Uber Inc. has coasted out another organization called Powerloop, a partner to Uber Freight, which would lease trailers to bearers and empower them to take an interest in a re-imagined trailer pool demonstrate. FreightWaves got up to speed with Max Pike, procedure lead and Kofi Asante, item system at Powerloop to talk about the possibilities of the new organization and what it involves to the trucking biological community.
“We had looked over the business and recognized torment focuses, that clarified that shippers were less successful when they were dependant on the driver to appear with the trailer in what is known as the live load,” said Pike. “A live load is the point at which the driver appears with the power unit and the trailer, and the shipper office stacks the vacant trailer. A similar thing occurs on the beneficiary side, where they live empty the trailer. This isn’t extremely proficient for the shippers.”
On the opposite end of the range, the bearers likewise experience the ill effects of wastefulness misfortunes, as they pile on numerous hours at the shipper’s office, sitting tight to load and empty. This is particularly valid for littler armadas and proprietor administrators, who don’t have the fortitude to purchase more trailers, nor have the associations with secure organizations with the enormous transportation marks that work with drop trailers and bearers providing a power-only limit.
Powerloop offers an answer for this pickle, yet permitting transporters with power-just limit enrolled in the Uber Freight application to lease trailers and interface them with shippers who are into the trailer pool show. Along these lines, bearers independent of their size can pull more loads, accordingly bringing down the boundary to section for trailer-pool programs.
“We rent trailers from our outsider accomplice and after that lease them out to transporters in our system,” said Asante. “A bearer can lease trailers as expected to satisfy their heap necessities.” when all is said in done, the quantity of trailers that a transporter can lease at one time is, for the most part, topped on the number of intensity units they have.
One reason for Powerloop stretching out of Uber Inc. is to only handle the limit crunch that has grabbed hold of the business, especially after the implementation of the ELD order. “There has been a restricted measure of aggregate accessible driver hours, and there has been an expanded spotlight on the shipper and bearer side to have the whole cargo framework work all the more proficiently,” said Pike.
“We needed to see how the drop trailer programs functioned generally. What we found was that power-just or drop trailer tasks had been overseen by resource owning vast transporters who had control units with trailers, and would drop these trailers at the shipper’s office on a more devoted premise.”
The issue, however, was that drivers who are sent to get the trailers as often as possible drive back void, in this way expanding up the vehicle costs for shippers. For example, if a shipper is moving trailers from Dallas to Houston, they would likewise need to pay for the deadhead miles while the trailer comes back to Dallas from Houston.
“We needed to outline an adaptable and dynamic framework where we could guarantee that these trailers would be stacked in the two bearings. The transporters that take an interest in this program appreciate it – they get one of the pre-stacked trailers and move them from one office to the next and there is another heap there for them to bring back,” said Pike. “They are moving around the system in round outings and burning through the majority of their accessible hours in multi-day moving cargo and getting paid.”
While building up the Powerloop arrangement, the group took advantage of the assets of Uber Freight, and connected with a considerable measure of customary business organizations and caught their criticism, which was then coordinated into the application – all progressively. “In a run of the mill drop cargo situation, a considerable measure of the power-just loads are one-way. We have now tried to have the capacity to give round excursions to transporters. This is a major one, and there are various circumstances where our bearers can interface with our group day by day, so we can roll out those improvements snappier,” said Asante.
Powerloop had an underlying run finished with Uber Freight drivers, and Pike clarified that the input has been to a great degree positive. “One transporter who has been working with us had at first been only a proprietor administrator, however he has from that point forward moved everything over to this arrangement of intensity just loads, used the power loads trailer rentals, and has possessed the capacity to really purchase a couple of more power units and move from being a proprietor administrator to a little armada,” he said.
Powerloop works with Fortune 500 organizations, and has helped them gain adaptability for their delivery needs, particularly amid the supply times to get down to business. For the transporters, leasing trailers for burdens would mean lesser void miles, which unexpectedly likewise assists with decreasing their carbon impression. Toward the day’s end, the transporters can do what they specialize in – pull loads without having long confinement times while expanding effectiveness in the driver’s seat.
The first sentencing of the Pilot Flying J “manual rebate” scandal
Perhaps it was Mark Hazelwood’s seniority in the Pilot Flying J organization, or the cumulative nature of the recordings, emails, texts, wires and other communications that led to his being found guilty on most of the counts he was indicted on in mid-February. It seems equally as likely that his coarse language on numerous documents, and the highly sensational recording of his racist rant didn’t do him any favors with the jury.
In sentencing Hazelwood to 150 months, Senior U.S. District Judge Curtis L. Collier Jr. had to evaluate the calculus of the money involved, as well as the scope of the crime. The court was also obliged to consider the aspects of retribution, deterrence, and rehabilitation. At the end of his final statement, Collier said that in light of all those involved and how “all roads led to Mr. Hazelwood” when it came to the culture, that for retribution, his sentence should be above the guideline range. For deterrence, with the increase in data technology, and this kind of crime only possibly growing, above the guidelines might also be merited. Even for rehabilitation, Collier seemed inclined to go beyond the guidelines. “Usually this isn’t an issue in white collar crime, but Mr. Hazelwood is different as he owns several businesses and due to his competitive nature, we must consider this too.”
Yet the court chose a range almost right between the 135 and 168 months that were the established guidelines. Judge Collier attributed this to the strong testimony of the 168 letters that had been sent to the court, as well as today’s persuasive defense which spoke to the strong character of Hazelwood and the many charitable things he has done over his lifetime.
Hazelwood will also be fined the maximum amount of $250,000 per count for a total of $750,000.
Today, the long-awaited final results are in (although more sentencing will follow over the coming months). Still, there has been plenty of drama since the February verdict on charges of wire fraud conspiracy, wire fraud, and witness tampering. Hazelwood has been under house arrest since his conviction. His trial attorney, Rusty Hardin and his firm choose not to file a motion seeking a new trial and began building an appeal based on Judge Collier’s most legally controversial ruling, which permitted jurors to hear a drunken Hazelwood using racial epithets at a meeting of Pilot Flying J supervisors.
Hazelwood fired Hardin in May, and hired Knoxville lawyer Brad Henry and New York firm Walden, Macht and Haran. The new team claimed Hardin botched Hazelwood’s trial in his strategy to depict Hazelwood as a hard-traveling executive, much too busy to lead a fraud scheme. The new legal team asked for a four-month delay in sentencing. Judge Collier reluctantly agreed to a delay, but only for a single month. Any delay also has a chain-reaction impact to the several others who were found guilty of participating in the scheme.
During that narrow window of time, Hazelwood’s new legal team then filed an appeal for a whole new trial, which late last week, Judge Collier denied, saying the appeal was effectively without legal merit. Collier said Hazelwood had no excuse for tarrying months after his February conviction in U.S. District Court in Chattanooga to seek a new trial.
“The Court has reviewed each of defendant’s arguments that trial counsel rendered constitutionally ineffective assistance to him before and during trial,” Collier wrote. “The Court finds none of them to have even such a small amount of merit as would allow the Court to find excusable neglect for their late filing.”
Collier allowed jurors to hear the controversial recordings, though he warned them to consider only whether they contradicted the defense’s portrayal of Hazelwood as too busy and too astute to commit such systematic fraud. Hardin fought the move and publicly stated it would be a key appellate issue.
Collier said Hardin’s legal strategy was sound, even though the defense was ultimately rejected by the jury.
“(Hardin) conceived a well-designed, well-thought-out defense strategy that portrayed Defendant as a busy, brilliant, hardworking, high executive who cared deeply about the continued viability and success of Pilot,” Collier wrote in his opinion. “This strategy was unveiled in the opening statement and built upon throughout the trial through the cross examination of witnesses called by the government.”
“The defense introduced a lengthy video in which defendant had a starring role. Trial counsel brought out that defendant was instrumental in every significant undertaking and initiative of Pilot. Trial Counsel brought out that Defendant was absent from his office often on Pilot business. The inference to be drawn from this was that defendant was too busy to pay attention to the fraudulent actions of many of his subordinates who were involved in the charged scheme and artifice to defraud,” Collier wrote. “There was nothing wrong with this strategy and it held promise of being effective and persuasive to the jury.”
If you’re an owner-operator who’s leased on with a carrier, you’ve probably toyed with the idea of getting your own authority. While there’s a lot less financial risk when you’re leased on, many drivers want the chance to earn more money and run independently.
It normally takes about 5 to 7 weeks to complete your authority, with us we usually have you Active in as little as 7-10 business days! There are a lot of upfront costs associated with getting your operating authority, not to mention the maze of regulations. To help you decide whether or not to take the plunge, here’s a quick rundown of the requirements to start your own trucking company.
Need assistance getting your authority? Alpha One Logistics can handle the paperwork for you.
What is Operating Authority (Common Carrier Authority)?
Any for-hire carrier over 10,000 GVW who will be crossing state lines is required to have authority from the U.S. Department of Transportation (USDOT). You’re also required to have an MC (motor carrier) number, issued by the Federal Motor Carrier Safety Administration (FMCSA), which allows you to transport regulated commodities.
Before You File
You need to decide on a few things before you start filling out applications:
Proof of Insurance
Before the FMCSA approves your authority, you’ll need to submit proof of liability insurance. This is one of the biggest obstacles for owner-operators looking into getting their own authority, since you’re now taking on the liability costs that the carrier you were leased on with was paying for. All carriers are required to have a minimum of $750,000 to $1 million in liability insurance for general freight or $3-5 million for hazmat. You will also have to cover $100,000 in cargo insurance.
Insurance premiums will vary based on your driving record, the state you live in, and the states you plan to do business in, and your equipment. New carriers are often charged a higher premium, with the price typically dropping once the business is more firmly established.
But wait, there’s more:
DOT New Entrant Audit
Once you clear all these hurdles, you’ll be enrolled in the DOT New Entrant Program. Within your first 18 months of business, you’ll receive an audit that will focus on:
Sound like a lot of hassle? Alpha One Logistics can take care of all the paperwork, including all federal fees, or we can help you during any part of the process. The BEST part is you get Access to One on One Carrier Business Consulting for 12 months, Business Credit Building help, Help with booking Loads, Fuel Cards with credit line, help with Compliance, and Factoring Account Setup!!! These are just the tip of the Ice Berg!
Email us today or Order on our services Page!