Transportation Tomorrow

The best keeps getting better. YRC, Yellow Transportation & Roadway, continues to improve the award-winning tools on my.yrc.com, based on your input and changing needs. Our latest online enhancements include updates to the rate quote tool. We’ve made it easier than ever for customers who have LTL pricing to get a freight quote online, even if they don’t have expedited pricing.

How does it work? Simple.

Login to the secure my.yrc.com, and obtain your specific rates by clicking on “Your Tools” and then selecting “Rate Quote.”

We’ll use your LTL base pricing as a starting point, and determine the quote based on the level of precision and speed needed. You’ll just need to provide basic information on the shipment and click “Request Quote.” Rates provided will include standard, guaranteed and several expedited options.

In addition to simplifying the expedited pricing process, we’ve added features to the rate quote tool, rate quote file folder and pickup tools to make transportation management more efficient. New options include the addition of CTN (carton) as a piece-type selection on the rate quote tool; new filter and sort capabilities for rate quote file folder inquiries; and the ability to search quotes by service type for booked quotes.

Charter operators primarily operating on holiday routes also offer freight capacity, like 2nd day air freight principally to forwarders, usually through General Sales Agents (GSAs). Charter airlines generally use airports outside of London Heathrow. They are now offering the capacity to carry large quantities of cargo. In the main, General Sales Agents offer the cargo space for sale on behalf of the charter airlines. The operations are based on leisure travel and cargo has a very low priority for loading. The services are unstable as schedules are dropped or reduced in the winter months; or services are re-routed or combined depending on demand. In addition, the routes are often not main cargo routes. Generally, the charter airlines view the cargo revenue as supplementary to their main passenger business and there is therefore little long term investment in air freight.

Scheduled operators provide air cargo capacity principally in the belly holds of passenger aircraft, although some also operate freight-only aircraft like DB Schenker or BAX Global. They principally contract with freight forwarders and express operators (including integrators).

It is widely recognised that most of the worlds air cargo is carried in the bellies of passenger aircraft on scheduled services. Boeing calculates that 70% of cargo is flown in passenger aircraft while the remaining 30% is carried by all cargo aircraft.

The integrator will receive the second day air freight as a consignment into its system and depending on the final destination; fly it from its regional sub-hub or from a city’s gateway.  One of the marketing features of the integrators is that they collect the goods and deliver them to the final destination, providing all the links in the transport chain, controlling the change of mode and offering a comprehensive information flow along with the physical transport of the goods. Sophisticated information systems are required to do this. On the other hand, whether a logistics provider or a forwarder is used, there are more links in the chain. Sometimes the goods will be consigned to an airline, handled through a transit shed (which may be within the airlines control or a separate company) and if not flown from that airport, taken by an airline trucking company to fly from a gateway airport. Cargo may be moved via a cargo wholesale agent through that company’s hub before being handled through a transit shed and then carried by the airline. A large proportion of air freight is moved by the forwarder, like BAX Air Freight, through its consolidation center before being given to the handling agent and then carried by the airline.

It is known that a significant proportion of air freight is trucked from the regions into the gateway airports both by forwarders moving freight to their consolidation hubs and by airlines as a direct substitute for flying out of a regional airport.  In the case of the main European carriers, it is common for freight to be trucked directly to their main hub on the Continent where it would then be loaded for onward movement on one of their long haul flights. The reverse will happen for imports into the UK. In the same fashion, British Airways will truck cargo inwards from the Continent to help fill its long haul flights from Heathrow.

Whether you’re preparing your first exhibit shipment or your 101, there’s peace of mind in working with experts. YRC delivers confidence with the proven expertise of our national trade show team.

YRC brings you:

• On-site assistance at most major shows in North America
• Round-the-clock availability for expedited and guaranteed services
• Our unique Sealed Exhibit™ protection for tamper-proof shipping
• Experienced help with move-in and move-out
• Real-time shipment tracking

Ensure exhibit success. Specify Yellow Transportation as your transportation provider.

YRC is the only provider in the industry to offer an inbound guarantee at no additional charge.

As a longtime Yellow Transportation employee, Jeanette Sanders was pleased this past year when YRC Worldwide proved the skeptics wrong, succeeding despite all the doubts. As a professional dockworker, she knows just how that feels.

Vic Terranella, president of Local 41 in Kansas City, was working at Roadway 23 years ago when Sanders walked onto the docks.

“When Jeanette came on, being a woman in a predominately male environment, there was a concern that she wouldn’t be able to pull her weight,” says Terranella. “She immediately proved that she could and she would. She earned respect from the guys real quickly. She proved the people who had doubts wrong.”

Last Friday, she proved her staying power. Sanders became the first woman dockworker for an LTL company to reach retirement as a member of Local 41.

Frank Zitnik, YRC regional service center manager in Kansas City, says Sanders’ longevity in this physically demanding profession stemmed from a day-to-day focus that delivered confidence.

“Jeanette was steady, consistent and dependable,” Zitnik says. “You knew you could count on her.”

Sanders says she was began the job well aware of the challenges and determined to succeed.

YRC Worldwide is helping companies achieve their sustainability objectives by reducing our CO2 emissions by a million tons per year. No simple task, but part of our commitment to protect and preserve the environment. In recognition of our Destination > Green initiatives, Inbound Logistics magazine selected YRC Worldwide as one of its 25 Green Supply Chain Partners.

Inbound Logistics created the list this year to recognize companies that are green innovators, and to provide an example to other shippers. They picked companies based on their ability to create value in the supply chain through sustainability and efficiency.

YRC Worldwide made a strong commitment to sustainability through a strategy of emission reduction and fuel efficiency that allows us to protect the environment while optimizing our resources. Several initiatives are under way that make our strategy a reality. Get a freight shipping quote.

Freezing temperatures couldn’t keep a team of 27 runners from hitting the pavement earlier this month at the Memphis Grizzlies House 5K in Memphis to raise money for pediatric cancer research and treatment.

Dubbed “Team Shae” in honor of the late Shae Pierce, grandson of YRC Worldwide retiree John Bloom, the group consisted of current YRCW employees and families, YRCW customers and Pierce family supporters. The group was led by YRCW President and Chief Operating Officer Tim Wicks, who was in town to meet with a group of Memphis area customers. Being an avid runner, Wicks appreciated the opportunity to stay on and participate in the race.

“Every day, in big and small ways, the employees of YRC Worldwide demonstrate a remarkable spirit and truly genuine concern for people,” said Wicks. “While the first order of our business currently is “the business,’ Saturday’s charity race and efforts like it underscore the role that we play in our communities as well.”

Team Shae was organized by Judy Little, corporate account executive–Yellow Trucking. The Memphis Grizzlies House 5K was one of four races that day supporting the St. Jude Children’s Research Hospital. Collectively, Team Shae has raised more than $4,515 and donations continue to come in. St. Jude Children’s Research Hospital has raised more than $1,652,000 as a result of Marathon Weekend efforts.

“I’m so proud of our team and the fact that, together, we really can make a difference in the lives around us,” said Little. “Shae’s family is so appreciative of the support our YRC Worldwide team has shown in memory of their son and children everywhere dealing with pediatric cancer.” In 2000, Shae was diagnosed with Myelodysplastic Syndrome (a rare bone marrow cancer). He received a bone marrow transplant in early 2001, but developed complications a few months later and passed away on March 20, 2001 at age 4.

YRC filed Form S-4 with the SEC regarding the note exchange offer announced last week. The filing marks a critical juncture in the implementation of our self-help plan. It will remove significant debt of nearly $537 million from our books. It will improve liquidity by allowing access to $106 million in credit, and defer interest and fees of around $25 million per quarter under the terms of the new bank agreement we announced last week.

In exchange, note holders will receive shares in YRC Worldwide representing around 95% of the equity in our company. The offer does dilute current shareholder value–including the value for our employee-owners. However, removing the debt and improving liquidity opens the door for growth in value as we complete our financial turnaround and focus squarely on the future.

Diluting the value of current shares also leads to understandable fluctuations in our stock price. It’s important to remember that the stock price is not an indicator of our liquidity or our ability to serve you.

In addition, the SEC filing states that if we are unable to complete the exchange offers and address our near term liquidity needs as a result of ongoing discussions with our lenders, the Teamsters and the multi-employer pension funds that provide retirement benefits to our union employees, we would then expect to seek relief under the U.S. Bankruptcy Code. Keep in mind: That wording fulfills our obligation to disclose risks to our investors. We have confidence that our note holders understand the value of our company and will exchange their notes. Action in the bond markets supports our confidence: The trading value of these bonds increased after we announced our intention to launch the offer.

While our note exchange offer is open, there will be noise in the marketplace and ratings changes. Based on industry history, we went into this expecting temporary credit rating downgrades during the offer period. That action is typical and doesn’t impact our ability to continue providing uninterrupted, unparalleled service. It is basically a ratings formality - one that we expect to be followed by another ratings review once the exchange offer is successfully concluded.

YRC Worldwide Inc., a Fortune 500 company and one of the largest transportation service providers in the world, is the holding company for a portfolio of successful brands including YRC, YRC Reimer, YRC Logistics, New Penn, Holland, Reddaway and YRC Glen Moore. Building on the strength of its heritage brands, Yellow Transportation and Roadway, the enterprise provides global transportation services, transportation management solutions and logistics management. The portfolio of brands represents a comprehensive array of services for the shipment of industrial, commercial and retail goods domestically and internationally.

In freight transportation, one of the most important destinations isn’t on a map. It’s online. Transportation management tools can make a huge difference in your day-to-day operations, and your overall business success.

Knowing that, we used the integration of our information networks and web sites as an opportunity to take good applications and make them even better. Our two YRC sites–yrc.com and my.yrc.com–feature post-integration enhancements designed to simplify your success.

For example, we’ve replaced the routing tool on yrc.com with a popular new Routing/Service Calculator. With this tool, customers simply enter the origin and destination ZIP codes for a shipment, and quickly receive information on transit days. With our Confidence Delivered^TM approach in mind, we’ve made this calculator available to all customers–not just those shipping to large retailers.

If your business does involve retail shipments, it makes sense to take a moment and register for our password-protected site, my.yrc.com. On this site, the Service Day Calculator includes “Must Arrive By Date” and Window options–features that are a huge advantage when shipping to retailers and others with tight delivery timeframes.

Registered users on my.yrc.com are also enjoying the improvements to the Bill of Lading application, notably with the new Address Book. This application streamlines data entry, making it easy for customers to keep their own address book online –adding, modifying and deleting entries as needed. The ability to save this information makes future transactions faster.

Freight shipping quote

Business Inventories declined 1%, exceeding economists’ forecasts, to $1.33 trillion, the lowest level since March 2006.
Forces that affect LTL freight rates:
Retail sales, less autos, was up 1.1% in August (including autos it was up 2.7% - analysts had been expecting an increase of 2.0%). This, being stronger than analysts had expected, suggests to retailers that the fall season might be more active than they had anticipated - which could create a scramble to increase inventory.

Retailers’ inventories decreased 1% after a 1.2% drop the prior month. A Commerce Department report showed retail sales surged 2.7% in August, exceeding forecasts and the biggest gain since January 2006. Retail inventories account for almost 33 percent of all business inventories. Factory stockpiles fell 0.7% and inventories at wholesalers dropped 1.4% in July.

The ISM shows that manufacturer’s inventories and their customer’s inventories are far too low right now. Concerns linger over having too much inventory on hand after the Q3-Q4 Peak season - which has most manufacturers going into the peak season much “lighter” than normal. An unexpected bump in demand would create a scramble scenario to replenish inventories before the fall selling season is over.

Business sales rose 0.9%, resulting in an inventory to sales ratio of 1.38 in June compared to 1.26 in the year-ago period. The stretch of declines in business inventories is the longest since 2002. At these levels, it would take 1.36 months to deplete stockpiles at the current sales pace, the fewest since October 2008 and down from 1.38 months in June.

The price of oil has inched upward to trade just above $81 per barrel, despite a rise in oil supply inventories in the US driving up freight rate quotes and truck shipping rates

Typically, when oil supply increases–it brings with it a drop in oil prices. As the stockpile of oil in the U.S. climbs, we simply buy less. But this week’s report on oil stockpiles in the U.S. showed that the amount of oil being held in US coffers actually went up, and the price of oil actually did the reverse of what has typically been the case–it went up.

Several factors created the rise.

First, the rise in oil inventories was not as large as Wall Street had anticipated, and that led to speculation that perhaps demand was stronger than thought. But, supply still exceeded demand.

Second, worldwide optimism and the growth of the Chinese market have sent oil prices upward on the “promise” of future demand. China will add approximately 12 million new vehicles in 2009 and is expected to add just as many in 2010 under current scenarios.

Third, the U.S. dollar continues to return weak results against a group of global currencies. The U.S. dollar buys less oil–and since most oil is still traded in dollars–the price per barrel increases. This hotlinked article evaluates the linkage of the exchange rate of the Euro/Dollar and compares that with the historical price for oil. Based on its research, Dekabank believes that the real value for a barrel of oil should be around $88–based on the relationship between the Euro and Dollar. If the rate goes to $1.55, the price per barrel should be somewhere in the $94 per barrel range.

In an industry where safety is paramount, the sleep disorder Obstructive Sleep Apnea (OSA) is considered a significant concern. Undiagnosed and untreated, OSA causes daytime sleepiness and other health-related risks for commercial truck drivers.

“Our position is that this is a treatable medical condition that, once treated properly, puts a much more alert and safer driver on the highway,” explains Mark Respass, senior director of safety and compliance for Yellow Transportation, Glen Moore.

The first step is diagnosis. To improve diagnosis and treatment, up to 30 YRC Glen Moore drivers will take part in a ambulatory testing study. It’s focused on lowering costs associated with OSA diagnosis, and reducing lifestyle disruptions for drivers during testing.

Traditionally, OSA testing has been conducted in-lab, with participants monitored while sleeping. Ambulatory testing allows drivers to be tested in their sleeper berths and fits into their work schedules.

While Medicare covers the cost of ambulatory testing for OSA, most medical insurance companies do not. This study is expected to confirm that ambulatory testing costs significantly less than the traditional full in-lab study and is a very cost-effective means of testing commercial drivers.

Work Safely is one of the core values of Yellow Freight

Consolidation and Distribution services from Holland, New Penn and Reddaway can improve the efficiency of your supply chain by eliminating delays and reducing costs associated with shipping and warehouse storage. How? With our extensive regional network and cross-dock capabilities, we can:

• Pick up shipments from multiple vendors
• Consolidate them into one larger shipment
• Move that larger shipment across the network to another service center, or accept delivery of a full-load shipment from your truckload carrier or private fleet
• De-consolidate the shipment for distribution to multiple store locations.

In some cases, we can even take a day out of your supply chain. For example, Reddaway offers Monday delivery to most points throughout its network when it receives your truckload by 6:00 p.m., Sunday at Fontana, Portland or Salt Lake City.

Improve your service
Maintain a smooth and efficient flow of products to and from your business, your customers and your suppliers.

• On-time reliability
• Fast transit times for quicker delivery
• Accurate and timely information
• Single-source control
• Flexible transportation solutions
• Professional handling

Reduce overall costs
Time is money, and we understand how important it is to help you save both.

• Decrease transportation and warehouse costs
• Faster inventory turns for improved cash flow
• Fewer delivery exceptions and claims due to reduced handling
• Compressed order cycle time
• Simplified paperwork

YRC is the old Yellow Freight and Roadway Express systems

Companies are releasing second-quarter financial results, and the bottom lines come as no surprise. Companies throughout the industry are still being hit by the global economic recession.

And the quarterly reports aren’t the only numbers that speak to the ongoing challenges. June reports from two key industry drivers of transportation services - manufacturing and retail - remain weak. The Institute for Supply Management’s Manufacturer’s Report on Business reported that the Purchasing Managers Index (PMI) remained in contraction at 44.8% in June. In the retail sector, the International Council of Shopping Centers (ICSC) / Goldman Sachs Same-Store sales report was down 5.1%

Until the numbers start improving, until shipments begin flowing more freely, there’s a limit to what any company can do. Fortunately, there’s no limit on smart work and strategic planning.

YRC Worldwide, Roadway & Yellow Freight, will announce second quarter results after market close Thursday, July 30. For now, we’re moving ahead with confidence, taking the steps needed to gain the full benefits of the YRC integration, restore financial strength, and position our operating companies for success.

Our efforts have been supported throughout the past months by key stakeholders, including our lending group, pension plans, and both union and non-union employee-owners.

All 3 of the Dycks were attracted to Reimer, part of Roadway Express, for the same reason. They thought it was a company they could trust. John answered an ad in 1956 for a mechanic and ended up with a job on the dock. In 1957, he took an opportunity to move to the road and hasn’t looked back. For the last 37 years, John has run Winnipeg to Regina every other day.

Barry started at Reimer in 1978 and worked on the dock as a forklift operator and as a shunt (switcher) driver. He obtained his CDL in 1980, and became a city P&D driver before moving to the road on April 26, 1982. Since then, he and his dad have driven the same Winnipeg to Regina turn in the same tractor on alternating days.

Murray joined the company in August 1980. He, too, looked to start in the garage but ended up on the dock. After getting his CDL through Reimer, he waited patiently for an opportunity to join the highway department. Day after day, he would load the Regina door and watch the units hook up and leave. Many times, it was his father or brother on one of those units.

Murray’s opportunity came in August 1983. A senior owner-operator was looking for a partner to run opposite days to Regina and return. It did not take Murray long to say yes after seeing the success of his brother and father.

The Dycks’ philosophies on safety are similar and are supported by Smith System safety training, says Rob Penner, director of linehaul operations. Other qualities that contribute to their outstanding records, Rob says, are patience, sound judgment and an ability to learn through their experiences. Yellow Freight and roadway merged.

The Ambassador Bridge connects Windsor and Detroit and is the single busiest international land border crossing in North America, accommodating 27% of the approximately 400 billion dollar in annual trade between Canada and the US. Almost 3.5 million freight trucking companies‘ vehicles used the bridge in 2000. The bridge is 1.6 miles long from tollbooth to primary inspection checkpoint in either direction. There are 4 lanes with directional flow controlled by overhead changeable electronic lane markers, often in combination with cones. It operates 24-7.

The bridge and its collateral facilities are privately owned by an entity known as the Ambassador Bridge who operates and maintains the bridge and collects tolls on both sides of the crossing. The Ambassador Bridge’s US owner is the Detroit International Bridge Company and its Canadian subsidiary is The Canadian Transit Company. Ambassador Bridge owns the facilities that houses the Canada Customs and Immigration while GSA owns the US Customs facility. The US and Canadian Customs authorities operate the facilities and control the property where their respective Customs facilities are located. Both freight trucking and individuals use the customs brokers.

FedEx, the freight trucking company, posted a loss of $876 million in the quarter as consumers and businesses sent fewer packages and the company took more than $1 billion in one-time charges.

FedEx said it expected a rough ride for some time. “The operating environment for our first 2 quarters in fiscal 2010 is expected to be extremely difficult,” the chief financial officer, Alan B. Graf Jr., said.

FedEx lost $876 million, or $2.82 a share in its fiscal fourth quarter, ended May 31, compared with a loss of $241 million, or 78 cents a share, in the period a year earlier. Excluding one-time charges, earnings were 64 cents a share.

The company took a $900 million write-down related to the 2004 purchase of Kinko’s — now known as FedEx Office — and $90 million in charges related to a September 2006 acquisition of a trucking company and its affiliates. It also took charges for employee severance and facility cutbacks.

Revenue in the period fell 20 percent, to $7.85 billion from $9.87 billion. FedEx predicted earnings in the current quarter would drop sharply from a year ago. The company expects a profit of 30 cents to 45 cents a share for the period ending in August, compared with earnings of $1.23 a share a year ago.

The first integrated statewide transportation and land use model for Oregon was developed through the establishment of the Transportation and Land Use Model Integration Program. An update of this model was initiated by Oregon DOT, leading to the development of the second generation integrated statewide model that simultaneously models economic activity, land use, transportation supply, and shipping freight quote demand. The main purpose of developing the integrated land use and transportation model was to analyze and support land use and transportation decisions by making periodic long-term economic activity, demographic, passenger, and freight flow forecasts at the statewide and sub-state levels. A key objective of the integrated statewide model is to analyze the potential effects of transportation and land use policies, plans, programs, and projects on travel behavior and location choices.

Some key characteristics of the model include single geographic scale for the statewide region; complete integration of economic, land use, and freight shipping quote components; modeling of dynamic interactions between the economy, land use, and transportation; hybrid equilibrium for economic and transportation markets, and disequilibrium for activity and location markets formulations; and
activity-based modeling formulation.

Freight carriers are the consideration of the impacts of land use on freight transportation. Industrial and other freight facility land-use patterns in a region essentially define the spatial distribution of freight flows, since a large fraction of freight traffic moves to and from these land uses. Consequently, any future variations in the land use patterns of these facilities resulting from land use regulations or new land use developments instigated by economic growth have a direct impact on the spatial distribution of freight flows. For example, the development of new warehousing and distribution center land use may result from increased port economic activity, and their development location patterns, can have significant impacts on the distribution of truck trips generated by the port.

Next, shipping quote data

Another important component in the interrelationships between the economy, land use, and transportation is how the performance of the transportation system impacts the economy, as well as discount freight truck rates in a region. Delays in the transportation system due to congestion can lead to significant costs for shippers, which are eventually passed on to the consumer. It is estimated that congestion on the transportation system is costing the United States economy more than $200 billion a year. Transportation service availability and system performance are critical factors that impact industry location choice decisions. For example, the development of an intermodal terminal or freight trucking companies may attract significant industrial investment in a region due to increased transportation system capacity and reliability, and lower costs compared to trucking.

One additional source of data that was available to use in adjusting the internal model for freight shipping quote on heavy truck rates for manufacturing and wholesale sectors was the commodity flow data-set. This data were processed to identify internal, county-to-county commodity flow and converted to average daily truck flows for comparison with other discount freight rates. The commodity flow data-set did not contain any commodities for internal truck trips other than manufacturing and wholesale trade, so these were the only sectors that were adjusted based on these data.

For the external truck model, three primary types of external trips were represented: 1) trips that begin in Puget Sound region and leave the region; 2) trips that begin outside the region and are destined to someplace within Puget Sound region; and 3) trips traveling through the region. The two sources of data, which was converted to truck trips, and the traffic counts at external stations. Both of these sources provided some, but not all, of the data needed to develop comprehensive truck tables so some adjustments were made to these sources to fill in the gaps in these data sources.

The framework of the newest external HDT modeling methodology is determined by the direction of flows (inbound/outbound), commodity type (agricultural, manufacturing, mining, etc.), and shipment type (TL/Private Carrier or LTL), since these factors affect the input parameters and the procedure for commodity flow disaggregation from county-level flows in the ITMS database to the SCAG TAZ level. County-level commodity flows in the trucking companies truck model were disaggregated to TAZs using zone-level employment data. For outbound truck moves, commodity flows were allocated to TAZs in the origin county based on the employment share of the producing industry in each TAZ. For inbound flows of manufactured goods and farm products by truckload and private truck modes, economic input/output models were used to determine the portion of each commodity that moves to a manufacturing facility and the portion that moves directly to a warehouse for eventual distribution to a retail facility. For commodities carried by less-than-truckload carriers, these flows were disaggregated from county to TAZ level based on the exact locations of LTL facilities in the SCAG region using a list of LTL terminals.

Discount freight shipping truck models follow a three-step process of trip generation, trip distribution, and traffic assignment. Trip generation estimates the number of trips either produced in each zone or attracted to each zone and is usually a function of socioeconomic characteristics of the zone like employment by industry, population, or number of households. Trip generation is accomplished using truck production and attraction equations whose coefficients are estimated based on local surveys or by using parameters borrowed from other sources such as the Freight Shipping Quotes Manual . Trip distribution determines the connection between trip origins and trip destinations. Trip distribution is generally accomplished using a gravity model similar to that used in a passenger model. In the gravity model, the number of trips that travel between one zone and another is a function of the number of trip attractions in the destination zone and is inversely proportional to a factor measuring the impedance between the two zones. The gravity model is usually related to the travel time between two zones, i.e., the longer it takes to get from one zone to another, the less attractive trips to that destination zone become. Parameters in the gravity model can be developed from local surveys or borrowed from other sources such as the QRFM. The route that trucks use to get from origin to destination is a function of network characteristics, taking into account traffic conditions on each route. Network assignment of the truck trips is usually based on a multiclass equilibrium highway assignment that includes passenger cars; in other words, the model looks for the shortest time path for all trips simultaneously. Freight truck models can take into account the size of trucks and their impact on congestion compared to automobiles (large trucks cause more congestion because they occupy more space than automobiles). In addition, the networks can be coded so that any prohibited routes are not available for truck trips.

The Commodity Flow Survey was undertaken as part of the Economic Census through a partnership between the U.S. Census Bureau, U.S. Department of Commerce, and the Bureau of Transportation Statistics, U.S. Department of Transportation. The survey is undertaken approximately every five years, most recently in 2007. The survey produces data on the movement of goods in the United States. It provides information on commodities shipped, their value, weight, and mode of transportation, as well as the origin and destination of shipments of manufacturing, mining, wholesale, and select retail establishments. The commodity classification system used in the CFS has changed over time. The 2002 CFS uses the Standard Classification of Transported Goods commodity reporting system. It provides U.S. national data, data for all 50 states, and data for selected metropolitan areas plus remainder-of-state. The CFS is a “linked” trip table in that records between an origin and a destination report all modes used; for example, “freight trucks, freight shipment, and rail” rather than reporting each portion of the trip by mode aggregated to a separate record.

In order to be useful in domestic freight forecasting, a commodity flow table must represent all of the flows in the geographic area, not be just a sample of selected flows. There are a number of public and private commercial commodity flow databases. The database that best serves as a complete representation of commodity flows will be discussed in more detail in later sections. They are the publicly available Commodity Flow Survey; commercially available database; and the Freight Analysis Framework. The publicly available databases are available for no cost but, due to sampling and disclosure agreements, have limited levels of data availability by commodity, mode, and most importantly geography. To be useful in forecasting applications, these data typically need to be disaggregated in some fashion. This effort is labor intensive and requires detailed information for the disaggregated unit of geography that will support the disaggregation process. Most often industry employment that can be related to commodity classifications is used to disaggregated flows. For the commercial database, this information is available at smaller units of geography, but supporting information on how flows at smaller units of geography is proprietary and is not available to those acquiring this database. The price of the data is related to the number of records delivered. Since the records are uniquely defined by origin, freight rates, destination and commodity, additional zones and commodity detail will increase the number of records and the cost of the database. A method to limit the number of zones is to use detailed geography in the study area, for example counties, and to use increasingly less detailed units of geography at increasing distances from a study area, progressing to states and census regions.

The publicly available databases also are national databases, and without assigning the database to a network, the through traffic for a particular jurisdiction cannot be easily established. The database does include an assignable fixed path network, as described in Section 4.2.9. The inclusion of a network means that database purchase can exclude external-to-external freight flows that do not pass through a study area.

In summary, the first tradeoff to consider is fixed price for a commercial private database versus labor and data costs to disaggregate a free public database. The second tradeoff to consider is the ability to easily include external through traffic, which are of interests to a study area, in commercial databases versus the lack of a process to include these trips in public free databases. The third tradeoff to consider is the transparency of the process and the ability to modify the processing of the free public database versus the lack of transparency and ability to modify the records in a private commercial database. The final consideration is the use of the databases. The free public databases, the CFS and the FAF2, are linked mode trip tables that easily can provide mode share information on complete trips. However, they cannot be easily routed on modal networks. The unlinked trip table that can be produced from the database cannot easily be used to analyze modal share changes for trips that use several modes, but since it identifies the zones where trips change modes as an origin or destination, it is ideally suited for assignment to modal networks.

In the Wisconsin Freight Model freight, truck flows include only a subset of all heavy trucks reported in Wisconsin DOT traffic count program, which is the Traffic Analysis Forecasting Information System. On rural Interstate facilities, where freight trucks predominate, the difference between observed truck volumes and freight trucks will be minimal. On urban highways, where urban activity generates significant additional trucking activity, the differences will be greater. Generally, it was determined from other sources that freight truck traffic at the state level in Wisconsin represents 60% or more of all truck VMT.

As with any truck count data, the TAFIS database does not distinguish between commodity and non-commodity truck volumes. It is, therefore, difficult to compare the modeled freight truck volumes directly with the TAFIS average annual daily truck counts. However, since the TAFIS truck counts are classified based on axle categories, it is possible to compare the modeled commodity truck volumes with TAFIS three-axle or higher truck counts. Admittedly, this was an approximate way of checking the reasonableness of modeled truck volumes, but in consultation with Wisconsin DOT, this was determined to be the best validation procedure given the data limitations. The comparison between the observed trucks and the assigned freight trucks volumes from the freight model was adjusted to reflect observed TAFIS truck length adjustments by functional classification.

For individuals or small companies that just ship occasionally that are looking for a Cary shipping company, you should try shipping with www.packpro.com as they have access to over 60 carriers. They make shipping of your freight quick and easy. You can also call them at 800-PACKPRO or 800-722-5776. For companies that do a lot of shipping, there is a free association, www.associatedshippers.com, you may be interested in. They use Roadway Express and other carriers with specialized services for yellow transportation/a>. Their number is 800-489-8984.

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Doing More Cross-Border Business With Canada?

Due to the devaluation of the U.S. dollar, many companies are doing more business with our Canadian neighbors. Has your company found opportunities in Canada?

Roadway can move all of your cross-border shipments easily with fast, reliable service. With more than 24 years experience in cross-border moves, we have credibility with customs and other government agencies, are certified and approved in Homeland Security initiatives and have the information needed for moving across an international border. With our feet on the ground in Canada, interactive information systems, and sleeper team operations, we are experts in cross-border markets.

Recently, a Canadian telecommunications company began using Roadway to move goods from the U.S. into Canada after a successful year of domestic Canada moves. The transition was easy. Roadway is helping with imports of telecom equipment (such as Blackberry and Palm devices) from Mexico into their Canada locations.

The ability to use one carrier for all of their Canada, U.S. and Mexico shipments (into and out of all their branches) provides this telecommunications company with a worry free service.

Roadway Express and Yellow Freight are both part of the new YRC Group

Roadway Has Launched New Custom Solutions Specialized Pickup and Delivery Service

Roadway has launched a new specialized Pickup and Delivery service to provide customers with full service final-mile delivery throughout the United States.

The Custom Solutions Specialized Pickup and Delivery Service offers three levels: white-glove, threshold and basic delivery, tailored to the specific needs of the shipper.

“The addition of the new Roadway Custom Solutions Specialized Pickup and Delivery Service truly complements the Roadway suite of supply chain solutions to better serve our retail customers and allows Roadway to access the rapid-growth home deliveries market,” said Terry Gilbert, president of Roadway.

Roadway Express and Yellow Freight are both part of the new YRC Group

New Velocity Network Just Ahead!

As we announced in the last two issues of eNews, Roadway is making some revolutionary changes to its network design. These changes will provide customers with faster service, increased reliability, and more options.

Our network enhancements are built around the creation of twelve new velocity centers where high-speed, regional shipments will be processed in a more direct and expeditious manner. All told, there will be over 18,000 lanes in the eastern half of the U.S. that will run through the new Velocity Network–and 13,000 will have transit standards that are 1 day or less than previously offered.

In fact, nearly 99% of all the Velocity Network lanes will be served in two days or less, making Roadway one of the faster providers in these lanes!*

Here are just a few examples of where service will be improved:
Philadelphia, PA to Greensville, NC–next-day Toledo, OH to Knoxville, TN–next-day Indianapolis, IN to Springfield, MO–next-day Charlotte, NC to Grand Rapids, MI–2 days Little Rock, AR to Brooklyn, NY–2 days Atlanta, GA to Boston, MA–2 days

Our new and improved regional service begins July 14–however, you don’t need to wait to see which of your shipping lanes will be improved. Your local Roadway account executive can walk you through a ZIP routing application to show you the lanes for your area, and of course, my.roadway.com will also be updated.

Roadway Express and Yellow Freight are both part of the new YRC Group

Anthropomorphic taxidermy is where stuffed animals are dressed as people or displayed as if engaged in human activities. This style was popular taxidermy art in Victorian and Edwardian times but can still be found today. The style was popularised by Herman Ploucquet, taxidermist in Stuttgart, Germany, when he exhibited at the Great Exhibition in 1851.

The most famous practitioner was English taxidermist Walter Potter. His most famous work includes The Upper Ten or Squirrels’ Club featuring 18 European red squirrels socialising at their ‘club’, and Death of Cock Robin, a setting of the nursery rhyme.

Another important practitioner was Edward Hart, whose The Prize Fight series depicts a boxing match between two red squirrels.

A modern anthropomorphic taxidermist is M. Cattelan who in his installation Bidibidobidiboo showed a squirrel that had committed suicide, dead at its kitchen table.

Rogue taxidermy art is the creation of stuffed animals which do not have real, live counterparts, such as the jackalope and the skvader. They may have mythical counterparts (e.g. dragons), be of the taxidermist’s imagination, or be endangered or extinct species. They can be made from the supposed parts of mythical animals (e.g. chimeras, griffins, capricorns, unicorns) or they may be artificially created. Rogue taxidermy is often seen in sideshows and dime museums among genuine freak animals.

The term “Rogue Taxidermy” was introduced by the Minneapolis, MN based group, The Minnesota Association of Rogue Taxidermists (or M.A.R.T.)[1] in October of 2004. The term first appeared in print in a New York Times article about the group’s debut exhibition on January 3rd, 2005. [2] Since that time its definition has become more general, referring to many types of taxidermy that do not fall under the traditional definition.

Taxidermy (Greek for “moving skin”) is the art of mounting or reproducing animals for display (e.g. as hunting trophies) or for other sources of study. Taxidermy can be done on all species of animals including humans. The methods that taxidermists practice have been improved over the last century, heightening taxidermic quality. After cleaning out the organs and blood and eyes, they replace them with substances to preserve them and replace the eyes.

Taxidermists may produce taxidermy art professionally, for museums or as a business catering to hunters and fishermen, or as amateurs, such as hobbyists, hunters, and fishermen. To practice taxidermy, one must be extremely familiar with anatomy, dissection, sculpture, and painting, as well as tanning.

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The practice of creating lifelike representations of animals, most commonly birds and mammals, by the use of their prepared skins and various supporting structures. Taxidermy may be traced to the ancient custom of preserving trophies of the hunt, but the principal motive for its development into an art was the growth of interest, there are many taxidermy sites online ans some of them you can buy taxidermy others have the prices for getting a mount done.

James L. Clark (1883-1969)

James L. Clark graduated from the Rhode Island School of Design. He went to work at the American Museum of Natural History in 1902, where he remained for nearly 50 years until he retired in 1949. He was trained by Carl Akeley at the Chicago Field Museum. This was prior to Akeley’s being hired by the American Museum in 1909. Later in the position as the Museum’s director of arts, preparation, and installation, Clark hired and supervised an art staff of unparalleled talent. He and his staff created what are considered to be the finest habitat dioramas in the world. He led some 20 expeditions to collect specimens which were to be displayed at the Museum as they did not purchase taxidermy mounts back then. He did a considerable amount of the taxidermy work himself. The white rhinoceroses, the male African and Asian lions are considered some of his finest works.

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If you are looking for taxidermy classifieds, you can try totaltaxidermy.com. Posting your own ad is free! This site is great for taxidermy collectors or anyone that needs to sell or would like to buy taxidermy mounts. Most sites only have one taxidermist’s work on display. This site gives a collection of many artist’s work. If you are an individual and have a taxidermy piece that you would like to sell, you may also list it for free.

George Adams (1909-?)

He worked at American Museum of Natural History from 1940 to 1953. Adams made major contributions to the Hall of North American Mammals, most notably the large male mountain lion, the jaguar, the two running wolves, and the mule deer taxidermy mounts. Adams also provided the taxidermy for the cheetah, chimpanzee, mandrill, and colobus monkey specimens for the Akeley Hall of African Mammals. He created the model of the moa for the New Zealand diorama in the Whitney Memorial Hall of Pacific Bird Life.

Taxidermy Hall of Fame of N.C. Creation Museum

The Taxidermy Hall of Fame of N.C. Creation Museum has over 200 stuffed animals, antique tools, barbed wire, golf balls and can openers displayed. It is housed in a Christian Bookstore. You can’t buy taxidermy mounts here.

In the basement is a maze of cases displaying hundreds of antique tools and stuffed animals. There is even an empty case labeled “All The Proof in the World of the Theory of Evolution.” In the the back of the store there are mounted animal heads and on the third level is where the majority of the stuffed animals are displayed. Most of the animals are from North Carolina and the protected species are just substituted plastic replicas.

Taxidermy for sale in Florida

(11) Taxidermy operations and mounting requirements:

(a) Any person engaged in taxidermy shall tag all carcasses (whole specimens), untanned hides, and uncured animal parts of fish and wildlife, possessed or received with the name of the person taking or acquiring such fish or wildlife, the person’s address, and date taken or acquired. As an alternative to individual tagging, persons engaged in taxidermy may choose to use a log book and numbering system. The log book shall contain the name of the person taking or acquiring such fish or wildlife, the person’s address and the date taken or acquired. The carcass, untagged hide, or uncured animal part shall be assigned a number, which shall be affixed to the specimen so as to be readily identifiable and traceable to the log book information. The log book shall be kept on premises for inspection by Commission personnel.

(b) After fish or wildlife carcasses, hides, and parts have been cured or mounted, tagging or maintaining a log account is required only for the following:

1. All nongame migratory birds as listed in the Federal Migratory Bird Treaty Act and as adopted by Rule 68A-13.002, F.A.C.

2. All species listed by the Commission as Endangered or Threatened, and any Species of Special Concern for which there is no bag limit or open season established by the Commission or other state agency.

3. All furbearing animals or non-game mammals for which there is no established open season.

4. All alligators not tagged with CITES tags.

5. All fawn deer.

(c) Persons engaged in taxidermy shall not possess nor mount fish and wildlife carcasses listed in subparagraphs 68A-12.004(11)(b)1.-5., F.A.C., nor their parts (except for road-killed fox) without a permit from the Commission, except as provided herein. The procedure for obtaining permits for mounting shall be as follows:

1. Persons wishing to possess or mount such specimens or have such services performed, shall make application by letter to the Commission for such permit.

2. A dated copy of the letter of application shall be kept with the specimen, or the specimen shall be numbered and traceable to the letter of application kept in a log book.

3. The letter of application shall include a description of the specimen, an explanation of how the specimen was acquired, and the date of application.

4. The specimen shall not be maintained for over 90 days without a permit from the Commission.

5. Specimens for which permits are not issued for mounting shall be buried, incinerated, or otherwise disposed of as directed by Commission law enforcement personnel.

(d) The criteria for evaluation and issuance of permits for the mounting of protected species as listed in subparagraphs 68A-12.004(11)(b)1.-5., F.A.C., shall be as follows:

1. For nongame migratory birds – Permits are issued only for educational display purposes to schools, nonprofit educational institutions, museums, or facilities operated by a municipal, county, state, or other public entity.

2. For listed species referenced in Rules 68A-27.003, 68A-27.004 and 68A-27.005, F.A.C. – Permits are issued only in accordance with the requirements of subsections 68A-27.002, F.A.C.

3. For furbearing wildlife or nongame mammals – Permits are issued only when the specimen was legally acquired. No permit shall be required for road-killed fox.

4. For alligators – Permits for the mounting of untagged alligators are issued only for educational display purposes to schools or nonprofit educational institutions, museums, or facilities operated by a municipal, county, state, or other public entity.

5. For fawn deer – Permits for the mounting of fawn deer for possession by private individuals or businesses are issued only where the fawn was legally acquired or for educational display in schools, nonprofit educational institutions, museums, or facilities operated by a municipal, county, state, or other public entity.

(e) No permit shall be required for the mounting of carcasses, green hides, or uncured parts of:

1. Frozen or preserved specimens of game birds, game mammals, or furbearing animals that were legally taken during the open season.

Most taxidermy shops offer taxidermy for sale. Items can include deer mounts, tanned deer hides, bear rugs, mounted bobcats, fish, and other life size animals. Creative items like lamps and antlers furniture or lights can also be found. Collecting taxidermy art has been popular for years. Museums carry many wildlife mounts and thousands of people have gone through their exhibits.

Weidner Wildlife Exhibit on Western Wyoming Community College Campus at 2500 College Drive, Rock Springs, Wyoming 82901 (307) 382-1600 Free Admission Open Monday and Wednesday, 10 am to 1 pm Thursdays, 1 pm to 4 pm. A new museum, opened in Sept. 2002, showcasing a collection of taxidermy art with more than 100 wildlife mounts and artifacts obtained throughout the world. Some of the items of interest include an elephant, hippopotamus, zebra, lion, several bears, alligator and more. Donated by Roger and Jeanne Weidner of Rock Springs.

Taxidermy uses many crafts such as carpentry, woodworking, tanning, molding, and casting. The taxidermist must also have artistic talent for sculpture, painting, and drawing. For example, in a modern deer head the only natural things are the antlers and skin. The organs, eyes, and tissues are all man made. The eyes are made of glass. As you can see taxidermy art takes a skilled jack of all trades. There are many people out there that do this for a hobby but the others that are the best at what they do chose this as a career.

Turner Neal Museum of Natural History located in Monticello, AR at the University of Arkansas. This museum is more of a teaching museum that is open to the public. In addition to many large mammal mounts, like polar bear, elephant and caribou acquired from the private collections of a number of big game hunters, this museum has many different collections of local wildlife. There is a big jar containing a couple hundred preserved frogs also in the museum. There are paleoindian period exhibits, birds, waterfowl, minerals and an extensive collection of local plants. Displays of aquariums of indigenous fish, a small planetarium and wide range of taxidermy art are also open to the public.

Henderson State University Museum, Henderson and 10th in Arkadelphia, AR. Phone number is 501-246-7311. This museum is housed in the former home of benefactor Henderson, which the University is named after. It holds a number of good exhibits including a large single natural quartz crystal, a collection of military firearms ranging from the Civil War to WWII, and a first rate stone artifact exhibit. This building also houses the Arkansas Archaeological Survey offices. They have also got some mineral and wildlife mounts and other assorted historical artifacts.

Burrow Wildlife Museum on Hwy 70 west in Brinkley, AR. This museum is actually Burrow’s taxidermy studio. There are hundreds of excellent taxidermy mounts on permanent display in addition to an inventory waiting to be picked up by customers. This place is internationally regarded and the craftsmen are typically judges at national and regional taxidermy contests. Burrows’ specialty is waterfowl, which one might expect given their location in the middle of Arkansas riceland. If you’re a duck hunter, this place is worth a special trip.

Arkansas River Visitors’ Center, Russellville, Old Post Road Park. If you would like to call the visitors’ center dial the Corps of Engineers at 501-968-5008. You will need to work your way through the automated phone menu. They’ve got exhibits on local wildlife, geology, archaeology, history and legend, a couple of aquariums holding native fish and turtles, graphics explaining how the lock and dam works, wildlife mounts of indigenous birds, fish and mammals, indian artifacts and so on. Pretty standard stuff, but well-presented. It’s in of the Corps of Engineers office building at the Dardanelle Lock and Dam.

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