#commercial vehicle tracking system

[gps-tracker-purchase]

Boost Business Efficiency with Commercial Vehicle Tracking System

Looking for an effective commercial vehicle tracking system? Our blog explores the benefits of a commercial vehicle tracking system for businesses. Learn how to optimize fleet management and improve productivity. Discover key features and considerations for choosing the right commercial vehicle tracking system.

[navigatingthefutureofadas]

Enhancing Safety in the Mining Industry: The Role of Advanced Telematics Solutions

The mining industry faces significant challenges in ensuring the safety of its workforce amidst hazardous working conditions and complex operational environments. Despite stringent safety regulations and protocols, accidents and incidents continue to pose risks to personnel and assets. In this context, the adoption of advanced telematics solutions emerges as a critical strategy to enhance safety standards and mitigate risks within mining operations. 

In this article, we will discuss the role of telematics technology, its key features, applications, and benefits in the mining industry.

Understanding the Role of Telematics Technology in the Mining Industry

Telematics systems employ a combination of hardware and software components to collect, transmit, and analyse data from vehicles and assets in real-time. The GPS tracking devices installed in vehicles capture location coordinates, speed, and route information, which is transmitted to a centralised platform via cellular or satellite networks. In addition, onboard sensors and diagnostics systems monitor vehicle performance metrics such as engine health, fuel consumption, and maintenance status. 

This data is then processed and analysed using advanced algorithms and fleet telematic analytics tools to generate actionable insights and performance reports for fleet managers and stakeholders. By providing visibility into key operational parameters and safety metrics, mining telematics systems enable mining companies to proactively identify risks, implement preventive measures, and optimise resource allocation to enhance safety and efficiency across their operations.

Key Features of Telematics Fleet Management System for Mining Operations

Live Location Tracking: Track the real-time location of vehicles and equipment, enabling better fleet management and resource allocation.

Rash Driving Alerts: Receive alerts for instances of aggressive or unsafe driving behaviour, allowing for immediate intervention and corrective action.

Accident Detection: Detect accidents or collisions as they occur, enabling rapid response and assistance to affected personnel.

Autonomous Emergency Braking (AEB): Automatically apply brakes in emergency situations to prevent or mitigate collisions, enhancing overall safety on the road.

Tailgating Detection: Identify instances of tailgating, a common cause of accidents, and alert drivers to maintain safe following distances.

Overspeeding Monitoring: Monitor vehicle speed in real-time and receive alerts for instances of speeding, helping to prevent accidents and ensure compliance with safety regulations.

Drowsiness Detection: Detects signs of driver drowsiness or fatigue and provides timely alerts to prevent accidents caused by impaired alertness.

Distraction Monitoring: Monitor driver attentiveness and detect distractions such as mobile phone usage or inattentiveness, reducing the risk of accidents due to driver distraction.

Application of Telematics in the Mining Industry

Enhanced Driving Behavior Insights

Gain comprehensive insights into driving behaviour, empowering mining companies to identify and address unsafe practices effectively. By analysing factors such as speed, acceleration, and braking, organisations can develop targeted strategies to promote safer driving habits among their workforce.

Access to Incident Videos 

Access to incident videos in real-time facilitates prompt response and investigation of accidents or incidents within mining operations. This capability enhances safety protocols by enabling timely review and analysis, ultimately contributing to the development of more robust risk management strategies.

Fleet Performance Optimization

Utilise data analytics to optimise fleet performance and efficiency in mining operations. By leveraging insights derived from telemetric fleet management systems, organisations can identify areas of inefficiency and implement corrective measures to reduce operational costs and enhance productivity across their fleet.

Benefits of Using Telematics in Mining Operations

Telematics technology finds various benefits in mining operations, contributing to enhanced safety, efficiency, and productivity. Some key benefits include:

Fleet Management: Telematics systems enable real-time vehicle tracking and equipment, allowing managers to monitor their location, speed, and status. This ensures efficient fleet management, optimal asset utilisation, and timely maintenance scheduling.

Remote Monitoring: Telematics enables remote monitoring of equipment performance and health, including engine diagnostics, fuel consumption, and maintenance alerts. This proactive approach helps prevent unexpected breakdowns, reduces downtime, and extends equipment lifespan.

Safety Enhancement: Integration with fatigue monitoring systems helps identify signs of driver fatigue, allowing for timely intervention to prevent accidents caused by drowsiness.

Data-Driven Decision-Making:  Historical performance data and trend analysis provide valuable insights for long-term planning and strategic decision-making, driving continuous improvement initiatives.

Scalability: Telematics solutions are scalable and customizable to meet the evolving needs of mining operations, accommodating changes in fleet size, geographic expansion, and technological advancements.

Conclusion

To sum up, investing in mining telematics solutions is important for safeguarding worker wellbeing and enhancing operational efficiency in the mining industry. By leveraging telematics technology, mining companies can proactively identify and mitigate safety risks, optimise fleet performance, and ensure regulatory compliance.

[eldmandate9]

Transforming the Trucking Industry with ELD Mandate and Advanced Technologies

In the ever-evolving landscape of the trucking industry, staying compliant with regulations while ensuring efficiency and safety is paramount. The Electronic Logging Device (ELD) Mandate, introduced by the Federal Motor Carrier Safety Administration (FMCSA), has significantly impacted how the industry operates. At Eld Mandate.biz, we understand these challenges and are committed to providing comprehensive solutions that not only meet regulatory requirements but also enhance fleet management and road safety.

Understanding the ELD Mandate

The ELD Mandate, which became effective in December 2017, requires commercial motor vehicles to use electronic logging systems (ELS) to record a driver’s Record of Duty Status (RODS). This regulation aims to improve compliance with the Hours of Service (HOS) rules, reduce paperwork, and enhance the efficiency of the trucking industry.

Our Solutions: ELDs, GPS Tracking, and More

At Eld Mandate.biz, we offer a range of solutions designed to help trucking companies comply with the ELD Mandate and enhance their operations:

Electronic Logging Devices (ELDs)

Our ELDs are FMCSA-compliant and come with advanced features such as real-time tracking, automated logs, and easy-to-use interfaces. These devices not only help drivers stay compliant with HOS regulations but also provide fleet managers with valuable insights into their operations.

GPS Tracking

Our GPS tracking solutions allow trucking companies to monitor their vehicles in real-time, enabling them to optimize routes, improve fuel efficiency, and enhance overall fleet management. With our online portal, fleet managers can access detailed information about their trucks' locations, speeds, and more.

### Fleet Management

Our comprehensive fleet management solutions go beyond ELDs and GPS tracking. We offer a range of tools and services, including proactive ELD monitoring, driver coaching, and compliance consulting. Our goal is to help our clients not only meet regulatory requirements but also operate more efficiently and safely.

Why Choose Eld Mandate.biz?

Compliance: Our solutions are fully compliant with FMCSA regulations, ensuring that your fleet stays on the right side of the law.

Advanced Technology: We leverage cutting-edge technology to provide our clients with the most accurate and reliable solutions.

Customer Support: Our team of experts is always available to assist you with any questions or issues you may have.

Conclusion The ELD Mandate has transformed the trucking industry, and at Eld Mandate.biz, we are committed to helping our clients navigate this new regulatory landscape. With our advanced ELDs, GPS tracking solutions, and fleet management services, we can help you achieve compliance, improve efficiency, and enhance road safety. Contact us today to learn more about how we can help your business thrive in the digital age of trucking.

[nasa]

Student Experiments Soar!

Have you ever wondered what it takes to get a technology ready for space? The NASA TechRise Student Challenge gives middle and high school students a chance to do just that – team up with their classmates to design an original science or technology project and bring that idea to life as a payload on a suborbital vehicle.

Since March 2021, with the help of teachers and technical advisors, students across the country have dreamed up experiments with the potential to impact space exploration and collect data about our planet.

So far, more than 180 TechRise experiments have flown on suborbital vehicles that expose them to the conditions of space. Flight testing is a big step along the path of space technology development and scientific discovery.

The 2023-2024 TechRise Challenge flight tests took place this summer, with 60 student teams selected to fly their experiments on one of two commercial suborbital flight platforms: a high-altitude balloon operated by World View, or the Xodiac rocket-powered lander operated by Astrobotic. Xodiac flew over the company’s Lunar Surface Proving Ground — a test field designed to simulate the Moon’s surface — in Mojave, California, while World View’s high-altitude balloon launched out of Page, Arizona.

Here are four innovative TechRise experiments built by students and tested aboard NASA-supported flights this summer:

1. Oobleck Reaches the Skies

Oobleck, which gets its name from Dr. Seuss, is a mixture of cornstarch and water that behaves as both a liquid and a solid. Inspired by in-class science experiments, high school students at Colegio Otoqui in Bayomón, Puerto Rico, tested how Oobleck’s properties at 80,000 feet aboard a high-altitude balloon are different from those on Earth’s surface. Using sensors and the organic elements to create Oobleck, students aimed to collect data on the fluid under different conditions to determine if it could be used as a system for impact absorption.

2. Terrestrial Magnetic Field

Middle school students at Phillips Academy International Baccalaureate School in Birmingham, Alabama, tested the Earth’s magnetic field strength during the ascent, float, and descent of the high-altitude balloon. The team hypothesized the magnetic field strength decreases as the distance from Earth’s surface increases.

3. Rocket Lander Flame Experiment

To understand the impact of dust, rocks, and other materials kicked up by a rocket plume when landing on the Moon, middle school students at Cliff Valley School in Atlanta, Georgia, tested the vibrations of the Xodiac rocket-powered lander using CO2 and vibration sensors. The team also used infrared (thermal) and visual light cameras to attempt to detect the hazards produced by the rocket plume on the simulated lunar surface, which is important to ensure a safe landing.

4. Rocket Navigation

Middle and high school students at Tiospaye Topa School in LaPlant, South Dakota, developed an experiment to track motion data with the help of a GPS tracker and magnetic radar. Using data from the rocket-powered lander flight, the team will create a map of the flight path as well as the magnetic field of the terrain. The students plan to use their map to explore developing their own rocket navigation system.

The 2024-2025 TechRise Challenge is now accepting proposals for technology and science to be tested on a high-altitude balloon! Not only does TechRise offer hands-on experience in a live testing scenario, but it also provides an opportunity to learn about teamwork, project management, and other real-world skills.

“The TechRise Challenge was a truly remarkable journey for our team,” said Roshni Ismail, the team lead and educator at Cliff Valley School. “Watching them transform through the discovery of new skills, problem-solving together while being driven by the chance of flying their creation on a [rocket-powered lander] with NASA has been exhilarating. They challenged themselves to learn through trial and error and worked long hours to overcome every obstacle. We are very grateful for this opportunity.”

Are you ready to bring your experiment design to the launchpad? If you are a sixth to 12th grade student, you can make a team under the guidance of an educator and submit your experiment ideas by November 1. Get ready to create!

Make sure to follow us on Tumblr for your regular dose of space!

[mostlysignssomeportents]

VW wouldn't locate kidnapped child because his mother didn't pay for find-my-car subscription

The masked car-thieves who stole a Volkswagen SUV in Lake County, IL didn’t know that there was a two-year-old child in the back seat — but that’s no excuse. A violent car-theft has the potential to hurt or kill people, after all.

If you’d like an essay-formatted version of this post to read or share, here’s a link to it on pluralistic.net, my surveillance-free, ad-free, tracker-free blog:

https://pluralistic.net/2023/02/28/kinderwagen/#worst-timeline

Likewise, the VW execs who decided to nonconsensually track the location of every driver and sell that data to shady brokers — but to deny car owners access to that data unless they paid for a “find my car” subscription — didn’t foresee that their cheap, bumbling subcontractors would refuse the local sheriff’s pleas to locate the car with the kidnapped toddler.

And yet, here we are. Like most (all?) major car makers, Volkswagen has filled its vehicles with surveillance gear, and has a hot side-hustle as a funnel for the data-brokerage industry.

After the masked man jumped out of a stolen BMW and leapt into the VW SUV to steal it, the child’s mother — who had been occupied bringing her other child inside her home — tried to save her two year old, who was still in the back seat. The thief “battered” her and drove off. She called 911.

The local sheriff called Volkswagen and begged them to track the car. VW refused, citing the fact that the mother had not paid for the $150 find-my-car subscription after the free trial period expired. Eventually, VW relented and called back with the location data — but not until after the stolen car had been found and the child had been retrieved.

Now that this idiotic story is in the news, VW is appropriately contrite. An anonymous company spokesman blamed the incident on “a serious breach” of company policy and threw their subcontractor under the (micro)bus, blaming it on them.

This is truly the worst of all worlds: Volkswagen is a company that has internal capacity to build innovative IT systems. Once upon a time, they had the in-house tech talent to build the “cheat device” behind Dieselgate, the means by which they turned millions of diesel vehicles into rolling gas-chambers, emitting lethal quantities of NOX.

https://en.wikipedia.org/wiki/Volkswagen_emissions_scandal

But on the other hand, VW doesn’t have the internal capacity to operate Car-Net, it’s unimaginatively-named, $150/year location surveillance system. That gets subbed out to a contractor who can’t be relied on to locate a literal kidnapped child.

The IT adventures that car companies get up to give farce a bad name. Ferraris have “anti-tampering” kill-switches that immobilize cars if they suspect a third-party mechanic is working on them. When one of these tripped during a child-seat installation in an underground parking garage, the $500k car locked its transmission and refused to unlock it — and the car was so far underground that its cellular modem couldn’t receive the unlock code, permanently stranding it:

https://pluralistic.net/2020/10/15/expect-the-unexpected/#drm

BMW, meanwhile, is eagerly building out “innovations” like subscription steering-wheel heaters:

https://pluralistic.net/2020/07/02/big-river/#beemers

Big Car has loaded our rides up with so much surveillance gear that they were able to run scare ads opposing Massachusetts’s Right to Repair ballot initiative, warning Bay Staters that if third parties could access the data in their cars, it would lead to their literal murders:

https://pluralistic.net/2020/09/03/rip-david-graeber/#rolling-surveillance-platforms

In short: the automotive sector has filled our cars with surveillance gear, but that data is only reliably available to commercial data-brokers and hackers who breach Big Cars’ massive data repositories. Big Car has the IT capacity to fill our cars with cheat devices — but not the capacity to operate an efficient surveillance system to use in real emergencies. Big Car says that giving you control over your car will result in your murder — but when a child’s life is on the line, they can’t give you access to your own car’s location.

This Thu (Mar 2) I’ll be in Brussels for Antitrust, Regulation and the Political Economy, along with a who’s-who of European and US trustbusters. It’s livestreamed, and both in-person and virtual attendance are free. On Fri (Mar 3), I’ll be in Graz for the Elevate Festival.

Image: Cryteria (modified) https://commons.wikimedia.org/wiki/File:HAL9000.svg

CC BY 3.0 https://creativecommons.org/licenses/by/3.0/deed.en

 — 

Upsilon Andromedae (modified) https://www.flickr.com/photos/upsand/212946929/

CC BY 2.0 https://creativecommons.org/licenses/by/2.0/

[Image ID: A blue vintage VW beetle speeds down a highway; a crying baby is pressed against the back driver's-side window. In the sky overhead is the red glaring eye of HAL 9000 from 2001: A Space Odyssey, emblazoned with the VW logo. The eye is projecting a beam of red light that has enveloped the car.]

[spacetimewithstuartgary]

New SpaceTime out Monday

SpaceTime 20240826 Series 27 Episode 103

Starliner crew to return on Dragon

NASA has decided to return the stranded Starliner crew to Earth aboard rival SpaceX’ Dragon capsule because of ongoing concerns about the reliability of their Boeing spacecraft. 

Tracking down the asteroid that killed the dinosaurs

A new study claims the asteroid which triggered the extinction of 75 percent of all life on Earth including all the non-avian dinosaurs 66 million years ago originated beyond the orbit of Jupiter during the early development of the solar system.

JUICE completes the first joint Lunar-Earth gravity assist flyby

The European Space Agency’s JUICE -- Jupiter Icy Moons Explorer – spacecraft has successfully completed the first ever joint Lunar-Earth gravity assist fly by flinging itself just as planned towards Venus.

Three more Australian satellites sent into orbit

The latest trio flew up aboard SpaceX’s transporter 11 mission on a Falcon 9 rocket from Space Launch Complex 4E at Vandenberg Space Force Base in California.  Transporter 11 is carrying 116 payloads, including CubeSats, microsats, and an orbital transfer vehicle carrying eight payloads.

The Science Report

Babies born to fathers of an older age more likely to have health complications at birth.

The bacteria that can produce rigid, heat stable plastics.

Tiny volcanic glass shards found in Tasmania came from a super-eruption in New Zealand.

Skeptics guide to body language

SpaceTime covers the latest news in astronomy & space sciences.

The show is available every Monday, Wednesday and Friday through Apple Podcasts (itunes), Stitcher, Google Podcast, Pocketcasts, SoundCloud, Bitez.com, YouTube, your favourite podcast download provider, and from www.spacetimewithstuartgary.com

SpaceTime is also broadcast through the National Science Foundation on Science Zone Radio and on both i-heart Radio and Tune-In Radio.

SpaceTime daily news blog: http://spacetimewithstuartgary.tumblr.com/

SpaceTime facebook: www.facebook.com/spacetimewithstuartgary

SpaceTime Instagram @spacetimewithstuartgary

SpaceTime twitter feed @stuartgary

SpaceTime YouTube: @SpaceTimewithStuartGary

SpaceTime -- A brief history

SpaceTime is Australia’s most popular and respected astronomy and space science news program – averaging over two million downloads every year. We’re also number five in the United States.  The show reports on the latest stories and discoveries making news in astronomy, space flight, and science.  SpaceTime features weekly interviews with leading Australian scientists about their research.  The show began life in 1995 as ‘StarStuff’ on the Australian Broadcasting Corporation’s (ABC) NewsRadio network.  Award winning investigative reporter Stuart Gary created the program during more than fifteen years as NewsRadio’s evening anchor and Science Editor.  Gary’s always loved science. He studied astronomy at university and was invited to undertake a PHD in astrophysics, but instead focused on his career in journalism and radio broadcasting. Gary’s radio career stretches back some 34 years including 26 at the ABC. He worked as an announcer and music DJ in commercial radio, before becoming a journalist and eventually joining ABC News and Current Affairs. He was part of the team that set up ABC NewsRadio and became one of its first on air presenters. When asked to put his science background to use, Gary developed StarStuff which he wrote, produced and hosted, consistently achieving 9 per cent of the national Australian radio audience based on the ABC’s Nielsen ratings survey figures for the five major Australian metro markets: Sydney, Melbourne, Brisbane, Adelaide, and Perth.  The StarStuff podcast was published on line by ABC Science -- achieving over 1.3 million downloads annually.  However, after some 20 years, the show finally wrapped up in December 2015 following ABC funding cuts, and a redirection of available finances to increase sports and horse racing coverage.  Rather than continue with the ABC, Gary resigned so that he could keep the show going independently.  StarStuff was rebranded as “SpaceTime”, with the first episode being broadcast in February 2016.  Over the years, SpaceTime has grown, more than doubling its former ABC audience numbers and expanding to include new segments such as the Science Report -- which provides a wrap of general science news, weekly skeptical science features, special reports looking at the latest computer and technology news, and Skywatch – which provides a monthly guide to the night skies. The show is published three times weekly (every Monday, Wednesday and Friday) and available from the United States National Science Foundation on Science Zone Radio, and through both i-heart Radio and Tune-In Radio.

[lonestarflight]

Cancelled Missions: NASA's October 1977 Space Shuttle Flight Itinerary

"Soon after President Richard Nixon gave his blessing to the Space Shuttle Program on January 5, 1972, NASA scheduled its first orbital flight for 1977, then for March 1978. By early 1975, the date had slipped to March 1979. Funding shortfalls were to blame, as were the daunting engineering challenges of developing the world's first reusable orbital spaceship based on 1970s technology. The schedule slip was actually worse than NASA let on: as early as January 32, 1975, an internal NASA document (marked 'sensitive') gave a '90% probability date' for the first Shuttle launch of December 1979.

In October 1977, Chester Lee, director of Space Transportation System (STS) Operations at NASA Headquarters, distributed the first edition of the STS Flight Assignment Baseline, a launch schedule and payload manifest for the first 16 operational Shuttle missions. The document was in keeping with NASA's stated philosophy that reusable Shuttle Orbiters would fly on-time and often, like a fleet of cargo airplanes. The STS Utilization and Operations Office at NASA's Johnson Space Center (JSC) in Houston had prepared the document, which was meant to be revised quarterly as new customers chose the Space Shuttle as their cheap and reliable ride to space.

The JSC planners assumed that six Orbital Flight Test (OFT) missions would precede the first operational Shuttle flight. The OFT flights would see two-man crews (Commander and Pilot) put Orbiter Vehicle 102 (OV-102) through its paces in low-Earth orbit. The planners did not include the OFT schedule in their document, but the May 30, 1980 launch date for their first operational Shuttle mission suggests that they based their flight schedule on the March 1979 first OFT launch date.

Thirteen of the 16 operational flights would use OV-102 and three would use OV-101. NASA would christen OV-102 Columbia in February 1979, shortly before it rolled out of the Rockwell International plant in Palmdale, California.

As for OV-101, its name was changed from Constitution to Enterprise in mid-1976 at the insistence of Star Trek fans. Enterprise flew in Approach and Landing Test (ALT) flights at Edwards Air Force Base in California beginning on February 15, 1977. ALT flights, which saw the Orbiter carried by and dropped from a modified 747, ended soon after the NASA JSC planners released their document.

The first operational Space Shuttle mission, Flight 7 (May 30 - June 3, 1980), would see Columbia climb to a 225-nautical-mile (n-mi) orbit inclined 28.5° relative to Earth's equator (unless otherwise stated, all orbits are inclined at 28.5°, the latitude of Kennedy Space Center in Florida). The delta-winged Orbiter would carry a three-person crew in its two-deck crew compartment and the bus-sized Long Duration Exposure Facility (LDEF) in its 15-foot-wide, 60-foot-long payload bay.

Columbia would also carry a 'payload of opportunity' - that is, an unspecified payload. The presence of a payload of opportunity meant that the flight had available excess payload weight capacity. Payload mass up would total 27,925 pounds. Payload mass down after the Remote Manipulator System (RMS) arm hoisted LDEF out of Columbia's payload bay and released it into orbit would total 9080 pounds.

A page from the STS Flight Assignment Baseline document of October 1977 shows payloads and other features of the first five operational Space Shuttle missions plus Flight 12/Flight 12 Alternate

During Flight 8 (July 1-3, 1980), Columbia would orbit 160 n mi above the Earth. Three astronauts would release two satellites and their solid-propellant rocket stages: Tracking and Data Relay Satellite-A (TDRS-A) with a two-stage Interim Upper Stage (IUS) and the Satellite Business Systems-A (SBS-A) commercial communications satellite on a Spinning Solid Upper Stage-Delta-class (SSUS-D).

Prior to release, the crew would spin the SBS-A satellite about its long axis on a turntable to create gyroscopic stability and raise TDRS-A on a tilt-table. After release, their respective solid-propellant stages would propel them to their assigned slots in geostationary orbit (GEO), 19,323 n mi above the equator. Payload mass up would total 51,243 pounds; mass down, 8912 pounds, most of which would comprise reusable restraint and deployment hardware for the satellites.

The TDRS system, which would include three operational satellites and an orbiting spare, was meant to trim costs and improve communications coverage by replacing most of the ground-based Manned Space Flight Network (MSFN). Previous U.S. piloted missions had relied on MSFN ground stations to relay communications to and from the Mission Control Center (MCC) in Houston. Because spacecraft in low-Earth orbit could remain in range of a given ground station for only a few minutes at a time, astronauts were frequently out of contact with the MCC.

On Flight 9 (August 1-6, 1980), Columbia would climb to a 160-n-mi orbit. Three astronauts would deploy GOES-D, a National Oceanic and Atmospheric Administration (NOAA) weather satellite, and Anik-C/1, a Canadian communications satellite. Before release, the crew would raise the NOAA satellite and its SSUS-Atlas-class (SSUS-A) rocket stage on the tilt-table and spin up the Anik-C/1-SSUS-D combination on the turntable. In addition to the two named satellites, NASA JSC planners reckoned that Columbia could carry a 14,000-pound payload of opportunity. Payload mass up would total 36,017 pounds; mass down, 21,116 pounds.

Following Flight 9, NASA would withdraw Columbia from service for 12 weeks to permit conversion from OFT configuration to operational configuration. The JSC planners explained that the conversion would be deferred until after Flight 9 to ensure an on-time first operational flight and to save time by combining it with Columbia's preparations for the first Spacelab mission on Flight 11. The switch from OFT to operational configuration would entail removal of Development Flight Instrumentation (sensors for monitoring Orbiter systems and performance); replacement of Commander and Pilot ejection seats on the crew compartment upper deck (the flight deck) with fixed seats; power system upgrades; and installation of an airlock on the crew compartment lower deck (the mid-deck).

Flight 10 (November 14-16, 1980) would be a near-copy of Flight 8. A three-person Columbia crew would deploy TDRS-B/IUS and SBS-B/SSUS-D into a 160-n-mi-high orbit. The rocket stages would then boost the satellites to GEO. Cargo mass up would total 53,744 pounds; mass down, 11,443 pounds.

Flight 11 (December 18-25, 1980) would see the orbital debut of Spacelab. Columbia would orbit Earth 160 n mi high at 57° of inclination. NASA and the multinational European Space Research Organization (ESRO) agreed in August 1973 that Europe should develop and manufacture Spacelab pressurized modules and unpressurized pallets for use in the Space Shuttle Program. Initially dubbed the 'sortie lab,' Spacelab would operate only in the Orbiter payload bay; it was not intended as an independent space station, though many hoped that it would help to demonstrate that an Earth-orbiting station could be useful.

ESRO merged with the European Launcher Development Organization in 1975 to form the European Space Agency (ESA). Columbia's five-person crew for Flight 11 would probably include scientists and at least one astronaut from an ESA member country.

Flight 12 (January 30 - February 1, 1981), a near-copy of Flights 8 and 10, would see Columbia's three-person crew deploy TDRS-C/IUS and Anik-C/2/SSUS-D into 160-n-mi-high orbit. Payload mass up would total 53,744 pounds; mass down, 11,443 pounds.

JSC planners inserted an optional 'Flight 12 Alternate' (January 30 - February 4, 1981) into their schedule which, if flown, would replace Flight 12. Columbia would orbit 160 n mi above the Earth. Its three-person crew would deploy Anik-C/2 on a SSUS-D stage. The mission's main purpose, however, would be to create a backup launch opportunity for an Intelsat V-class satellite already scheduled for launch on a U.S. Atlas-Centaur or European Ariane I rocket. An SSUS-A stage would boost the Intelsat V from Shuttle orbit to GEO.

NASA JSC assumed that, besides the satellites, stages, and their support hardware, Columbia would for Flight 12 Alternate tote an attached payload of opportunity that would need to operate in space for five days to provide useful data (hence the mission's planned duration). Payload mass up would total 37,067 pounds; mass down, 17,347 pounds.

Space Shuttle Flights 13 through 18 would include the first orbital mission of the OV-101 Enterprise (Flight 17), during which astronauts would retrieve the LDEF payload deployed during Flight 7.

Flight 13 (March 3-8, 1981) would see three astronauts on board Columbia release NOAA's GOES-E satellite attached to an SSUS-D stage into a 160-n-mi-high orbit. OV-102 would have room for two payloads of opportunity: one attached at the front of the payload bay and one deployed from a turntable aft of the GOES-E/SSUS-D combination. Payload mass up would total 38,549 pounds; mass down, 23,647 pounds.

Flight 14 would last 12 days, making it the longest described in the STS Flight Assignment Baseline document. Scheduled for launch on April 7, 1981, it would carry a 'train' of four unpressurized Spacelab experiment pallets and an 'Igloo,' a small pressurized compartment for pallet support equipment. The Igloo, though pressurized, would not be accessible to the five-person crew. OV-102 would orbit 225 n mi high at an inclination of 57°. Mass up would total 31,833 pounds; mass down, 28,450 pounds.

Flight 15 (May 13-15, 1981) would be a near-copy of Flights 8, 10, and 12. OV-102 would transport to orbit a payload totaling 53,744 pounds; payload mass down would total 11,443 pounds. The JSC planners noted the possibility that none of the potential payloads for Flight 15 — TDRS-D and SBS-C or Anik-C/3 — would need to be launched as early as May 1981. TDRS-D was meant as an orbiting spare; if the first three TDRS operated as planned, its launch could be postponed. Likewise, SBS-C and Anik-C/3 were each a backup for the previously launched satellites in their series.

Flight 16 (June 16-23, 1981) would be a five-person Spacelab pressurized module flight aboard OV-102 in 160-n-mi-high orbit. Payloads of opportunity totaling about 18,000 pounds might accompany the Spacelab module; for planning purposes, a satellite and SSUS-D on a turntable behind the module was assumed. Payload mass up would total 35,676 pounds; mass down, 27,995 pounds.

Flight 17, scheduled for July 16-20, 1981, would see the space debut of Enterprise and the retrieval of the LDEF released during Flight 7. OV-101 would climb to a roughly 200-n-mi-high orbit (LDEF's altitude after 13.5 months of orbital decay would determine the mission's precise altitude).

Before rendezvous with LDEF, Flight 17's three-man crew would release an Intelsat V/SSUS-A and a satellite payload of opportunity. After the satellites were sent on their way, the astronauts would pilot Enterprise to a rendezvous with LDEF, snare it with the RMS, and secure it in the payload bay. Mass up would total 26,564 pounds; mass down, 26,369 pounds.

For Flight 18 (July 29-August 5, 1981), Columbia would carry to a 160-n-mi-high orbit a Spacelab pallet dedicated to materials processing in the vacuum and microgravity of space. The three-person flight might also include the first acknowledged Department of Defense (DOD) payload of the Space Shuttle Program, a U.S. Air Force pallet designated STP-P80-1. JSC called the payload 'Planned' rather than 'Firm' and noted somewhat cryptically that it was the Teal Ruby experiment 'accommodated from OFT [Orbital Flight Test].'

The presence of the Earth-directed Teal Ruby sensor payload would account for Flight 18's planned 57° orbital inclination, which would take it over most of Earth's densely populated areas. Payload mass up might total 32,548 pounds; mass down, 23,827 pounds.

Space Shuttle Flights 20 through 23 would include the first mission to make use of an OMS kit to increase its orbital altitude (Flight 21), the first European Space Agency-sponsored Spacelab mission (Flight 22), and the launch of the Jupiter Orbiter and Probe spacecraft (Flight 23)

Flight 19 (September 2-9, 1981) would see five Spacelab experiment pallets fill Columbia's payload bay. Five astronauts would operate the experiments, which would emphasize physics and astronomy. The Orbiter would circle Earth in a 216-n-mi-high orbit. Payload mass up would total 29,214 pounds; mass down, 27,522 pounds.

Flight 20 (September 30-October 6, 1981), the second Enterprise mission, would see five astronauts conduct life science and astronomy experiments in a 216-n-mi-high orbit using a Spacelab pressurized module and an unpressurized pallet. JSC planners acknowledged that the mission's down payload mass (34,248 pounds) might be 'excessive,' but noted that their estimate was 'based on preliminary payload data.' Mass up would total 37,065 pounds.

On Flight 21, scheduled for launch on October 14, 1981, Columbia would carry the first Orbital Maneuvering System (OMS) Kit at the aft end of its payload bay. The OMS Kit would carry enough supplemental propellants for the Orbiter's twin rear-mounted OMS engines to perform a velocity change of 500 feet per second. This would enable OV-102 to rendezvous with and retrieve the Solar Maximum Mission (SMM) satellite in a 300-n-mi-high orbit.

Three astronauts would fly the five-day mission, which would attain the highest orbital altitude of any flight in the STS Flight Assignment Baseline document. JSC planners noted that the Multi-mission Modular Spacecraft (MMS) support hardware meant to carry SMM back to Earth could also transport an MMS-type satellite into orbit. Payload mass up would total 37,145 pounds; mass down, 23,433 pounds.

On Flight 22 (November 25 - December 2, 1981), Enterprise might carry an ESA-sponsored Spacelab mission with a five-person crew, a pressurized lab module, and a pallet to a 155-to-177-n-mi orbit inclined at 57°. Payload mass up might total 34,031 pounds; mass down, 32,339 pounds.

During Flight 23 (January 5-6, 1982), the last described in the STS Flight Assignment Baseline document, three astronauts would deploy into a 150-to-160-n-mi-high orbit the Jupiter Orbiter and Probe (JOP) spacecraft on a stack of three IUSs. President Jimmy Carter had requested new-start funds for JOP in his Fiscal Year 1978 NASA budget, which had taken effect on October 1, 1977. Because JOP was so new when they prepared their document, JSC planners declined to estimate up/down payload masses.

Flight 23 formed an anchor point for the Shuttle schedule because JOP had a launch window dictated by the movements of the planets. If the automated explorer did not leave for Jupiter between January 2 and 12, 1982, it would mean a 13-month delay while Earth and Jupiter moved into position for another launch attempt.

Almost nothing in the October 1977 STS Flight Assignment Baseline document occurred as planned. It was not even updated quarterly; no update had been issued as of mid-November 1978, by which time the target launch dates for the first Space Shuttle orbital mission and the first operational Shuttle flight had slipped officially to September 28, 1979 and February 27, 1981, respectively.

The Space Shuttle Orbiter Columbia lifts off at the start of STS-1.

The first Shuttle flight, designated STS-1, did not in fact lift off until April 12, 1981. As in the STS Flight Assignment Baseline document, OV-102 Columbia performed the OFT missions; OFT concluded, however, after only four flights. After the seven-day STS-4 mission (June 27 - July 4, 1982), President Ronald Reagan declared the Shuttle operational.

The first operational flight, also using Columbia, was STS-5 (November 11-16, 1982). The mission launched SBS-3 and Anik-C/3; because of Shuttle delays, the other SBS and Anik-C satellites planned for Shuttle launch had already reached space atop expendable rockets.

To the chagrin of many Star Trek fans, Enterprise never reached space. NASA decided that it would be less costly to convert Structural Test Article-099 into a flight-worthy Orbiter than to refit Enterprise for spaceflight after the ALT series. OV-099, christened Challenger, first reached space on mission STS-6 (April 4-9, 1983), which saw deployment of the first TDRS satellite.

NASA put OV-101 Enterprise to work in a variety of tests and rehearsals (such as the 'fit check' shown in the image above), but did not convert it into a spaceflight-worthy Orbiter.

The voluminous Spacelab pressurized module first reached orbit on board Columbia on mission STS-9 (November 28- December 8,1983). The 10-day Spacelab 1 mission included ESA researcher Ulf Merbold and NASA scientist-astronauts Owen Garriott and Robert Parker. Garriott, selected to be an astronaut in 1965, had flown for 59 days on board the Skylab space station in 1973. Parker had been selected in 1967, but STS-9 was his first spaceflight.

The 21,500-pound LDEF reached Earth orbit on board Challenger on STS-41C, the 11th Space Shuttle mission (April 6-13, 1984). During the same mission, astronauts captured, repaired, and released the SMM satellite, which had reached orbit on 14 February 1980 and malfunctioned in January 1981. Challenger reached SMM without an OMS kit; in fact, no OMS kit ever reached space.

STS Flight Assignment Baseline document assumed that 22 Shuttle flights (six OFT and 16 operational) would occur before January 1982. In fact, the 22nd Shuttle flight did not begin until October 1985, when Challenger carried eight astronauts and the West German Spacelab D1 into space (STS-61A, October 30 - November 6, 1985). Three months later (28 January 1986), Challenger was destroyed at the start of STS-51L, the Shuttle Program's 25th mission.

In addition to seven astronauts — NASA's first in-flight fatalities — Challenger took with it TDRS-B, NASA's second TDRS satellite. The Shuttle would not fly again until September 1988 (STS-26, September 29 - October 3, 1988). On that mission, OV-103 Discovery deployed TDRS-C. The TDRS system would not include the three satellites necessary for global coverage until TDRS-D reached orbit on board Discovery on mission STS-29 (13-18 March 1989).

Following the Challenger accident, NASA abandoned — though not without some resistance — the pretense that it operated a fleet of cargo planes. The space agency had at one time aimed for 60 Shuttle flights per year; between 1988 and 2003, the Shuttle Program managed about six per year. The most flights the Shuttle fleet accomplished in a year was nine in 1985.

Shuttle delays meant that JOP, renamed Galileo, missed its early January 1982 launch window. It was eventually rescheduled for May 1986, but the Challenger accident intervened. Galileo finally left Earth orbit on 18 October 1989 following deployment from OV-104 Atlantis during STS-34 (October 18-23, 1989).

Between the time JOP/Galileo received its first funding and the Challenger explosion, NASA, the White House, and Congress had sparred over how the Jupiter spacecraft would depart Earth orbit. Eventually, they settled on the powerful liquid-propellant Centaur-G' rocket stage.

Citing new concern for safety following Challenger, NASA canceled Centaur G'. Galileo had to rely on the less-powerful IUS, which meant that it could not travel directly to Jupiter; it had instead to perform gravity-assist flybys of Venus and Earth to reach its exploration target. Galileo did not reach the Jupiter system until December 1995.

LDEF had been scheduled for retrieval in March 1985, less than a year after deployment, but flight delays and the Challenger accident postponed its return to Earth by nearly six years. On mission STS-32 (January 9-20, 1990), astronauts on board Columbia retrieved LDEF, the orbit of which had decayed to 178 n mi. LDEF remains the largest object ever retrieved in space and returned to Earth.

During reentry at the end of mission STS-107 (16 January-1 February 2003), Columbia broke apart over northeast Texas, killing its international crew of seven astronauts. This precipitated cancellation of the Space Shuttle Program by President George W. Bush, who announced his decision on 14 January 2004.

The end of the Space Shuttle Program was originally scheduled for 2010, immediately following the planned completion of the International Space Station. In the event, STS-135, the final Space Shuttle mission, took place four years ago (July 2011), three months after the 30th anniversary of STS-1. The Orbiter Atlantis lifted off on 8 July with a four-person crew — the smallest since STS-6. It docked with the International Space Station to deliver supplies and spares and landed in Florida 13 days later."

Article by David S. F. Portree: link

source, source

NASA ID: S77-5784, S77-5785, S77-5758

[hirocimacruiser]

Puma Mitsubishi Lancer Evo V

Mitsubishi TEST&SERVICE

Debuted in the second race. In qualifying, he suddenly took the first corner of R. In the finals, he was at the top for a while. 4th place in qualifying (1st in class), 4th in final (1st in class). Driver: Akihiko Nakatani/Sakae Obata.

③Suspension damper is KYB. The spring is Ralliart. ④Safety fuel tank is made by ATN. Capacity is 120ℓ. ⑤The steering wheel is MOMO buckskin. ⑥ The meter is Pi system. On the left is the Omori boost gauge. ⑦The door hinges are carved out because they hit the roll cage. (8, 9) was originally a work RS-Z (8JX 17). The tires are 225/45R17 ADVAN. 1⑩ Replace the radiator with one made by Denso. (11) The oil cooler is genuine. (12) Aero mirror is Valdisport. ⑬The rear is equipped with a differential cooler. LSD is Ralliart (viscous only in the center). (14)The roll bar passes through the bulkhead. The tower bar is Valdisport. There was a WRC plan for the ECU, but the current one is the original. Commercialization is also under consideration. (15)The muffler is thin, about 80mm. (16)The yellow part on the console is the starter, and the one below is the water spray. (17) The roll cage is for FIA-approved rallies. (18) shift is a sword. The knob is a small screwdriver, which is my preference. (19) seats are Valdisport Type II. (20) The roll cage looks like a bird cage. Please compare it with the Impreza on the right.

In the second race, they defeated the Nissan Development Team's GT-R. The tire size/tread has been expanded since Evo IV, reducing the time by approximately 2 seconds.

Exceeded IV in all aspects. There are no flaws!

``The new EVO V has solved all the shortcomings of the EVO IV . In particular, thanks to the wider tread, cornering speed has improved dramatically. It has become my specialty.'' Mr. Yamada of Test & Service maintains the ``Puma Evo,'' which achieved amazing times and came close to the G T-R. When building the vehicle, they placed emphasis on improving the suspension, which is subject to increased strain due to the increased cornering force. Therefore, in testing and service, even if a high input value is added, it cannot be accepted.

I decided to build a strong body. However, the main difference from the Impreza is that instead of welding reinforcement such as adding more spots, the main reinforcement is the extensive use of a strong roll bar that penetrates the body and is also used in WRC. Looking at each part, there are only a few welded parts. The weight is also 30kg more than the standard. This idea is common to the EVO era. With the reinforcement so far, the driver

``I can feel the movement of my feet''

It seems that the comments are satisfying. The engine has a proven track record of being packed to the hilt, starting with the Evo, and is powerful and stable enough to keep its rivals at bay. The cooling performance seems to be high, and the original oil cooler is used as is. “If we keep boiling it down like this, we can last for at least one fight.”

Nakatani seemed to be breathing heavily.

PROVA Eifel Dunlop GC8 Impreza

Debuted in last year's final race! Suddenly took first place in qualifying. This year, he will participate in the second race. 12th place in qualifying (8th in class), retired in finals. Driver: Kazuo Shimizu/Tsutomu Shibuya.

④ The fuel tank is 120ℓ. (5, 6, 7) All aero parts are Prova. The side duct is effective in cooling the brakes. ⑧⑨ The tires are DL/Formula R (205/ 50R16) and the Enkei Sports 7.5J x 16. (10) differential cooler is made by Calsonic. (11) The Prova damper and spring are Swift from Tokyo Spring. (12) Two oil coolers are installed on the engine and one on the transmission. In particular, the latter has a high calorific value and is a must-have item. The radiator is also a large capacity type. ⑬The steering wheel is Impul 913 special. (14)The engine is STi tuned. Management is the same as for WRC cars. The roll cage has been changed and the battery has been made smaller. (15)The seat is full carbon made by Mooncraft. (16) The roll cage is very simple. (17,18) meter is Pi system. On the console, from the right, there is a transmission oil pump, a differential oil pump, and a reserve tank switch for using up to the last liter. Below is a display switch for the Pi data logger. ⑲The square plate visible at the back of the rear center section is the weight. (20) The rear suspension mounting area has been fully reinforced with welding.

This is the first car that Fuji Heavy Industries has officially started working on, from rally to circuit. Once you get used to the world of racing, it can be intimidating.

Unexpected or unexpected. 4 doors are more rigid than 2 doors

``Thanks to the horizontally opposed engine, everything is symmetrical, which means excellent weight balance.This is the lifeblood and appeal of this car.Also, by making full use of the four-wheel drive provided, cornering performance is improved. However, it's the direction of the settings. Thanks to this, the advantage is that you can turn with the same feeling whether it's a rainy day or a sunny day.'' Mr. Fukushima from Bulova Race Garage will be participating in the race. However, the design is older than its rivals, and it seems that the body rigidity is completely lacking, so strengthening it is necessary for the vehicle.

The most important item in production. especially the way it twists

It is said that reinforcement has been focused on the suspension mounting area (to increase suspension rigidity). Also, since last year, the use of flashy two-doors has been allowed in Super Taikyu, but the only reason why four-doors are still used is because they are highly rigid.

The roll cage isn't used much either visually. This was done to reduce weight, and only the minimum necessary parts were included after thorough body reinforcement. The weight was 30kg lighter than the standard, and 30kg was placed as weight on the passenger seat and rear center to thoroughly improve the weight balance. The body is completely finished, but is this it?

Their problem is the engine. It's a little lacking in power. If I go up a little bit more, I can catch up with EVO. It seems like STi's hard work will determine what happens next.

[idwtransformers-vibe]

This is my airline human-cybertronian airline idea. I hope yall enjoy!

Feel free to add any ideas!

Soul-Spark Airways:

This is a commercial airline, technically. It was created in Ireland. They had gotten the idea of letting bots stay in their country after finding some trying to get around unnoticed. So they decided to implement bots into their population, and of course, they needed jobs, so this airline was created for both humans and bots to work together.

Because of the bots, the company became very versatile in terms of travel. As bots with an aircraft alt-mode can fly through space, but only for cargo transportation, and only one or two humans come along. The humans are called C-R (Cargo-Runners), The bots are called S-R (Space-Runners). The overall job for both bot and human is called S-T (Space-Transportation). This job is actually proven to be very dangerous as it, of course, travels to Cybertron or Canimus to deliver or pick up cargo, so it is likely to run into some hostility along the way. But they also do cargo runs on Earth between nation to nation.

Cargo-Runners:

C-R's are humans responsible for keeping track of the cargo and its security. Since they are small enough to walk around inside and sleep in the bots alt-mode, this job is, of course, mostly for humans. Unfortunately, during travels through space, they are targeted quite often, so having combat training is a must. It is also required of them to know maintenance and logistics. Sometimes, their bot companion will need repairs when there aren't any Medi-maintenance around, and they handle their own logistics.

Space-Runners:

S-R's are MASSIVE bots who transform into the alt-mode of a commercial aircraft. Except their engine systems are 10x's stronger than regular aircrafts, especially since they have the engine power to fly through space. They do not carry regular passengers, not humans, at least because they aren't normal aircrafts. Occasionally, they'll transport one or two bots. But for the most part, they travel with their C-R, and that's it. Passengers must board a regular aircraft that is part of the company.

These guys are given the right of way on ramp and the runaway because, again, they have extremely powerful engines, so all the normal aircrafts must wait before doing pushback from their gates. Unless they want to be responsible for a tragic accident.

S-R's have a built-in oxygen system in their alt-mod, as well as gravity. This is so the C-R can breathe normally and do their job without issues. In case the system so happens to malfunction, there are oxygen masks, and C-R's are required to wear magnetic boots.

On a added note: S-R's are very protective of their C-R's. So don't mess with their C-R's

Medi-Maintenance:

M-M's are basically medics for any bot who works for the airline. The M-M could be bot or human. They all do maintenance on S-R's for the most part, especially heavy maintenance of it is needed. Due to mechanical knowledge of the M-M's, they do maintenance on company vehicles just to keep things flowing without a hitch.

Logistics Attendants:

L-A's handle supply. So if a bot or an aircraft needs a part, L-A's are the people M-M's go to. They order parts and issue them out to specific bots and aircrafts. They can also send out unservicable parts to the airline repair stations or process engine removals for the M-M's. These guys also have several different levels in their jobs, as certain L-A's have access to parts where a regular one doesn't. They can also go out on ramp and deliver parts to a flight or pick up parts from a flight.

Humans stationed on Cybertron/Canimus:

C-R's have to go through heavy security. They have to have a certain badge to have access to be in Cybertron. Their access is different from political figures' access. This is because C-R's could be transporting extremely important or dangerous cargo.

But security is a little easier to get through if they're already stationed on Cybertron. They are already assigned quaters/housing. They tend to remain their usual small size as it is easier to do maintenance on their bot companion that way. So, it is not uncommon to see a tiny company truck driving around with a human inside it going about their business, some bots think it's cute seeing them honk their horn letting them know they're about to pass or come around the corner.

Unfortunately, some bots do not like the fact that there are humans stationed on their planet. So the S-R's are always on high alert when they see their human buddy interacting with other bots. When they see one is being slightly rude towards the human, they intervene immediately.

- Families

Some humans, of course, have children. So the airport on Cybertron they're stationed at already has a school system and daycare in place. These kids sometimes develop Cybertronian slag when interacting with sparklings. It's quite interesting to witness.

Also! These kids end up becoming fluent in the Cybertronian language, as well as their parents. This makes them the maps for new arrival humans 😂

And human children born on Cybertron use the term carrier and sire! Those who were moved to Cybertron still use mom and dad.

Bots stationed on Earth:

Depending on the country, bots are allowed to live amongst humans. Although different countries can give them a difficult time when trying to travel, as some countries are not comfortable with the thought of giant robots, but they'll put up with the process for the most part if it means getting cargo faster.

A lot of humans MUST steer clear when driving around them or just being around them in general. These bots do not always see the humans, so while they try to be vigilant of their surroundings, humans must do their part to be vigilant as well.

- Families

Like humans, bots have their own kids as well. Bots sometimes actually shrink themselves and their sparklings down a lot. Like human children on Cybertron, sparklings get a school system and daycare set up.

Depending on the country, sparklings actually develop certain accents, slangs, and speak the dominant language of the country they're stationed in with their creator! Shockingly enough, these sparklings actually use the term mom and dad of they are born on Earth. Those who were moved to Earth still use carrier and sire.

Protocols (there's more, but I am just going to list the main ones):

Emergency S-R 481 & 559:

Code: Blue

This emergency is when a wounded S-R arrives, emergency. M-M's respond to the emergency while L-A's prep all the parts necessary that the C-R communicated before landing.

This also goes for non S-R bots if in need of medical assistance.

Emergency 278:

Code: Purple

This emergency is for injured humans. It is the other coworkers job to do their best to help them until an ambulance arrives. Such as keeping them still, holding them a specific way, or CPR if they are trained.

Emergency 117:

Code: Red

This emergency is specifically for S-R's and C-R's. If they are traveling through space and so happen to be attacked, C-R will communicate to either bots on Earth or Cybertron/Canimus. Whichever one they are closest to. This normally happens if this a fight S-R can't take without risking the C-R's life to a certain degree. Typically, the S-R are able to defend themselves.

Department numbers:

Space-Transportation: 117

Medi-Maintenance: 481

Logistics-Attendant: 559

Medical Emergency response: 278

[eldmandate9]

How to Find Truck Loads for Owner Operators

More than 70% of transported goods are moved by trucks in the United States. More than 90% of companies in the United States long-distance freight trucking industry are owner-operators. Getting frequent, reliable, and well-paying truck loads is crucial for the smooth running of any trucking business. In the past, owner-operators had to constantly check physical load boards, wait in truck shops, or make several calls a day in order to get loads. Times have now changed. The internet, smartphones, apps, etc. offer an advantage to finding a reliable source to get truck loads. If you are still in the researching phase of becoming a new owner operator please see our full guide on how to start a trucking business in 2024. 

Below are a few ways in which an owner-operator can find loads:

Load boards

Load boards are the most common way to find loads. This is especially a reliable option for a new business to get rolling quick. A Load board is essentially an online site that provides a shared platform for shippers and truckers/owner-operators. The shippers post information of the load such as the origin, distance, destination and other important details, and owner operators can apply to pick up transport those loads. Load boards can be very helpful if the business is not leased onto a dedicated carrier. 

Load board apps are also available on smartphones that provides multiple listings to help owner-operators find suitable loads. Load boards differ from one service provider to another. While some may provide the services for free, others charge a fee to access the boards. We discuss the best load board sites for owner operators:

Paid load board websites that also offer free trial:

Direct Freight - https://www.directfreight.com/home/

DAT - https://www.dat.com/load-boards

Get loaded - http://www.getloaded.com/

Truckers Edge - https://www.truckersedge.net/

Load Match - https://www.loadmatch.com/

Free load board websites:

Trucker Path - https://truckerpath.com/truckloads/free-load-board/

Trulos - http://www.trulos.com/

DSSLN - http://www.dssln.com/

Freight Finder - https://www.freightfinder.com/

Load up - http://www.usacanadaloadup.com/

Apps:

Trucker Path

DAT

Truckloads & Freight

All the websites or apps above should give a start to owner operators on how to find truck loads with a load board. Other options apart from public load boards are below. 

Lease-on

Some companies have a private load board. These are specifically for owner-operators to lease-on with that company. This option provides the owner-operator with the stability of a big company – which is an added advantage for a new owner-operator. It also gives the freedom to choose the freight directly from a load board. Some companies also offer discounts on operating expenses to owner-operators. Hence, it helps the owner-operator utilize its purchasing power. Owner-operators may also get paid a fuel surcharge versus per mile.

Freight brokers

Freight brokers help finding loads. Choosing a freight broker can be a handy option if an owner-operator is not looking to lease-on with a trucking company. A freight broker eases the process by doing most of the leg-work. This includes dispatching loads, tracking shipments, payrolls, invoicing, etc. A freight broker assists a shipper in finding a carrier that is qualified to move its load. Once a deal is negotiated, the broker connects the shipper with the owner-operator. The broker negotiates the highest amount with the shipper for the load, and connects the shipper with a carrier that is willing to move it at the lowest amount. The margin is called a spread, and is charged by the broker as a fee for the service provided. The spread is usually 15-25% of the profit. 

For example, an owner-operator agrees to move a load for $6000. A freight broker negotiates with the shipper for $7000 to do the trip. The margin of $1000 is the spread, goes directly to the freight broker.

A freight broker can be an individual or a company. When looking for one to partner with, it is recommended to find ones who are registered with the FMCSA and cover insurance costs. It is a great option for beginner owner-operators who are yet to get a strong foothold in the industry. It is important to have clarity regarding the impact of the spread on the profits made for a business. 

Dispatchers

A dispatcher manages the flow of the freight for efficient movement of the truck load. This is done by avoiding empty miles in the trips. Doing so helps in maximizing profits for owner-operators. One of the keys to smooth functioning of this service is constant communication with the owner-operator. A dispatcher ensures compliance and usually provides customer service. In addition to finding loads for the owner-operator, dispatchers also aid in various backend operations. This includes all associated paperwork like tax records, permits, insurance, etc. Some dispatchers provide end to end services. This means the dispatcher takes care of finding and managing the loads, as well as ensuring timely payment from the shipper. The fee is charged either at a flat rate, or as a certain percentage of the load. An owner-operator can hire an individual dispatcher or a trucking dispatch service provider. This is another way for owner operators to find truck loads.

Government Contracts

Federal, state, and local governments often outsource their transportation requirements. To be considered as an option for moving government loads, an owner-operator has to register on the U.S. General Services Administration (GSA) website as a company. Registering as a government contractor can help an owner-operator find loads in their own city/area. Obtaining contracts can vary depending upon the security clearance required for winning the bids. A contract with government entities like the US postal service or getting the business’ name on the GSA list can bring in steady work-flow and also offer great pay. Government contracts are a great option for finding loads for an owner operator.

Prospecting

Prospecting is the continual process of finding loads. It revolves around researching shippers in the local area. The owner-operator should research the number of shippers, the kind of loads needed to move, destinations catered to, etc. This will help the owner-operator determine a prospect shipper to get loads from. The process requires the owner-operator to connect with the prospect shipper by reaching out to them. In the communication, an owner-operator can enquire about the shipper’s requirement and any trips suitable for the owner-operator to undertake. It also helps in finding any future opportunities that the shipper might offer. This requires a bit more work for the owner operator but also provides a good opportunity to find more loads.

Networking

Just like any other business, networking can be a key step for ensuring an owner-operator’s visibility and possible growth in the industry. Creating friendships can lead to prospective clients. Getting involved in associations like the American Association of Owner Operators (AAOO) or other local events can help in professional connections that may be a great pathway for getting loads. It not only helps in staying informed about news in the trucking industry, but also helps in tips and guidelines to grow business.Owner operators should choose a strategy or combination of strategies above to determine what works best for the business. At first, an owner-operator might not have a lot of load options to choose from. The owner-operator may have to take up any available job to keep the business running. Though overwhelming at first, it gets easier with each trip. Owner Operators need the best technology and ELD Mandate provides some of the best products from Asset Trackers, Dash Cams, ELDs, Tablets and Data for all owner operators.

[navcommrelay]

/////Transmission Start/////

First Company, Columbian First Reconstituted Irregulars. Assessment:

Command / Logistics Element: "Raiment" Cobra Transport VTOL (Command)

2x J-27 Ordnance Transport (Vehicle) 2x Coolant Truck (Fusion) M.A.S.H. Truck (Small) "DocWagon Actual"

Powerman SC XI-M-B LoaderMech MOD "B-Gunner" Jabberwocky ConstructionMech JAW-66D "Fix-It Fred" Marco MR-8E "Get It Done" Details Below:

Cobra Transport VTOL (Command)

Base Tech Level: Standard (IS) Level Era Experimental - Advanced 2622-3047 Standard 3048+ Extinct 2835-3045

Tech Rating: E/E-F(F*)-D-D

Weight: 30 tons BV: 367 Cost: 1,422,000 C-bills Source: Jihad Role: Scout

Movement: 8/12 (VTOL) Engine: 100 Fusion

Internal: 15 Armor: 48 Internal Armor Front 3 12 Right 3 12 Left 3 12 Rear 3 10 Rotor 3 2 Weapons Loc Heat Medium Laser FR 3 Anti-Missile System FR 1 Anti-Missile System RR 1 Ammo Loc Shots Anti-Missile System Ammo [IS] BD 12 Anti-Missile System Ammo [IS] BD 12 Anti-Missile System Ammo [IS] BD 12 Equipment Loc Communications Equipment (7 tons) BD

Carrying Capacity Troops - 3.0 tons

------------------------------------------------------------------------------ 2x J-27 Ordnance Transport (Vehicle) "

Base Tech Level: Standard (IS) Level Era Experimental - Advanced - Standard 2650+

Tech Rating: E/C-C-C-C

Weight: 10 tons BV: 44 Cost: 23,100 C-bills Source: TRO 3039 - Star League

Movement: 4/6 (Tracked) Engine: 50 Fusion

Internal: 4 Armor: 16 Weapons: Sperry-Browning Machine Gun, Body Ammo: 100, Body Carrying Capacity Cargo Space (1 door) - 8 tons

------------------------------------------------------------------------------

2x Coolant Truck (Fusion)

Base Tech Level: Introductory (IS) Level Era Experimental - Advanced - Standard 2592+

Tech Rating: E/C-C-C-C

Weight: 30 tons BV: 357 Cost: 255,775 C-bills Source: TRO 3039 - Star League

Movement: 4/6 (Tracked) Engine: 120 Fusion

Internal: 15 Armor: 112 Weapons: -2x Vehicle Flamer, Turret, Heat 3 Ammo: 40, Body

Carrying Capacity Insulated Cargo Space (1 door) - 4.350 tons

------------------------------------------------------------------------------

M.A.S.H. Truck (Small) "DocWagon Actual"

Base Tech Level: Introductory (IS) Level Era Experimental - Advanced - Standard 2671+

Tech Rating: E/C-E-D-D

Weight: 15 tons BV: 196 Cost: 150,500 C-bills

Movement: 5/8 (Wheeled) Engine: 55 Fusion

Internal: 10 Armor: 56 Weapons: -2x Small Laser, Turret, Heat 1 Ammo: 0

Carrying Capacity Troops - 1.0 tons

------------------------------------------------------------------------------

Powerman SC XI-M-B LoaderMech MOD "B-Gunner"

Base Tech Level: Standard (IS) Level Era Experimental - Advanced - Standard 2801+

Tech Rating: D/X-E-E-D

Weight: 35 tons BV: 277 Cost: 1,373,803 C-bills Role: Brawler

Movement: 4/6 Engine: 140 Fusion BAR Rating : 5 Heat Sinks: 3 Gyro: Standard Gyro

Internal: 58 Industrial Armor: 60/119 Commercial Internal / Armor Head 3/2 Center Torso 11/12 Center Torso (rear) 2 Right Torso 8/8 Right Torso (rear) 2 Left Torso 8/8 Left Torso (rear) 2 Right Arm 6/5 Left Arm 6/5 Right Leg 8/7 Left Leg 8/7 Weapons: -SRM 4, LA, Heat 3 -SRM 4 RA, Heat 3

Ammo: -SRM 4 Ammo, CT, 25

Equipment: -Cargo (1 ton) LT -Cargo (1 ton) RT -Cargo (0.5 tons) CT

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Jabberwocky ConstructionMech JAW-66D "Fix-It Fred"

Base Tech Level: Standard (IS) Level Era Experimental - Advanced - Standard 3070+

Tech Rating: E/X-X-E-E

Weight: 50 tons BV: 353 Cost: 2,897,869 C-bills Source: TRO 3075 Role: Juggernaut

Movement: 4/6/3 Engine: 200 Fusion Heat Sinks: 10 Cockpit: Industrial Cockpit Gyro: Standard Gyro

Internal: 83 Industrial Armor: 56/169 Heavy Industrial Internal / Armor Head 3/6 Center Torso 16/9 Center Torso (rear) 3 Right Torso 12/5 Right Torso (rear) 2 Left Torso 12/5 Left Torso (rear) 2 Right Arm 8/6 Left Arm 8/6 Right Leg 12/6 Left Leg 12/6 Weapons: -Nail/Rivet Gun, LA, Heat 0 -Nail/Rivet Gun, RA, Heat 0 Ammo: -Nail/Rivet Gun Ammo, LT, 300

Equipment: -Tracks, RL/LL -Environmental Sealing * -Spot Welder, LA -Industrial Triple Strength Myomer * -Salvage Arm, RA -Searchlight (Mounted) LT -Cargo (1 ton) LT -Lift Hoist/Arresting Hoist (R) RT

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Marco MR-8E "Get It Done"

Base Tech Level: Standard (IS) Level Era Experimental - Advanced 2801-3041 Standard 3042+ Extinct 2950-3037

Tech Rating: E/X-F(F*)-D-D

Weight: 30 tons BV: 476 Cost: 1,507,311 C-bills Source: RS OK - Early Succession War Role: Brawler

Movement: 4/6 Engine: 120 Fusion Heat Sinks: 12 Cockpit: Industrial Cockpit Gyro: Standard Gyro

Internal: 51 Industrial Armor: 64/105 Internal / Armor Head 3/8 Center Torso 10/9 Center Torso (rear) 3 Right Torso 7/6 Right Torso (rear) 2 Left Torso 7/6 Left Torso (rear) 2 Right Arm 5/6 Left Arm 5/6 Right Leg 7/8 Left Leg 7/8 Weapons: -Medium Laser, LA, Heat 3 -Medium Laser, LA, Heat 3 -Medium Pulse Laser, RT, Heat 4 -Medium Pulse Laser RT, Heat 4

Equipment: -Environmental Sealing *

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