series 5 and 7.

But how can help IQS improvements, a brand like Mercedes, to compensate for this reputation? Will they help at all? "I think [Mercedes] probably damaged brand, "said Philip Guziec, Morning Star analyst covering Daimler, in a telephone interview." It is like going from eighth to fifth will increase sales dramatically or eliminate these problems. "In a telephone interview a BMW spokesman disagreed: "Some are good, these results., and add to it, the momentum in sales of BMW brand." Asked to switch to BMW such improvements in the IQS, the spokesman said, "I do not think can be lowered. Our commitment is total, we continue working to improve quality. "Guziec that improvements should continue.

Mercedes, is" likely to maintain or improve its quality. They knew the problem, and knew the risk to the brand. Expected to look after it and not make mistakes. "However, he said, improvements in quality could generate news headlines, but do not mean much in company funds." The effect of the title could be more significant that the real effect on drivers of cars, "concludes the expert.

One reason that the effects of the improvements might be hard to quantify is that quality improvements, such as improvements to the reputation of a company take years. As the design changes that lead years after making the decision to see the quality of vehicle and its instruments, and as changes in auto factories. Study

a new car to understand and correct quality problems can take six months to a year. Perhaps the publication of a successful test - saying "we are happy to respond to a review" - could be a necessary step for automotive executives. The acceleration in the delivery of good news, should be a priority in refinishing the tarnished images of BMW and Mercedes Benz.

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COMPARISONS - Trucking in North America and Europe

The Globalist - Washington, DC, USA

Not surprisingly, European truckers spend less time on the road than their counterparts NA U.S.. After all, no matter what your profession, Europeans work fewer hours. But a recent attempt to increase the working day Trucker USA average of 14 to 16 hours, adding two hours for breaks and other non-conductive, was upset.

Perhaps it was this another example of how Europe and the United States are spreading. In March 2005, when the U.S. Congress. NA. considered the approval of changes to the truck drivers, Horaren longer, the number of hours worked by European truckers actually decreased.

In Europe, the trucks make more than 16.5% of total road traffic, while in the EUdeNA only made 7.5% of that traffic.

current U.S. law limits the truckers work 11 consecutive hours per day, behind the wheels, or 14 hours if shifted. It also limits the number of hours that truckers can work per week at 60, at least in principle.

But the holes in the legislation allow truckers to begin a new work week after a rest period of 34 hours. This means in practice that EudeNA truckers. can spend more hours on the road, over a period of seven days.

Compare this situation leads Europeans. The European Union legislation limited to nine hours per day behind the wheel, and must take a 30 minute break every three hours. Under supervision



While EU drivers may drive 56 hours a week, can not exceed 90 hours driving time over a period of two weeks. And European trucks are required to be equipped with recorders on board to have everything under control.

addition to the legislation of EU member countries, individually, can put other restrictions on truck traffic. Many countries restrict driving: on Sundays and holidays, in case of inclement weather, high density of traffic, or smog.

A look beneath the surface

So, what is the driving force policy on each side of the Atlantic? At first glance, the differences seem to reflect different attitudes toward work.

In Europe, a truck driver pay is not tied to the distance traveled or the amount of cargo transported, as if it is in the USA.

After all, the United States is known for its liberal labor laws, while Europe, with its tradition of social democracy, tends to be more restrictive.

But the variation on the rules of working hours for truck drivers United States and Europe, is more complicated than that, reflecting a variety of differences between the two sides of the Atlantic.

These differences include the transport infrastructure, geography and road safety.

The other side of things

To start, you'd think the trucking dominates the culture of individualism, obsessive coaches, NA United States., While Europeans rely more environmentally conscious in transport by rail.

But another thing is reality. Cargo transportation by road, is actually more important in Europe than in the U.S.. Surprising statistics



There are more trucks operating in Europe, with 63 trucks per 1,000 people, compared to only 21 trucks per 1,000 people in the United States NA.

by heavy truck accidents account for 5,000 deaths annually in each side of the Atlantic. But since Europe has a higher population and more trucks, it compares favorably upon the United States.

In Europe, the trucks make more than 16.5% of total road traffic, while in the U.S. of NA, made only 7.5% of road traffic.

In contrast, the railways are a central part of the freight transport infrastructure in EUdeNA. 57.3% of total loads are shipped by rail in the U.S., while only 16% of the total charges are sent by rail in Europe.

This may be a surprise to anyone who has noticed how the passenger rail system is highly developed in Europe, compared with the United States. Parallel
metropolitan


But Europe is more urban and is more densely populated than most of the United States, and the railway is highly inefficient for the charge transport in urban areas.

In fact, in the densely populated U.S. coastal areas, traffic Truck is almost as heavy as in Europe.

But shipments from coast to coast, the United States benefit from cheaper, and safe railway system, also more efficient and more environmentally friendly. In Europe, such reliance on rail transportation is impossible due to incompatibility of systems between countries. Look at the way



Then there is the implementation of road safety. Accidents involving heavy trucks account for about 5,000 deaths annually in each side of the Atlantic. But since Europe has a higher population and more trucks on the road, it compares favorably against United States.

57.3% of all freight is shipped by rail track in the United States, while only 16% of the total cargo is shipped by rail track in Europe.

what way the EU legislation goes further, to ensure that safety is a priority? In Europe, heavy trucks are equipped with monitoring devices to speed, to ensure that drivers respect speed limits.

tighter regulation of the hours of operation, and a few hours spent on the road, which means that drivers are less likely to suffer from fatigue, one of the leading causes of crashes.

Finally, payments to drivers not tied to the distance or amount of cargo transported within Europe, as if done in the United States. So truckers have less incentive to work long hours, or break the speed limit to reach your destination. .

Finally, the transport market in the United States puts the priority on bringing goods to destination as quickly and cheaply as possible with less regard for safety or working conditions. Learning

an intriguing conclusion emerges believe it or not, but transportation offers a good opportunity to look at the differences between the U.S. and Europe.

While the United States could learn from Europe in the balance of security and lifestyle of work, the EU could learn from the United States and reduce dependence on trucks.

For now, the United States set an example when using the cheapest freight rail cleaner to move goods over long distances.

Thus, while the EU tries to balance their needs for transport of cargo with its transport infrastructure, the United States should perhaps reassess a market-based approach to charter and make safety a priority high.

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SHOPPING - CHINA: Sale shopping with a wallet full

NY, USA -The Wall Street Journal, by Henny Sender, June 23 2005

Four years ago, Goldman Sachs & Co. was trying to help PetroChina Co. Ltd., China's energy company, to buy assets of Devon Energy Corp. in Indonesia . "At that time, nobody thought we were serious," recalls Johan Levin, a director of mergers and acquisitions at Goldman Sachs in Hong Kong. Today, by contrast, "the first in any list of buyers are Chinese."

Following the revelation in the last week of the proposed purchase by Chinese companies to two U.S. companies, one in the manufacturing sector and another in the energy, now all see China's interest as something serious. And, although it may note similarities in tenders with the wave of Japanese purchases in the eighties, China's incursion by U.S. business assets and other parts of the world will be much more substantial and sophisticated.

The Chinese corporations seeking natural resources, manufacturing techniques, brands, distribution, and technology has a significant advantage: The mass access to cheap credit lines to local banks, especially the China Development Bank. Funding is not a problem.

"There are a lot of money available in China," says Fred Hu, managing director of Goldman Sachs in Hong Kong and Beijing. "No Ex-Im Bank only or Bank of Development. All commercial banks in China have a great capacity to fund businesses and are very interested in providing support to strengthen its own influence. "And it is clear that any revaluation of China's currency against the dollar would make U.S. assets even cheaper in local terms .

the late 80's, the Japanese buying spree in the U.S. quickly became a contentious issue between the two countries. But Chinese companies, recognizing his own weakness, are seeking assistance of some of the key participants sophisticated market, many of them based in the U.S. A group of Chinese companies, for example, are turning to private equity funds Texas Pacific Group, Bain Capital and Blackstone Group, to assist them to acquire as much to keep their prey.

For Wall Street, the attempt to Qingdao Haier to buy Maytag Corp., and CNOOC bid for Unocal Corp. Ltd. represent only the beginning of a wave of business in China. Huawei Technologies Co., maker of telecommunications equipment, is considering launching a bid for the ailing Marconi Corp., the United Kingdom of GB. Shanghai Automotive Industry Corp., considered the Chinese leader in car production, after buying the Korean Sanyong Motor, which specializes in SUVs and limousines may be interested in buying other automakers Specialized in Italy and Germany to strengthen the local and international market. Citic Resources, armed with a check for almost $ 1,000 million from the Development Bank of China, attempts to acquire control of Thai Petrochemical TPI. Aluminum Corp. of China Ltd., in turn, has a credit line of U.S. $ 1,000 million from the Export-Import Bank of China to buy assets and companies in the aluminum sector.

Business India, with less capital than their counterparts in China, but with powerful allies, following the same path. Indian manufacturing companies become interested, or to purchase assets from U.S. textile companies weakened, in the case of Wespun India Ltd., a Spain bus manufacturer, Tata Motor's recent white.

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TRUCKS - World - Upload the economy, sales grow

When car buyers are looking closely at the fuel prices, truck sales, especially for freight transport over long distances or heavy loads are increasing.

This is because the output of these teams has its own cycle which is directly proportional to economic cycles, the higher growth, higher sales, regardless of other factors including the cost of fuel. This will

the following figures from the U.S. market, which show the former assertion.

sales of large trucks in the three previous years to 2004, were slow. The increase in sales since 2004, so far has been impressive.

first-quarter figures: Manufacturer

1st. 1st quarter 2005. Climb in% Quarter 2004 Freightliner
17.523 13.333 3.296 2.612 31
Sterling Western Star
26 37 603 439 Total
Freightliner 21 422 16.384 31
Paccar 11,988 8,865 35
Volvo 6,279 4,382 43
Mack 5,603 3,569 57
Total Volvo 11,822 7,951 49
International 10,566 6,748 57
Grand Total 55,798 40

39.948 Source: Automotive News
In total 56,000 vehicles sold during the first three months of 2005 compared with 40,000 sold during the same period last year. If this continues, it could be a record year record, although much remains to be done. Look

figures, 2000 was a record sales cap for Class 8 trucks, vehicles

Total Year 2000
212.000 146.000 2001 140.000 2002

2003

2004 203.000 142.000 Source: Automotive News

As for smaller, medium trucks, those business units that we move around our cities, also are selling better this year, though not as large trucks. 58000 medium trucks were sold in the first quarter, a rise of 8%.
EudeNA sales grow, celebrate in Europe

Ironically, what appears to be an American vehicle business is now dominated by Europeans.

DaimlerChrysler of Germany owns Freightliner, which includes brands Sterling (formerly Ford) and Western Star Volvo is Swedish but is now unrelated to the operation of Volvo cars was bought by Ford Motor few years ago. And Mack, the bulldog, was bought by Renault of France and then sold to Volvo of Sweden.

The two remaining companies are owned by American International, which is part of Navistar International, Illinois, and Paccar, including Kenworth and Peterbilt lines. The transportation business has endured some parts shortages, and even drivers, but not enough to cause serious problems for manufacturers.


problematic points of the emission standards are hiking again in 2007. All these vehicles have diesel engines, and the pressure comes from many sides for reducing diesel emissions. But this means probably another good year in 2006, as carriers purchased in advance in anticipation of price increases that come with the cleanest engines in 2007. Such advance purchase, if they occur, could lead to a decline in sales later in 2007 or 2008. Truck Engines



Another point of interest is what can make the business Freightliner motor. In Europe, manufacturers of trucks as the automakers are generally built their own engines. In the United States of NA., customers choose the engines in their Class 8 equipment. Manufacturers typically offer diesel engines made by Caterpillar, Cummins or Detroit Diesel.

Detroit Diesel was once part of General Motors, but is now owned by DaimlerChrysler, like Freightliner, the dominant manufacturer in large teams. Although Daimler says nothing of this, there are rumors in the industry that your goal is to connect its drivers and trucks to eventually make Detroit diesel engines exclusively for Freightliners. That would be a serious attempt to change the way in which Americans buy their heavy trucks. International

, apparently anticipating the movement of DaimlerChrysler, stopped to offer their trucks to Detroit for diesel engines. Instead, it is installing diesel engines from other independent producers and is also working with Mann, the German manufacturer of engines for an engine design.

The source of the motors can complicate the industry in the future.

But now, it looks like a boom year, and maybe even a record year for major equipment manufacturers.

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WORK - EUdeNA and CANADA - MISSING TRUCK DRIVER (6)

REASONS?
shortage of truck drivers never came as some thought. drivers demand is greater now than ever. Long distance transport, low paying, eat poorly, are long hours away from family and an industry that has deceived his labor has often created a suspicion among many drivers. A greater demand for truck drivers like never before meant that drivers look to trustworthy companies, other drivers got together to transport, and potential new drivers find that transport is no financial reward they are seeking.

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WORK - EUdeNA - MISSING TRUCK DRIVERS (5)

Barr-Nunn increases, payments and benefits

USA - eTrucker, by Lance Orr-May 20, 2005 - Barr-Nunn increased his pay package-on-the-road driver . The
Drivers with 1-6 years of verifiable experience (OTR), now make 39 (U.S. $) cents per mile. The driver with 1-3 years of experience were 37 cents per mile, and 4-5 years of experience were 38 cents per mile. The driver with seven or more years of experience (OTR), now 40 cents per mile will . Barr-Nunn previously paid 39 cents per mile. Also, drivers now earn 1 cent per mile as a contribution 401 (k) of Barr-Nunn, in addition to payment. The maximum pay was also increased a penny to 45 cents per mile. OTR drivers currently those that paid less than new amounts were increased automatically by Barr-Nun. Barr-Nunn
also added PrePass Plus to its list of benefits. This will replace the E-ZPass transponders. They allow drivers to stop and pay bridge tolls electronically. Are free to all current drivers of the company, current owner operators, and new drivers of the company. The new owner-operators pay $ 3.25 per week for the first six months, for more PrePass service, six months after Barr-Nunn will pay the entire cost.

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increases in payments do not solve problems of recruitment and retention of drivers

USA - eTrucker, by Lance Orr - May 2005: - Raise the wages of driver does not solve the problems plaguing the industry: recruiting and retaining drivers, as the panelists agreed on 25 May at Randall Carrier Spring Symposium, held in Tuscaloosa, Alabama.
"There is much more than money," said Kevin Burch, president of Jet Express. The guidance and counseling programs for the company as well as personal care, retain drivers. "People want to know that it is important, and not just a number," for the company. Employers should remember
that truck drivers are people, also said Paul Williams, president of Wooster Motor Ways, which has relatively low turnover of drivers, between 31 and 32 percent. Wooster gives its drivers a day in four work to spend with their families, provides a bonus of $ 500 in savings for their children, and pay phones for drivers, so they can stay in direct contact with loved ones. Wooster also holds a four-day orientation to fully explain the new transport business drivers.
The drivers learning basic business practices, it is important to keep in the company and industry, said Sherry Bass, head of capacity development for CRST Malone. For example, how fuel surcharges work must be fully explained, so that recruiters and drivers to understand. Transport Marsten
highlights the importance of exit interviews to learn what caused the driver to feel dissatisfied with the company, according to Jill Larson, director of recruitment. "It helps to restructure and provide more dedicated and regional transport," said Larson . The interviews also allow the company to judge whether the driver is future potential re-employed. "With a rotation 60 percent, the returns are important, "she said .
Wooster also conducts exit interviews and continues with a call to see if the driver is happy with the new company. Returns are important, he said, but Wooster re-employed a driver only once. "I think a revolving door policy is bad business," said .
None of the panelists thought that the raw procurement were good, they encourage drivers to jump between companies and drivers do not help financially, because the money lost in the crossover period between jobs is more than the premium. "If you change jobs more than once a year, you're dead anyway," said Bass . These premiums add to the industry a bad image, added Williams, "Now we are paying for robbing each other drivers?"
Instead of money to sign the contract, all members of the panel supported the use premium shipping.
Job fairs are good places to find drivers, Williams said, "paid $ 2,500 in one and get to 80 applicants."
If drivers do not have to be 23 years old, most people would think to become conductor, said Burch, "Which other profession you have to wait 23 years to get into? Why do we have to wait until they get old and bad habits? ".
introduce more minorities and women in the transportation could help solve the problem of recruitment, but only in certain areas of the country, he added Burch, " in Florida , Arizona and New Mexico Hispanic population is good, and can be recruited, but in Dayton, Ohio, chances are not good. "
More women do not fall in transport, because their comments are not heard by people in industry, said Bass, "Manufacturers sometimes ignore what women want on the trucks," adding that she could not reach the pedals when she learned to drive a truck in the late '80s.

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WORK - CANADA - MISSING TRUCK DRIVERS (3)

Ontario requests Migration Program to bring drivers

TORONTO, Canada-Today 's Trucking-May 10, 2005 - Trucking Association Ontario-OTA-, is inviting the government to join Ontario on the most other provinces in the launch of a Provincial Nominee Program for Immigration-PNP.
In two strong letters to the Federal Minister of Citizenship and Immigration, Joe Volpe, and Prime Minister of Ontario, Dalton McGuinty, written by OTA President David Bradley, asked the two levels of government to consider such a program, which would make it easier to immigrate to foreign truckers and working as truck drivers in Ontario.
OTA states that Ontario is one of if not the only province in Canada, which has no related PNP program.
provincial nomination programs-PNP - such as Alberta, Saskatchewan, and Manitoba, take temporary foreign drivers and expedite their use in Canada through the recruitment of workers foreigners and a temporary work permit. Once placed in these provinces, the worker, with the help of the PNP and the new pattern, you can then ask the federal government for permanent residence. processing time of visa PNP takes six months to a year, while it could take 2 to 6 years if Citizenship and Immigration Canada control the whole process for some immigrants.
Without provincial programs, truck drivers recruited from overseas do not qualify for direct federal selection for permanent residence because they are not qualified by the Federal Government as skilled workers.
To recruit foreign drivers in Alberta for example, potential employers must have demonstrated efforts to hire Canadians, cover all recruitment costs, pay off the employee air travel, and provide health coverage for workers and their families, until the worker is eligible for provincial health insurance.
In his letters, Bradley said that Ontario is facing a shortage of 15,000 to 20,000 drivers a year for the next five years, at least.
However, the transport industry in Ontario is currently warns drivers to bring foreign coach because, despite the overwhelming need for new drivers, and "for reasons that defy logic, truck drivers are not judged as a skilled occupation, for immigration purposes. "
Bradley concluded his letters requesting meetings with Volpe and McGuinty to discuss this further.

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WORK - EUdeNA - MISSING TRUCK DRIVERS (2)

Shipping Industry has a shortage of 20,000 drivers would rise to 111,000 in 2014

Alexandria, VA, USA - eTrucker-May 25 2005: - The industry of transport of heavy loads and long distance in EUdeNA is experiencing a national shortage 20,000 truck drivers, according to a new analysis of the American Trucking Association reported today "USTruck Driver Shortage Analysis and Forecasts" .
The forecast is a report on the present and future of long distance drivers, predicts that the shortage of truck drivers long distance will increase to 111,000 by 2014 if current demographic trends stay their course and if the hand of total work continues to grow at a slower pace.
said the ATA President and CEO Bill Graves: "The driver market is the most difficult in 20 years and a substantial limitation on the amount of charge carriers can carry. It is critical to find new ways of working, increase wages and recruit new people for the industry to maintain our national economy moving. " Of the 3.4 million drivers on the road, 1.3 million are long-haul truckers, the segment most severely affected by shortages. Although the current shortage to be set at 20,000 drivers, it seems larger to the industry due to the high degree of "agitation" among drivers who move on boot loader. The largest truck carriers reported a number of changes in company 121% year past.
If current demographic trends continue, the supply of new truck for heavy loads and long distance will grow at a rate just 1.6% annually over the next decade. But Global Insight economic consulting firm that conducted the study for ATA, predicts that over the next 10 years, economic development generates a need for average annual increase of 2.2% in drivers of heavy trucks for long distance, or 320,000 full jobs. Other 219,000 must be found to replace drivers 55 and older who will retire in the next decade, putting total expansion and needs replacement drivers 539,000 jobs, an average of 54,000 new drivers per year for the next decade . drivers left the transportation industry long distance after average weekly earnings go down 9% below average construction during the recession of 2000. Wages have drivers could not recover pre-2000 levels when they were on average 6 to 7% higher than construction wages. The lorry drivers also cited extended periods away from home and unpredictable schedules as reasons to move to other occupations.
At the same time, the industry also is challenged with finding qualified drivers. Many trucking companies reject a high percentage of driver applicants because they lack qualifications. These challenges increase in years recent because the industry tightened its security measures.
The driver shortage comes as the trucking industry is hauling more freight than ever. It is expected that the total annual tonnage hauled by trucks to increase to 13 billion tonnes by 2016 from 9.8 billion tons in 2004.
"It's a favorable market demand for us," Graves said , "only that the possibility of increasing the capacity of trucks is based on the market's ability to find drivers. A tight driver market will maintain a tight capacity. "
ATA said it will be harder to find drivers in coming years because of adverse demographic trends limit the size of the supply of workers who hold jobs traditionally driver. For example, one fifth of all heavy truck drivers are 55 or older. Replacements must be found for almost all of these, because only a small fraction of heavy truck drivers work past age 65. The ability to replace these drivers will be worsened by the poor growth of new entrants to the workforce, which is expected to decelerate after 2007 from a 1.4% annual growth of only 0.5% in 2014. More importantly, the number of men between 35 and 54, they do demographically a first-time drivers, will be flat or declining over the next 10 years.
To increase the supply of drivers in the nation, the industry will increasingly need to plan on a larger percentage of women and minorities. Women currently represent 5% of truck drivers. African Americans represent 11.7% of long distance drivers and Hispanics account for 9.7% of drivers transcontinental sector.
If the transport industry to attract more drivers to match its growth projections for the next 10 years will require a minimum level, the return to the wage position that prevailed in the 90's. Currently, weekly earnings in long distance transport are 1.5% below the average of the construction. The industry must also address the quality of lives of drivers, including time of stay home and flexible hours.
ATA is a national trade association for the trucking industry, a federation of state associations, conferences, and affiliated organizations of transport, including more than 37,000 members, truck loaders, and representing every type and class of carriers in the country , before Congress, the courts and regulatory agencies.

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REPORT - EUdeNA - growth in the deficit of truck drivers (1)

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OUTLOOK - TRUCKS - GLOBAL MARKETS - Upload the economy growing truck sales

When car buyers are looking closely at the fuel prices, truck sales, especially for freight transport over long distances or heavy loads are increasing.

This is because the output of these teams has its own cycle which is directly proportional to economic cycles, the higher the higher sales growth, irrespective of other factors including the cost of fuel. This will

following U.S. market figures, which show the former assertion.

sales of large trucks in the three years prior to 2004, were slow. The increase in sales since 2004, has been impressive.

first-quarter figures: Manufacturer

1st. 1st quarter 2005. Climb in% Quarter 2004 Freightliner
17.523 13.333 3.296 2.612 31
Sterling Western Star
26 37 603 439 Total
Freightliner 21 422 16.384 11.988 31
Paccar Volvo
6.279 8.865 35 4.382 43 3.569 57 5.603 Mack

Total Volvo 7.951 11.822 49
International
57 10.566 6.748 55.798 39.948 Grand Total 40

Source: Automotive News

In total 56,000 vehicles sold during the first three months of 2005 compared with 40,000 sold during the same period last year. If this continues, it could be a record year record, although much remains to be done. Look

figures, 2000 was a record sales cap for Class 8 trucks, vehicles

Year Total 2000 2001 140 000 212 000


2002 2003 142 000 146 000 203 000

2004 Source: Automotive News

As for smaller, medium trucks, those business units that we move around our cities, also are selling better this year, though not as large trucks. 58000 medium trucks were sold in the first quarter, a rise of 8%. Sales

EudeNA, fruition in Europe

Ironically, what appears to be an American vehicle business is now dominated by Europeans.

DaimlerChrysler of Germany owns Freightliner, which includes brands Sterling (formerly Ford) and Western Star Volvo is Swedish but is now unrelated to the operation Volvo car which was bought by Ford Motor few years ago. And Mack, the bulldog, was bought by Renault of France and then sold to Volvo of Sweden.

The two remaining companies are owned by American International, which is part of Navistar International, Illinois, and Paccar, including Kenworth and Peterbilt lines. The transportation business has endured some parts shortages, and even drivers, but not enough to cause serious problems for manufacturers.

problematic points

emission standards are going to walk again in 2007. All these vehicles have diesel engines, and the pressure comes from many sides to reduce emissions of these drivers. But this probably means another good year in 2006, as carriers purchased in advance to anticipate price increases that come with the cleanest engines in 2007. Such advance purchase, if they occur, could lead to a decline in sales later in 2007 or 2008.

Another point of interest is what you can do the business Freightliner motor. In Europe, manufacturers of trucks are like the automakers, they usually built their own engines. In the United States of NA., Customers choose the engines in their Class 8 equipment. Manufacturers typically offer diesel engines made by Caterpillar, Cummins or Detroit Diesel.

Detroit Diesel was once part of General Motors, but is now owned by DaimlerChrysler, like Freightliner, the dominant manufacturer in large teams. Although Daimler says nothing of this, there are rumors in the industry that your goal is to connect its drivers and trucks to eventually make Detroit diesel engines exclusively for Freightliners. That would be a serious attempt to change the way in which Americans buy their heavy trucks. International

, apparently anticipating the movement of DaimlerChrysler, stopped to offer their trucks to Detroit for diesel engines. Instead, it is installing the engines other independent producers and is also working with Mann, the German manufacturer of engines for an engine design.

The source of the motors can complicate the industry in the future.

But now, it looks like a boom year, and maybe even a record year for major equipment manufacturers.

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In this case if the theory has been given the spill. The rise

international trade, especially in the countries of Southeast Asia, is added the existence of a positive cycle in the high prices of agricultural commodities and livestock, the main domestic production, which has given rise to planting and harvest records.

And fulfilling the thesis mentioned above, or if you want the cycle of good times, this incident, although there are no reliable statistics on the increase in sales of medium and large teams for the transport of cargo.

But one of the main complaints of producers of raw materials and products, is that the high transport costs in their goods, meaning approximately 20% of the sales price, you add the lack of infrastructure, roads conditions, silos, and maintenance of existing routes.

Therefore, if not to take this cycle will probably fall in frustration that means not taking advantage of it to increase infrastructure facilities are always necessary for a country develops.